A cabin door structure deformation compensation structure

Abstract

This application belongs to the technical field of aircraft door structure deformation compensation structure design, and specifically relates to a door structure deformation compensation structure, comprising a door frame located at the tail of the fuselage, two side doors respectively hinged to the two side door frames, and a middle door hinged to the rear door frame. The hinge axis of the side doors is parallel to the heading, and the hinge axis of the middle door is perpendicular to the heading. The side doors have multiple locking rings on their edges, and the two edges of the middle door have multiple hooks that engage the locking rings. When the door is opened, the two side doors rotate downwards along the hinge axis, and the middle door rotates upwards along the hinge axis, with the hooks engaging the locking rings. When the door is closed, the two side doors rotate upwards along the hinge axis, and the middle door rotates downwards along the hinge axis, with the hooks disengaging from the locking rings.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft cabin door structure deformation compensation structure design, and specifically relates to a cabin door structure deformation compensation structure. Background Technology

[0002] Aircraft cabin doors, especially those that open in the air, are primarily used for cargo loading and unloading, ensuring the continuity of fuselage openings. The current main background information is as follows:

[0003] 1. When the hatch is opened in the air, it is easily affected by airflow, which can cause large deformation of the hatch structure and compensation structure, resulting in the failure of the hatch opening and closing functions.

[0004] 2. Compensation for ultra-large hatches is often achieved through their own rigidity, which is complex and difficult to reduce in weight.

[0005] 3. Some hatches often lack compensation functions and rely on reserved gaps for compensation, resulting in excessively large gap dimensions, which poses certain design disadvantages. Summary of the Invention

[0006] To address the aforementioned problems, this application provides a door structure deformation compensation structure, comprising:

[0007] The door frame is located at the rear of the fuselage, the two side doors are hinged to the two side door frames respectively, and the middle door is hinged to the rear door frame. The hinge axis of the side door is parallel to the heading, and the hinge axis of the middle door is perpendicular to the heading.

[0008] The side hatch has multiple locking rings on its edge, and the middle hatch has multiple locking hooks on both edges that hook onto the locking rings.

[0009] When the hatch is opened, the two side hatches rotate downward along the hinge axis, and the middle hatch rotates upward along the hinge axis, with the locking hook engaging the locking ring.

[0010] When the hatch is closed, the two side hatches rotate upward along the hinge axis, and the middle hatch rotates downward along the hinge axis, causing the locking hook to disengage from the locking ring.

[0011] Preferably, the front door frame has a guide groove with a Y-shaped groove surface, and the front end of the intermediate door has a guide roller that overlaps the fuselage. The axis of the guide roller is parallel to the heading. When the door is closed, the guide roller enters the bottom of the groove along the Y-shaped groove surface.

[0012] Preferably, the directional length of the guide roller is greater than the directional width of the guide groove, so that there is a gap between the intermediate hatch and the end face of the guide groove.

[0013] Preferably, the guide groove is provided with a clearance hole at the corresponding position of the end of the guide roller to compensate for the lateral movement caused by the directional deformation of the intermediate cabin door.

[0014] Preferably, when the hatch is closed, the side hatch has an over-retraction angle, which is the angle formed by the side hatch and the middle hatch, and the height of the side hatch is greater than that of the middle hatch.

[0015] Preferably, the height difference between the side hatches and the middle hatches is determined by the total width of the hatches.

[0016] Preferably, the height difference between the side hatch and the middle hatch does not exceed 5mm.

[0017] Preferably, the spanwise width of the guide groove is determined by the spanwise deformation of the hatch front end under extreme conditions.

[0018] Preferably, the spanwise width of the guide groove is equal to the spanwise deformation of the front end of the hatch under extreme conditions plus a set allowance.

[0019] Preferably, the front end face of the intermediate cabin door has a reserved gap with the front door frame, the reserved gap being equal to the forward movement of the intermediate cabin door during a sharp pitch of the aircraft multiplied by a safety factor.

[0020] Preferably, the safety factor is 1.5.

[0021] Preferably, each side of the intermediate hatch has at least one guide roller, and a door frame support is fixed on the upper part of the door frame on both sides. The door frame support has a guide surface, and the guide roller is in contact with the guide surface and rolls along the guide surface when the hatch is opened or closed.

[0022] The main features of this application are deformation compensation in the heading, span, and vertical directions.

[0023] In terms of heading: a design gap is reserved between the closed position lock and the locking ring, and the front guide slot is slotted and a skin gap is reserved with the front structure to ensure that the deformation compensation structure of the hatch structure does not interfere with the main structure under extreme pitch conditions;

[0024] In terms of span: The hatch is equipped with a front guide and an upper guide. When the hatch is closed, the front guide is activated to ensure that the hatch is within a certain range of the fuselage's symmetry line. When the hatch is open, the upper guide is activated to ensure that the hatch is within a certain range of the fuselage's symmetry line.

[0025] In the vertical direction: In order to compensate for vertical deformation, an over-retraction amount is reserved when arranging the upper locking mechanism and the drive mechanism to ensure that the hatch retracts. When arranging the lower locking mechanism, on the one hand, the over-retraction is arranged near the hatch to ensure that the vertical deformation is small. In addition, the use of hook locks and toothed plate lock rings can compensate for the vertical deformation of the lock rings and ensure locking performance. Attached Figure Description

[0026] Figure 1This is a preferred embodiment of the hatch structure deformation compensation structure and part drawings of each location. Detailed Implementation

[0027] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings. Other related parts can be referred to the general design. In the absence of conflict, the embodiments and technical features in the embodiments of this application can be combined with each other to obtain new embodiments.

[0028] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as “installation,” “connection,” and “linkage” used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can be a connection within two components. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0029] like Figure 1 As shown, a door structure deformation compensation structure includes:

[0030] The door frame located at the tail of the fuselage, the two side doors D.1 and D.3 respectively hinged to the two side door frames, and the intermediate door D.2 hinged to the rear door frame. The hinge axes of the side doors D.1 and D.3 are parallel to the heading, and the hinge axis of the intermediate door D.2 is perpendicular to the heading.

[0031] Among them, the edges of the side hatches D.1 and D.3 have multiple locking rings S.2, which are respectively installed as follows: Figure 1 As shown, at positions S1, S2, S3, and S4, the two edges of the intermediate hatch D.2 have multiple hooks S.1 that hook onto the locking ring S.2;

[0032] When the hatch is opened, the two side hatches D.1 and D.3 rotate downward along the hinge axis, and the middle hatch D.2 rotates upward along the hinge axis, with the locking hook S.1 engaging the locking ring S.2;

[0033] When the hatch is closed, the intermediate hatch D.2 rotates downward along the hinge axis, and the locking hook S.1 disengages from the locking ring S.2.

[0034] In some alternative embodiments, a guide groove G.1 with a Y-shaped groove surface is provided at the front door frame position, and a guide roller G.2 overlapping the fuselage is provided at the front end of the intermediate hatch D.2, and is installed as follows: Figure 1 At position G1, the axis of guide roller G.2 is parallel to the heading. When the hatch is closed, guide roller G.2 enters the bottom of the Y-shaped groove.

[0035] In some alternative implementations, the yaw length of the guide roller G.2 is greater than the yaw width of the guide groove G.1, so that there is a gap between the intermediate hatch D.2 and the end face of the guide groove G.1.

[0036] In some alternative embodiments, the guide groove G.1 is provided with a clearance hole at the corresponding position at the end of the guide roller G.2 to compensate for the lateral movement caused by the directional deformation of the intermediate hatch D.2.

[0037] In some alternative embodiments, when the hatches are closed, the side hatches D.1 and D.3 have an over-retraction angle, which is the angle formed by the side hatches D.1 and D.3 and the intermediate hatch D.2. The height of the side hatches D.1 and D.3 is greater than that of the intermediate hatch D.2, and the height difference between the side hatches D.1 and D.3 and the intermediate hatch D.2 does not exceed 5 mm.

[0038] In some alternative implementations, the spanwise width of the guide groove G.1 varies from the spanwise width of the hatch front end under extreme conditions. The spanwise width of the guide groove G.1 is equal to the spanwise deformation of the hatch front end under extreme conditions plus a set allowance.

[0039] In some alternative embodiments, the front end face of the intermediate door D.2 has a reserved gap with the front door frame, the reserved gap being equal to the forward lurch of the intermediate door D.2 during a sharp pitch of the aircraft multiplied by a safety factor of 1.5.

[0040] In some alternative embodiments, each side of the intermediate hatch D.2 has at least one guide roller U.1, forming a lateral guide assembly U, which is respectively mounted on such a... Figure 1 At positions U1 and U2 shown, door frame supports U.2 are fixed on the upper part of the door frames on both sides. The door frame supports U.2 have guide surfaces U.3, and guide rollers U.1 are attached to the guide surfaces U.3 and roll along the guide surfaces U.3 when the hatch is opened or closed.

[0041] The specific areas for surplus compensation in this application are threefold:

[0042] In the heading direction, when the intermediate hatch D.2 is in the closed position, the guide roller G.2 of the intermediate hatch falls into the front guide groove G.1. The guide groove G.1 has an opening in the middle. When there is a sharp pitch and the intermediate hatch experiences heading sway, the guide roller G.2 moves forward and enters the clearance hole in the guide groove G.1, which can compensate for the sway caused by heading deformation and prevent the guide roller G.2 from interfering with the guide groove G.1. In addition, a certain gap is reserved between the skin of the intermediate hatch D.2 and the front door frame.

[0043] Vertically, when the side hatches D.1 and D.3 close, they do not stop when they reach the level of the intermediate hatch D.2, but continue to move until the side hatches D.1 and D.3 retract excessively. Preferably, the retraction angle is usually determined according to the width of the hatch body, ensuring that the retraction amount does not exceed 5mm. In addition, locking rings S.2 are installed on the side hatches D.1 and D.3, and locking hooks S.1 are installed on the intermediate hatch D.2. The locking hooks S.1 can be adjusted according to the vertical position of the locking rings S.2 to compensate for vertical deformation.

[0044] In the spanwise direction, when the intermediate hatch is closed, the guide roller G.2 of the intermediate hatch contacts the two guide planes of the front guide groove G.1. The minimum spanwise width of the two guide planes determines the magnitude of the spanwise deformation of the hatch front end. Preferably, the width is equal to the spanwise deformation of the hatch front end under extreme conditions + 5mm. When the intermediate hatch is opened, the guide roller U.1 of the middle hatch contacts the guide surface U.3 installed on the fuselage, ensuring that the hatch is located on the fuselage symmetry plane when it is in the upper position. The spanwise width of the guide surface U.3 determines the magnitude of the spanwise deformation of the intermediate hatch D.2 when it is in the upper position.

[0045] Preferably, the gap between the skin of the intermediate hatch D.2 and the front door frame can be calculated. The gap is usually calculated by finite element simulation to obtain the forward movement of the intermediate hatch D.2 under steep pitch conditions. The movement is multiplied by a safety factor of 1.5 and used as the reserved gap between the skin of the intermediate hatch D.2 and the front door frame.

[0046] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A door structure deformation compensation structure, characterized in that, include: The door frame is located at the rear of the fuselage, the two side doors (D.1, D.3) are respectively hinged to the two side door frames, and the middle door (D.2) is hinged to the rear door frame. The hinge axis of the side doors (D.1, D.3) is parallel to the heading, and the hinge axis of the middle door (D.2) is perpendicular to the heading. The side doors (D.1, D.3) have multiple locking rings (S.2) on their edges, and the middle door (D.2) has multiple locking hooks (S.1) on both edges that hook the locking rings (S.2). When the hatch is opened, the two side hatches (D.1, D.3) rotate downward along the hinge axis, the middle hatch (D.2) rotates upward along the hinge axis, and the locking hook (S.1) hooks the locking ring (S.2). There is a guide groove (G.1) at the front door frame position. The guide groove (G.1) has a Y-shaped groove surface. The front end of the intermediate door (D.2) has a guide roller (G.2) that overlaps the fuselage. The axis of the guide roller (G.2) is parallel to the heading. When the door is closed, the guide roller (G.2) enters the bottom of the groove along the Y-shaped groove surface. When the hatch is closed, the two side hatches (D.1, D.3) rotate upward along the hinge axis, the middle hatch (D.2) rotates downward along the hinge axis, and the locking hook (S.1) disengages from the locking ring (S.2). The yaw length of the guide roller (G.2) is greater than the yaw width of the guide groove (G.1), so that there is a gap between the end face of the intermediate hatch (D.2) and the guide groove (G.1); The guide groove (G.1) has a clearance hole at the corresponding position at the end of the guide roller (G.2) to compensate for the lateral movement caused by the azimuth deformation of the intermediate hatch (D.2); When the hatch is closed, the side hatches (D.1, D.3) have an over-retraction angle, which is the angle formed by the side hatches (D.1, D.3) and the middle hatch (D.2). The height of the side hatches (D.1, D.3) is greater than that of the middle hatch (D.2).

2. The door structure deformation compensation structure as described in claim 1, characterized in that, The height difference between the side hatches (D.1, D.3) and the middle hatch (D.2) is determined by the total width of the hatches.

3. The door structure deformation compensation structure as described in claim 2, characterized in that, The height difference between the side hatches (D.1, D.3) and the middle hatch (D.2) shall not exceed 5mm.

4. The door structure deformation compensation structure as described in claim 1, characterized in that, The spanwise width of the guide groove (G.1) is determined by the spanwise deformation of the front end of the hatch under extreme conditions.

5. The door structure deformation compensation structure as described in claim 1, characterized in that, The spanwise width of the guide groove (G.1) is equal to the spanwise deformation of the front end of the hatch under extreme conditions plus the set allowance.

6. The door structure deformation compensation structure as described in claim 1, characterized in that, The front end face of the intermediate cabin door (D.2) has a reserved gap with the front door frame. The reserved gap is equal to the forward lurch of the intermediate cabin door (D.2) during a sharp pitch of the aircraft multiplied by the safety factor.

7. The door structure deformation compensation structure as described in claim 6, characterized in that, The safety factor is set to 1.

5.

8. The door structure deformation compensation structure as described in claim 1, characterized in that, The middle hatch (D.2) has at least one guide roller (U.1) on each side. A door frame support (U.2) is fixed on the upper part of the door frame on both sides. The door frame support (U.2) has a guide surface (U.3). The guide roller (U.1) is attached to the guide surface (U.3) and rolls along the guide surface (U.3) when the hatch is opened or closed.

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