A sealing structure for aircraft cabin doors

Abstract

A sealing structure for an aircraft cabin door is provided, which enables airtight and liquid-tight functions within the cabin. It is disposed between the cabin door (1) and the door frame (2) of the cabin, and includes a main sealing cavity (31) which communicates with the interior of the cabin (5) via a vent (314). The root (311) of the main sealing cavity (31) facing the door frame (2) is sealed to the door frame (2) via a fixed base (34). It includes a sealing tongue (33) connected to the main sealing cavity (31), which is hook-shaped and extends towards the interior of the cabin. A first mating support (11) with a concave shape corresponding to the shape of the sealing tongue is formed at the location of the cabin door corresponding to the sealing tongue. A sealing groove (36) recessed towards the door frame is formed at the connection between the sealing tongue and the main sealing cavity. A second mating support (12) protruding towards the door frame is formed at the location of the cabin door corresponding to the sealing groove.

Description

Technical Field

[0001] This invention relates to a sealing structure for aircraft doors, and more particularly to a sealing structure having both airtight and liquid-tight functions. Background Technology

[0002] In existing technology, a sealing structure is installed between the aircraft door and the door frame. This sealing structure generally adopts a tongue-shaped or single-cavity structure. However, as a tongue-shaped sealing structure, it mainly relies on the rebound deformation of the cantilever end of the sealing structure to form a sealing effect at the contact surface. When the door is closed, the tongue-shaped sealing structure is compressed. When pressurized, the sealing structure needs to withstand the pressurized load, but due to the limited resilience of the sealing structure itself, it cannot withstand excessive air or hydraulic pressure. If the tongue-shaped sealing structure is required to simultaneously meet airtight and liquid tightness functions, the design difficulty of the sealing structure increases. Moreover, the tongue-shaped sealing structure has high requirements for the position and orientation of the door and the manufacturing process of the sealing structure. Once the position of the door is deviated, gas or liquid leakage can easily occur.

[0003] Furthermore, as a single-cavity sealing structure, although its airtight design is effective when subjected to gas pressurization loads, its own resilience is insufficient. Therefore, when subjected to liquid pressure loads inside the chamber, it is prone to leakage at the door contact point, and cannot guarantee the liquid tightness function.

[0004] Therefore, there is an urgent need for a sealing structure that can achieve both airtight and liquid-tight functions at the hatch. Summary of the Invention

[0005] The present invention was made in view of the above-mentioned technical problems, and its purpose is to provide a sealing structure for aircraft cabin doors, which has the functions of ensuring airtightness and liquid tightness inside the cabin.

[0006] To achieve the above objectives, a first aspect of the present invention provides a sealing structure for an aircraft cabin door, sandwiched between the cabin door and the door frame. The sealing structure for the aircraft cabin door includes a main sealing cavity communicating with the interior of the cabin via a vent, and the root portion of the main sealing cavity facing the door frame is sealed to the door frame via a fixed base. The main sealing cavity includes a sealing tongue, which is hook-shaped and connected to the main sealing cavity, extending inward toward the interior of the cabin. A first mating support portion with a concave shape corresponding to the shape of the sealing tongue is formed at a location on the cabin door corresponding to the sealing tongue. A sealing groove recessed toward the door frame is formed at the connection between the sealing tongue and the main sealing cavity. A second mating support portion protruding toward the door frame is formed at a location on the cabin door corresponding to the sealing groove.

[0007] According to the above structure, by combining the sealing tongue and the concave first mating support, plus the combination of the sealing groove and the second mating support, the airtight and liquid-tight functions between the hatch and the door frame can be achieved through the contact between the sealing tongue and the first mating support. Moreover, the fitting of the sealing groove and the second mating support can effectively prevent liquid leakage on the X2 side, thus further consolidating the airtight and liquid-tight functions on the outside of the hatch.

[0008] The second aspect of the sealing structure for an aircraft door is based on the sealing structure for an aircraft door of the first aspect of the present invention. A main sealing protrusion, consisting of a plurality of continuously formed circular peaks with apexes, is formed on the outer side of the sealing groove of the main sealing cavity facing the door. A third mating support portion in the shape of an inclined surface is formed on the door at the location corresponding to the main sealing protrusion.

[0009] According to the above structure, since the outer side of the sealing groove on the surface of the main sealing cavity facing the hatch has a main sealing protrusion composed of multiple continuously formed round peaks with apexes, when the hatch closes the door frame, the main sealing protrusion contacts the inclined third mating support, thereby forming multiple sealing paths that prevent gas or liquid leakage along the flow path from the inner side of the hatch to the outer side. This further ensures both airtightness and liquid tightness.

[0010] The sealing structure for an aircraft door of the third aspect of the present invention is based on the sealing structure for an aircraft door of the second aspect of the present invention, wherein the third mating support portion is formed as an inclined surface that tilts toward the door frame side from the inside of the cabin to the outside of the cabin.

[0011] According to the above structure, since the third mating support is formed as an inclined surface that slopes towards the door frame from the inside of the cabin to the outside, the inclination of this inclined surface increases the amount of compression between the main sealing cavity and the third mating support. In this case, if the load of pressurized gas or liquid inside the cabin acts on the sealing structure and applies a thrust towards the outside of the cabin to the sealing structure, a large frictional force will be generated between the main sealing cavity and the third mating support to prevent the sealing structure from being squeezed out of the cabin.

[0012] The fourth aspect of the present invention provides a sealing structure for an aircraft cabin door that, based on the sealing structure for an aircraft cabin door of any one of the first to third aspects of the present invention, further includes a secondary sealing cavity connected to the main sealing cavity and extending outward from the cabin. A secondary sealing protrusion, consisting of a plurality of continuously formed circular peaks with apexes, is formed on the surface of the secondary sealing cavity facing the cabin door. A sloped fourth mating support portion is formed on the cabin door at a location corresponding to the secondary sealing protrusion.

[0013] According to the above structure, a secondary sealing protrusion composed of multiple continuous circular peaks with apexes is formed on the outside of the main sealing cavity, and a fourth mating support in the shape of an inclined surface is formed on the part of the hatch corresponding to the secondary sealing protrusion. Therefore, a primary sealing structure is also formed on the outside of the main sealing cavity, which can better realize the airtight and liquid-tight functions between the hatch and the door frame.

[0014] The fifth aspect of the present invention provides a sealing structure for an aircraft door that is based on the sealing structure for an aircraft door of the fourth aspect of the present invention. The fourth mating support is connected to the third mating support on the outside of the cabin and is formed as an inclined surface that tilts toward the door frame side from the inside of the cabin to the outside of the cabin.

[0015] According to the above structure, since the fourth mating support is connected to the third mating support on the outside of the compartment, and is formed as an inclined surface that slopes towards the door frame from the inside of the compartment to the outside, when the door closes the door frame, the secondary sealing protrusion presses against the inclined fourth mating support, thereby forming multiple sealing paths that prevent gas or liquid leakage along the flow path from the inside of the compartment to the outside. Thus, on the basis of the sealing structure formed by the main sealing protrusion and the third mating support, both airtightness and liquid tightness can be further ensured.

[0016] The sixth aspect of the present invention provides a sealing structure for an aircraft door, which is based on the sealing structure for an aircraft door of the fourth aspect of the present invention. Both the main sealing cavity and the secondary sealing cavity are hollow. The root of the main sealing cavity on the door frame side is fixed to the door frame by fasteners, and a main cavity support member extends from the root towards the door side.

[0017] According to the above structure, since the main cavity support is connected to the main sealing cavity at the root of the door frame and extends towards the door side within the main sealing cavity, the main cavity support can limit the maximum compression of the main sealing cavity and provide auxiliary support when the door closes the door frame and compresses the main sealing cavity between them. This prevents the main sealing cavity from being excessively compressed, causing cracking or plastic deformation, thereby extending the lifespan of the main sealing cavity and improving its durability.

[0018] The seventh aspect of the present invention provides a sealing structure for an aircraft door that, based on the fourth aspect of the present invention, further includes a sealing stop fastened to the door frame and configured to abut against the secondary sealing cavity when the door closes the door frame.

[0019] According to the above structure, since it also includes a sealing stop, which is fastened to the door frame and formed to abut against the secondary sealing cavity when the hatch closes the door frame, the sealing function can be further enhanced by the abutment between the sealing stop and the secondary sealing cavity on the basis of the sealing achieved by the main sealing cavity, thus ensuring the reliability of the seal.

[0020] The sealing structure for an aircraft door of the eighth aspect of the present invention is based on the sealing structure for an aircraft door of the seventh aspect of the present invention, wherein the sealing stop is L-shaped, the lateral portion of which is fixed to the door frame by fasteners, and the longitudinal portion extends toward the secondary sealing cavity side.

[0021] According to the above structure, since the sealing baffle is L-shaped, its horizontal part is fixed to the door frame by fasteners, and its vertical part extends to the secondary sealing cavity. Therefore, it is convenient to fix the sealing baffle to the door frame and to make it easy for the sealing baffle to abut against the secondary sealing cavity.

[0022] The ninth aspect of the present invention provides a sealing structure for an aircraft cabin door based on the sealing structure for an aircraft cabin door of any one of the first to third aspects of the present invention, wherein the sealing tongue is made of a material having spring-loaded deformation properties.

[0023] According to the above structure, since the sealing tongue is made of a material with elastic deformation properties, when the hatch closes the door frame, the elastic deformation properties of the sealing tongue can be used to compress and adhere the sealing tongue to the first mating support to form a sealing surface. In this way, both airtight and liquid-tight functions can be fully realized.

[0024] The sealing structure for an aircraft door of the tenth aspect of the present invention is based on the sealing structure for an aircraft door of any one of the first to third aspects of the present invention, wherein the main sealing cavity is made of a material having spring-loaded deformation properties.

[0025] Based on the above structure, since the main sealing cavity is made of a material with spring-loaded deformation properties, when the hatch closes the door frame, the spring-loaded deformation of the main sealing cavity can cause the main sealing cavity and the third mating support to be pressed and adhered to form a sealing surface. In this way, both airtight and liquid-tight functions can be fully realized.

[0026] The eleventh aspect of the present invention provides a sealing structure for an aircraft door that is based on the fourth aspect of the present invention, wherein the secondary sealing cavity is made of a material having spring-loaded deformation properties.

[0027] Based on the above structure, since the secondary sealing cavity is made of a material with spring-loaded deformation properties, when the hatch closes the door frame, the spring-loaded deformation of the secondary sealing cavity can cause it to press and adhere with the fourth mating support to form a sealing surface. In this way, both airtight and liquid-tight functions can be reliably achieved.

[0028] The twelfth aspect of the present invention provides a door, which is installed on a door frame via a sealing structure for aircraft doors according to any one of the first to eleventh aspects. The sealing structure includes, from the inside of the door to the outside of the door, a sealing tongue, a main sealing cavity, and a secondary sealing cavity. In the door, from the inside of the door to the outside of the door, a first mating support portion for receiving the sealing tongue, a third mating support portion corresponding to a main sealing protrusion formed in the main sealing cavity, and a fourth mating support portion corresponding to a secondary sealing protrusion formed in the secondary sealing cavity are formed in sequence. A sealing groove recessed toward the door frame is formed at the connection between the sealing tongue and the main sealing cavity. A second mating support portion protruding toward the door frame is formed at the part of the door corresponding to the sealing groove.

[0029] According to the above structure, a four-stage sealing structure is formed sequentially from the inside of the cabin to the outside: a sealing structure consisting of a sealing tongue and a first mating support part of the cabin door; a sealing structure consisting of a sealing groove and a second mating support part of the cabin door; a sealing structure consisting of a main sealing protrusion of the main sealing cavity and a third mating support part; and a sealing structure consisting of a secondary sealing protrusion of the secondary sealing cavity and a fourth mating support part. This multi-stage sealing between the cabin door and the door frame reliably ensures both airtightness and liquid tightness. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the embodiments are briefly described below. Obviously, the drawings described below are merely some preferred embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0031] Figure 1 This is a schematic diagram illustrating the shape of a sealing structure for an aircraft cabin door according to an embodiment of the present invention.

[0032] Figure 2 This illustrates a sealing structure for an aircraft cabin door according to an embodiment of the present invention. Figure 1 A schematic diagram showing the shape of the hatch when it is open, obtained by sectioning along line AA.

[0033] Figure 3 This illustrates a sealing structure for an aircraft cabin door according to an embodiment of the present invention. Figure 1A schematic diagram showing the shape of the hatch when it is closed, obtained by sectioning along line AA.

[0034] (Symbol Explanation)

[0035] 1. Cabin door;

[0036] 10. Main body of the hatch;

[0037] 11 First mating support part;

[0038] 12. Second mating support part;

[0039] 13. Third mating support part;

[0040] 14. Fourth mating support part;

[0041] 2. Door frame;

[0042] 3. Seals;

[0043] 31. Main sealing cavity;

[0044] 310 The hollow cavity of the main sealing chamber;

[0045] 311 Root;

[0046] 3111 Clearance groove;

[0047] 312 Main cavity support component;

[0048] 313 Main sealing surge;

[0049] 314 Vent hole;

[0050] 32 sealed cavities;

[0051] 320 sealed chambers with hollow cavities;

[0052] 321 sealing synapses;

[0053] 33. Sealing tongue;

[0054] 34. Fixed base;

[0055] 35 Sealing element;

[0056] 351. Horizontal section;

[0057] 352. Vertical section;

[0058] 36. Sealing groove;

[0059] 4. Fastening screws;

[0060] 5. Inside the cabin;

[0061] 6. Outside the cabin. Detailed Implementation

[0062] The following is for reference Figures 1 to 3 Various embodiments of the sealing structure for an aircraft cabin door according to the present invention will be described, wherein, Figure 1 This is a schematic diagram illustrating the shape of a sealing structure for an aircraft cabin door according to an embodiment of the present invention. Figure 2 This illustrates a sealing structure for an aircraft cabin door according to an embodiment of the present invention. Figure 1 A schematic diagram showing the shape of the hatch when it is open, obtained by sectioning along line AA. Figure 3 This illustrates a sealing structure for an aircraft cabin door according to an embodiment of the present invention. Figure 1 A schematic diagram showing the shape of the hatch when it is closed, obtained by sectioning along line AA.

[0063] The sealing structure for aircraft doors of the present invention, namely the sealing element 3, is as follows: Figure 1 As shown by the transverse line AA, it is installed between the hatch 1 and the door frame 2, more specifically between the end of the hatch 1 near the interior 5 and the door frame 2.

[0064] For ease of explanation, the following will be... Figure 2 , 3 The direction of the door frame 2 shown is defined as the X direction, with one side of the X direction designated as the X1 side and the other side as the X2 side. The direction orthogonal to the X direction is defined as the Y direction, with one side of the Y direction designated as the Y1 side and the other side as the Y2 side.

[0065] (Sealing structure for aircraft doors according to this embodiment)

[0066] The surface of the aircraft door 1 facing the door frame 2 is formed sequentially from the inside of the cabin to the outside of the cabin as follows: door body 10, a first mating support portion 11 located on the X2 side of the door body 10 and in the shape of a groove, a protrusion located on the X2 side of the first mating support portion 11 and adjacent to the first mating support portion 11, namely a second mating support portion 12, an inclined curved surface located on the X2 side of the second mating support portion 12 and inclined towards the Y1 side from the X1 side towards the X2 side, namely a third mating support portion 13, and an inclined curved surface from the portion of the third mating support portion 13 further towards the Y2 side and inclined towards the Y1 side from the X1 side towards the X2 side, namely a fourth mating support portion 14. These mating supports are smoothly connected to each other.

[0067] In this embodiment, such as Figure 1 As shown, the door frame 2 is a ring-shaped frame surrounding the hatch 1. A sealing element 3 is sandwiched between the door frame 2 and the hatch 1. The sealing element 3 consists of a main sealing cavity 31, a secondary sealing cavity 32 and a sealing tongue 33. Its root 311 is fastened to the door frame 2 by fastening screws 4 via a C-shaped fixing base 34.

[0068] The main sealing cavity 31 is formed as a hollow cavity including a hollow cavity 310 inside, including: a root 311 nested in the fixed base 34, a cylindrical main cavity support 312 extending from the root 311 into the hollow cavity 310, a main sealing protrusion 313 formed on the peripheral wall of the main sealing cavity 31 facing the hatch 1 and consisting of four continuous circular peaks with apexes, and a vent 314 formed on the peripheral wall of the main sealing cavity 31 facing the cabin interior 5.

[0069] The secondary sealing cavity 32 is formed as a generally elliptical hollow shape including a hollow cavity 320 inside, and a secondary sealing protrusion 321 composed of four consecutive circular peaks with apexes is formed on its surface facing the fourth mating support portion 14.

[0070] The sealing tongue 33 extends from the main sealing cavity 31 toward the interior 5 side, and extends in the opposite direction to the secondary sealing cavity 32 relative to the main sealing cavity 31. Its outer surface material is rubber material, with a reinforcing fabric layer in the middle, which has excellent tear resistance and elastic deformation performance. Moreover, a sealing groove 36 is formed at the connection between the sealing tongue 33 and the main sealing protrusion 313, which is recessed toward the door frame 2 side.

[0071] As described above, the fastening screw 4 secures the fixing base 34 to the door frame 2 via fastening holes (not shown) formed at corresponding positions in the door frame 2 and fastening holes (not shown) formed at corresponding positions in the fixing base 34. This allows the root 311 of the main sealing cavity 31 to be nested in the C-shaped groove of the fixing base 34. Correspondingly, a clearance groove 3111 for avoiding the fastening screw 4 is formed at the root 311 of the main sealing cavity 31. This prevents the fastening screw 4 from interfering with the root 311 of the main sealing cavity 31 when it passes through the door frame 2 and is screwed into the fixing base 34, thus avoiding insufficient tightening.

[0072] In addition to the aforementioned components, a sealing stop 35 is also formed. The sealing stop 35 is formed of metal material in a roughly L-shape. Its transverse portion 351 is fixedly connected to the door frame 2 by fastening screws 4. The longitudinal portion 352 extends from the X2 side end of the transverse portion 351 to the Y2 side. When the hatch 1 closes the door frame 2, the Y2 side end of the longitudinal portion 352 will abut against the secondary sealing cavity 32. At the same time, the Y2 side surface of the secondary sealing cavity 32 is pressed and deformed against the fourth mating support portion 14 of the hatch 1. In this way, the sealing function between the hatch 1 and the door frame 2 can be ensured by the rebound deformation of the secondary sealing cavity 32.

[0073] Based on the door frame 2, seal 3, and hatch 1 as described above, the following sealing structure is formed between the door frame 2 and the hatch 1:

[0074] A sealing structure is formed by embedding the sealing tongue 33 into the concave first mating support portion 11 of the hatch 1; a sealing structure is formed by embedding the second mating support portion 12 of the hatch 1 into the sealing groove 36 between the sealing tongue 33 and the main sealing cavity 31; a sealing structure is formed by pressing and fitting the main sealing cavity 31 and the third mating support portion 13 of the hatch 1; and a sealing structure is formed by pressing and fitting the secondary sealing cavity 32 and the fourth mating support portion 14 of the hatch 1. Through this four-stage sealing structure, sufficient sealing performance can be ensured when the hatch 1 closes the door frame 2.

[0075] In the sealing structure described above, such as Figure 2 , Figure 3 As shown, both the third mating support 13 and the fourth mating support 14 are inclined curved surfaces, connected by a smooth step, forming an angle of 20° to 30° with the hatch body 10. This angle increases the amount of compression between the hatch 1 and the seal 3 in the Y direction, thereby increasing the friction between the hatch 1 and the seal 3 in the X direction. Thus, when the pressurized gas or liquid inside the compartment 5 pushes the seal 3 towards the outside 6, the aforementioned friction effectively prevents the seal 3 from being squeezed out of the compartment 6 by the load generated by the pressurized gas or liquid.

[0076] In addition, such as Figure 2 , 3 As shown, the second mating support portion 12 is formed into a rounded peak shape with a apex, protruding from the Y2 side surface of the hatch 1 towards the Y1 side. Thus, when... Figure 3 When the second mating support 12 is embedded into the sealing groove 36, the sealing area between the second mating support 12 and the sealing groove 36 can be increased by the fitting in the Y direction. As a result, the airtightness and liquid tightness between the hatch 1 and the door frame 2 can be increased.

[0077] In addition, the first mating support portion 11 and the second mating support portion 12 are formed adjacent to each other in the X direction and recessed towards the Y2 side to form an angle of 145° with the hatch body 10. In this way, the engagement of the hook-shaped sealing tongue 33 with the recessed first mating support portion 11 increases the sealing area between the two, thereby improving the airtightness and liquid tightness between the hatch 1 and the door frame 2.

[0078] Each part of the aforementioned sealing element 3 is made of materials with elastic deformation properties, such as rubber and internal reinforcing fabric. For example, silicone rubber or ethylene propylene rubber has excellent resistance to environmental media. Based on this, the sealing element 3 adopts a composite structure of a double cavity structure and a sealing tongue, thus the sealing element 3 has excellent elastic deformation performance. In this way, when the compartment 5 is filled with pressurized gas or liquid, the elastic deformation performance of the sealing element 3 forms a good sealing surface by compressing and adhering between the door 1 and the door frame 2. Therefore, it can withstand the load generated by the pressurized gas or liquid in the compartment and ensure a good seal between the door 1 and the door frame 2.

[0079] Based on the hatch 1, seal 3, and door frame 2 as described above, when... Figure 2 When the hatch 1 shown is opened from the door frame 2, the main sealing cavity 31, the secondary sealing cavity 32, and the sealing tongue 33 respectively exit from the hatch 1. When... Figure 3 When the hatch 1 closes the door frame 2, the main sealing cavity 31, the secondary sealing cavity 32 and the sealing tongue 33 are squeezed and deformed against the third mating support part 13, the fourth mating support part 14 and the first mating support part 11 of the hatch 1, respectively. Thus, the seal between the hatch 1 and the door frame 2 can be achieved through a simple operation.

[0080] In addition, such as Figure 2 , 3 As shown, the cylindrical main cavity support 312 extends from the root 311 of the seal 3 towards the Y2 side. Thus, when the hatch 1... Figure 3 When the door frame 2 is closed, the main sealing cavity 31 is compressed and deformed until the Y2 side end of the main cavity support 312 abuts against the third mating support 13 of the hatch 1. In this way, the maximum compression of the main sealing cavity 31 can be limited by the main cavity support 312, avoiding excessive compression of the seal 3, thereby improving the life and durability of the seal 3.

[0081] (This embodiment describes a four-stage sealing structure for aircraft cabin doors.)

[0082] When Figure 3 When the hatch 1 closes the door frame 2, the sealing tongue 33 is pressed and deformed with the first mating support part 11 to form a sealing surface, thereby realizing the first-level sealing structure.

[0083] The apex of the second mating support 12 is embedded into the sealing groove 36 to form a sealing mating surface, thereby realizing the second-level sealing structure.

[0084] The main sealing protrusion 313 of the main sealing cavity 31 is pressed and deformed with the third mating support part 13 of the hatch 1 to form multiple sealing lines, thereby realizing the third-level sealing structure.

[0085] The secondary sealing protrusion 321 of the secondary sealing cavity 32 is pressed and deformed with the fourth mating support part 14 of the hatch 1 to form multiple sealing lines, thereby realizing the fourth-level sealing structure.

[0086] The four-stage sealing structure described above can reliably achieve a seal between the hatch 1 and the door frame 2.

[0087] (The positioning structure of the sealing structure for the aircraft door in this embodiment)

[0088] When Figure 3 When the hatch 1 closes the door frame 2, the second mating support 12 is fitted into the sealing groove 36, which can position the seal 3 in both the X and Y directions.

[0089] The sealing contact surface of the first mating support 11 with the sealing tongue 33 is grooved, so the main sealing cavity 31 can be positioned in both the X and Y directions.

[0090] Since both the third mating support portion 13 and the fourth mating support portion 14 are formed as inclined surfaces extending from the X1 side towards the X2 side and towards the Y1 side, when the pressurized gas or liquid inside the chamber 5 exerts a load force on the main sealing cavity 31 towards the outside of the chamber, the inclination of the inclined surface will increase the amount of compression between the first mating support portion 11 and the main sealing protrusion 313, and between the second mating support portion 12 and the secondary sealing protrusion 321, thereby increasing the frictional force and preventing the main sealing cavity 31 and the secondary sealing cavity 32 from being pushed out of the chamber 6.

[0091] The main sealing cavity 31 is fixedly connected to the door frame 2 via the fixed base 34 and fastening screws 4. The L-shaped sealing stop 35 is fixedly connected to the door frame 2 via the fastening screws 4. When the hatch 1 closes the door frame 2, the sealing stop 35 will press tightly against the secondary sealing cavity 32 and squeeze it against the fourth mating support 14 of the hatch 1. This restricts the movement of the seal 3 from the X2 side, thereby preventing the seal 3 from being squeezed out of the hatch 6 under the pressure of pressurized gas or liquid inside the compartment 5.

[0092] (Technical effects of the sealing structure for aircraft doors in this embodiment)

[0093] Based on the four-stage sealing structure formed as described above, when the compartment 5 is filled with pressurized gas or liquid, under the load generated, the compression contact surface formed by the sealing tongue 33 and the first mating support 11 is a concave curved surface. This not only achieves accurate positioning of the two but also increases the compression contact area between the seal 3 and the door 1, reducing the potential risk of leakage. The apex of the second mating support 12 also fully fits into the sealing groove 36, forming a positioning and sealing structure facing the Y1 side, thereby achieving both positioning and sealing functions.

[0094] The main sealing contact 313 and the secondary sealing contact 321 are pressed and bonded to the third mating support 13 and the fourth mating support 14 respectively to form a sealing structure with multiple sealing lines. Compared with a sealing structure with a single sealing line, it has higher sealing stability and can maintain high airtightness and liquid tightness even if the surface of the sealing element is damaged.

[0095] Based on this, the four-stage sealing structure described above, compared to a single-cavity sealing structure or a tongue-shaped sealing structure, increases the sealing area between the seal 3 and the hatch 1, preventing gas or liquid leakage due to the failure of one of the sealing structures. This improves the stability and redundancy of the seal at the hatch.

[0096] In addition, through Figure 3 The positioning structure shown can securely position the seal 3 between the hatch 1 and the door frame 2.

[0097] The above, combined with Figures 1 to 3 All technical solutions of the embodiments of the present invention have been clearly and completely described. However, the described embodiments are only a part of the embodiments of the present invention. All other embodiments obtained by those skilled in the art without creative effort, as long as they do not depart from the spirit of the present invention, are within the scope of protection of the present invention.

[0098] In the above embodiments, the third and fourth mating support portions form an angle of 20° to 30° with the hatch body, and the first mating support portion forms an angle of 145° with the hatch body. However, the present invention is not limited to this, and other angles may also be used.

[0099] In the above embodiments, both the main sealing synapse and the secondary sealing synapse are formed by four consecutive circular peaks with vertices. However, the present invention is not limited to this, and the number of circular peaks with vertices can also be other numbers.

[0100] In the above embodiments, the third and fourth mating support portions of the hatch are both formed as inclined surfaces, but the present invention is not limited to this and can also be formed as planes.

Claims

1. A seal structure for a door of an aircraft, which is interposed between a door of a cabin and a door frame, characterized in that, the seal structure for the door of the aircraft comprises a main seal cavity which is communicated with the inside of the cabin through a vent hole, and a root of the main seal cavity which faces the door frame is sealedly connected to the door frame through a fixed base, characterized in that, a seal tongue which is connected to the main seal cavity, is hook-shaped, and extends to the inside of the cabin, a first fitting support portion which is concave in shape corresponding to the seal tongue is formed at a portion of the door corresponding to the seal tongue, a seal groove which is recessed to the door frame side is formed at a connection portion of the seal tongue and the main seal cavity, a second fitting support portion which is protruded to the door frame side is formed at a portion of the door corresponding to the seal groove, a main seal synapse which is continuously formed of a plurality of round peaks having apexes is formed at an outside of the cabin side of the seal groove of a surface of the main seal cavity which faces the door, a third fitting support portion which is bevel-shaped is formed at a portion of the door corresponding to the main seal synapse, further comprising a sub seal cavity which is connected to the main seal cavity and extends to the outside of the cabin, a sub seal synapse which is continuously formed of a plurality of round peaks having apexes is formed at a surface of the sub seal cavity which faces the door, and a fourth fitting support portion which is bevel-shaped is formed at a portion of the door corresponding to the sub seal synapse.

2. The seal structure for the door of the aircraft according to claim 1, characterized in that, the third fitting support portion is formed as an inclined surface which is inclined to the door frame side as it goes from the inside of the cabin to the outside of the cabin.

3. The seal structure for the door of the aircraft according to claim 1, characterized in that, the fourth fitting support portion which is connected to the third fitting support portion on the outside of the cabin is formed as an inclined surface which is inclined to the door frame side as it goes from the inside of the cabin to the outside of the cabin.

4. The seal structure for the door of the aircraft according to claim 1, characterized in that, the main seal cavity and the sub seal cavity are each hollow, the root of the door frame side of the main seal cavity is fixed to the door frame through a fastener, and a main cavity support which extends from the root to the door side is provided.

5. The seal structure for the door of the aircraft according to claim 1, characterized in that, further comprising a seal stopper which is fastened to the door frame and is formed to abut against the sub seal cavity when the door closes the door frame.

6. The seal structure for the door of the aircraft according to claim 5, characterized in that, the seal stopper is L-shaped, a horizontal portion of which is fixed to the door frame through a fastener, and a vertical portion of which extends to the sub seal cavity side.

7. The seal structure for the door of the aircraft according to any one of claims 1 to 2, characterized in that, the seal tongue is made of a material having a spring deformation property.

8. The seal structure for the door of the aircraft according to any one of claims 1 to 2, characterized in that, the main seal cavity is made of a material having a spring deformation property. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 9. The sealing structure for a cabin door of an aircraft according to claim 1, wherein the sub-seal cavity is made of a material having a resilient deformation property.

10. A cabin door installed to a door frame via the sealing structure for a cabin door of an aircraft according to any one of claims 1 to 9, wherein the sealing structure comprises, in order from an inside of the cabin to an outside of the cabin, a seal tongue, a main seal cavity, and a sub-seal cavity, in the cabin door, a first fitting support portion for accommodating the seal tongue, a third fitting support portion corresponding to a main seal synapse formed in the main seal cavity, and a fourth fitting support portion corresponding to a sub-seal synapse formed in the sub-seal cavity are formed in order from the inside of the cabin to the outside of the cabin, a seal groove recessed toward the door frame side is formed at a connection of the seal tongue and the main seal cavity, and a second fitting support portion protruding toward the door frame side is formed at a portion of the cabin door corresponding to the seal groove. ​

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