Interlocking mechanism for oppositely-opened cabin doors of airplane and using method

Abstract

The invention discloses an interlocking mechanism for split cabin doors of an airplane and a using method, belongs to the field of airplane cabin door mechanisms, is applied to airplane cabin doors, and is a lock mechanism capable of realizing relative position locking and load transmission between the split cabin doors. The device comprises a left cabin door, a right cabin door, a lock column, a driving cam, a lock hook, a rear cam, a front cam, a stop piece and a support. The lock column is connected with the support, the support is connected with the left cabin door, the driving cam is hinged to the right cabin door, and the front cam, the rear cam and the blocking piece are fixedly connected with the right cabin door. A driving cam roller, a front cam roller and a rear cam roller are fixedly connected to the lock hook, the driving cam roller is matched with the driving cam, the front cam roller is matched with the front cam, and the rear cam roller is matched with the rear cam. An annular groove structure is designed on the lock hook, an end face is designed on the blocking piece, and the lock column is surrounded and wrapped by the annular groove structure and the end face at the locking position. The position locking mechanism has the advantages of being simple in mechanism form, good in locking effect, simple in locking and unlocking driving, good in load transferring effect and the like, and can be applied to the design of the position locking mechanism for the side-by-side cabin door.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft cabin door mechanisms, and relates to an interlocking mechanism for aircraft split cabin doors and a method of using the interlocking mechanism. Specifically, the invention relates to a locking mechanism applied to aircraft cabin doors, which can achieve relative position locking and load transfer between split cabin doors. Background Art

[0002] The cabin door is the passage for people and cargo to enter and exit the aircraft. In addition to bearing the pressurization load, the larger cabin door also needs to participate in the transmission of the aircraft's flight load to reduce the bearing pressure of the door frame structure. In order to perform tasks such as airdrops and parachuting, some aircraft cabin doors are also required to have the function of opening in the air. Two cabin doors opening opposite each other are a typical form of airdrop doors, which are widely used in models such as fire extinguishers, parachuting aircraft, and large transport aircraft. Although the solution of locking the two cabin doors to the door frame separately can better lock the cabin door in the closed position, its mechanism is complicated, the locking mechanism occupies the net opening of the cabin door, and the load between the two cabin doors cannot be transferred.

[0003] To solve the above problems, the present invention designs an interlocking mechanism between the two doors. The locking mechanism should be able to lock the positions of the two doors to each other, that is, neither door can be opened alone in the locked state. Based on the load transmission requirements, the locking mechanism should have the ability to transmit loads in any direction in the plane between the two doors. Based on the airdrop requirements, the interlocking mechanism should also be able to be directly driven by the control system, and the locking and unlocking steps are simple and direct. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide an aircraft double-door interlocking mechanism, which controls the movement posture of the lock hook by driving the cam, the front cam and the rear cam to achieve the locking and unlocking functions; and realizes the function of preventing reverse unlocking by the arc segment design of the driving cam.

[0005] To solve the above problems, the specific technical solutions of the present invention are as follows:

[0006] The invention discloses an interlocking mechanism for aircraft split doors, comprising a left door 1, a lock column 2, a support 3, a right door 4, a driving cam 5, a rear cam 7, a lock hook 8, a stopper 10 and a front cam 11.

[0007] The support 3 is fixedly connected to the left door 1, the lock column 2 is fixedly connected to the support 3, the stopper 10 is fixedly connected to the right door 4, the stopper 10 and the lock column 2 correspond in position, and an end face 15 is designed on the stopper 10, and the end face 15 contacts the surface of the lock column 2.

[0008] The driving cam 5 is provided with a camshaft 17, which is hingedly connected to the right door 4;

[0009] The front cam 11 is fixedly connected to the right door 4 and arranged between the driving cam 5 and the stopper 10. The rear cam 7 is fixedly connected to the right door 4 and arranged behind the stopper 10, and the opening direction of the cam groove of the rear cam 7 is opposite to that of the cam groove of the driving cam 5.

[0010] The rear end of the lock hook 8 is fixedly connected with a driving cam roller 6 and a rear cam roller 13, and the axes of the two rollers are coaxial. The middle part of the lock hook 8 is fixedly connected with a front cam roller 9, and the front end is designed with a ring groove structure 16. The driving cam roller 6 is installed in the cam groove of the driving cam 5, the front cam roller 9 is installed in the cam groove of the front cam 11, and the rear cam roller 13 is installed in the cam groove of the rear cam 7.

[0011] In the locked position, the annular groove structure 16 and the end surface 15 surround the lock cylinder 2 on all sides, and in the unlocked position, the annular groove structure 16 is away from the lock cylinder 2.

[0012] Furthermore, the cam groove of the driving cam 5 is designed with a starting arc segment 14 and an ending arc segment 12, both of which are arc structures, and the arc centers coincide with the axis of the cam shaft 17. In the locked position, the driving roller 6 is in contact with the surface of the starting arc segment 14, and in the unlocked position, the driving roller 6 is in contact with the surface of the ending arc segment 12.

[0013] A method for using an aircraft split door interlocking mechanism, wherein the aircraft split door interlocking mechanism can achieve closed position locking of two split doors and load transfer between the two doors, specifically comprising the following steps:

[0014] In the locked state, the cam 5 is driven to rotate around the axis of the camshaft 17 directly or indirectly through other mechanisms, the driving cam 5 drives the driving cam roller 6 to move, the driving cam roller 6 drives the lock hook 8 to move, the rear cam roller 13 on the lock hook 8 drives the lock hook 8 to move along the cam groove of the rear cam 7, and the front cam roller 9 on the lock hook 8 synchronously drives the lock hook 8 to move along the cam groove of the front cam 13, which can adjust the cam groove trajectory of the front cam 11 and the rear cam 7, control the movement trajectory of the lock hook 8, and ensure that the ring groove structure 16 on the lock hook 8 can smoothly break away from the lock column 2 to complete the unlocking. If there is an external force driving the lock hook 8 to unlock in the locked position, the driving roller 6 will be pressed against the surface of the starting arc segment 14, and the external force acting on the driving cam 5 passes through the rotation axis of the camshaft 17, without transmission torque, and the mechanism is self-locking. In the locked position, when the left and right doors have a tendency to open at the same time, the ring groove structure 16 and the end face 15 completely lock the lock column 2 to achieve interlocking between the two doors.

[0015] In the unlocked state, the cam 5 is driven to rotate around the axis of the camshaft 17 directly or indirectly through other mechanisms, the cam 5 drives the cam roller 6 to move, the cam roller 6 drives the lock hook 8 to move, the rear cam roller 13 on the lock hook 8 drives the lock hook 8 to move along the cam groove of the rear cam 7, and the front cam roller 9 on the lock hook 8 synchronously drives the lock hook 8 to move along the cam groove of the front cam 13. The movement posture of the lock hook 8 is controlled by the above mechanism until the annular groove structure 16 on the lock hook 8 wraps around the lock column 2 to complete the locking. If an external force drives the lock hook 8 to unlock in the unlocked position, the drive roller 6 will be pressed against the surface of the end segment arc 12, and the external force acting on the drive cam 5 passes through the rotation axis of the camshaft 17, without transmission torque, to achieve self-locking of the mechanism.

[0016] The present invention has the following beneficial effects:

[0017] (1) Simple mechanism. The present invention uses three groups of cam mechanisms to control the motion trajectory of the lock hook. Compared with similar mechanisms, the number of springs and other mechanism parts is significantly reduced, the mechanism is more reliable, and the mechanism is simpler. The present invention realizes the designability of the lock hook's motion trajectory and smooth locking and unlocking, and the mechanism driving method is more direct.

[0018] (2) Good locking effect. The present invention realizes the locking of the lock column on four sides by the lock hook. When there is relative movement between the two doors in any direction in the plane, the interlocking mechanism can realize the locking of the door position. The present invention designs arc trajectory lines at the starting and ending sections of the movement of the driving cam. When there is an external force to unlock the driving lock, the driving roller is pressed against the arc section of the driving cam and cannot drive the driving cam to rotate in the reverse direction, thereby realizing self-locking of the mechanism and having a good locking effect.

[0019] (3) Strong load transmission capacity. The present invention locks the four sides of the lock column through the lock hook, thereby realizing the effective transmission of loads in any direction in the plane between the two doors. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is an axonometric view of the locking position of the mechanism of the present invention.

[0021] Figure 2 It is a schematic diagram of the cam after the locking position of the mechanism of the present invention.

[0022] Figure 3 It is a cross-sectional view of the cam before locking the mechanism of the present invention.

[0023] Figure 4 It is a cross-sectional view of the locking hook of the locking mechanism of the present invention.

[0024] Figure 5 This is a cross-sectional view of the lock hook during the unlocking process of the mechanism of the present invention.

[0025] Figure 6This is a cross-sectional view of the lock hook in the unlocked position of the mechanism of the present invention.

[0026] In the figure: 1 left door, 2 lock column, 3 support, 4 right door, 5 driving cam, 6 driving cam roller, 7 rear cam, 8 lock hook, 9 front cam roller, 10 stopper, 11 front cam, 12 end arc segment, 13 rear cam roller, 14 starting arc segment, 15 end face, 16 ring groove structure, 17 camshaft. DETAILED DESCRIPTION

[0027] The present invention is further described below in conjunction with specific implementation cases.

[0028] like Figures 1 to 6 As shown, an interlocking mechanism for split doors of an aircraft comprises a left door 1, a lock column 2, a support 3, a right door 4, a driving cam 5, a rear cam 7, a lock hook 8, a stopper 10, and a front cam 11. The lock column 2 is fixedly connected to the support 3, the support 3 is fixedly connected to the left door 1, the stopper 10 is fixedly connected to the right door 4, the stopper 10 corresponds to the lock column 2, and the stopper 10 is designed with an end face 15, which contacts the surface of the lock column 2. The driving cam 5 is designed with a camshaft 17, which is hingedly connected to the right door 4; the front cam 11 is fixedly connected to the right door 4, and is arranged between the driving cam 5 and the stopper 10. The rear cam 7 is fixedly connected to the right door 4, and is arranged at the rear side of the stopper 10, and the opening direction of the cam groove of the rear cam 7 is opposite to the opening direction of the cam groove of the driving cam 5. The rear end of the lock hook 8 is fixedly connected with a driving cam roller 6 and a rear cam roller 13, and the axes of the rollers of the two are coaxial. The middle position of the lock hook 8 is fixedly connected with a front cam roller 9, and the front end is designed with a ring groove structure 16. The driving cam roller 6 cooperates with the driving cam 5, the front cam roller 9 cooperates with the front cam 11, and the rear cam roller 13 cooperates with the rear cam 7. In the locked position, the ring groove structure 16 and the end face 15 surround the lock cylinder 2 on all sides, and in the unlocked position, the ring groove structure 16 is away from the lock cylinder 2. The cam groove of the driving cam 5 is designed with a starting arc 14 and an ending arc 12, and the starting arc segment 14 and the ending arc segment 12 are both arc structures, and the arc center coincides with the axis point of the cam shaft 17. In the locked position, the driving roller 6 is in contact with the surface of the starting arc segment 14, and in the unlocked position, the driving roller 6 is in contact with the surface of the ending arc segment 12.

[0029] A working process of an aircraft double-door interlocking mechanism comprises the following steps:

[0030] In the locked state, the actuating mechanism directly or indirectly drives the driving cam 5 to rotate, the driving cam 5 drives the driving cam roller 6 to move, the driving cam roller 6 drives the lock hook 8 to move, and the front cam roller 13 and the rear cam roller 9 on the lock hook 8 drive the lock hook 8 to move along the trajectory of the front cam 11 and the rear cam 7. The trajectory of the front cam 11 and the rear cam 7 can be adjusted to control the movement trajectory of the lock hook 8, so as to ensure that the annular groove structure 16 can smoothly detach from the lock column 2 and complete the unlocking process. In the locked position, if there is an external force to drive the lock hook 8 to unlock, the driving roller 6 will be pressed against the surface of the starting arc segment 14, and the external force acting on the driving cam 5 passes through the rotation axis of the driving cam 5, without transmission torque, so that the mechanism is self-locking. In the locked position, when the left and right doors have a tendency to open at the same time, the annular groove structure 16 and the end face 15 completely lock the lock column 2 to achieve interlocking between the two doors.

[0031] In the unlocked state, the cam 5 is driven to rotate around the axis of the camshaft 17 directly or indirectly through other mechanisms, the cam 5 drives the cam roller 6 to move, the cam roller 6 drives the lock hook 8 to move, the rear cam roller 13 on the lock hook 8 drives the lock hook 8 to move along the cam groove of the rear cam 7, and the front cam roller 9 on the lock hook 8 synchronously drives the lock hook 8 to move along the cam groove of the front cam 13. The movement posture of the lock hook 8 is controlled by the above mechanism until the annular groove structure 16 on the lock hook 8 wraps around the lock column 2 to complete the locking. If an external force drives the lock hook 8 to unlock in the unlocked position, the drive roller 6 will be pressed against the surface of the end segment arc 12, and the external force acting on the drive cam 5 passes through the rotation axis of the camshaft 17, without transmission torque, to achieve self-locking of the mechanism.

[0032] The above-described embodiments merely express the implementation methods of the present invention, but they cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. An aircraft double-door interlocking mechanism, characterized in that: The aircraft double-door interlocking mechanism comprises a left door (1), a lock column (2), a support (3), a right door (4), a driving cam (5), a rear cam (7), a lock hook (8), a stopper (10), and a front cam (11); specifically: The support (3) is fixedly connected to the left door (1), the lock column (2) is fixedly connected to the support (3), the stopper (10) is fixedly connected to the right door (4), the stopper (10) and the lock column (2) are located correspondingly, and an end surface (15) is designed on the stopper (10); The driving cam (5) is provided with a camshaft (17), and the camshaft (17) is hingedly connected to the right cabin door (4); The front cam (11) is fixedly connected to the right door (4), and is arranged between the driving cam (5) and the stopper (10); the rear cam (7) is fixedly connected to the right door (4), and is arranged at the rear side of the stopper (10); The rear end of the lock hook (8) is fixedly connected to a driving cam roller (6) and a rear cam roller (13); the middle of the lock hook (8) is fixedly connected to a front cam roller (9); and the front end is designed with a ring groove structure (16); the driving cam roller (6) is installed in the cam groove of the driving cam (5), the front cam roller (9) is installed in the cam groove of the front cam (11), and the rear cam roller (13) is installed in the cam groove of the rear cam (7).

2. The aircraft double-door interlocking mechanism according to claim 1, characterized in that: In the locked position, the annular groove structure (16) and the end surface (15) surround the lock column (2) on all four sides, and in the unlocked position, the annular groove structure (16) is away from the lock column (2).

3. The aircraft double-door interlocking mechanism according to claim 1, characterized in that: The opening direction of the cam groove of the rear cam (7) is opposite to the opening direction of the cam groove of the driving cam (5).

4. The aircraft double-door interlocking mechanism according to claim 1, characterized in that: The end surface (15) is in contact with the surface of the locking column (2).

5. The aircraft double-door interlocking mechanism according to claim 1, characterized in that: The axes of the driving cam roller (6) and the rear cam roller (13) are coaxial.

6. The aircraft double-door interlocking mechanism according to claim 1, characterized in that: The cam groove of the driving cam (5) is designed with a starting arc segment (14) and an ending arc segment (12), and both the starting arc segment (14) and the ending arc segment (12) are arc structures, and the arc centers coincide with the axis center of the cam shaft (17).

7. An aircraft double-door interlocking mechanism according to claim 6, characterized in that: In the locked position, the driving cam roller (6) is in contact with the surface of the starting arc segment (14), and in the unlocked position, the driving cam roller (6) is in contact with the surface of the ending arc segment (12).

8. A method for using the aircraft double-door interlocking mechanism according to any one of claims 1 to 7, characterized in that: The aircraft split door interlocking mechanism can realize the locking of the closed position of the two split doors and the load transfer between the two doors, and specifically comprises the following steps: In the locked state, the driving cam (5) rotates around the axis of the cam shaft (17), the driving cam (5) drives the driving cam roller (6) to move, the driving cam roller (6) drives the lock hook (8) to move, the rear cam roller (13) on the lock hook (8) drives the lock hook (8) to move along the cam groove of the rear cam (7), and the front cam roller (9) on the lock hook (8) synchronously drives the lock hook (8) to move along the cam groove of the front cam 13, and the cam groove trajectory of the front cam (11) and the rear cam (7) can be adjusted to control the movement trajectory of the lock hook (8). , ensuring that the annular groove structure (16) on the lock hook (8) is smoothly separated from the lock column (2) to complete unlocking; in the locked position, if an external force drives the lock hook (8) to unlock, the driving cam roller (6) will be pressed against the surface of the starting arc segment (14), and the external force acting on the driving cam (5) passes through the rotation axis of the cam shaft (17), without transmission torque, to achieve self-locking of the mechanism; in the locked position, when the left door and the right door have a tendency to open at the same time, the annular groove structure (16) and the end face (15) completely lock the lock column (2), to achieve interlocking between the two doors; In the unlocked state, the driving cam (5) rotates around the axis of the cam shaft (17), the driving cam (5) drives the driving cam roller (6) to move, the driving cam roller (6) drives the lock hook (8) to move, the rear cam roller (13) on the lock hook (8) drives the lock hook (8) to move along the cam groove of the rear cam (7), and the front cam roller (9) on the lock hook (8) synchronously drives the lock hook (8) to move, and the movement posture of the lock hook (8) is controlled by the above mechanism until the annular groove structure (16) on the lock hook (8) wraps around the lock column (2) to complete the locking; if an external force drives the lock hook (8) to unlock in the unlocked position, the driving cam roller (6) will be pressed against the surface of the end arc segment (12), and the external force acting on the driving cam (5) passes through the rotation axis of the cam shaft (17), without transmission torque, to achieve self-locking of the mechanism.

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