Triggering device of cabin door switch and cabin door

Abstract

The cabin door comprises an opening mechanism with a rotary actuator and a speed reducer, the rotary actuator and the speed reducer are fixed to a door plate body of the cabin door, one end of the speed reducer is connected with the rotary actuator through a torsion bar, the other end of the speed reducer is connected with an output shaft, and one end of a driving rocker arm is connected with the output shaft. The trigger device comprises a trigger, an opening sensor and a closing sensor, the trigger is arranged at the output shaft side end, close to the output shaft, of the speed reducer, the opening sensor and the closing sensor are fixed to a door plate body of the cabin door, and after the cabin door reaches the pre-closing position, the trigger makes contact with the closing sensor; and when the cabin door reaches the opening position, the closing sensor makes the rotary actuator stop moving, and when the cabin door reaches the opening position, the opening sensor makes contact with the triggering device, so that the rotary actuator stops moving, and the cabin door is kept at the opening position. The opening and closing of the cabin door can be accurately triggered, and the opening mechanism of the cabin door can be prevented from being clamped.

Description

Technical Field

[0001] The present invention relates to a triggering device for a hatch switch and a hatch using the triggering device. Background Art

[0002] The main cargo hatch of a civil aircraft cargo plane is generally arranged in the front side area of the fuselage and is an outward-opening non-blocking hatch. Since it will bear the fuselage cabin pressurization load and the whole-aircraft load during flight, therefore, piano hinges are used for connection with the fuselage in the upper part, and seals are arranged in the door frame area to ensure the overall airtightness of the hatch in the closed state. In addition, due to the relatively large opening size of the main cargo hatch and the outward-turning opening method, generally, an opening mechanism with auxiliary power needs to be designed to realize the opening and closing of the main cargo hatch.

[0003] For such a hatch with a large opening, its closing is usually divided into two stages. First, the opening mechanism controls the closing movement of the main cargo hatch in the first stage to make the hatch reach a specified pre-closed position. In addition, in order to realize the precise guiding and closing of the hatch in the last stage, a guiding mechanism is also integrated on the latch mechanism, and the movement of the upper latch will generate the movement of the hatch in the second stage. In this way, the opening mechanism needs to be designed considering the dead stroke to make the dead stroke amount match the pre-closed angle of the hatch and avoid jamming and sticking of the opening mechanism after closing.

[0004] Currently, for the triggering design that uses a rotary motor to drive the opening and closing of the main cargo hatch, generally, proximity sensors are adopted. The proximity sensors are arranged on the door frame structure, and the targets are arranged on the driving rocker arm. The opening and closing actions of the main cargo hatch are controlled by detecting the positions of the targets through the proximity sensors. However, proximity sensors are complex electronic components with high costs and high maintenance requirements. In addition, there is no record in the relevant public materials regarding the design of how to prevent the internal jamming function of the opening mechanism.

[0005] Prior Art Documents: Patent Documents: Patent Document 1: CN115522815A; Patent Document 2: CN118148464A. Summary of the Invention

[0006] The present invention is made to solve the above technical problems, and its purpose is to provide a triggering device for a hatch switch and a hatch using the triggering device, which can accurately trigger the opening and closing of the hatch, prevent jamming and sticking of the opening mechanism of the hatch, and has a simple structure, low cost, and simple, reliable maintenance and adjustment.

[0007] One aspect of the present invention relates to a triggering device for a hatch switch, which is applied to a hatch. The hatch includes an opening mechanism, and the opening mechanism includes a rotary actuator, a reducer, a torsion bar, an output shaft, and a drive rocker. The rotary actuator and the reducer are fixed to the door panel main body of the hatch. One end of the reducer is connected to the rotary actuator through the torsion bar, the other end of the reducer is connected to one end of the output shaft, one end of the drive rocker is connected to the other end of the output shaft, and the other end of the drive rocker is connected to the fuselage side frame. The triggering device includes a trigger, an opening sensor, and a closing sensor. The trigger is disposed at the output shaft side end of the reducer close to the output shaft and rotates with the rotation of the reducer. The opening sensor and the closing sensor are fixed to the door panel main body of the hatch. The trigger is configured to contact the closing sensor after the hatch reaches the pre-closed position, and the closing sensor stops the movement of the rotary actuator. The opening sensor is configured to contact the triggering device when the hatch reaches the open position, stop the movement of the rotary actuator, and keep the hatch in the open position.

[0008] According to the triggering device of the hatch switch with this structure, the trigger is disposed at the output shaft side end of the reducer close to the output shaft, and can be separated from the second stage movement of the upper latch of the hatch. In addition, the opening sensor and the closing sensor are fixed to the door panel main body of the hatch, which can reduce false triggering caused by changes in the gap between the hatch and the door frame during the process of opening and closing the hatch.

[0009] In addition, the opening sensor and the closing sensor are mechanical triggers, and the trigger is configured to be able to adjust its position in the radial direction at the output shaft side end of the reducer.

[0010] According to this structure, since both the opening sensor and the closing sensor are mechanical contact sensors, compared with inductive sensors, the triggering is more stable and accurate, without signal conversion processing, not affected by the external electromagnetic environment, and the cost is lower.

[0011] Preferably, the triggering device further includes a first end cap and a second end cap. The first end cap and the second end cap are installed on the output shaft side end of the reducer from the outside. The trigger is formed as a convex platform, and the convex platform is formed on the outer side surface of the first end cap in a manner that the farther away from the first end cap in the radial direction as it approaches the circumferential center of the first end cap.

[0012] According to this structure, the position of the boss serving as a trigger can be easily adjusted radially on the end of the output shaft side of the speed reducer. Moreover, since the boss is formed on the outer side surface of the first end cover in such a way that it is radially farther away from the first end cover as it approaches the circumferential center of the first end cover, the opening sensor and the closing sensor can be triggered stably and accurately. In addition, the trigger device occupies less space and is simple, reliable in maintenance and adjustment.

[0013] In addition, the end of the output shaft side of the speed reducer is an internal spline structure, and the end of the output shaft is an external spline structure. A spline clearance is provided between the internal spline of the end of the output shaft side of the speed reducer and the external spline of the end of the output shaft, and the spline clearance amount X is set to match the two-stage movement of the hatch door.

[0014] For the trigger device of the hatch door switch according to this structure, a spline clearance is provided between the internal spline of the end of the output shaft side of the speed reducer and the external spline of the end of the output shaft, and the spline clearance amount X is set to match the two-stage movement of the hatch door. The two-stage movement of the hatch door can be matched through the spline clearance.

[0015] Preferably, the spline clearance is set to be between the front side surface in the closing rotation direction of the internal spline of the end of the output shaft side of the speed reducer and the front side surface in the closing rotation direction of the external spline of the end of the output shaft when the hatch door is in the fully open state.

[0016] In this way, the position of the spline clearance can be set in cooperation with the closing rotation direction to cooperate with the closing action of the hatch door.

[0017] In addition, the two-stage movement of the hatch door includes a first-stage movement and a second-stage movement. In the first-stage movement, the hatch door reaches a pre-closed position, and the guide hook of the hatch door contacts the guide wheel fixed to the side frame of the fuselage. In the second-stage movement, after the hatch door reaches the pre-closed position and the rotary actuator stops moving, the guide hook moves along the guide wheel to make the hatch door reach the fully closed state.

[0018] According to this structure, the movement of the hatch door is divided into a first-stage movement and a second-stage movement. The hatch door reaches the pre-closed position through the first-stage movement and reaches the fully closed state through the second-stage movement. The position of the spline clearance is set considering the actions of the hatch door during the entire processes of the first-stage movement and the second-stage movement.

[0019] Preferably, the trigger device is set such that after the first-stage movement, there is a spline clearance between the front side surface in the closing rotation direction of the internal spline of the end of the output shaft side of the speed reducer and the front side surface in the closing rotation direction of the external spline of the end of the output shaft.

[0020] According to this structure, before the second-stage movement, a clearance between the splines is reserved to absorb the rotational amount of the output shaft generated by the second-stage movement, avoiding jamming of the rotary actuator during the latching process of the second-stage movement.

[0021] The second aspect of the present invention provides a hatch door including a triggering device for the hatch door switch.

[0022] The hatch door according to this structure can reduce the mis-triggering of the triggering device of the hatch door switch caused by the change in the clearance between the hatch door and the door frame during the process of opening and closing the hatch door.

[0023] In addition, when closing the hatch door, the rotary actuator drives the reducer to rotate counterclockwise.

[0024] In this case, the closing rotation direction is counterclockwise.

[0025] Alternatively, when closing the hatch door, the rotary actuator may drive the reducer to rotate clockwise.

[0026] In this case, the closing rotation direction is clockwise. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic diagram showing the position of the main cargo hatch door of the embodiment of the present invention on the aircraft.

[0028] Figure 2 is a schematic diagram showing the closed state and the opened state of the main cargo hatch door of the embodiment of the present invention.

[0029] Figure 3 is a perspective view showing the structure of the opening mechanism of the main cargo hatch door of the embodiment of the present invention.

[0030] Figure 4 is a partially enlarged perspective view showing the structure of the opening mechanism of the main cargo hatch door of the embodiment of the present invention.

[0031] Figure 5 is a schematic diagram showing the structure of the triggering device for the opening and closing of the main cargo hatch door of the embodiment of the present invention.

[0032] Figure 6 is a schematic diagram showing the internal structure of the output side end of the reducer of the main cargo hatch door of the embodiment of the present invention.

[0033] Figure 7 is a schematic diagram showing the position and movement direction of the clearance between the internal and external splines of the opening mechanism of the main cargo hatch door of the embodiment of the present invention during the pre-closing (first-stage movement) of the hatch door.

[0034] Figure 8It is a schematic diagram showing the pre-closed state of the main cargo hatch according to an embodiment of the present invention.

[0035] Figure 9 It is a schematic diagram showing the structure of the latch mechanism at the bottom of the main cargo hatch according to an embodiment of the present invention.

[0036] Figure 10 It is another schematic diagram showing the position and movement direction of the clearance between the internal and external splines of the opening mechanism of the main cargo hatch during the pre-closing (first-stage movement) of the hatch according to an embodiment of the present invention.

[0037] Figure 11 It is a schematic diagram showing the position of the clearance between the internal and external splines of the opening mechanism of the main cargo hatch when the trigger and the closing sensor come into contact after the hatch reaches the pre-closed position according to an embodiment of the present invention.

[0038] Figure 12 It is a schematic diagram showing the position and movement direction of the clearance between the internal and external splines of the opening mechanism of the main cargo hatch when the hatch is fully closed (second-stage movement) according to an embodiment of the present invention.

[0039] Figure 13 It is a schematic diagram showing the fully closed state of the main cargo hatch according to an embodiment of the present invention.

[0040] Figure 14 It is a schematic diagram showing the structure of the guide hook at the bottom of the main cargo hatch according to an embodiment of the present invention.

[0041] Figure 15 It is a schematic diagram showing the open state of the main cargo hatch according to an embodiment of the present invention.

[0042] (Symbol Explanation) 1 Main cargo hatch; 2 Opening mechanism; 2a First driving rocker arm; 2b Second driving rocker arm; 2c Output shaft; 2c1 End; 2d Reducer; 2d1 End on the output shaft side; 2e Torsion bar; 2f Rotary actuator; 3 Support joint; 5 Fuselage; 6 Front fuselage frame; 7 Rear fuselage frame; 11 Opening sensor; 12 Closing sensor; 13 Second end cap; 14 First end cap; 14a boss 15 key 16 pin shaft 17 guide wheel 18 guide hook Detailed implementation manner

[0043] Hereinafter, the preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In each figure, the same reference numerals are used for the same components, and repeated descriptions may be omitted. In addition, in each figure, for the purpose of facilitating the understanding of the content of the present invention, the dimensions and shapes may be exaggerated in part. Furthermore, in the following specific description, directional terms such as "upper", "lower", "left", "right", "front", and "rear" are used for illustrative purposes rather than restrictive. In the present invention, the flight direction of the aircraft is defined as the front-rear direction, the up-down direction of the aircraft is defined as the up-down direction, and the left-right direction is perpendicular to the front-rear direction and the up-down direction.

[0044] Figure 1 is a schematic diagram showing the position of the main cargo door of the embodiment of the present invention on the aircraft. As Figure 1 shown, the main cargo door 1 (hereinafter sometimes simply referred to as "door") is provided in the front side area of the fuselage, and the main cargo door 1 is an electrically outward-opening door. In addition, as Figure 2 , Figure 3 shown, the main cargo door 1 is hinged to the door frame of the fuselage 5 at the upper part by a key hinge 15, and the outward-upward flipping opening and inward-downward flipping closing of the door are realized through the opening mechanism 2 and the support joint 3.

[0045] Figure 3 is a perspective view showing the structure of the opening mechanism of the main cargo door of the embodiment of the present invention. As Figure 3 shown, the opening mechanism 2 mainly includes a first driving rocker arm 2a and a second driving rocker arm 2b as driving rocker arms, an output shaft 2c, a speed reducer 2d, a torsion bar 2e, and a rotary actuator 2f.

[0046] The speed reducer 2d and the rotary actuator 2f are fixed on the door panel main body of the main cargo door 1, and are connected by a torsion bar 2e therebetween for transmitting torque. The output shaft 2c is connected to the speed reducer 2d for outputting torque. The first driving rocker arm 2a is fixed to the output shaft 2c, and both ends of the second driving rocker arm 2b are hinged to the first driving rocker arm 2a and the support joint 3 respectively. In the present invention, the two support joints 3 are respectively fixed on the front fuselage frame 6 and the rear fuselage frame 7 as the side frames of the fuselage. Since the fixing structures of the two support joints 3 are the same, the example of the front fuselage frame 6 will be described here. As Figure 4As shown, the support joint 3 and the second drive rocker arm 2b are hinged by a pin shaft 16. In addition, in the drawings, the first drive rocker arm 2a, the second drive rocker arm 2b, the output shaft 2c, and the speed reducer 2d are provided on both the front and rear sides of the main cargo hold door 1 as an example, but the structure on either side can also be omitted.

[0047] Figure 5 is a schematic diagram showing the structure of the trigger device for opening and closing the main cargo hold door according to the embodiment of the present invention. As Figure 4 shown, the trigger device is provided at the output shaft side end 2d1 of the speed reducer 2d near the output shaft 2c, and includes a first end cover 14, a second end cover 13, an opening sensor 11, and a closing sensor 12. The second end cover 13 and the first end cover 14 are formed in a substantially U shape, are mounted on the output shaft side end 2d1 of the speed reducer 2d from the outside, and are fixedly connected to the output shaft side end 2d1 of the speed reducer 2d by fasteners. The opening sensor 11 and the closing sensor 12 are mounted on the inner wall surface of the main cargo hold door 1. A boss 14a serving as a trigger is provided on the outer side surface of the first end cover 14 for triggering the opening sensor 11 and the closing sensor 12. The boss 14a is formed in such a way that it is radially farther away from the first end cover 14 as it approaches the circumferential center of the first end cover 14. In addition, the position of the boss 14a can be adjusted rotationally along the radial direction of the output shaft side end 2d1 of the speed reducer 2d to ensure an accurate triggering timing.

[0048] Figure 6 is a schematic diagram showing the internal structure of the output shaft side end of the speed reducer of the main cargo hold door according to the embodiment of the present invention. As Figure 6 shown, the output shaft side end 2d1 of the speed reducer 2d has an internal spline structure, and the end 2c1 of the output shaft 2c has an external spline structure. The circumferential width of the internal spline of the output shaft side end 2d1 of the speed reducer 2d is greater than the circumferential width of the external spline of the end 2c1 of the output shaft 2c. A spline gap is provided between the internal spline of the output shaft side end 2d1 of the speed reducer 2d and the external spline of the end 2c1 of the output shaft 2c, and the amount of the spline gap is the spline gap amount X. The spline gap amount X is set to match the two-stage movement of the main cargo hold door. For example, it is set to be greater than the amount of gap required between the internal and external splines when the main cargo hold door moves from the pre-closed position to the fully closed position.

[0049] In addition, the spline gap is set to be in the positive direction of the closing rotation direction in the fully open state of the hatch door. In the present invention, taking the example that the speed reducer 2d rotates counterclockwise when closing the hatch door, that is, in this embodiment, the spline gap is set to be between the front side of the internal spline of the output shaft side end 2d1 of the speed reducer 2d in the closing rotation direction (i.e., counterclockwise direction) and the front side of the external spline of the end 2c1 of the output shaft 2c in the closing rotation direction (i.e., counterclockwise direction) in the fully open state of the hatch door.

[0050] Both the opening sensor 11 and the closing sensor 12 are mechanical contact sensors. When they are in contact and under pressure, they generate electrical signals to control the start and stop of the rotary actuator 2f.

[0051] The opening mechanism 2 is driven by the rotary actuator 2f. The initial torque provided by the rotary actuator 2f is transmitted as the final output torque to the first driving rocker arm 2a and the second driving rocker arm 2b through the torsion bar 2e, the speed reducer 2d, and the output shaft 2c, thereby driving the main cargo compartment door 1 to flip outward and upward or inward and downward around the piano hinge 15 to open or close.

[0052] Next, the two-stage movement of the main cargo compartment door 1 will be described.

[0053] Pre-closing of the door (first-stage movement) In the first-stage movement, as Figure 7 shown, the rotary actuator 2f drives the end 2d1 on the output shaft side of the speed reducer 2d to rotate counterclockwise. The end 2c1 of the output shaft 2c follows to rotate counterclockwise, and the main cargo compartment door 1 performs a closing action. At this time, the position of the spline gap between the end 2d1 on the output shaft side of the speed reducer 2d and the end 2c1 of the output shaft 2c is as Figure 7 shown, that is, the spline gap is in the reverse direction of the closing rotation direction. That is to say, the spline gap is between the rear side of the internal spline of the end 2d1 on the output shaft side of the speed reducer 2d in the closing rotation direction (i.e., the counterclockwise direction) and the rear side of the external spline of the end 2c1 of the output shaft 2c in the closing rotation direction (i.e., the counterclockwise direction).

[0054] As Figure 9 shown, the guide hook 18 is a part of the latch mechanism of the main cargo compartment door 1. It is driven by a latch actuator (not shown), can rotate around an axis, and is installed on both side frames of the main cargo compartment door 1, arranged symmetrically front and back. The guide wheel 17 is fixed on the front frame 6 and the rear frame 7 of the fuselage through a support (not shown), arranged symmetrically front and back.

[0055] Here, the forward side will be taken as an example for description. When the guide hook 18 contacts the guide wheel 17 on the front frame 6 of the fuselage, at this time, the main cargo compartment door 1 reaches the pre-closing position and remains stationary. As Figure 8 、 Figure 9 shown, the step difference between the main cargo compartment door 1 and the bottom of the front frame 6 of the fuselage in this state is y.

[0056] After the main cargo compartment door 1 reaches the pre-closing position, the rotary actuator 2f continues to drive the end 2d1 on the output shaft side of the speed reducer 2d to rotate counterclockwise. At this time, as Figure 10 shown, since the guide hook 18 contacts the guide wheel 17 on the front frame 6 of the fuselage, the end 2c1 of the output shaft 2c remains stationary.

[0057] Next, the rotary actuator 2f continues to drive the end 2d1 on the output shaft side of the speed reducer 2d to rotate counterclockwise. When the clearance between the splines of the end 2d1 on the output shaft side of the speed reducer 2d and the end 2c1 of the output shaft 2c reaches Figure 11 the position shown, that is, when the spline clearance is between the front side of the internal spline of the end 2d1 on the output shaft side of the speed reducer 2d in the closing rotation direction (i.e., counterclockwise) and the front side of the external spline of the end 2c1 of the output shaft 2c in the closing rotation direction (i.e., counterclockwise), the boss 14a contacts the closing sensor 12. As shown in Figure 5 shown, the closing sensor 12 stops the movement of the rotary actuator 2f.

[0058] The hatch is fully closed (second-stage movement) After the main cargo hatch 1 reaches the pre-closed state and the rotary actuator 2f stops moving, the latch actuator starts to drive the guide hook 18 to rotate clockwise. Then, the guide hook 18 makes a higher pair movement along the guide wheel 17, thereby driving the main cargo hatch 1 to continue closing. At this time, as shown in Figure 12 shown, the end 2d1 on the output shaft side of the speed reducer 2d remains stationary, while the end 2c1 of the output shaft 2c makes a counterclockwise movement driven by the closing of the main cargo hatch 1.

[0059] Since the spline clearance between the end 2d1 on the output shaft side of the speed reducer 2d and the end 2c1 of the output shaft 2c is in the Figure 11 position shown, that is, the positive direction of the closing rotation direction, it can ensure that there is no jamming phenomenon inside the opening mechanism when the main cargo hatch 1 is fully closed. When the main cargo hatch 1 reaches the fully closed state, as shown in Figure 13 、 Figure 14 shown, the main cargo hatch 1 forms a sealed structure with the fuselage 5 and the cabin floor 4. In this state, the step difference between the bottom of the main cargo hatch 1 and the front frame 6 of the fuselage is y = 0.

[0060] Hatch opening When performing the opening movement, the rotary actuator 2f makes the end 2d1 on the output shaft side of the speed reducer 2d rotate clockwise, and then drives the boss 14a to rotate clockwise together. When the hatch reaches the opening position, the boss 14a contacts the opening sensor 11. As shown in Figure 15 shown, the rotary actuator 2f stops moving and keeps the main cargo hatch 1 in the open position.

[0061] The trigger device for the hatch switch with the above structure has the following advantages: 1) The trigger device is arranged at the end on the output shaft side of the speed reducer, separated from the second-stage movement of the upper latch of the hatch. In addition, the trigger device is set to trigger the closing of the rotary actuator after the backlash in the spline fit clearance is eliminated, which can avoid jamming of the rotary actuator during the upper latching process. In addition, the trigger device occupies less space and is simple, reliable in maintenance and adjustment.

[0062] 2) The opening sensor, closing sensor, and trigger are all arranged on the hatch door and are arranged close to the output shaft side end of the speed reducer. Compared with being arranged on the distal door and the door frame, it can reduce the false triggering caused by the change in the gap between the door and the door frame during the process of opening and closing the hatch door.

[0063] 3) The opening sensor and the closing sensor are both mechanical contact sensors. Compared with inductive sensors, they are more stable and accurate in triggering, do not require signal conversion processing, are not affected by the external electromagnetic environment, and have lower costs.

[0064] The above records the embodiments and their variants of the present invention. However, it should be understood that the present disclosure is not limited to the above embodiments and structures. The present disclosure also includes various variants and variants within the equivalent scope. In addition, various combinations, methods, and further combinations and methods that include only one element, more than one, or less than one of them also belong to the scope and thinking range of the present disclosure.

[0065] For example, in the above embodiment, it is illustrated that the trigger device includes a first end cap 14 and a second end cap 13, and a boss 14a is provided on the outer side surface of the first end cap 14 for triggering the opening sensor 11 and the closing sensor 12. However, the present invention is not limited thereto. As long as the boss 14a serving as the trigger can adjust the radial position, at least one of the first end cap 14 and the second end cap 13 can also be omitted.

[0066] In addition, as long as the accurate triggering timing can be ensured, when it is possible to fixedly set the trigger through tests, the boss 14a serving as the trigger may not be set to be able to adjust the radial position.

[0067] In addition, as the form of the trigger, it is not limited to the boss, as long as it can trigger at the trigger time point.

[0068] In addition, in the above embodiment, the example of the closing of the hatch door is described where the rotary actuator drives the speed reducer to rotate counterclockwise. However, the present invention is not limited thereto. It can also be set that when closing the hatch door, the rotary actuator drives the speed reducer to rotate counterclockwise, and in this case, the closing rotation direction is the clockwise direction.

Claims

1. A triggering device for a hatch switch, applied to a hatch (1), the hatch including an opening mechanism (2), the opening mechanism including a rotary actuator (2f), a speed reducer (2d), a torsion bar (2e), an output shaft (2c) and a drive rocker arm, the rotary actuator and the speed reducer being fixed to the door panel main body of the hatch, one end of the speed reducer being connected to the rotary actuator through the torsion bar, the other end of the speed reducer being connected to one end of the output shaft, one end of the drive rocker arm being connected to the other end of the output shaft, and the other end of the drive rocker arm being connected to the fuselage side frame, The triggering device includes a trigger, an opening sensor (11) and a closing sensor (12). The trigger is arranged at the output shaft side end (2d1) of the speed reducer close to the output shaft and rotates as the speed reducer rotates. The opening sensor and the closing sensor are fixed to the door panel main body of the hatch. The trigger is arranged to contact the closing sensor after the hatch reaches the pre-closed position, and the closing sensor stops the movement of the rotary actuator. The opening sensor is arranged to contact the triggering device when the hatch reaches the open position, stop the movement of the rotary actuator, and keep the hatch in the open position.

2. The triggering device for a hatch switch according to claim 1, wherein the opening sensor and the closing sensor are mechanical triggers, and the trigger is arranged to be able to adjust its position in the radial direction of the output shaft side end of the speed reducer.

3. The triggering device for a hatch switch according to claim 1 or 2, wherein the triggering device further includes a first end cover (14) and a second end cover (13). The first end cover and the second end cover are installed on the output shaft side end of the speed reducer from the outside. The trigger is formed as a convex platform, which is formed on the outer side surface of the first end cover in such a way that it is radially farther away from the first end cover as it approaches the circumferential center of the first end cover.

4. The triggering device for a hatch switch according to claim 1, wherein the output shaft side end of the speed reducer is an internal spline structure. The end (2c1) of the output shaft is an external spline structure. A spline gap is provided between the internal spline of the output shaft side end of the speed reducer and the external spline of the end of the output shaft. The spline gap amount (X) is set to match the two-stage movement of the hatch.

5. The triggering device for a hatch switch according to claim 4, wherein the spline gap is set to be between the front surface in the closing rotation direction of the internal spline of the output shaft side end of the speed reducer and the front surface in the closing rotation direction of the external spline of the end of the output shaft in the fully open state of the hatch.

6. The triggering device for a hatch switch according to claim 4 or 5, wherein the two-stage movement of the hatch includes a first-stage movement and a second-stage movement. During the movement in the first stage, the hatch reaches the pre-closed position, and the guiding hook of the hatch contacts the guiding wheel fixed to the side frame of the fuselage. In the second stage of movement, after the hatch reaches the pre-closed position and the rotary actuator stops moving, the guiding hook moves along the guiding wheel, causing the hatch to reach the fully closed state.

7. The triggering device of the hatch switch according to claim 6, wherein the triggering device is arranged such that after the movement in the first stage, there is a spline gap between the front side of the inner spline of the output shaft side end of the speed reducer in the closing rotation direction and the front side of the outer spline of the end of the output shaft in the closing rotation direction.

8. A hatch, characterized in that it includes the triggering device of the hatch switch according to any one of claims 1 to 7.

9. The hatch according to claim 8, wherein when closing the hatch, the rotary actuator drives the speed reducer to rotate counterclockwise.

10. The hatch according to claim 8, wherein when closing the hatch, the rotary actuator drives the speed reducer to rotate clockwise.

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