Transmission mechanism of civil aircraft cabin door

Abstract

The transmission mechanism of the civil aircraft cabin door comprises two lock rods, a fixing plate, a handle gear, a driven gear and two racks, the lock rods are arranged in parallel, the lock rods are sleeved with the fixing plate, and the two racks are connected with the lock rods. The middle of the handle gear and the middle of the driven gear are both connected with the fixing plate, the end of the handle gear and the end of the driven gear are meshed with the corresponding racks respectively, the other end of the handle gear is meshed with the other end of the driven gear, and when the handle gear rotates, the driven gear moves correspondingly. The transmission mechanism of the civil aircraft cabin door has the advantages of being compact, simple and reliable in structure, small and stable in operation torque, high in transmission efficiency and the like.

Description

Technical Field

[0001] The invention belongs to the technical field of mechanical design, and in particular relates to a transmission mechanism of a cabin door of a civil aircraft. Background Art

[0002] The cabin door is an important component on a civil aircraft and a safe way for people to enter and exit the aircraft. In flight, the cabin door is an important device for maintaining cabin pressure and ensuring the safety of personnel. It can be imagined that once there is a problem with the aircraft cabin door, the harm caused is immeasurable. For example, there have been many flight accidents caused by aircraft cabin doors in the United States, Canada and other countries. At present, the safety of civil cabin doors has attracted great attention from relevant departments. Due to weight and cost restrictions, most civil aircraft cabin doors adopt multi-link mechanisms. Usually, the cabin door of this multi-link mechanism has the following shortcomings. First, from the perspective of the mechanism principle, the motion law of the end component of the multi-link mechanism is time-varying, which is manifested as violent fluctuations in speed and acceleration. The above fluctuations will cause impact and vibration of the corresponding components, thereby aggravating the wear of related components. Especially when there are fewer components, due to the discontinuity of the spatial position of the linkage mechanism, some local positions are difficult to achieve, thereby affecting the overall motion performance of the cabin door. Secondly, due to the existence of friction, it is difficult for the multi-link mechanism to avoid the dissipation of driving force, which leads to a sharp increase in operating force, resulting in the phenomenon of difficulty in opening the hatch. In the case of emergency evacuation, it is difficult to open the hatch, which will bring huge safety hazards to personnel. Therefore, choosing a reasonable and feasible configuration has always been an important issue for multi-link mechanisms. However, due to the large number of components in the multi-link mechanism and the long force transmission path, the transmission efficiency is usually relatively low. Moreover, it is often difficult to determine a suitable mechanism configuration. The configuration design and performance analysis of the multi-link mechanism are relatively difficult, and sometimes even an effective solution cannot be obtained. Summary of the invention

[0003] The purpose of the present invention is to solve the above problems and provide a transmission mechanism for a cabin door of a civil aircraft with high transmission efficiency, compact structure and small operating torque.

[0004] In order to solve the above technical problems, the technical solution of the present invention is: a transmission mechanism of a civil aircraft cabin door, including a locking rod, a fixed plate, a handle gear, a driven gear and a rack, the number of the locking rods is two and they are arranged in parallel, the fixed plate is sleeved on the locking rod, the number of the racks is two and they are connected to the locking rod; the middle parts of the handle gear and the driven gear are both connected to the fixed plate, the end of the handle gear and the end of the driven gear are respectively meshed with the corresponding racks, the other end of the handle gear is meshed with the other end of the driven gear, and when the handle gear rotates, the driven gear makes a corresponding movement.

[0005] Preferably, the locking rod includes a locking cylinder, which is provided with a rack mounting surface, a rack fixing hole, longitudinal reinforcement ribs and transverse reinforcement ribs; the locking cylinder is a hollow cylindrical structure, the longitudinal reinforcement ribs are located in the locking cylinder, and the ends of the longitudinal reinforcement ribs are parallel to the cylindrical end surface of the locking cylinder; the rack fixing holes are two in number and are located parallel to the rack mounting surface, and the transverse reinforcement ribs are located between the two rack fixing holes.

[0006] Preferably, the rack fixing hole protrudes outward to form a rack fixing hole boss.

[0007] Preferably, the fixing plate as a whole is a bilaterally symmetrical hollow structure, and the shape of the fixing plate is trapezoidal; the front panel of the fixing plate is provided with a locking rod sliding hole and a gear connecting shaft, the end of the locking rod is inserted into the locking rod sliding hole, and the number of gear connecting shafts is two, which are respectively connected to the handle gear and the driven gear; the rear panel of the fixing plate is provided with a fixing plate connecting head and a fixing plate reinforcing rib, the fixing plate connecting head is a cylindrical thin rod structure, the end is a ball head structure, and the fixing plate reinforcing rib is in a "T" shape.

[0008] Preferably, the handle gear comprises a handle gear center column, spokes, gear teeth and a handle; a sliding bearing mounting hole is provided on the handle gear center column; the handle gear center column is connected to the gear teeth through the spokes; and the handle is fixedly connected to the handle gear center column; a sliding bearing is installed in the sliding bearing mounting hole, and the handle gear center column is mounted on the gear connecting shaft through the sliding bearing mounting hole.

[0009] Preferably, the gear teeth are 10-tooth involute gear teeth, and the overall gear is a bilaterally symmetrical structure distributed on both sides of the handle gear center column, with 5 teeth on each side.

[0010] Preferably, the spoke is a hollow fan-shaped structure.

[0011] Preferably, the handle is a smooth cylindrical bending structure, the rear half of the handle has a smaller curvature, which is convenient for fingers to grasp, and the end adopts a ball head structure.

[0012] Preferably, the rack includes a rack block and connecting screws, the rack block is a rectangular structure, the end face of the rack block is provided with teeth and meshes with the gear teeth, and the connecting screws are located on the back side of the rack block and pass through the rack fixing hole.

[0013] The beneficial effects of the present invention are:

[0014] 1. The transmission mechanism of a civil aircraft cabin door provided by the present invention has the characteristics of compact, simple and reliable structure, relatively small and stable operating torque, high transmission efficiency, etc.

[0015] 2. The present invention takes civil hatches as the research object and proposes a hatch transmission mechanism based on a gear-rack hybrid, in order to reduce the hatch operating torque, improve operating efficiency, and ensure the life safety of personnel.

[0016] 3. The transmission mechanism of the cabin door of a civil aircraft proposed in the present invention has the following characteristics: First, it adopts an incomplete, small pressure angle (15 degrees) gear-rack hybrid transmission, which has the advantages of high transmission efficiency, small operating force, light weight, etc. Second, the entire transmission mechanism adopts an integrated design concept, and all parts are installed on the same fixed plate, which is convenient for cabin door maintenance and installation, and has the advantages of compact structure and good maintainability. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of a transmission mechanism of a cabin door of a civil aircraft according to the present invention;

[0018] Figure 2 It is a structural schematic diagram of the locking rod of the present invention;

[0019] Figure 3 is a cross-sectional view of the locking rod of the present invention;

[0020] Figure 4 It is a schematic diagram of the structure of the fixing plate of the present invention;

[0021] Figure 5 It is a schematic diagram of the back structure of the fixing plate of the present invention;

[0022] Figure 6 It is a schematic diagram of the handle gear structure of the present invention;

[0023] Figure 7 It is a schematic diagram of the structure of the driven gear of the present invention;

[0024] Figure 8 It is a schematic diagram of the rack structure of the present invention.

[0025] Explanation of the accompanying drawings: 1. Locking rod; 2. Fixed plate; 3. Handle gear; 4. Driven gear; 5. Rack; 10. Locking column; 11. Rack mounting surface; 12. Rack fixing hole; 13. Longitudinal reinforcement rib; 14. Transverse reinforcement rib; 21. Locking rod sliding hole; 22. Gear connecting shaft; 23. Fixed plate connecting head; 24. Fixed plate reinforcement rib; 30. Handle gear center column; 31. Spoke; 32. Gear teeth; 33. Handle; 51. Rack block; 52. Connecting screw; 301. Sliding bearing mounting hole. DETAILED DESCRIPTION

[0026] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

[0027] like Figures 1 to 8As shown, the present invention provides a transmission mechanism for a cabin door of a civil aircraft, comprising a locking rod 1, a fixing plate 2, a handle gear 3, a driven gear 4 and a rack 5. The number of the locking rods 1 is two and they are arranged in parallel, the fixing plate is sleeved on the locking rod 1, and the number of the racks 5 is two and they are connected to the locking rod 1. The middle parts of the handle gear 3 and the driven gear 4 are both connected to the fixing plate 2, the ends of the handle gear 3 and the ends of the driven gear 4 are respectively meshed with the corresponding racks 5, and the other end of the handle gear 3 is meshed with the other end of the driven gear 4, and when the handle gear 3 rotates, the driven gear 4 moves accordingly.

[0028] like Figure 2 and Figure 3 As shown, the locking rod 1 includes a locking cylinder 10, on which a rack mounting surface 11, a rack fixing hole 12, a longitudinal reinforcing rib 13 and a transverse reinforcing rib 14 are provided. The locking cylinder 10 is a hollow cylindrical structure, and the longitudinal reinforcing rib 13 is located inside the locking cylinder 10, and the end of the longitudinal reinforcing rib 13 is parallel to the cylindrical end surface of the locking cylinder 10. There are two rack fixing holes 12 and they are located parallel to the rack mounting surface 11, and the transverse reinforcing rib 14 is located between the two rack fixing holes 12.

[0029] In this embodiment, the cylindrical surface of the locking cylinder 10 is the main working surface, which will bear a relatively large locking force. In order to reduce deformation and improve strength, a longitudinal reinforcing rib 13 is designed inside the cylindrical surface of the locking cylinder 10 to improve bending resistance. Similarly, in order to improve lateral rigidity, a transverse reinforcing rib 14 is designed between the two rack fixing holes 12, such as Figure 3 In order to ensure the fit between the rack and the locking rod, the rack fixing hole 12 protrudes outward to form a rack fixing hole boss.

[0030] like Figure 4 and Figure 5 As shown, the fixing plate 2 is a hollow structure with bilateral symmetry as a whole, and the shape of the fixing plate 2 is a trapezoid. The front panel of the fixing plate 2 is provided with a locking rod sliding hole 21 and a gear connecting shaft 22, and the end of the locking rod 1 is inserted into the locking rod sliding hole 21. The number of the gear connecting shafts 22 is two and they are respectively connected to the handle gear 3 and the driven gear 4. The rear panel of the fixing plate 2 is provided with a fixing plate connector 23 and a fixing plate reinforcing rib 24. The fixing plate connector 23 is a cylindrical thin rod structure with a ball head structure at the end, and the fixing plate reinforcing rib 24 is in a "T" shape.

[0031] The fixing plate 2 is designed as a bilaterally symmetrical hollow structure in order to reduce the weight. Figure 4 There are four fixing plate connectors 23 arranged in a triangle shape, three fixing plate connectors 23 are fixed in a row at the bottom of the fixing plate 2, and the remaining fixing plate connector 23 is located at the other end of the fixing plate 2, as shown in FIG. Figure 5In this embodiment, the fixing plate connector 23 is mainly used to connect with the existing door panel.

[0032] like Figure 6 and Figure 7 As shown, the handle gear 3 includes a handle gear center column 30, a spoke 31, a gear 32 and a handle 33. The handle gear center column 30 is provided with a sliding bearing mounting hole 301. The handle gear center column 30 is connected to the gear 32 through the spoke 31. The handle 33 is fixedly connected to the handle gear center column 30. A sliding bearing is installed in the sliding bearing mounting hole 301. The handle gear center column 30 is sleeved on the gear connecting shaft 22 through the sliding bearing mounting hole 301.

[0033] The gear teeth 32 are 10-tooth involute gear teeth, and the overall gear is a bilaterally symmetrical structure distributed on both sides of the handle gear center column 30, with 5 teeth on each side. The number of spokes 31 is two and symmetrically distributed at both ends of the handle gear center column 30. The spokes 31 are hollow fan-shaped structures to reduce weight.

[0034] The handle 33 is a smooth cylindrical bending structure, the arc of the rear half of the handle is small, which is convenient for fingers to grasp, and the end adopts a ball head structure. The handle gear center column 30, the spoke 31, the gear 32 and the handle 33 are fixedly connected as an integral structure.

[0035] In this example, in order to reduce weight, the gears all adopt a non-complete structure. In addition, in order to reduce the handle force, the gear transmission pressure angle is designed to be 15 degrees. The handle gear 3 forms a rotating pair with the gear connecting shaft 22 on the fixed plate 2 through two sliding bearings. That is, the sliding bearing installed in the sliding bearing mounting hole 301 in the handle gear 3 is sleeved on the end of the gear connecting shaft 22. At the same time, the middle of the gear connecting shaft 22 protrudes outward to form a gear connecting shaft protrusion. The end of the gear connecting shaft 22 is an external thread structure. A locking nut is sleeved on the end of the gear connecting shaft 22. The handle gear 3 is located between the gear connecting shaft protrusion and the locking nut, and is locked and limited by the locking nut.

[0036] The design structure of the driven gear 4 is basically the same as that of the handle gear 3, except that the driven gear 4 does not have a handle 33. In this embodiment, the handle gear 3 is meshed with the corresponding gear teeth on the rack 5 and the driven gear 4 through the gear teeth 32 distributed on both sides, and the gear teeth on the other side of the driven gear 4 are meshed with another rack.

[0037] like Figure 8 As shown, the rack 5 includes a rack block 51 and a connecting screw 52. The rack block 51 is a rectangular parallelepiped structure. Teeth are provided on the end face of the rack block 51 and mesh with the gear teeth 32. The connecting screw 52 is located on the back side of the rack block 51 and penetrates the rack fixing hole 12.

[0038] There are two connecting screws 52 arranged in parallel, and the connecting screws 52 pass through the rack fixing holes 12 and are locked with nuts, so that the rack 5 is fixed on the locking rod 1.

[0039] During use of the present invention, the staff rotates the handle 33, and then drives the two locking rods 1 to move through the handle gear 3 and the driven gear 4. By rotating the handle 33 clockwise or counterclockwise, the locking rod 1 is driven to move upward or downward, so that the locking rod 1 enters or exits the fixing hole of the existing door frame, thereby achieving the locking or release of the door.

[0040] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific variations and combinations that do not deviate from the essence of the present invention based on the technical revelations disclosed by the present invention, and these variations and combinations are still within the protection scope of the present invention.

Claims

1. A transmission mechanism for a cabin door of a civil aircraft, characterized in that: The invention comprises a locking rod (1), a fixing plate (2), a handle gear (3), a driven gear (4) and a rack (5); the number of the locking rods (1) is two and they are arranged in parallel; the fixing plate is sleeved on the locking rod (1); the number of the racks (5) is two and they are connected to the locking rod (1); the middle parts of the handle gear (3) and the driven gear (4) are connected to the fixing plate (2); the end of the handle gear (3) and the end of the driven gear (4) are respectively meshed with the corresponding racks (5); the other end of the handle gear (3) is meshed with the other end of the driven gear (4); when the handle gear (3) rotates, the driven gear (4) moves accordingly.

2. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The locking rod (1) comprises a locking cylinder (10), on which a rack mounting surface (11), a rack fixing hole (12), a longitudinal reinforcing rib (13) and a transverse reinforcing rib (14) are provided; the locking cylinder (10) is a hollow cylindrical structure, the longitudinal reinforcing rib (13) is located inside the locking cylinder (10), and the end of the longitudinal reinforcing rib (13) is parallel to the cylindrical end surface of the locking cylinder (10); the number of the rack fixing holes (12) is two and they are located parallel to the rack mounting surface (11), and the transverse reinforcing rib (14) is located between the two rack fixing holes (12).

3. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The rack fixing hole (12) protrudes outward to form a rack fixing hole boss.

4. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The fixing plate (2) is a hollow structure with bilateral symmetry as a whole, and the shape of the fixing plate (2) is a trapezoid; the front panel of the fixing plate (2) is provided with a locking rod sliding hole (21) and a gear connecting shaft (22), the end of the locking rod (1) is inserted into the locking rod sliding hole (21), and the number of the gear connecting shafts (22) is two and they are respectively connected to the handle gear (3) and the driven gear (4); the rear panel of the fixing plate (2) is provided with a fixing plate connecting head (23) and a fixing plate reinforcing rib (24), the fixing plate connecting head (23) is a cylindrical thin rod structure, the end of which is a ball head structure, and the fixing plate reinforcing rib (24) is in a "T" shape.

5. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The handle gear (3) comprises a handle gear center column (30), a wheel spoke (31), a gear tooth (32) and a handle (33); a sliding bearing mounting hole (301) is provided on the handle gear center column (30); the handle gear center column (30) is connected to the gear tooth (32) via the wheel spoke (31); and the handle (33) is fixedly connected to the handle gear center column (30); a sliding bearing is mounted in the sliding bearing mounting hole (301); and the handle gear center column (30) is sleeved on the gear connecting shaft (22) via the sliding bearing mounting hole (301).

6. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The gear teeth (32) are involute gear teeth with 10 teeth, and the overall gear is a bilaterally symmetrical structure distributed on both sides of the handle gear center column (30), with 5 teeth on each side.

7. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The spoke (31) is a hollow fan-shaped structure.

8. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The handle (33) is a smooth cylindrical bending structure, the arc of the rear half of the handle is small, which is convenient for fingers to grasp, and the end adopts a ball head structure.

9. The transmission mechanism of a cabin door of a civil aircraft according to claim 1, characterized in that: The rack (5) comprises a rack block (51) and a connecting screw (52); the rack block (51) is a rectangular parallelepiped structure; teeth are provided on the end surface of the rack block (51) and mesh with the gear teeth (32); the connecting screw (52) is located on the back of the rack block (51) and penetrates the rack fixing hole (12).

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