Pressurization prevention device for aircraft cabin door and aircraft

Abstract

The present invention relates to a pressurization prevention device for an aircraft cabin door, comprising: a cover plate pivotally attached to a door body of the aircraft cabin door to close or open an opening provided on the door body; the bolt-lock assembly comprises a latch mechanism and a lock assembly; the transmission assembly is arranged between the cover plate and the bolt lock assembly and comprises a first connecting rod assembly and a first rocker arm assembly pivotally connected to the first connecting rod assembly; and a drive device attached to the lock assembly to drive the lock assembly to move between a locked position, in which the cover plate closes the opening, and an unlocked position, in which the cover plate opens the opening, and in which the drive device drives the lock assembly to move between a locked position, in which the cover plate closes the opening, and an unlocked position, in which the cover plate opens the opening. The first rocker arm assembly reduces the output load to less than 10% of the input load. The device can monitor the state of the lock assembly, and the negative pressure resistance is improved. In addition, the invention also relates to an aircraft.

Description

Technical Field

[0001] The present invention relates to a pressurization prevention device for an aircraft cabin door. Additionally, the present invention also relates to an aircraft. Background Art

[0002] The most important function of an aircraft cabin door is to provide a passage for passengers or goods entering and leaving the cabin. The design of the cabin door needs to meet the relevant provisions of CCAR25-R4 Article 25.783. For the airtight area cabin door, in view of the past air crashes caused by the aircraft cabin door not being closed and locked in place, a pressurization prevention device is required to monitor the status of the cabin door lock mechanism. In addition to the monitoring function, due to possible negative pressure working conditions (such as the external pressure of the cabin being greater than the internal pressure of the cabin) or waterborne working conditions (splash water test and water landing), this device is also required to have an anti-backdrive function to avoid applying excessive unlocking loads to the mechanism and causing the cabin door to open accidentally.

[0003] Existing aircraft manufacturers and research institutions have carried out relevant designs, but these pressurization prevention devices either lack the negative pressure bearing and anti-backdrive functions or lack the monitoring function for the lock assembly. In addition, the manufacturing and assembly costs of the shafts of the existing lock assemblies are also relatively high.

[0004] Therefore, it is necessary to improve the existing pressurization prevention device for an aircraft cabin door in order to provide an improved pressurization prevention device that can overcome one or more drawbacks existing in the prior art. Summary of the Invention

[0005] The object of the present invention is to provide a pressurization prevention device for an aircraft cabin door. The lock assembly of this pressurization prevention device can achieve the locking and monitoring of the latch mechanism of the cabin door, that is, when the cabin door is not closed in place and not latched, it cannot be locked. Additionally, this pressurization prevention device can achieve the monitoring of the status of the lock assembly, that is, if the lock assembly is not actively operated, the cover plate of the pressurization prevention device cannot be fully closed, avoiding the cabin being pressurized to an unsafe level.

[0006] According to a first aspect of the present invention, a pressurization prevention device for an aircraft cabin door is provided. The pressurization prevention device may include: a cover plate pivotally attached to a door body of the aircraft cabin door to close or open an opening provided in the door body; a latch assembly including a latching mechanism for latching the aircraft cabin door and a locking assembly for locking the latching mechanism in a latched position; a transmission assembly disposed between the cover plate and the latch assembly and including a first link assembly and a first rocker arm assembly pivotally coupled to the first link assembly; and a driving device attached to the locking assembly to drive the locking assembly to move between a locked position and an unlocked position and operate the cover plate via the transmission assembly, wherein, in the locked position, the cover plate closes the opening, and in the unlocked position, the cover plate opens the opening, and wherein, in the locked position, the first rocker arm assembly reduces the output load to less than 10% of the input load.

[0007] This pressurization prevention device can monitor the state of the locking assembly of the cabin door (such as monitoring whether the locking assembly is in the locked position, etc.), and improves the negative pressure resistance under conditions such as negative pressure (the external pressure is greater than the cabin pressure) or waterborne (such as splash water test and water landing, etc.), thereby enhancing the anti-backdrive ability.

[0008] According to the above aspect of the present invention, preferably, the first link assembly may include a first link and a second link respectively connected to the first rocker arm assembly, and the first rocker arm assembly includes a first arm and a second arm pivotally supported by the door body, wherein the first link is pivotally coupled between the cover plate and the first arm, and in the locked position, the first angle formed between the first arm and the first link is between -10 degrees and 10 degrees, and preferably between -5 degrees and 5 degrees.

[0009] With this arrangement, a small transmission angle is formed between the first arm and the first link, so that large loads can be balanced by structural members and small loads can be balanced by mechanical members, thereby improving the anti-backdrive ability and ensuring the safety of the aircraft.

[0010] According to the above aspect of the present invention, preferably, the first arm and the second arm may be coaxially arranged, and the first arm and the second arm are meshed with each other through a key shaft to allow the load to be transmitted between the first arm and the second arm.

[0011] Thus, when the cover plate needs to be normally closed, the movement from the lock assembly will first be transmitted to the second arm, and then via the key shaft to the first arm, thereby driving the cover plate to close. Conversely, when the cover plate of the pressure boost prevention device is accidentally driven, the first link will abut against the first rocker assembly, thereby generating a great resistance to block the movement transmission and avoid the mechanism movement caused by misoperation, especially the accidental unlocking of the lock assembly. In addition, this structure can flexibly adjust the included angle between the first arm and the second arm to obtain the desired load transmission effect (such as the load transmission ratio).

[0012] According to the above aspects of the present invention, preferably, the transmission assembly may further include a second rocker assembly. The second rocker assembly includes a third arm and a fourth arm pivotally supported by the door body. Wherein, a second link is pivotally connected between the second arm of the first rocker assembly and the third arm of the second rocker assembly, and at the unlocking position, the second angle formed between the third arm and the second link is between -5 degrees and 5 degrees.

[0013] Thus, a dead point state of the link mechanism is formed between the third arm and the second link. For example, the axis of the third arm of the second rocker assembly and the second link may be substantially collinear, so as to achieve the purpose of one-way driving from the transmission mechanism to the closing of the cover plate of the pressure boost prevention device at the unlocking position and avoid the mechanism movement caused by misoperating the cover plate of the pressure boost prevention device. Advantageously, the pressure boost prevention device can achieve the desired dead point state both in the locked state and the unlocked state, so that the movement can only be transmitted from the lock assembly to the cover plate and cannot be transmitted in the opposite direction.

[0014] According to the above aspects of the present invention, preferably, the transmission assembly may further include a second link assembly. The second link assembly is pivotally supported by the door body and attached between the lock assembly and the second rocker assembly to allow the lock assembly to drive the second rocker assembly.

[0015] With this arrangement, the movement of the lock assembly can be reliably transmitted to the second rocker assembly and then to the cover plate, so as to drive the closing and opening of the cover plate through the lock assembly.

[0016] According to the above aspects of the present invention, preferably, the second link assembly may include a third link and a fourth link pivotally connected via a third rocker assembly. Wherein, the third link is pivotally connected to the fourth arm of the second rocker assembly, and the fourth link is drivingly connected to the lock assembly, so that the movement of the lock assembly is transmitted to the cover plate via the transmission assembly.

[0017] Thus, a reliable movement transmission is achieved by using a link assembly with a simple structure, and the occupied space is small without significantly increasing the weight of the aircraft cabin door.

[0018] According to the above aspects of the present invention, preferably, the lock assembly includes a lock drive shaft, the lock drive shaft can be arranged in a segmented manner, and can be fixed together via a coupling.

[0019] Through this segmented lock shaft design, the processing, assembly, and replacement / repair costs are reduced.

[0020] According to the above aspects of the present invention, preferably, the pressure increase prevention device may further include a first biasing member, the first biasing member can be attached between the door body and the lock drive shaft, and can bias the lock assembly towards the locked position.

[0021] The first biasing member can continuously provide a force to drive the lock assembly towards the locked position (i.e., to move the cover plate towards the closed position), ensuring that after the lock assembly is locked in place, it will not be unlocked due to reasons such as vibration and overload.

[0022] According to the above aspects of the present invention, preferably, a second biasing member can be provided between the cover plate and the opening, for biasing the cover plate towards opening the opening.

[0023] In this way, when problems such as breakage and failure occur in the previous mechanism (such as the corresponding connecting rod or rocker arm) of the pressure increase prevention device, due to the loss of drive or restraint, the cover plate will move towards the opening direction. Correspondingly, the opening will be exposed because the cover plate is not closed in place, preventing cabin pressurization and facilitating the operator to identify or detect the fault.

[0024] According to the second aspect of the present invention, an aircraft is proposed, and the aircraft can be provided with the pressure increase prevention device described in the above aspects.

[0025] The pressure increase prevention device for an aircraft cabin door according to the present invention can realize the locking monitoring, air pressure / waterborne anti-backdrive, and anti-misoperation function in the open state of the aircraft cabin door through the interaction between the lock shaft assembly and the pressure increase prevention mechanism, and has the advantages of simple structure, low assembly cost, and good weight index.

[0026] Therefore, the pressure increase prevention device for an aircraft cabin door according to the present invention can meet the use requirements, overcome the shortcomings of the prior art, and achieve the predetermined purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to further clearly describe the pressure increase prevention device for an aircraft cabin door according to the present invention, the present invention will be described in detail below in conjunction with the drawings and specific embodiments. In the drawings: Figure 1 is a schematic diagram of the pressure increase prevention device for an aircraft cabin door according to a non-limiting embodiment of the present invention, wherein the aircraft cabin door is in a closed and locked state; Figure 2Schematic diagram of the latch assembly of the pressure increase prevention device for an aircraft cabin door according to a non - limiting embodiment of the present invention; Figure 3 Schematic side cross - sectional view of the latch assembly according to a non - limiting embodiment of the present invention; Figure 4 is Figure 1 Schematic diagram of a part of the pressure increase prevention device shown; Figure 5 Schematic diagram of a part of the pressure increase prevention device for an aircraft cabin door according to a non - limiting embodiment of the present invention, where the cover plate is open; Figure 6 Schematic perspective view of the first rocker arm assembly according to a non - limiting embodiment of the present invention; and Figure 7 is Figure 6 Schematic force diagram of the first rocker arm assembly shown;

[0028] The above - mentioned drawings are only schematic and are not drawn strictly to scale.

[0029] List of reference numerals in the drawings and embodiments: 1000 - Aircraft cabin door, including: 100 - Pressure increase prevention device, including: 10 - Cover plate, including: 11 - Pivoting part; 12 - Limiting part; 20 - Latch assembly, including: 21 - Latching mechanism, including: 210 - Latch hook; 211 - Latch drive shaft; 22 - Lock assembly, including: 221 - Lock drive shaft; 222 - Coupling; 223 - Cam; 30 - Transmission assembly, including: 31 - First link assembly, including: 311 - First link; 312 - Second link; 32 - First rocker arm assembly, including: 321 - First arm; 322 - Second arm; 323 - Key shaft; 33 - Second rocker arm assembly, including: 331 - Third arm; 332 - Fourth arm; 34 - Second link assembly, including: 341 - Third connecting rod; 342 - Fourth connecting rod; 35 - Third rocker arm assembly; 36 - Transmission pull rod; 40 - Driving device; 50 - First biasing member; 60 - Second biasing member; 200 - Door body, comprising: 200A - Opening; 201 - Pivot seat; 202 - Stopping portion; α - First angle; β - Second angle. Detailed implementation manners

[0030] It should be understood that unless explicitly stated to the contrary, the present invention may adopt various alternative orientations and step sequences. It should also be understood that the specific devices shown in the drawings and described in the specification are merely exemplary embodiments of the inventive concept disclosed and defined herein. Thus, unless otherwise explicitly stated, the specific orientations, directions or other features related to the various disclosed embodiments should not be considered as limitations.

[0031] The aircraft cabin door is an important structure on the aircraft, used to ensure the structural integrity and sealing of the aircraft, and to allow pressurization inside the aircraft fuselage. The cabin door of the aircraft can be closed from the outside to the inside, or from the inside to the outside. For example, on some cargo aircraft, there may be a cargo hold door that can be closed from the inside to better control the closing state of the cabin door, ensure the safety of the cargo and the sealing of the cabin door. The following will take the cabin door that closes from the inside to the outside as an example in conjunction with the drawings to illustrate the concept of the present invention. However, it should be understood that those skilled in the art can also apply the present invention to the cabin door that closes from the outside to the inside through simple deformation.

[0032] Figure 1 It is a schematic diagram of a pressurization prevention device 100 for an aircraft cabin door 1000 according to a non - restrictive embodiment of the present invention, where the aircraft cabin door 1000 is in a closed and locked state.

[0033] As shown in the figure and by way of non - restrictive example, the aircraft cabin door 1000 may mainly include a pressurization prevention device 100 and a door body 200. To achieve the desired pressurization prevention function, an opening 200A may be provided on the door body 200, and the opening and closing of the opening 200A may be controlled by the corresponding pressurization prevention device 100.

[0034] As an example, the pressurization prevention device 100 may mainly include: a cover plate 10, a latch assembly 20, a transmission assembly 30, a driving device 40, etc.

[0035] The cover plate 10 can be pivotally attached to the door body 200 of the aircraft door to close or open the opening 200A provided on the door body 200.

[0036] The shape of the cover plate 10 can conform to the contour of the opening 200A and can be slightly larger than the opening 200A. Preferably, a sealing structure, such as a sealing strip, etc., can be provided on the peripheral edge of the cover plate 10. Additionally preferably, a corresponding strengthening structure, such as strengthening ribs, etc., can be provided on the cover plate 10 to enhance its strength.

[0037] As Figure 1 Schematically shown, the cover plate 10 is provided with a pivot portion 11 (such as a pivot shaft) and a limiting portion 12, and can be respectively arranged at opposite edges, such as the left and right sides shown in the drawing. In the embodiment shown in the drawing, two pivot portions 11 and two limiting portions 12 can be respectively provided.

[0038] Correspondingly, a pivot seat 201 and a stop portion 202 can be provided at corresponding positions on the door body 200. The pivot seat 201 and the stop portion 202 can cooperate with the pivot portion 11 and the limiting portion 12 respectively, thereby allowing the cover plate 10 to be pivotally attached to the door body 200 of the aircraft door, while preventing excessive movement of the cover plate 10 in the closing direction, especially when the cabin is pressurized.

[0039] Preferably, a biasing member, such as a second biasing member 60 (refer to Figure 1 、 4 and 5), can be provided between the cover plate 10 and the opening 200A for biasing the cover plate 10 towards opening the opening 200A. In other words, causing the cover plate 10 to move towards the opening position.

[0040] As an example, the second biasing member 60 can be an opening spring, such as a torsion spring, etc. This opening spring can be arranged around the pivot portion 11, and while the opening spring enables the cover plate 10 to have a rotational freedom relative to the door body 200, it has a tendency to open. When problems such as breakage occur in the previous mechanism (such as the corresponding connecting rods and rocker arms connected to the cover plate 10), due to the loss of drive or restraint, the cover plate 10 will move in the opening direction. Correspondingly, when the cover plate 10 is not closed in place, the second biasing member 60 allows the opening 200A on the door body 200 to be exposed to prevent cabin pressurization and can alert the staff.

[0041] Figure 2 is a schematic view of the latch assembly 20 of the pressurization prevention device 100 for the aircraft door 1000 according to a non - restrictive embodiment of the present invention; and Figure 3 is a schematic side view of the latch assembly 20 according to a non - restrictive embodiment of the present invention.

[0042] As shown in the figure, the latch assembly 20 may mainly include a latch mechanism 21 for latching the aircraft cabin door 1000 and a lock assembly 22 for locking the latch mechanism 21 in the latched position.

[0043] The latch mechanism 21 and the latch assembly 20 may be driven to move by a driving device 40 respectively. Generally, when the door body 200 of the aircraft cabin door 1000 is closed in place, the latch mechanism 21 may be first operated to latch the aircraft cabin door 1000. Then, the lock assembly 22 may be operated to hold the latch mechanism 21 in the latched position, thereby locking the aircraft cabin door 1000.

[0044] As an example, the latch mechanism 21 may include a latch hook 210 and may be driven to rotate so that the latch hook 210 can move in a direction opposite to the first direction C.

[0045] As a preferred embodiment, the lock assembly 22 may include a lock transmission shaft 221. The lock transmission shaft 221 may be arranged in a segmented manner and is fixed together via a coupling 222.

[0046] As Figure 3 shown, when locking is required, the lock assembly 22 may be driven to rotate around the lock transmission shaft 221 so that the cam 223 occupies the movement space of the latch hook 210 of the latch mechanism 21, thereby restricting its movement along the first direction C.

[0047] Figure 4 is Figure 1 a schematic view of a part of the pressure increase prevention device 100 shown; while Figure 5 is a schematic view of a part of the pressure increase prevention device 100 for the aircraft cabin door 1000 according to a non-limiting embodiment of the present invention, in which the cover plate 10 is opened.

[0048] Referring to Figure 1 、 4 and 5, a transmission assembly 30 may be provided between the cover plate 10 and the latch assembly 20 and may include a first link assembly 31 and a first rocker arm assembly 32 pivotally coupled to the first link assembly 31.

[0049] As an example, the first link assembly 31 may include a first link 311 and a second link 312 respectively connected to the first rocker arm assembly 32, while the first rocker arm assembly 32 includes a first arm 321 and a second arm 322 pivotally supported by the door body 200.

[0050] Figure 6 is a schematic perspective view of the first rocker arm assembly 32 according to a non-limiting embodiment of the present invention; while Figure 7 is Figure 6 a schematic force diagram of the first rocker arm assembly 32 shown.

[0051] As Figure 6 more clearly shown in, the first arm 321 and the second arm 322 can be coaxially arranged, and the first arm 321 and the second arm 322 are engaged with each other through a key shaft 323, and the key shaft 323 can be pivotally supported by the door body 200 (see Figure 4 ), to allow the load to be transferred between the first arm 321 and the second arm 322. As an example, the key shaft 323 can be pivotally supported by a support fixed to the door body 200, and the support can be welded or screwed to the door body 200.

[0052] In this way, the first link 311 is pivotally coupled between the cover plate 10 and the first arm 321, for example, via joints (such as joints, spherical joints, pivot joints, etc.) at both ends of the first link 311, to transfer the movement of the lock assembly 22 to the cover plate 10 via the first rocker arm assembly 32, so as to control the closing / closure or opening of the cover plate 10.

[0053] Returning to Figure 1-2 And according to a non-limiting embodiment of the present invention, the driving device 40 can be attached to the lock assembly 22 to drive the lock assembly 22 to move between a locked position and an unlocked position. As an example, the driving device 40 can include an actuator (such as an actuating cylinder or a motor, etc.), a transmission tie rod, and corresponding joints, to transfer the power from the actuator to the latch mechanism 21 and / or the lock assembly 22 via the transmission tie rod.

[0054] For example, the driving device 40 can drive the latch transmission shaft 211 of the latch mechanism 21 to rotate between a latched position and a released position. Similarly, the driving device 40 can drive the lock transmission shaft 221 of the lock assembly 22 to rotate between a locked position and an unlocked position.

[0055] According to an embodiment of the present invention, in the locked position of the lock assembly 22, the rotational movement of the lock transmission shaft 221 is transferred to the transmission assembly 30, and drives the cover plate 10 to pivot relative to the door body 200 via the first rocker arm assembly 32 of the first link assembly 31, so that the cover plate 10 closes the opening 200A, while in the unlocked position, the rotational movement of the lock transmission shaft 221 causes the cover plate 10 to open the opening 200A.

[0056] As a preferred embodiment, in the locked position, the first arm 321 and the first link 311 can be substantially in a straight line, so as to be arranged in a dead center state of the link mechanism. For example, the first angle α formed between the first arm 321 and the first link 311 is between -10 degrees and 10 degrees, and preferably, the first angle α is between -5 degrees and 5 degrees.

[0057] According to the present invention, Figure 4The first angle α formed between the first arm 321 and the first link 311 shown in the figure is called a positive angle (for example, 10 degrees, 5 degrees, etc.). At this time, the first link 311 can be Figure 4 tilted upward and to the right with respect to the longitudinal axis of the first arm 321 in the direction of the cover plate 10 in Figure 4 .

[0058] As an alternative embodiment, the first angle α formed between the first arm 321 and the first link 311 can be a negative angle (for example, -10 degrees, -5 degrees, etc.). At this time, the first link 311 can be different from that Figure 4 shown, and tilted downward and to the right with respect to the longitudinal axis of the first arm 321 in the direction of the cover plate 10 (not shown).

[0059] With this setting, as Figure 5 shown, when the cover plate 10 is opened and normal door closing is required, the driving force from the driving device 40 is transmitted to the cover plate 10 via the transmission assembly 30, and the cover plate 10 is driven to close. After the cover plate 10 is closed, the lock assembly 20 can be in the locked position at the same time. When the cover plate 10 bears a load, a larger proportion of the load is transmitted to the structure on the door body 200 through the first arm 321 and the key shaft 323, while a smaller proportion of the load is transmitted to the remaining components of the transmission assembly (such as the second link 312, etc.) through the key shaft 323 and the second arm 322, and finally transmitted to the lock transmission shaft 221.

[0060] As Figure 7 shown, when the first angle α is 10 degrees, the force transmitted from the cover plate 10 to the first link 311 under the load is F. Decompose this force F along the axis direction and the normal direction of the first arm 321 into F1 and F2, then F2 / F = sin10 ≈ 0.17.

[0061] When the first angle α is 5 degrees, F2 / F = sin5 ≈ 0.087. At this time, the first rocker arm assembly 32 reduces the output load to less than 10% of the input load. In other words, the load transmitted from the first arm 321 to the second arm 322 is one-tenth or less of the load transmitted from the cover plate 10 to the first link 311.

[0062] Therefore, the first rocker arm assembly 32 can be a proportional rocker arm. And due to different load transmission ratios, the first arm 321 (or the heavy-load rocker arm) and the second arm 322 (or the light-load rocker arm) can use different materials, or different part sizes or shapes (for example, the second arm 322 can use smaller sizes). The overall weight of the assembly is lighter, and at the same time, the transmission of motion is achieved through the key shaft 323, and the part design and manufacturing as well as the mechanism positioning and adjustment are more flexible.

[0063] As Figure 5As schematically shown in the figure, the transmission assembly 30 may further include a second rocker arm assembly 33. The second rocker arm assembly 33 may include a third arm 331 and a fourth arm 332 pivotally supported by the door body 200.

[0064] As an example, the second link 312 may be pivotally coupled between the second arm 322 of the first rocker arm assembly 32 and the third arm 331 of the second rocker arm assembly 33. In the unlocked position, as Figure 5 shown, at this time the cover plate 10 is in the open position, and the third arm 331 and the second link 312 may be substantially in a straight line.

[0065] For example, the second angle β formed between the third arm 331 and the second link 312 may be between -5 degrees and 5 degrees. In other words, the absolute value of the angle value of the second angle β formed by the longitudinal axes of the third arm 331 and the second link 312 does not exceed 5.

[0066] Returning to Figure 1 , the transmission assembly 30 may further include a second link assembly 34 and a third rocker arm assembly 35. The second link assembly 34 may be pivotally supported by the door body 200 and attached between the lock assembly 22 and the second rocker arm assembly 33 to allow the lock assembly 22 to drive the second rocker arm assembly 33.

[0067] As an example and as Figure 1 shown, the second link assembly 34 includes a third link 341 and a fourth link 342 pivotally coupled via the third rocker arm assembly 35. Specifically, the third link 341 may be pivotally coupled to the fourth arm 332 of the second rocker arm assembly 33 (also refer to Figure 5 ), while the fourth link 342 is drivingly coupled to the lock assembly 22, so that the movement of the lock assembly 22 is transmitted to the cover plate 10 via the transmission assembly 30.

[0068] As an example, the fourth link 342 may be directly coupled to the lock drive shaft 221 of the lock assembly 22. However, in the Figure 1 shown embodiment, the transmission assembly 30 may be provided with a transmission pull rod 36, so that the fourth link 342 may be coupled to the lock drive shaft 221 of the lock assembly 22 via the transmission pull rod 36. Thus, the rotation of the lock drive shaft 221 drives the transmission pull rod 36 to swing and move, which is then converted into the up and down movement of the fourth link 342, and then into the left and right movement of the third link 341, and is converted into the up and down movement of the second link 312 via the second rocker arm assembly 33, and into the left and right movement of the first link 311 via the first rocker arm assembly 32. The left and right movement of the first link 311 controls the opening and closing of the cover plate 10.

[0069] As Figure 1As shown, the pressure increase prevention device 100 may further include a first biasing member 50. The first biasing member 50 may be attached between the door body 200 and the lock transmission shaft 221, and bias the lock assembly 22 towards the locked position.

[0070] The first biasing member 50 may be in the form of a closing spring, which continuously provides a force to drive the lock assembly 22 towards the closed position or the locked position, ensuring that after the lock assembly 22 is locked in place, unlocking caused by reasons such as vibration and overload is avoided. As an example, joints, such as universal joints or hinges, may be provided at both ends of the first biasing member 50 to adapt to changes in the attachment angle during movement.

[0071] In addition, the closing spring may balance the force or load acting on the cover plate 10 and transmitted to the lock transmission shaft 221 via the transmission assembly 30 to resist the opening force, thereby preventing the cover plate 10 from opening under working conditions such as negative pressure or water load.

[0072] As used herein, the terms "upward" and "downward" indicating orientation or direction, and the terms "first", "second", etc. used to indicate order are merely for enabling those of ordinary skill in the art to better understand the concept of the present invention shown in the preferred embodiments, and are not used to limit the present invention. Unless otherwise specified, all orders, orientations or directions are only for the purpose of distinguishing one element / component / structure from another element / component / structure, and do not represent any specific order, operating order, direction or orientation unless otherwise specified. For example, in an alternative embodiment, the "first link" may be the "second link".

[0073] As used herein, unless otherwise specified, the terms "substantially" and "about" are interpreted to mean plus or minus five percent of the value or value range, or indicate a plus or minus five percent deviation in the shape and / or position.

[0074] In summary, the pressure increase prevention device 100 for an aircraft cabin door according to the embodiments of the present invention overcomes the disadvantages in the prior art and achieves the intended invention purpose.

[0075] Although the pressure increase prevention device for an aircraft cabin door of the present invention has been described above in combination with preferred embodiments, those of ordinary skill in the art should recognize that the above examples are only for illustration and cannot be used to limit the present invention. Therefore, various modifications and variations can be made to the present invention within the spirit of the claims, and these modifications and variations will all fall within the scope required by the claims of the present invention.

Claims

1. A pressurization prevention device (100) for an aircraft cabin door, comprising: A cover plate (10) pivotally attached to a door body (200) of the aircraft cabin door to close or open an opening (200A) provided on the door body (200); A latch assembly (20), the latch assembly including a latching mechanism (21) for latching the aircraft cabin door and a locking assembly (22) for locking the latching mechanism (21) in the latched position; A transmission assembly (30) disposed between the cover plate (10) and the latch assembly (20), and including a first link assembly (31) and a first rocker arm assembly (32) pivotally coupled to the first link assembly (31); And A driving device (40) attached to the locking assembly (22) to drive the locking assembly (22) to move between a locked position and an unlocked position, and operate the cover plate (10) via the transmission assembly (30), wherein, in the locked position, the cover plate (10) closes the opening (200A), and in the unlocked position, the cover plate (10) opens the opening (200A), and wherein, in the locked position, the first rocker arm assembly (32) reduces the output load to less than 10% of the input load.

2. The pressure increase prevention device (100) for an aircraft cabin door according to claim 1, characterized in that, The first link assembly (31) includes a first link (311) and a second link (312) respectively connected to the first rocker arm assembly (32), and the first rocker arm assembly (32) includes a first arm (321) and a second arm (322) pivotally supported by the door body (200), wherein, the first link (311) is pivotally coupled between the cover plate (10) and the first arm (321), and in the locked position, a first angle (α) formed between the first arm (321) and the first link (311) is between -10 degrees and 10 degrees.

3. The pressure increase prevention device (100) for an aircraft cabin door according to claim 2, characterized in that, The first arm (321) and the second arm (322) are coaxially arranged, and the first arm (321) and the second arm (322) are engaged with each other through a key shaft (323) to allow the load to be transmitted between the first arm (321) and the second arm (322).

4. The pressurization prevention device (100) for an aircraft cabin door according to claim 2, characterized in that, The transmission assembly (30) further includes a second rocker arm assembly (33), the second rocker arm assembly including a third arm (331) and a fourth arm (332) pivotally supported by the door body (200), wherein, the second link (312) is pivotally coupled between the second arm (322) of the first rocker arm assembly (32) and the third arm (331) of the second rocker arm assembly (33), and in the unlocked position, a second angle (β) formed between the third arm (331) and the second link (312) is between -5 degrees and 5 degrees.

5. The pressurization prevention device (100) for an aircraft cabin door according to claim 4, characterized in that, The transmission assembly (30) further includes a second link assembly (34), which is pivotally supported by the door body (200) and attached between the lock assembly (22) and the second rocker assembly (33) to allow the lock assembly (22) to drive the second rocker assembly (33).

6. The pressurization prevention device (100) for an aircraft cabin door according to claim 5, characterized in that, The second link assembly (34) includes a third link (341) and a fourth link (342) pivotally coupled via a third rocker assembly (35), wherein the third link (341) is pivotally coupled to the fourth arm (332) of the second rocker assembly (33), and the fourth link (342) is drivingly coupled to the lock assembly (22), such that the movement of the lock assembly (22) is transmitted to the cover plate (10) via the transmission assembly (30).

7. The pressurization prevention device (100) for an aircraft cabin door according to any one of claims 1-6, characterized in that, The lock assembly (22) includes a lock drive shaft (221), which is arranged in a segmented manner and fixed together via a coupling (222).

8. The pressurization prevention device (100) for an aircraft cabin door according to claim 7, characterized in that, A first biasing member (50) is further included, which is attached between the door body (200) and the lock drive shaft (221) and biases the lock assembly (22) towards the locked position.

9. The pressurization prevention device (100) for an aircraft cabin door according to any one of claims 1-6, characterized in that, A second biasing member (60) is provided between the cover plate (10) and the opening (200A) for biasing the cover plate (10) towards opening the opening (200A).

10. An aircraft provided with a pressure increase prevention device (100) according to any one of claims 1-9.

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