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 in the door body; a latch assembly comprising a latch mechanism and a lock assembly; a transmission assembly disposed between the cover plate and the latch assembly and comprising a first link assembly and a first rocker assembly pivotally coupled to the first link assembly; and a drive device attached to the lock assembly to drive the lock assembly between a locked position and an unlocked position, and to operate the cover plate via the transmission assembly. In the locked position, the cover plate closes the opening, while in the unlocked position, the cover plate opens the opening. In the locked position, the first rocker assembly reduces an output load to less than 10% of an input load. The device is capable of monitoring the status of the lock assembly, thereby improving negative pressure resistance. The present invention also relates to an aircraft.

Description

Technical Field

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

[0002] The primary function of an aircraft door is to provide access for passengers and cargo. Door designs must comply with the relevant provisions of CCAR25-R4, Section 25.783. For airtight compartment doors, due to past accidents caused by aircraft doors not properly locked, a pressurization prevention device is required to monitor the status of the door lock mechanism. In addition to this monitoring function, due to the potential for negative pressure conditions (e.g., external cabin pressure exceeding internal cabin pressure) or water load conditions (splash tests and forced landings), this device is also required to include a backdrive prevention function to prevent excessive unlocking loads on the mechanism, which could cause the door to open accidentally.

[0003] Existing aircraft manufacturers and research institutes have developed related designs, but these overpressure prevention devices either lack negative pressure bearing and anti-backdrive functions, or lack monitoring functions for the lock assembly. In addition, the manufacturing and assembly costs of existing lock assembly shafts are also high.

[0004] Therefore, there is a need to improve the prior art pressurization prevention device for aircraft cabin doors, so as to provide an improved pressurization prevention device that can overcome one or more disadvantages of the prior art. Summary of the Invention

[0005] The present invention is directed to a pressurization prevention device for an aircraft cabin door. The lock assembly of the pressurization prevention device is capable of locking and monitoring the cabin door's latch mechanism, preventing the door from being locked unless fully closed and latched. Furthermore, the pressurization prevention device is capable of monitoring the status of the lock assembly. Specifically, if the lock assembly is not actively operated, the cover of the pressurization prevention device cannot be fully closed, thereby preventing the cabin from pressurizing to unsafe levels.

[0006] According to a first aspect of the present invention, a pressurization prevention device for an aircraft cabin door is proposed, which may include: a cover plate, which can be pivotally attached to the door body of the aircraft cabin door to close or open an opening set on the door body; a latch assembly, which may include a latch mechanism for latching the aircraft cabin door and a lock assembly for locking the latch mechanism in the latched position; a transmission assembly, which can be arranged between the cover plate and the latch assembly and includes a first link assembly and a first rocker arm assembly pivotally connected to the first link assembly; and a drive device, which can be attached to the lock assembly to drive the lock 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 status of the door lock assembly (for example, whether the lock assembly is in the locked position, etc.), and improves the negative pressure resistance under negative pressure (external pressure is greater than cabin pressure) or water load (such as splash test and forced landing on water, etc.), thereby enhancing the anti-backdrive capability.

[0008] According to the above aspects 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 connected between the cover plate and the first arm, and in the locked position, a 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] Through this arrangement, a small transmission angle is formed between the first arm and the first connecting rod, so that large loads can be balanced by the structural parts, while small loads can be balanced by the mechanical parts, thereby improving the anti-backdrive capability 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 engaged with each other via a key shaft to allow load to be transmitted between the first arm and the second arm.

[0011] In this way, when the cover needs to be closed normally, the movement of the lock assembly is first transmitted to the second arm, and then via the key shaft to the first arm, driving the cover closed. Conversely, if the cover of the overpressure prevention device is accidentally actuated, the first connecting rod will press against the first rocker arm assembly, generating significant resistance and blocking the transmission of movement. This prevents movement of the mechanism caused by misoperation, particularly preventing accidental unlocking of the lock assembly. Furthermore, this structure allows for flexible adjustment of the angle between the first and second arms to achieve the desired load transfer effect (e.g., load transfer ratio).

[0012] According to the above aspects of the present invention, preferably, the transmission assembly may also include a second rocker arm assembly, the second rocker arm assembly including a third arm and a fourth arm pivotally supported by the door body, wherein the second connecting rod is pivotally connected between the second arm of the first rocker arm assembly and the third arm of the second rocker arm assembly, and in the unlocked position, the second angle formed between the third arm and the second connecting rod is between -5 degrees and 5 degrees.

[0013] This creates a dead-point state for the linkage mechanism between the third arm and the second link. For example, the axes of the third arm of the second rocker assembly and the second link can be substantially collinear. This allows for unidirectional actuation from the transmission mechanism to the closing of the cover plate of the overpressure prevention device in the unlocked position, preventing movement of the mechanism due to inadvertent operation of the cover plate of the overpressure prevention device. Advantageously, the overpressure prevention device can achieve a desired dead-point state in both the locked and unlocked states, thereby enabling movement to be transmitted only from the lock assembly to the cover plate, and not in the reverse direction.

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

[0015] Through this arrangement, the movement of the lock assembly can be reliably transmitted to the second rocker arm assembly and then to the cover plate, thereby driving the cover plate to close and open 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 arm assembly, wherein the third link is pivotally connected to the fourth arm of the second rocker arm 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] In this way, reliable motion transmission is achieved by utilizing a connecting rod assembly with a simple structure, and less space is occupied without significantly increasing the weight of the aircraft door.

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

[0019] This segmented locking shaft design reduces processing, assembly and replacement / repair costs.

[0020] According to the above aspects of the present invention, preferably, the pressurization prevention device may further include a first biasing member, which may be attached between the door body and the lock transmission shaft and may bias the lock assembly toward the locked position.

[0021] The first biasing member can continuously provide a force to drive the lock assembly to move toward the locked position (ie, to move the cover toward the closed position), ensuring that the lock assembly will not be unlocked due to vibration, overload, etc. after being locked in place.

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

[0023] In this way, if the pre-pressurization prevention mechanism (e.g., the corresponding connecting rod or rocker arm) breaks or fails, the cover will move in the open direction due to loss of drive or restraint. Consequently, the opening will be exposed due to the cover not being fully closed, preventing cabin pressurization and making it easier for operators to identify or detect the fault.

[0024] According to a second aspect of the present invention, an aircraft is provided. The aircraft may be provided with the pressurization prevention device according to the above aspect.

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

[0026] Therefore, the pressurization prevention device for an aircraft cabin door of the present invention can meet usage requirements, overcome the shortcomings of the prior art and achieve the intended purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to further clearly describe the pressurization prevention device for aircraft cabin doors according to the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. In the accompanying drawings:

[0028] Figure 1 is a schematic diagram of a pressurization 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;

[0029] Figure 2 is a schematic diagram of a latch assembly for a pressurization prevention device of an aircraft cabin door according to a non-limiting embodiment of the present invention;

[0030] Figure 3 is a schematic side cross-sectional view of a latch assembly according to a non-limiting embodiment of the present invention;

[0031] Figure 4 yes Figure 1 A schematic diagram of a portion of a pressurization prevention device is shown;

[0032] Figure 5 is a schematic diagram of a portion of a pressurization prevention device for an aircraft door according to a non-limiting embodiment of the present invention, wherein a cover is open;

[0033] Figure 6 is a schematic perspective view of a first rocker arm assembly according to a non-limiting embodiment of the present invention; and

[0034] Figure 7 yes Figure 6 A schematic force diagram of the first rocker arm assembly is shown.

[0035] The above drawings are merely schematic and are not drawn strictly to scale.

[0036] List of reference numerals in the figures and embodiments:

[0037] 1000 - Aircraft doors, including:

[0038] 100 - Overpressure prevention device, including:

[0039] 10 - Cover, including:

[0040] 11 - pivoting portion;

[0041] 12-limiting part;

[0042] 20 - Latch assembly, including:

[0043] 21 - Latch mechanism, including:

[0044] 210 - latch hook;

[0045] 211-latch drive shaft;

[0046] 22 - Lock assembly, including:

[0047] 221-lock transmission shaft;

[0048] 222 - coupling;

[0049] 223-cam;

[0050] 30 - Transmission assembly, including:

[0051] 31-First connecting rod assembly, including:

[0052] 311 - first connecting rod;

[0053] 312 - second connecting rod;

[0054] 32 - First rocker arm assembly, including:

[0055] 321 - first arm;

[0056] 322 - second arm;

[0057] 323-key shaft;

[0058] 33 - Second rocker arm assembly, including:

[0059] 331 - third arm;

[0060] 332-fourth arm;

[0061] 34 - Second connecting rod assembly, including:

[0062] 341 - third connecting rod;

[0063] 342 - fourth connecting rod;

[0064] 35-third rocker arm assembly;

[0065] 36 - transmission rod;

[0066] 40 - drive unit;

[0067] 50 - first biasing member;

[0068] 60 - second biasing member;

[0069] 200-Door body, including:

[0070] 200A-opening;

[0071] 201 - pivot seat;

[0072] 202 - stopper;

[0073] α - first angle;

[0074] β - the second angle. DETAILED DESCRIPTION

[0075] It should be understood that, unless expressly stated to the contrary, the present invention may employ 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 concepts disclosed and defined herein. Therefore, unless expressly stated otherwise, the specific orientations, directions, or other features of the various disclosed embodiments should not be considered limiting.

[0076] Aircraft doors are important structures on aircraft, used to ensure the structural integrity and sealing of the aircraft and to allow pressurization inside the aircraft fuselage. Aircraft doors can be closed from the outside inward or from the inside outward. For example, some cargo aircraft may include cargo doors that close from the inside to better control the door's closure state, ensuring cargo safety and the door's sealing. The following will illustrate the concept of the present invention using a door that closes from the inside out as an example with reference to the accompanying drawings, but it should be understood that those skilled in the art can also apply the present invention to doors that close from the outside inward through simple modifications.

[0077] Figure 1 FIG. 1 is a schematic diagram of a pressurization prevention device 100 for an aircraft door 1000 according to a non-limiting embodiment of the present invention, wherein the aircraft door 1000 is in a closed and locked state.

[0078] As shown in the figure and as a non-limiting example, an 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.

[0079] 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.

[0080] The cover panel 10 may be pivotally attached to a door body 200 of an aircraft cabin door to close or open an opening 200A provided on the door body 200 .

[0081] 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, can be provided around the periphery of the cover plate 10. Also preferably, a corresponding reinforcement structure, such as a reinforcing rib, can be provided on the cover plate 10 to enhance its strength.

[0082] like Figure 1 As schematically shown, the cover plate 10 is provided with a pivot portion 11 (e.g., a pivot axis) and a stop portion 12, which can be respectively arranged at opposite edges, such as the left and right sides shown in the drawings. In the embodiment shown in the drawings, two pivot portions 11 and two stop portions 12 can each be provided.

[0083] Accordingly, a pivot seat 201 and a stop portion 202 may be provided at corresponding positions on the door body 200. The pivot seat 201 and the stop portion 202 may cooperate with the pivot portion 11 and the limit portion 12, respectively, thereby allowing the cover panel 10 to be pivotally attached to the door body 200 of the aircraft cabin door while preventing excessive movement of the cover panel 10 in the closing direction, particularly when the cabin is pressurized.

[0084] Preferably, a biasing member may be provided between the cover plate 10 and the opening 200A, for example, a second biasing member 60 (see Figure 1 、 4 and 5), for biasing the cover 10 toward the opening 200A. In other words, the cover 10 is moved toward the open position.

[0085] As an example, the second biasing member 60 can be a spring that tends to open, such as a torsion spring. The spring can be arranged around the pivot portion 11, and the spring allows the cover 10 to have rotational freedom relative to the door body 200 while having a tendency to open. When the precursor mechanism (such as the corresponding connecting rod and rocker arm connected to the cover 10) breaks or other problems occur, the cover 10 moves in the opening direction due to loss of drive or constraint. Correspondingly, when the cover 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 to alert staff.

[0086] Figure 2 is a schematic diagram of a latch assembly 20 of a pressurization prevention device 100 for an aircraft door 1000 according to a non-limiting embodiment of the present invention; and Figure 3 is a schematic side view of a latch assembly 20 according to a non-limiting embodiment of the present invention.

[0087] As shown in the figures, the latch assembly 20 may mainly include a latch mechanism 21 for latching the aircraft door 1000 and a lock assembly 22 for locking the latch mechanism 21 in the latched position.

[0088] The latch mechanism 21 and the latch assembly 20 can be driven and moved by the driving device 40. Generally, when the door body 200 of the aircraft cabin door 1000 is closed, the latch mechanism 21 can be operated first to latch the aircraft cabin door 1000. Then, the lock assembly 22 can be operated to maintain the latch mechanism 21 in the latched position, thereby locking the aircraft cabin door 1000.

[0089] 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 may move in a direction opposite to the first direction C.

[0090] As a preferred embodiment, the lock assembly 22 may include a lock transmission shaft 221 . The lock transmission shaft 221 may be arranged in sections and fixed together via a coupling 222 .

[0091] like Figure 3 As shown in FIG, when locking is required, the lock assembly 22 can 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 limiting its movement along the first direction C.

[0092] Figure 4 yes Figure 1 A schematic diagram of a portion of the pressurization prevention device 100 is shown; and Figure 5 is a schematic diagram of a portion of a pressurization prevention device 100 for an aircraft door 1000 according to a non-limiting embodiment of the present invention, wherein the cover 10 is open.

[0093] Reference Figure 1 、 4 5 , the transmission assembly 30 may be disposed 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 .

[0094] 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 , and the first rocker arm assembly 32 may include a first arm 321 and a second arm 322 pivotally supported by the door body 200 .

[0095] Figure 6 is a schematic perspective view of a first rocker arm assembly 32 according to a non-limiting embodiment of the present invention; and Figure 7 yes Figure 6 A schematic force diagram of the first rocker arm assembly 32 is shown.

[0096] like Figure 6 As more clearly shown in FIG, 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 FIG. Figure 4 ), to allow 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, which can be welded or screwed to the door body 200.

[0097] In this way, the first link 311 is pivotally connected between the cover 10 and the first arm 321, for example, via joints (e.g., joints, ball joints, pivot joints, etc.) at both ends of the first link 311, to transmit the movement of the lock assembly 22 to the cover 10 via the first rocker arm assembly 32, thereby controlling the closing / opening of the cover 10.

[0098] Return to reference Figure 1-2 According to a non-limiting embodiment of the present invention, a drive device 40 may be attached to the lock assembly 22 to drive the lock assembly 22 to move between the locked position and the unlocked position. As an example, the drive device 40 may include an actuator (e.g., an actuator cylinder or a motor), a transmission rod, and corresponding joints to transmit power from the actuator to the latch mechanism 21 and / or the lock assembly 22 via the transmission rod.

[0099] For example, the driving device 40 can drive the latch transmission shaft 211 of the latch mechanism 21 to rotate to rotate between the latch position and the release position. Likewise, the driving device 40 can drive the lock transmission shaft 221 of the lock assembly 22 to rotate to rotate between the locked position and the unlocked position.

[0100] 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 transmitted to the transmission assembly 30, and the first rocker arm assembly 32 of the first connecting rod assembly 31 drives the cover plate 10 to pivot relative to the door body 200, thereby causing the cover plate 10 to close the opening 200A, and in the unlocked position, the rotational movement of the lock transmission shaft 221 causes the cover plate 10 to open the opening 200A.

[0101] As a preferred embodiment, in the locked position, the first arm 321 and the first connecting rod 311 can be substantially aligned, thereby forming a dead center position of the connecting rod mechanism. For example, the first angle α formed between the first arm 321 and the first connecting rod 311 is between -10 degrees and 10 degrees, and preferably, the first angle α is between -5 degrees and 5 degrees.

[0102] According to the present invention, Figure 4 The first angle α formed between the first arm 321 and the first link 311 is called a positive angle (for example, 10 degrees, 5 degrees, etc.). Figure 4 The center portion is inclined upward and to the right in the direction of the cover plate 10 relative to the longitudinal axis of the first arm 321 .

[0103] As an alternative embodiment, the first angle α formed between the first arm 321 and the first link 311 may be a negative angle (eg, -10 degrees, -5 degrees, etc.). Figure 4The illustrated embodiment is different and is tilted downward to the right relative to the longitudinal axis of the first arm 321 in the direction of the cover plate 10 (not shown).

[0104] With this setup, Figure 5 As shown, when the cover 10 is open and needs to be closed normally, the driving force from the drive device 40 is transmitted to the cover 10 via the transmission assembly 30, driving the cover 10 to close. After the cover 10 is closed, the lock assembly 20 can be simultaneously in the locked position. When the cover 10 is under 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 through the key shaft 323 and the second arm 322 to the remaining components of the transmission assembly (such as the second connecting rod 312), and ultimately transmitted to the lock transmission shaft 221.

[0105] like Figure 7 As shown in FIG, when the first angle α is 10 degrees, the force transmitted by the cover plate 10 to the first link 311 under load is F, and the force F is decomposed into F1 and F2 along the axial direction and the normal direction of the first arm 321, then F2 / F=sin10≈0.17.

[0106] When the first angle α is 5 degrees, F2 / F = sin5 ≈ 0.087. At this point, the first rocker arm assembly 32 reduces the output load to less than 10% of the input load. In other words, the load transmitted to the second arm 322 via the first arm 321 is one-tenth or less of the load transmitted to the first link 311 via the cover plate 10.

[0107] Therefore, the first rocker arm assembly 32 can be a proportional rocker arm, and due to the different load transfer ratios, the first arm 321 (or heavy-load rocker arm) and the second arm 322 (or light-load rocker arm) can use different materials, or use different part sizes or shapes (for example, the second arm 322 can use a smaller size), 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.

[0108] like Figure 5 As schematically shown in FIG, 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.

[0109] As an example, the second link 312 can 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. Figure 5 As shown, at this time, the cover 10 is in the open position, and the third arm 331 and the second connecting rod 312 can be substantially in a straight line.

[0110] For example, the second angle β formed between the third arm 331 and the second link 312 may be between -5 and 5 degrees. In other words, the absolute value of the second angle β formed between the third arm 331 and the longitudinal axis of the second link 312 does not exceed 5.

[0111] Return to reference Figure 1 The transmission assembly 30 may further include a second connecting rod assembly 34 and a third rocker arm assembly 35. The second connecting rod 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.

[0112] As an example and as Figure 1 As shown, the second link assembly 34 includes a third link 341 and a fourth link 342 pivotally coupled via a third rocker arm assembly 35. Specifically, the third link 341 can be pivotally coupled to the fourth arm 332 of the second rocker arm assembly 33 (also refer to Figure 5 ), and the fourth link 342 is drivingly connected 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.

[0113] As an example, the fourth link 342 may be directly coupled to the lock transmission shaft 221 of the lock assembly 22. Figure 1 In the illustrated embodiment, the transmission assembly 30 may be provided with a transmission rod 36, such that the fourth link 342 may be coupled to the lock transmission shaft 221 of the lock assembly 22 via the transmission rod 36. Rotation of the lock transmission shaft 221 thereby causes the transmission rod 36 to swing, which in turn translates into up-and-down movement of the fourth link 342, which in turn translates into left-and-right movement of the third link 341, which in turn translates into up-and-down movement of the second link 312 via the second rocker arm assembly 33, and which in turn translates into 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 10.

[0114] like Figure 1 As shown, the pressurization 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 toward the locked position.

[0115] The first biasing member 50 may be in the form of a closing spring that continuously provides a force to urge the lock assembly 22 toward the closed or locked position, ensuring that the lock assembly 22 is locked in place and prevents unlocking due to vibration, overload, etc. For example, both ends of the first biasing member 50 may be provided with joints, such as universal joints or joints, to accommodate changes in the attachment angle during movement.

[0116] In addition, the closing spring can balance the force or load acting on the cover 10 and transmitted to the lock transmission shaft 221 via the transmission assembly 30 to resist the opening force, thereby preventing the cover 10 from opening under working conditions such as negative pressure or water load.

[0117] As used herein, the terms "upward" and "downward" to indicate position or orientation, as well as the terms "first" and "second," etc., to indicate order, are intended solely to facilitate a better understanding of the present invention as presented in the preferred embodiments by those skilled in the art and are not intended to limit the present invention. Unless otherwise specified, all order, position, or orientation is used solely to distinguish one element / component / structure from another and, unless otherwise specified, does not imply any particular order, sequence of operations, direction, or orientation. For example, in alternative embodiments, a "first connecting rod" may be a "second connecting rod."

[0118] As used herein, unless otherwise indicated, the terms "substantially" and "approximately" are interpreted to mean plus or minus five percent of the value or range of values, or a deviation of plus or minus five percent of the shape and / or position.

[0119] In summary, the pressurization prevention device 100 for an aircraft cabin door according to an embodiment of the present invention overcomes the shortcomings of the prior art and achieves the intended purpose of the invention.

[0120] While the above description of the pressurization prevention device for an aircraft cabin door of the present invention has been provided in conjunction with preferred embodiments, those skilled in the art will recognize that the aforementioned embodiments are for illustrative purposes only and are not intended to limit the present invention. Therefore, various modifications and variations may be made to the present invention within the spirit of the appended claims, and such modifications and variations will fall within the scope of the appended claims.

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), comprising a latch mechanism (21) for latching the aircraft door and a lock assembly (22) for locking the latch mechanism (21) in the latched position; a transmission assembly (30) disposed between the cover plate (10) and the latch assembly (20), and comprising a first connecting rod assembly (31) and a first rocker arm assembly (32) pivotally coupled to the first connecting rod assembly (31); as well as a drive device (40) attached to the lock assembly (22) to drive the lock assembly (22) to move between a locked position and an unlocked position and to 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), wherein 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), the first link (311) is pivotally connected between the cover plate (10) and the first arm (321), 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 load to be transmitted between the first arm (321) and the second arm (322), 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 pressurization prevention device (100) for an aircraft cabin door according to claim 1, characterized in that: 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 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), The second link (312) is pivotally connected 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.

4. The pressurization prevention device (100) for an aircraft cabin door according to claim 3, characterized in that: The transmission assembly (30) further includes a second connecting rod assembly (34) 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).

5. The pressurization prevention device (100) for an aircraft cabin door according to claim 4, characterized in that: The second link assembly (34) includes a third link (341) and a fourth link (342) pivotally connected via a third rocker arm assembly (35), wherein the third link (341) is pivotally connected to the fourth arm (332) of the second rocker arm assembly (33), and the fourth link (342) is drivingly connected 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).

6. The pressurization prevention device (100) for an aircraft cabin door according to any one of claims 1 to 5, characterized in that: The lock assembly (22) comprises a lock transmission shaft (221), which is arranged in sections and fixed together via a coupling (222).

7. The pressurization prevention device (100) for an aircraft cabin door according to claim 6, characterized in that: Also included is a first biasing member (50) attached between the door body (200) and the lock transmission shaft (221) and biasing the lock assembly (22) toward the locked position.

8. The pressurization prevention device (100) for an aircraft cabin door according to any one of claims 1 to 5, 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) toward opening the opening (200A).

9. An aircraft, provided with a pressurization prevention device (100) according to any one of claims 1-8.

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