Aircraft cabin door system and opening method

Abstract

The present application provides an aircraft door system and an opening method, which relate to the technical field of high-speed aircraft. The door system includes a cabin body, a driving mechanism is provided therein, and two sides of the cabin body are rotatably connected to split doors, and the two split doors can be flipped to the two sides of the cabin body respectively under the drive of the driving mechanism; a landing gear assembly is rotatably connected to the cabin body and can be lowered under the drive of the driving mechanism; a front cabin door is rotatably connected to the cabin body, and the front cabin door is fixed to the landing gear assembly and can be flipped in the forward direction of the aircraft under the drive of the landing gear assembly; by providing a front cabin door fixedly connected to the landing gear assembly, the front cabin door can jointly close the cabin body with the two split doors, and can also flip when the driving mechanism drives the landing gear assembly to be lowered, participate in the energy management of the aircraft during the landing phase, assist the aircraft's speed brake to decelerate the aircraft, reduce the landing speed, shorten the taxiing distance, and decelerate the aircraft to a safe speed within a short distance, thereby ensuring the stability and reliability of the aircraft during landing.

Description

Technical Field

[0001] The present application relates to the technical field of high-speed aircraft, and in particular to an aircraft cabin door system and an opening method. Background Art

[0002] A high-speed aircraft generally refers to an aircraft whose maximum speed exceeds the speed of sound. The main purpose of the design and development of high-speed aircraft is to cover long distances in a short period of time and improve the efficiency and convenience of air transportation. In practical applications, high-speed aircraft are mainly used for long-distance flights and some short-distance flights, which can significantly shorten flight time, allowing passengers and cargo to reach their destinations in a shorter time. As the speed of high-speed aircraft increases, traditional landing gear equipment can no longer meet the needs. It is necessary to develop new landing gear devices to reduce landing speeds, shorten taxiing distances, reduce wear and tear on the runway, and reduce the aircraft's time on the runway. The aircraft can be decelerated to a safe speed within a short distance to ensure stability and reliability during high-speed flight and landing. Summary of the Invention

[0003] The purpose of this application is to provide an aircraft cabin door system and opening method to address the above problems.

[0004] In a first aspect, the present application provides an aircraft door system, comprising:

[0005] A cabin body, wherein a driving mechanism is provided in the cabin body;

[0006] Two split doors are rotatably connected to both sides of the cabin body and can be flipped to both sides of the cabin body under the drive of the driving mechanism;

[0007] a landing gear assembly, the landing gear assembly being housed in the cabin and rotatably connected to the cabin, and the landing gear assembly being capable of being lowered from the cabin under the drive of the driving mechanism;

[0008] A front door is rotatably connected to the cabin body and fixed to the landing gear assembly. The front door can be flipped in the forward direction of the aircraft under the drive of the landing gear assembly to form an angle with the horizontal direction; the front door and the two opposing doors can jointly close the cabin body.

[0009] According to the technical solution provided in certain embodiments of the present application, the driving mechanism includes a first actuator cylinder, the fixed end of which is rotatably connected to the cabin body and is connected to an air source device, the driving end of the first actuator cylinder is rotatably connected to the landing gear assembly, and the landing gear assembly is fixed to the side of the front door close to the cabin body through a fixed support rod; the rotation axes of the landing gear assembly and both ends of the first actuator cylinder extend in the same direction.

[0010] According to the technical solution provided in certain embodiments of the present application, the driving mechanism includes two second actuators, which are symmetrically arranged and whose fixed ends are rotatably connected to the cabin body, and the driving ends of the two second actuators are respectively rotatably connected to the first connecting rod, the first ends of the two first connecting rods are both rotatably connected to the cabin body, and the second ends of the two second connecting rods are respectively rotatably connected to the second connecting rod, and the free ends of the two second connecting rods are respectively rotatably connected to the two double-doors; the two second actuators are also connected to the air source device; the rotation axes of the two ends of the second actuator, the two ends of the first connecting rod and the two ends of the second connecting rod all extend in the same direction.

[0011] According to the technical solutions provided in certain embodiments of the present application, a first solenoid valve is provided between the two second actuators and the air source device, and a second solenoid valve is further provided between the first actuator and the first solenoid valve.

[0012] According to the technical solution provided in certain embodiments of the present application, the landing gear assembly includes a support shaft and a rotating shaft, the support shaft is rotatably connected to the cabin body, the support shaft is rotatably connected to the driving end of the first actuator cylinder, the rotating shaft is coaxially arranged with the support shaft and rotatably connected to the end of the support shaft away from the cabin body, the end of the rotating shaft away from the support shaft is provided with a wheel fork, and the wheel fork is rotatably connected to an organic wheel; a driving member is provided on the outer periphery of the support shaft, the driving end of the driving member extends along the length direction of the support shaft and is fixed with a transmission rod, the free end of the transmission rod is rotatably connected to a rotating connecting rod, and the rotating connecting rod is fixed to the rotating shaft.

[0013] According to the technical solutions provided in certain embodiments of the present application, the landing gear assembly includes a shimmy damper, which is used to prevent the wheels from shimmying when the aircraft lands.

[0014] According to the technical solutions provided in certain embodiments of the present application, a sealing structure is provided between the cabin body, the front cabin door and the two opposing cabin doors.

[0015] According to the technical solution provided in certain embodiments of the present application, it also includes explosive bolts, and a plurality of the explosive bolts are respectively fixedly connected to the cabin body and the front door and the cabin body and the two opposing doors, so as to lock and fix the front door and the two opposing doors.

[0016] In a second aspect, the present application provides a method for opening an aircraft cabin door, using the aircraft cabin door system described above, the method comprising the following steps:

[0017] Open the first solenoid valve to drive the two split doors to flip to their corresponding open positions on both sides of the cabin;

[0018] Open the upper lock of the first actuator;

[0019] Open the second solenoid valve to drive the front door to flip to its corresponding open position;

[0020] Close the first solenoid valve.

[0021] According to the technical solutions provided in some embodiments of the present application, before the first solenoid valve is opened, the method further includes:

[0022] Detonate multiple explosive bolts to unlock the front hatch and two side hatches.

[0023] Compared with the prior art, the present application has the following beneficial effects: the present application provides an aircraft door system, comprising a cabin body, a drive mechanism provided in the cabin body, and split doors rotatably connected to two sides of the cabin body, the two split doors being capable of flipping toward the sides of the cabin body under the drive mechanism; a landing gear assembly is housed in the cabin body, the landing gear assembly being rotatably connected to the cabin body and capable of being lowered from the cabin body under the drive mechanism; a front door is rotatably connected to the cabin body, the front door being fixed to the landing gear assembly and capable of flipping in the forward direction of the aircraft under the drive of the landing gear assembly to form an angle with the horizontal direction, the front door and the two split doors being capable of jointly closing the cabin body; by providing a front door fixedly connected to the landing gear assembly, the front door can jointly close the cabin body with the two split doors and can also flip open when the driving mechanism drives the landing gear assembly to be lowered, participating in energy management during the landing phase of the aircraft, assisting the aircraft's airbrake in decelerating the aircraft, reducing the landing speed, shortening the glide distance, and enabling the aircraft to decelerate to a safe speed within a short distance, thereby ensuring the stability and reliability of the aircraft during landing.

[0024] It should be understood that the description of technical features, technical solutions, beneficial effects or similar language in this application does not imply that all features and advantages can be realized in any single embodiment. On the contrary, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution or beneficial effect is included in at least one embodiment. Therefore, the description of a technical feature, technical solution or beneficial effect in this specification does not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions and beneficial effects described in the present embodiment can also be combined in any appropriate manner. Those skilled in the art will understand that the embodiment can be implemented without one or more specific technical features, technical solutions or beneficial effects of a specific embodiment. In other embodiments, additional technical features and beneficial effects can also be identified in specific embodiments that do not embody all embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] Figure 1 A schematic structural diagram of an aircraft door system provided in Example 1 of the present application;

[0027] Figure 2 A schematic structural diagram of a front door and a side door of an aircraft door system provided in Example 1 of the present application when closed;

[0028] Figure 3 A schematic diagram of the interior structure of an aircraft door system provided in Example 1 of the present application;

[0029] Figure 4 A flow chart of a method for opening an aircraft door provided in Example 2 of the present application.

[0030] The text annotations in the figure represent:

[0031] 1. Cabin body; 2. Double doors; 3. Front door; 4. First actuator; 5. Second actuator; 6. First connecting rod; 7. Second connecting rod; 8. Support shaft; 9. Rotating shaft; 10. Wheel; 11. Explosive bolt; 12. Support seat; 13. Rotating bracket; 14. First support; 15. Second support; 16. Third support. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings. The description in this section is only exemplary and explanatory and should not have any limiting effect on the scope of protection of the present application. Specifically, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present application.

[0033] It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0034] Example 1

[0035] As mentioned in the background technology, to solve the problems in the prior art, this embodiment provides an aircraft door system, including:

[0036] Cabin 1, wherein a driving mechanism is provided in the cabin 1;

[0037] The two split doors 2 are rotatably connected to both sides of the cabin body 1 and can be flipped to both sides of the cabin body 1 under the drive mechanism;

[0038] The landing gear assembly is housed in the cabin 1 and is rotatably connected to the cabin 1. The landing gear assembly can be lowered from the cabin 1 by the driving mechanism;

[0039] The front door 3 is rotatably connected to the cabin body 1 and fixed to the landing gear assembly. The front door 3 can be flipped in the forward direction of the aircraft under the drive of the landing gear assembly to form an angle with the horizontal direction; the front door 3 and the two opposing doors 2 can jointly close the cabin body 1.

[0040] like Figure 1-3 As shown, the cabin 1 is opened below the fuselage, and a support seat 12 is provided in the cabin 1. The landing gear assembly is rotatably connected to the support seat 12. The rotation direction is a first direction, and the first direction is the width direction of the cabin. That is, it can be understood as follows Figure 3 The two split doors 2 are respectively connected to the left and right sides of the cabin body 1 by rotating the rotating bracket 13, so that the two split doors 2 can be turned relative to the cabin body 1 under the drive of the driving mechanism. The rotation direction is the second direction, and the second direction is the length direction of the cabin body, which can be understood as follows. Figure 3In the horizontal direction shown in the figure, a first support 14 is provided in the cabin 1 near the front of the aircraft, and the end of the front door 3 away from the two bifurcated doors 2 is pin-connected to the first support 14 and fixed to the landing gear assembly. The front door 3 can rotate relative to the first support 14, and the rotation direction is a first direction; the front door 3 and the two bifurcated doors 2 are both machined using TC4, and each door is provided with a reinforcing rib, the door body is 3mm thick, the reinforcing rib is 5mm wide and 8mm high; initially, the landing gear assembly is stored in the cabin 1, and the front door 3 and the two bifurcated doors 2 jointly close the cabin 1. When the aircraft lands, the driving mechanism drives the two bifurcated doors 2 to flip to both sides of the cabin 1 until the two bifurcated doors 2 are fully opened, and then the driving mechanism drives the landing gear assembly to be lowered from the cabin 1, and the landing gear assembly simultaneously drives the front door 3 to flip toward the front of the aircraft, so that the front door 3 is fully opened.

[0041] By setting a front door 3 fixedly connected to the landing gear assembly, the front door 3 can jointly close the cabin body 1 with the two double-doors 2, and can also be flipped open when the driving mechanism drives the landing gear assembly to be lowered, participating in the energy management of the aircraft landing phase, assisting the aircraft's speed brake to slow down the aircraft, reduce the landing speed, shorten the taxiing distance, and make the aircraft slow down to a safe speed within a short distance, so as to ensure the stability and reliability of the aircraft during landing.

[0042] Specifically, as the front door 3 tilts open, it forms an angle with the horizontal, acting as an air resistance surface. When the aircraft glides toward landing, air interacts with the front door 3, generating rearward drag. According to aerodynamic principles, when an object moves through air, the amount of drag it experiences is affected by its contact area with the air and its relative velocity. The area of ​​the front door 3 and its specific tilt angle effectively increase the air resistance experienced by the aircraft during landing. This additional drag assists the aircraft's airbrakes in decelerating the aircraft, thereby reducing landing speed. Furthermore, the front door 3 works in tandem with the aircraft's airbrakes to decelerate the aircraft. During landing, the airbrakes themselves increase drag by altering the airflow field, but the addition of the front door 3 further enhances the deceleration effect. The two interact to increase the aircraft's drag in different locations and ways, enabling the aircraft to more efficiently decelerate to a safe speed over a shorter distance. During actual landing, the front door 3 and airbrakes function simultaneously, significantly reducing the gliding distance.

[0043] In a preferred embodiment, the driving mechanism includes a first actuator cylinder 4, the fixed end of the first actuator cylinder 4 is rotatably connected in the cabin body 1 and is connected to the air source device, the driving end of the first actuator cylinder 4 is rotatably connected to the landing gear assembly, and the landing gear assembly is fixed to the side of the front door 3 close to the cabin body 1 through a fixed support rod; the rotation axes of the landing gear assembly and both ends of the first actuator cylinder 4 extend in the same direction.

[0044] like Figure 1 As shown, a second support 15 is provided in the middle position of the cabin body 1, and the fixed end of the first actuator 4 is rotatably connected to the second support 15, and the rotation direction is a first direction. The piston rod of the first actuator 4 is its driving end, and the piston rod of the first actuator 4 is rotatably connected to one side of the landing gear assembly, and the rotation direction is the first direction. At the same time, the landing gear assembly is fixedly connected to the front door 3 through two fixed support rods; initially, the first actuator 4 is in a retracted state, and the front door 3 is closed on the cabin body 1. When the air source device fills the rod cavity of the first actuator 4 with high-pressure nitrogen, the piston rod of the first actuator 4 extends from the rod cavity, and the extension direction is perpendicular to the first direction, pushing the landing gear assembly to fall, and at the same time driving the front door 3 to flip, so that the front door 3 is opened.

[0045] In a preferred embodiment, the driving mechanism includes two second actuator cylinders 5, the two second actuator cylinders 5 are symmetrically arranged, and the fixed ends of the two are rotatably connected to the cabin body 1, the driving ends of the two second actuator cylinders 5 are respectively rotatably connected to the first connecting rod 6, the first ends of the two first connecting rods 6 are both rotatably connected to the cabin body 1, and the second ends of the two are respectively rotatably connected to the second connecting rod 7, and the free ends of the two second connecting rods 7 are respectively rotatably connected to the two opposing doors 2; the two second actuator cylinders 5 are also connected to the air source device; the rotation axes of the two ends of the second actuator cylinder 5, the two ends of the first connecting rod 6 and the two ends of the second connecting rod 7 all extend in the same direction.

[0046] like Figure 1 As shown, a third support 16 is provided in the cabin body 1 at a position away from the front of the aircraft, and the two second actuators 5 are symmetrically arranged relative to the third support 16 and are rotatably connected to the third support 16, and the rotation direction is the second direction. Two fourth supports are also symmetrically provided in the cabin body 1 at a position away from the front of the aircraft, and the first end of the first connecting rod 6 is rotatably connected to the fourth support, and the second end thereof is rotatably connected to the second connecting rod 7. The free ends of the two second connecting rods 7 are respectively rotatably connected to the corresponding rotating brackets 13 of the split cabin doors 2 (each split cabin door 2 has two rotating brackets 13 connected thereto, and only one rotating bracket 13 is connected to the second connecting rod 7), and the rotation direction is the second direction. The piston rod of the second actuator cylinder 5 is its driving end, and the piston rods of the two second actuator cylinders 5 are respectively connected to the corresponding first connecting rod 6 in a rotation direction of the second direction; initially, the second actuator cylinder 5 is in a stretched state, and there is an angle between the first connecting rod 6 and the second connecting rod 7, and the two split doors 2 are closed on the cabin body 1. When the air source device fills the rodless cavity of the second actuator cylinder 5 with high-pressure nitrogen, the piston rod of the second actuator cylinder 5 retracts into the rod cavity, and at the same time drives the first connecting rod 6 to rotate, and then drives the second connecting rod 7 to flip the split doors 2 relative to the cabin body 1. When the first connecting rod 6 and the second connecting rod 7 are in a coaxial state, the two split doors 2 are fully opened.

[0047] In a preferred embodiment, a first solenoid valve is provided between the two second actuators 5 and the air source device, and a second solenoid valve is further provided between the first actuator 4 and the first solenoid valve.

[0048] like Figure 1 As shown, the first solenoid valve and the second solenoid valve both adopt the normally closed solenoid valves in the prior art. The first solenoid valve is arranged at the output end of the air source device, and is used to control the on-off of the air path between the air source device and the first actuator cylinder 4 and the second actuator cylinder 5. The second solenoid valve is arranged at the rod cavity input end of the first actuator cylinder 4, and is used to control the on-off of the air path between the air source device and the first actuator cylinder 4.

[0049] In a preferred embodiment, the landing gear assembly includes a support shaft 8 and a rotating shaft 9. The support shaft 8 is rotatably connected in the cabin 1. The support shaft 8 is rotatably connected to the driving end of the first actuator 4. The rotating shaft 9 is coaxially arranged with the support shaft 8 and rotatably connected to the end of the support shaft 8 away from the cabin 1. The end of the rotating shaft 9 away from the support shaft 8 is provided with a wheel fork, and the wheel fork is rotatably connected to the organic wheel 10; a driving member is provided on the outer periphery of the support shaft 8, and the driving end of the driving member extends along the length direction of the support shaft 8 and is fixed with a transmission rod, and the free end of the transmission rod is rotatably connected to a rotating connecting rod, and the rotating connecting rod is fixed to the rotating shaft 9.

[0050] like Figure 1 As shown, the support shaft 8 is rotatably connected to the cabin body 1 through the support seat 12, and the rotation direction is a first direction. The piston rod of the first actuator 4 is rotatably connected to the support shaft 8, which is used to drive the support shaft 8 to rotate. The support shaft 8 is also fixedly connected to the front cabin door 3 through two fixed support rods. The end of the support shaft 8 away from the support seat 12 is rotatably connected to the rotating shaft 9. The rotation axis of the rotating shaft 9 is perpendicular to the rotation axis of the support shaft 8, and its rotation direction is the extension direction of the support shaft 8. The end of the rotating shaft 9 away from the support shaft 8 is connected to a wheel fork, and the wheel fork is rotatably connected to the machine wheel 10; the driving part adopts the steering gear in the prior art, and the steering gear is arranged on one side of the support shaft 8. When the steering gear drives the transmission rod to rotate, the transmission rod drives the rotating connecting rod, and then drives the rotating shaft 9 to rotate, so that the machine wheel 10 is turned.

[0051] In a preferred embodiment, the landing gear assembly includes a shimmy damper, which is used to prevent the wheels 10 from shimmying when the aircraft lands.

[0052] like Figure 1 As shown, one end of the shimmy damper is connected to the support shaft 8, and the other end is connected to the wheel fork, which is used to reduce the shimmy speed of the wheel 10 when the aircraft is taxiing, absorb the impact energy generated by the shimmy, and prevent the occurrence of shimmy.

[0053] In a preferred embodiment, a sealing structure is provided between the cabin body 1 , the front door 3 and the two split doors 2 .

[0054] like Figure 2As shown, the sealing structure includes a sealing groove with a size of 9mm*3mm. A sealing packing with a diameter of 6mm is arranged in the sealing groove. The sealing packing is made of quartz fiber and contains high-temperature alloy metal wire.

[0055] In a preferred embodiment, it also includes explosive bolts 11, and multiple explosive bolts 11 respectively fix the cabin body 1 and the front door 3 and the cabin body 1 and the two split doors 2 to lock and fix the front door 3 and the two split doors 2.

[0056] like Figure 1 As shown, the front door 3 and the two split doors 2 are fixed to the fuselage and seal the cabin 1 with explosive bolts 11. At the same time, the explosive bolts 11 ensure that the compression rate of the sealing packing reaches 50%, so that the sealing structure can prevent hot air from entering the cabin from the joint between the cabin 1 and the door.

[0057] Example 2

[0058] like Figure 4 As shown in FIG. 1 , this figure is a flow chart of a method for opening an aircraft cabin door provided in this embodiment, using an aircraft cabin door system as described in Example 1. The method includes the following steps:

[0059] S1. Detonate multiple explosive bolts to unlock the front hatch and two split hatches.

[0060] Initially, at time T0, the intelligent controller determines that the aircraft meets landing conditions and opens the pin pullers on the two bi-directional doors. At time T0-1: 1 second after time T0, the intelligent controller detonates the explosive bolts on the front door, unlocking the front door. At time T0-2: 0.15 seconds after time T0-1, the intelligent controller detonates the explosive bolts on the two bi-directional doors, unlocking them.

[0061] S2. Open the first solenoid valve to drive the two split doors to flip to their corresponding open positions on both sides of the cabin;

[0062] Moment T1: 0.15 seconds after moment T0-2, the intelligent controller issues a lowering command. After receiving the lowering command, the retraction and extension controller opens the first solenoid valve, and the air source device fills the rodless cavities of the two second actuator cylinders with high-pressure nitrogen. The piston rods of the two second actuator cylinders retract, and then drive the two double-doors to open through the first connecting rod and the second connecting rod.

[0063] S3, opening the upper lock of the first actuator;

[0064] Time T1-1: 1 second after time T1, the retraction and extension controller opens the upper lock inside the first actuator cylinder and unlocks the first actuator cylinder.

[0065] S4, turning on the second solenoid valve to drive the front door to flip to its corresponding open position;

[0066] Moment T1-2: One second after moment T1-1, the retraction and extension controller opens the second solenoid valve, connecting the air path between the air source device and the first actuator cylinder. The air source device fills the rod chamber of the first actuator cylinder with high-pressure nitrogen, causing the piston rod of the first actuator cylinder to extend, pushing the landing gear assembly downward and driving the front door to open at the same time.

[0067] S5. Close the first solenoid valve.

[0068] T1-3 moment: the retraction controller is also electrically connected to the in-position switch. When the landing gear and the door are lowered into position, the in-position switch sends an in-position signal to the retraction controller. The retraction controller controls the first solenoid valve to cut off power and close, and the air source device stops working.

[0069] Furthermore, 20 seconds after time T1, the intelligent controller detects the retraction and extension status of the landing gear assembly. If the intelligent controller determines that the landing gear assembly is not lowered, it starts to execute the forced landing action.

[0070] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. The above is only the preferred implementation method of this application. It should be pointed out that due to the limitations of textual expression, there are objectively infinite specific structures. For ordinary technicians in this technical field, without departing from the principles of this application, they can also make several improvements, modifications or changes, and can also combine the above technical features in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the scope of protection of this application.

Claims

1. An aircraft door system, characterized in that: include: A cabin (1), wherein a driving mechanism is provided in the cabin (1); Two split hatches (2), the two split hatches (2) are respectively connected to the two sides of the cabin body (1) in a rotational manner, and can be turned over to the two sides of the cabin body (1) under the drive of the driving mechanism, and the direction of the rotation axis of the two split hatches (2) is the second direction, and the second direction is the length direction of the cabin body (1); A landing gear assembly, wherein the landing gear assembly is accommodated in the cabin (1) and is rotatably connected to the cabin (1); the landing gear assembly can be lowered from the cabin (1) under the drive of the driving mechanism; the direction of the rotation axis of the landing gear assembly is a first direction, and the first direction is a width direction of the cabin (1); A front cabin door (3), the front cabin door (3) is rotatably connected to the cabin body (1) and fixed to the landing gear assembly. The front cabin door (3) can be turned in the forward direction of the aircraft under the drive of the landing gear assembly to form an angle with the horizontal direction, participate in the energy management of the aircraft during the landing phase, and assist the aircraft's speed brake to slow down the aircraft; the front cabin door (3) and the two split cabin doors (2) can jointly close the cabin body (1); The driving mechanism comprises: a first actuating cylinder (4), wherein the fixed end of the first actuating cylinder (4) is rotatably connected to the cabin body (1) and is connected to an air source device; a driving end of the first actuating cylinder (4) is rotatably connected to the landing gear assembly; the landing gear assembly is fixed to the front door (3) near the cabin body (1) via a fixed support rod; the rotation axes of both ends of the landing gear assembly and the first actuating cylinder (4) extend in the same direction; The second actuator cylinder (5) is symmetrically arranged, and the fixed ends of the two second actuator cylinders (5) are rotatably connected to the cabin body (1), the driving ends of the two second actuator cylinders (5) are respectively rotatably connected to the first connecting rod (6), the first ends of the two first connecting rods (6) are both rotatably connected to the cabin body (1), and the second ends of the two second connecting rods (7) are respectively rotatably connected, and the free ends of the two second connecting rods (7) are respectively rotatably connected to the two split doors (2); the two second actuator cylinders (5) are also connected to the air source device; the rotation axes of the two ends of the second actuator cylinder (5), the two ends of the first connecting rod (6) and the two ends of the second connecting rod (7) extend in the same direction.

2. The aircraft door system according to claim 1, characterized in that: A first solenoid valve is provided between the two second actuating cylinders (5) and the air source device, and a second solenoid valve is further provided between the first actuating cylinder (4) and the first solenoid valve.

3. The aircraft door system according to claim 1, characterized in that: The landing gear assembly comprises a support shaft (8) and a rotating shaft (9), wherein the support shaft (8) is rotatably connected in the cabin (1), the support shaft (8) is rotatably connected to the driving end of the first actuator (4), the rotating shaft (9) is coaxially arranged with the support shaft (8) and rotatably connected to the end of the support shaft (8) away from the cabin (1), the end of the rotating shaft (9) away from the support shaft (8) is provided with a wheel fork, and the wheel fork is rotatably connected to the organic wheel (10); a driving member is provided on the periphery of the support shaft (8), the driving end of the driving member extends along the length direction of the support shaft (8) and is fixed with a transmission rod, the free end of the transmission rod is rotatably connected to a rotating connecting rod, and the rotating connecting rod is fixed to the rotating shaft (9).

4. The aircraft door system according to claim 3, characterized in that: The landing gear assembly comprises a shimmy damper, which is used to prevent the wheel (10) from shimmying when the aircraft lands.

5. The aircraft door system according to claim 1, characterized in that: A sealing structure is provided between the cabin body (1), the front cabin door (3) and the two split cabin doors (2).

6. The aircraft door system according to claim 2, characterized in that: It also includes explosive bolts (11), wherein a plurality of the explosive bolts (11) are respectively fixedly connected to the cabin body (1) and the front cabin door (3) and the cabin body (1) and the two split cabin doors (2), and are used to lock and fix the front cabin door (3) and the two split cabin doors (2).

7. A method for opening an aircraft door, characterized in that: Using the aircraft door system according to claim 6, the method comprises the following steps: Open the first solenoid valve to drive the two split doors to flip to their corresponding open positions on both sides of the cabin; Open the upper lock of the first actuator; Open the second solenoid valve to drive the front door to flip to its corresponding open position; Close the first solenoid valve.

8. The aircraft door opening method according to claim 7, characterized in that: Before the first solenoid valve is opened, the method further includes: Detonate multiple explosive bolts to unlock the front hatch and two side hatches.

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