Hatch door switch trigger device and hatch door

Abstract

A hatch door triggering device and hatch door include an opening mechanism comprising a rotary actuator and a reducer. The rotary actuator and reducer are fixed to the hatch panel body. One end of the reducer is connected to the rotary actuator via a torsion bar, and the other end is connected to an output shaft. One end of a driving rocker arm is connected to the output shaft, and the other end is connected to a side frame of the fuselage. The triggering device includes a trigger, an opening sensor, and a closing sensor. The trigger is disposed at the output shaft end of the reducer near the output shaft. The opening sensor and the closing sensor are fixed to the hatch panel body. When the hatch door reaches a pre-closed position, the trigger contacts the closing sensor, which stops the rotary actuator. When the hatch door reaches an open position, the opening sensor contacts the triggering device, stopping the rotary actuator and maintaining the hatch door in the open position. The device can accurately trigger the hatch door opening and closing and prevent the hatch door opening mechanism from becoming stuck.

Description

Technical Field

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

[0002] The main cargo door of a civil cargo aircraft is typically located in the forward area of the fuselage and is a non-blocking, outward-opening door. Because it is subject to cabin pressurization loads and the entire aircraft's loads during flight, its upper portion is connected to the fuselage using piano-key hinges, and a seal is placed in the door frame to ensure the door's overall airtightness when closed. Furthermore, due to its relatively large opening and outward-opening structure, a powered opening mechanism is typically required to facilitate its opening and closing.

[0003] For doors with such large openings, closing is typically performed in two stages. First, an opening mechanism controls the first stage of the main cargo door's closing motion, bringing the door to the designated pre-closing position. Furthermore, to precisely guide the final closing stage, a guide mechanism is integrated into the latch mechanism, allowing the latching movement to simultaneously initiate the second stage of the door's movement. Therefore, the opening mechanism must be designed with idle travel in mind, ensuring that the idle travel matches the pre-closing angle of the door to prevent any jamming of the opening mechanism after closing.

[0004] Currently, designs that utilize rotary motors to trigger the opening and closing of main cargo doors typically employ proximity sensors. These sensors are mounted on the door frame, and a target is placed on the drive arm. The proximity sensor detects the target's position to control the door's opening and closing. However, proximity sensors are complex electronic components, resulting in high costs and high maintenance requirements. Furthermore, there is currently no publicly available documentation regarding designs designed to prevent the opening mechanism from becoming stuck.

[0005] Prior art literature:

[0006] Patent Literature:

[0007] Patent document 1: CN115522815A;

[0008] Patent document 2: CN118148464A. Summary of the Invention

[0009] The present invention is made to solve the above-mentioned technical problems. Its purpose is to provide a trigger device for a hatch door switch and a hatch using the trigger device, which can accurately trigger the hatch door switch and prevent the hatch door opening mechanism from being stuck. It has a simple structure, low cost, and is easy and reliable to maintain and adjust.

[0010] One embodiment of the present invention relates to a trigger device for a door switch, applied to a door. The door includes an opening mechanism comprising a rotary actuator, a reducer, a torsion bar, an output shaft, and a driving rocker arm. The rotary actuator and the reducer are fixed to a door panel body of the door. One end of the reducer is connected to the rotary actuator via the torsion bar, and the other end of the reducer is connected to one end of the output shaft. One end of the driving rocker arm is connected to the other end of the output shaft, and the other end of the driving rocker arm is connected to a side frame of the fuselage. The trigger device includes a trigger, an opening sensor, and a closing sensor. The trigger is disposed at an output shaft end of the reducer near the output shaft and rotates as the reducer rotates. The opening sensor and the closing sensor are fixed to the door panel body of the door. The trigger is configured to contact the closing sensor after the door reaches a pre-closed position, causing the closing sensor to stop the rotary actuator. The opening sensor is configured to contact the trigger device when the door reaches an open position, causing the rotary actuator to stop, thereby maintaining the door in the open position.

[0011] The trigger mechanism for the hatch switch, designed in this structure, is located at the output shaft end of the reducer, close to the output shaft, allowing it to be decoupled from the second stage of the hatch latching movement. Furthermore, the open and close sensors are fixed to the hatch panel, minimizing false triggering caused by variations in the gap between the door and the door frame during hatch opening and closing.

[0012] In addition, the opening sensor and the closing sensor are mechanical triggers, and the triggers are configured to be able to adjust their positions in the radial direction of the output shaft side end of the reducer.

[0013] 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, no signal conversion processing is required, it is not affected by the external electromagnetic environment, and the cost is lower.

[0014] Ideally, the trigger device further includes a first end cover and a second end cover, the first end cover and the second end cover being mounted on the output shaft side end of the reducer from the outside, and the trigger being formed as a boss, which is formed on the outer surface of the first end cover in such a manner that the boss radially moves away from the first end cover as it approaches the circumferential center of the first end cover.

[0015] This structure allows for easy adjustment of the radial position of the boss, which serves as a trigger, on the output shaft end of the reducer. Furthermore, because the boss is positioned on the outer surface of the first end cap so that it radially moves farther away from the first end cap as it approaches the circumferential center, it enables stable and precise triggering of the open and close sensors. Furthermore, the trigger mechanism takes up minimal space, making maintenance and adjustment simple and reliable.

[0016] In addition, the output shaft side end of the reducer is an internal spline structure, and the end 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 reducer and the external spline of the end of the output shaft, and the spline gap amount X is set to match the two-stage movement of the cabin door.

[0017] According to this structure of the hatch door switch triggering device, an inter-spline gap is provided between the internal splines at the output shaft end of the reducer and the external splines at the output shaft end. The inter-spline gap amount X is set to match the two-stage movement of the hatch door. The inter-spline gap can match the two-stage movement of the hatch door.

[0018] Ideally, the gap between the splines is set to be between the front side surface of the internal spline of the output shaft side end of the reducer in the closing rotation direction and the front side surface of the external spline of the end of the output shaft in the closing rotation direction when the hatch is fully opened.

[0019] In this way, the position of the gap between the splines can be set in coordination with the closing rotation direction to coordinate the closing action of the hatch.

[0020] In addition, the two-stage movement of the cabin door includes a first-stage movement and a second-stage movement. In the first-stage movement, the cabin door reaches a pre-closing position, and the guide hook of the cabin door contacts the guide wheel fixed to the side frame of the fuselage. The second-stage movement causes the guide hook to move along the guide wheel after the cabin door reaches the pre-closing position and the rotary actuator stops moving, so that the cabin door reaches a fully closed state.

[0021] This structure divides the door's movement into a first-stage movement, which brings it to a pre-closed position, and a second-stage movement, which fully closes it. The position of the gap between the splines is determined based on the door's movement during both the first and second stages.

[0022] Ideally, the trigger device is configured so that after the first stage of movement, there is a spline gap between the front side surface of the internal spline of the output shaft side end of the reducer in the closing rotation direction and the front side surface of the external spline of the end of the output shaft in the closing rotation direction.

[0023] According to this structure, before the second stage movement, a gap between the splines is reserved to absorb the rotation of the output shaft generated by the second stage movement, thereby preventing the rotary actuator from being stuck during the latching process of the second stage movement.

[0024] A second aspect of the present invention provides a hatch, including a trigger device for a hatch switch.

[0025] With a hatch door of this structure, erroneous triggering of the hatch door switch triggering device caused by changes in the gap between the hatch door and the door frame during the hatch door opening and closing process can be reduced.

[0026] Furthermore, when the hatch is closed, the rotary actuator drives the speed reducer to rotate counterclockwise.

[0027] In this case, the closing direction of rotation is counterclockwise.

[0028] Furthermore, when the hatch is closed, the rotary actuator may drive the speed reducer to rotate clockwise.

[0029] In this case, the closing direction of rotation is clockwise. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 Schematic diagram showing the position of a main cargo door on an aircraft according to an embodiment of the present invention.

[0031] Figure 2 Schematic diagram showing the closed and open states of the main cargo door according to an embodiment of the present invention.

[0032] Figure 3 It is a perspective view showing the structure of the opening mechanism of the main cargo door according to the embodiment of the present invention.

[0033] Figure 4 It is a partially enlarged perspective view showing the structure of the opening mechanism of the main cargo door according to the embodiment of the present invention.

[0034] Figure 5 This is a schematic diagram showing the structure of a trigger device for opening and closing a main cargo door according to an embodiment of the present invention.

[0035] Figure 6 This is a schematic diagram showing the internal structure of the output-side end head of the speed reducer of the main cargo door according to the embodiment of the present invention.

[0036] Figure 7 Schematic diagram showing the position of the gap between the inner and outer splines and the direction of movement of the opening mechanism of the main cargo door according to an embodiment of the present invention when the door is pre-closed (first stage movement).

[0037] Figure 8Schematic diagram showing a pre-closed state of a main cargo door according to an embodiment of the present invention.

[0038] Figure 9 This is a schematic diagram showing the structure of a latch mechanism at the bottom of a main cargo door according to an embodiment of the present invention.

[0039] Figure 10 2 is another schematic diagram showing the position of the gap between the inner and outer splines and the direction of movement of the opening mechanism of the main cargo door during the pre-closing (first stage movement) of the door according to an embodiment of the present invention.

[0040] Figure 11 Schematic diagram showing the position of the gap between the inner and outer splines of the opening mechanism of the main cargo door when the trigger and the closing sensor contact after the door reaches the pre-closing position according to an embodiment of the present invention.

[0041] Figure 12 Schematic diagram showing the position of the gap between the inner and outer splines and the direction of movement of the opening mechanism of the main cargo door according to an embodiment of the present invention when the door is fully closed (second stage movement).

[0042] Figure 13 Schematic diagram showing a fully closed state of the main cargo door according to an embodiment of the present invention.

[0043] Figure 14 This is a schematic diagram showing the structure of a guide hook at the bottom of a main cargo door according to an embodiment of the present invention.

[0044] Figure 15 Schematic diagram showing the open state of the main cargo door according to the embodiment of the present invention.

[0045] (Explanation of symbols)

[0046] 1 main cargo door;

[0047] 2. Opening mechanism;

[0048] 2a first driving rocker arm;

[0049] 2b second driving rocker arm;

[0050] 2c output shaft;

[0051] 2c1 end;

[0052] 2d reducer;

[0053] 2d1 output shaft side end;

[0054] 2e torsion bar;

[0055] 2f rotary actuator;

[0056] 3 support joints;

[0057] 5. Body;

[0058] 6. Front frame of the fuselage;

[0059] 7. Back frame of the body;

[0060] 11 Turn on the sensor;

[0061] 12 Turn off the sensor;

[0062] 13 second end cap;

[0063] 14 first end cap;

[0064] 14a boss;

[0065] 15 keys;

[0066] 16 pins;

[0067] 17 guide wheels;

[0068] 18 Guide hook. DETAILED DESCRIPTION

[0069] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In each figure, the same symbols are used for the same components, and repeated descriptions are sometimes omitted. In addition, in each figure, in order to facilitate understanding of the contents of the present invention, the dimensions and shapes are sometimes partially exaggerated. In addition, in the following specific description, directional terms such as "up", "down", "left", "right", "front", and "back" are used for illustrative purposes and are not restrictive. In the present invention, the flight direction of the aircraft is used as the front-to-back direction, and the up-down direction of the aircraft is used as the up-down direction for description, and the left-right direction is perpendicular to the front-to-back direction and the up-down direction.

[0070] Figure 1 Schematic diagram showing the position of the main cargo door on an aircraft according to an embodiment of the present invention. Figure 1 As shown, the main cargo door 1 (hereinafter sometimes referred to as "door") is arranged in the front area of the fuselage, and the main cargo door 1 is an electrically powered outward-opening door. Figure 2 、 Figure 3 As shown, the main cargo door 1 is hinged to the door frame of the fuselage 5 at the top through a piano hinge 15, and the door can be flipped outward and upward to open and inward and downward to close through an opening mechanism 2 and a supporting joint 3.

[0071] Figure 3 : is a perspective view showing the structure of the opening mechanism of the main cargo door according to an embodiment of the present invention. Figure 3As 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.

[0072] The reducer 2d and the rotary actuator 2f are fixed on the door panel body of the main cargo door 1, and are connected by a torsion bar 2e for transmitting torque. The output shaft 2c is connected to the reducer 2d for outputting torque. The first driving rocker arm 2a is fixed to the output shaft 2c, and the two 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 frame 6 and the rear frame 7 of the fuselage serving as the side frames of the fuselage. Since the fixing structures of the two support joints 3 are the same, the front frame 6 of the fuselage is taken as an example for explanation. Figure 4 As shown, the support joint 3 is hingedly connected to the second driving rocker arm 2b via a pin 16. Furthermore, the drawings illustrate that the first driving rocker arm 2a, the second driving 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 door 1, but the structures on either side may be omitted.

[0073] Figure 5 Schematic diagram showing the structure of the trigger device for opening and closing the main cargo door according to an embodiment of the present invention. Figure 4 As shown, the triggering device is installed on the output shaft end 2d1 of the reducer 2d, near the output shaft 2c. It includes a first end cap 14, a second end cap 13, an open sensor 11, and a close sensor 12. The second end cap 13 and the first end cap 14 are formed into a roughly U-shaped shape and are mounted from the outside of the output shaft end 2d1 of the reducer 2d. They are fixed to the output shaft end 2d1 of the reducer 2d via fasteners. The open sensor 11 and the close sensor 12 are mounted on the inner wall of the main cargo door 1. A boss 14a, which serves as a trigger, is provided on the outer surface of the first end cap 14 to trigger the open sensor 11 and the close sensor 12. The boss 14a is designed to move radially away from the first end cap 14 as it approaches the circumferential center. Furthermore, the position of the boss 14a can be adjusted along the radial direction of the output shaft end 2d1 of the reducer 2d to ensure accurate triggering timing.

[0074] Figure 6 Schematic diagram showing the internal structure of the output shaft side end of the speed reducer of the main cargo door according to an embodiment of the present invention. Figure 6As shown, the output shaft end 2d1 of the reducer 2d has an internal spline structure, while the end 2c1 of the output shaft 2c has an external spline structure. The circumferential width of the internal splines of the output shaft end 2d1 of the reducer 2d is greater than the circumferential width of the external splines of the output shaft end 2c1 of the output shaft 2c. An inter-spline clearance is provided between the internal splines of the output shaft end 2d1 of the reducer 2d and the external splines of the output shaft end 2c1 of the output shaft 2c. The amount of this inter-spline clearance is defined as the inter-spline clearance X. This inter-spline clearance X is set to match the two-stage movement of the main cargo door. For example, it is set to be greater than the clearance required between the internal and external splines when the main cargo door moves from the pre-closed position to the fully closed position.

[0075] Furthermore, the inter-spline clearance is set so as to be in the positive direction of the closing rotation direction when the hatch is fully open. In the present invention, the counterclockwise rotation of the speed reducer 2d when the hatch is closed is used as an example for explanation. Specifically, in this embodiment, the inter-spline clearance is set so as to be between the front side surface of the internal splines of the output shaft end 2d1 of the speed reducer 2d, in the closing rotation direction (i.e., the counterclockwise direction), and the front side surface of the external splines of the end 2c1 of the output shaft 2c, in the closing rotation direction (i.e., the counterclockwise direction), when the hatch is fully open.

[0076] The opening sensor 11 and the closing sensor 12 are both mechanical contact sensors, which generate electrical signals when they are pressed, and are used to control the start and stop of the rotary actuator 2f.

[0077] The opening mechanism 2 is driven by a rotary actuator 2f. The initial torque provided by the rotary actuator 2f transmits the final output torque to the first driving rocker arm 2a and the second driving rocker arm 2b through the torsion bar 2e, the reducer 2d, and the output shaft 2c, thereby driving the main cargo door 1 to flip outward and upward around the key hinge 15 to open or flip inward and downward to close.

[0078] Next, the two-stage movement of the main cargo door 1 will be described.

[0079] Door pre-closing (first stage movement)

[0080] In the first phase of the movement, Figure 7 As shown, the rotary actuator 2f drives the output shaft end 2d1 of the reducer 2d to rotate counterclockwise, and the end 2c1 of the output shaft 2c also rotates counterclockwise, and the main cargo door 1 closes. At this time, the position of the gap between the splines of the output shaft end 2d1 of the reducer 2d and the end 2c1 of the output shaft 2c is as shown in FIG. Figure 7 As shown, the inter-spline clearance is in the opposite direction of the closing rotation direction. In other words, the inter-spline clearance is between the rear side surface of the internal spline of the output shaft end 2d1 of the reducer 2d in the closing rotation direction, i.e., the counterclockwise direction, and the rear side surface of the external spline of the end 2c1 of the output shaft 2c in the closing rotation direction, i.e., the counterclockwise direction.

[0081] like Figure 9 As shown, the guide hook 18 is part of the latch mechanism of the main cargo door 1. Driven by a latch actuator (not shown), it is rotatable about its axis and is mounted on both side frames of the main cargo door 1, arranged symmetrically front to back. The guide wheels 17 are fixed to the front and rear fuselage frames 6 and 7 via supports (not shown), also arranged symmetrically front to back.

[0082] Here, the front side is used as an example for explanation. When the guide hook 18 contacts the guide wheel 17 on the front frame 6 of the fuselage, the main cargo door 1 reaches the pre-closed position and remains stationary. Figure 8 、 Figure 9 As shown, in this state, the step difference between the main cargo door 1 and the bottom of the fuselage front frame 6 is y.

[0083] After the main cargo door 1 reaches the pre-closed position, the rotary actuator 2f continues to drive the output shaft end 2d1 of the reducer 2d to rotate counterclockwise. Figure 10 As shown, since the guide hook 18 is in contact with the guide wheel 17 on the front frame 6 of the fuselage, the end 2c1 of the output shaft 2c remains stationary.

[0084] Then, the rotary actuator 2f continues to drive the output shaft end 2d1 of the reducer 2d to rotate counterclockwise. When the gap between the splines of the output shaft end 2d1 of the reducer 2d and the end 2c1 of the output shaft 2c reaches Figure 11 When the position shown is reached, that is, when the gap between the splines is between the front side surface of the internal spline of the output shaft side end 2d1 of the reducer 2d in the closing rotation direction, i.e., the counterclockwise direction, and the front side surface of the external spline of the end 2c1 of the output shaft 2c in the closing rotation direction, i.e., the counterclockwise direction, the boss 14a contacts the closing sensor 12, as shown in FIG. Figure 5 As shown, closing the sensor 12 stops the movement of the rotary actuator 2f.

[0085] Hatch fully closed (second stage movement)

[0086] After the main cargo door 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, and then the guide hook 18 moves along the guide wheel 17, thereby driving the main cargo door 1 to continue closing. Figure 12 As shown, the output shaft side end 2d1 of the speed reducer 2d remains stationary, while the end 2c1 of the output shaft 2c moves counterclockwise when the main cargo door 1 is closed.

[0087] Since the gap between the splines of the output shaft end 2d1 of the speed reducer 2d and the end 2c1 of the output shaft 2c is Figure 11The position shown is the positive direction of the closing rotation direction, so it can ensure that there is no jamming inside the opening mechanism when the main cargo door 1 is fully closed. Figure 13 、 Figure 14 As shown, the main cargo door 1 forms a sealed structure with the fuselage 5 and the cabin floor 4. In this state, the step difference between the main cargo door 1 and the bottom of the fuselage front frame 6 is y=0.

[0088] Hatch open

[0089] When the door is opened, the rotary actuator 2f causes the output shaft end 2d1 of the reducer 2d to rotate clockwise, thereby driving the boss 14a to rotate clockwise. When the door reaches the open position, the boss 14a contacts the open sensor 11. Figure 15 As shown, the rotary actuator 2f stops moving and keeps the main cargo door 1 in the open position.

[0090] The trigger device of the hatch switch according to the above structure has the following advantages:

[0091] 1) The trigger mechanism is located at the output shaft end of the reducer, separate from the second stage of the door latching process. Furthermore, the trigger mechanism is designed to trigger the rotary actuator to close after the backlash between the splines is eliminated, preventing the rotary actuator from becoming stuck during the latching process. Furthermore, the trigger mechanism takes up minimal space, making maintenance and adjustment simple and reliable.

[0092] 2) The opening sensor, closing sensor, and trigger are all located on the hatch door, close to the output shaft end of the reducer. Compared to being located on the far door and door frame, this can reduce false triggering caused by changes in the gap between the door and door frame during hatch door opening and closing.

[0093] 3) Both the opening sensor and the closing sensor are 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 are cheaper.

[0094] While the embodiments of the present invention and their variations are described above, it should be understood that the present disclosure is not limited to the aforementioned embodiments and structures. The present disclosure also includes various variations and equivalents. In addition, various combinations and methods, and further combinations and methods that include only one element, or more or less than the above elements, also fall within the scope and concept of the present disclosure.

[0095] For example, in the above embodiment, the trigger mechanism includes a first end cap 14 and a second end cap 13, with a boss 14a provided on the outer side of the first end cap 14 for triggering the opening sensor 11 and the closing sensor 12. However, the present invention is not limited to this embodiment; as long as the boss 14a, which serves as the trigger, can be adjusted in radial position, at least one of the first end cap 14 and the second end cap 13 may be omitted.

[0096] In addition, as long as the accurate triggering timing can be ensured, if the trigger can be fixed after testing, the boss 14a serving as the trigger does not need to be set to be able to adjust the radial position.

[0097] Furthermore, the form of the trigger is not limited to a boss, and any trigger may be used as long as it can be triggered at a triggering time.

[0098] In addition, in the above embodiment, the example of the rotary actuator driving the reducer to rotate counterclockwise when closing the cabin door is described, but the present invention is not limited to this. It can also be set that the rotary actuator drives the reducer to rotate counterclockwise when closing the cabin door, and the closing rotation direction at this time is clockwise.

Claims

1. A trigger device for a door switch, applied to a door (1), the door comprising an opening mechanism (2), the opening mechanism comprising a rotary actuator (2f), a reducer (2d), a torsion bar (2e), an output shaft (2c) and a driving rocker arm, the rotary actuator and the reducer being fixed to a door panel body of the door, one end of the reducer being connected to the rotary actuator via the torsion bar, the other end of the reducer being connected to one end of the output shaft, one end of the driving rocker arm being connected to the other end of the output shaft, and the other end of the driving rocker arm being connected to a side frame of the fuselage. The trigger device comprises a trigger, an opening sensor (11) and a closing sensor (12), The trigger is arranged on the output shaft side end (2d1) of the reducer close to the output shaft, and rotates as the reducer rotates. The opening sensor and the closing sensor are fixed to the door panel body of the cabin door, The trigger is configured to contact the closing sensor after the hatch reaches the pre-closing position, and the closing sensor stops the movement of the rotary actuator. The opening sensor is configured to contact the trigger device when the door reaches the open position, causing the rotary actuator to stop moving and keep the door in the open position. The output shaft end of the 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 end of the reducer and the external spline of the output shaft end. The amount of inter-spline play (X) is set to match the two-stage movement of the hatch.

2. The trigger device for the hatch switch according to claim 1, characterized in that: The opening sensor and the closing sensor are mechanical triggers, and the triggers are configured to be able to adjust positions in the radial direction of the output shaft-side end of the reducer.

3. The trigger device for the hatch switch according to claim 1 or 2, characterized in that: The trigger device further comprises a first end cover (14) and a second end cover (13), The first end cover and the second end cover are mounted on the output shaft side end of the reducer from the outside. The trigger is formed as a boss that is formed on the outer surface of the first end cover so as to become increasingly distant from the first end cover in the radial direction as approaching the circumferential center of the first end cover.

4. The trigger device for the hatch switch according to claim 1, characterized in that: The inter-spline gap is set to be between the front side surface of the internal spline of the output shaft side end of the reducer in the closing rotation direction and the front side surface of the external spline of the end of the output shaft in the closing rotation direction when the door is fully opened.

5. The trigger device for the hatch switch according to claim 1 or 4, characterized in that: The two-stage movement of the hatch includes a first-stage movement and a second-stage movement. In the first stage of movement, the door reaches the pre-closing position, and the guide hook of the door contacts the guide wheel fixed to the side frame of the fuselage. The second stage movement causes the guide hook to move along the guide wheel after the hatch door reaches the pre-closing position and the rotary actuator stops moving, so that the hatch door reaches a fully closed state.

6. The trigger device for the hatch switch according to claim 5, characterized in that: The trigger device is configured so that after the first stage of movement, there is a spline gap between the front side surface of the internal spline of the output shaft side end of the reducer in the closing rotation direction and the front side surface of the external spline of the end of the output shaft in the closing rotation direction.

7. A hatch, characterized in that: A trigger device comprising the hatch switch according to any one of claims 1 to 6.

8. The hatch according to claim 7, characterized in that When the hatch is closed, the rotary actuator drives the reducer to rotate counterclockwise.

9. The hatch according to claim 7, characterized in that: When the hatch is closed, the rotary actuator drives the reducer to rotate clockwise.

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