Door shield device and aircraft door arrangement

Abstract

The present invention relates to a door shield device disposed between an aircraft door and a door frame and comprising: a first holding member comprising a first end and an opposite second end, the first end being provided with a first receptacle; a second holding member having a through opening and attached to the first holding member at a first end of the first holding member such that the first accommodating portion and the through opening form an accommodating space; the bearing component is kept in the containing space and at least partially protrudes out of the penetrating opening in the direction away from the first keeping component, and the first containing part is arranged to prevent the bearing component from axially moving towards the first keeping component and at least partially allow deflection displacement of the bearing component relative to the first keeping component. The door stop device is convenient to produce and assemble, and can effectively release bending shear stress between the cabin door of the aircraft and a surrounding door frame structure when the cabin door of the aircraft is closed. In addition, the invention also relates to an aircraft cabin door arrangement.

Description

Technical Field

[0001] The present invention relates to a door stop device, in particular to a flexible door stop pin structure, which effectively stops between the cabin door and the surrounding door frame structure. In addition, the present invention also relates to an aircraft cabin door arrangement. Background Art

[0002] In the modern aviation field, the safety and performance of aircraft have always been the focus of attention. As an important component of the aircraft, the arrangement and structural design of the cabin door have an inestimable impact on the overall performance of the aircraft. In the current design of aircraft cabin door arrangements, the door stop pin, as a core functional component, undertakes multiple key missions.

[0003] In terms of aerodynamic performance and structural integrity, by adjusting the door stop pin structure, the step difference between the aircraft cabin door and the fuselage can be effectively adjusted to meet the requirements of laminar flow maintenance and the sealing requirements of the cabin door, thereby effectively preventing the intrusion of external air flow, noise, rainwater, etc., and ensuring the comfortable environment and safety performance inside the aircraft. On the other hand, the door stop pin structure also plays a key role in load transfer. When the fuselage of the aircraft is pressurized internally, corresponding loads will be generated on the cabin door. The door stop pin structure can reliably transfer these loads generated by the internal pressurization of the fuselage to the door frame assembly, thereby ensuring the effective transfer of loads between the cabin door assembly and the door frame assembly and maintaining the stability and safety of the cabin door structure.

[0004] However, in the case of fuselage pressurization, due to differences in stiffness (such as those caused by differences in the properties of the materials themselves) and assembly relationships between the cabin door assembly and the door frame assembly, problems of inconsistent coordinated deformation will occur, resulting in a relative movement tendency between the two, causing the door stop pin structure to bear additional bending and shear loads (for example, bending / shear combined loads). When this additional bending and shear load exceeds the bearing limit of the door stop pin structure, it will cause it to break, thus seriously affecting the safety and reliability of the aircraft cabin door. As a result, it breaks.

[0005] The inventors found the following two problems during the investigation of relevant market products: a) The door stop pin structure of the prior art is only a bolt with relatively high strength, which rigidly contacts and transfers loads between the door assembly and the door frame assembly, and cannot release the bending and shear loads generated by relative movement, resulting in stress concentration and fracture problems; b) The door stop pin structure of the prior art can only achieve a certain angle of deflection between the door assembly and the door frame assembly, alleviating the stress concentration problem of coordinated deformation between the cabin door assembly and the door frame assembly, but the bending and shear loads generated by the relative movement tendency between the two cannot be released. In addition, the manufacturing process of the door stop pin structure of some prior arts is complex, and the manufacturing and assembly costs are relatively high.

[0006] Therefore, it is necessary to improve the existing door stop device so as to provide an improved door stop device that can overcome one or more drawbacks existing in the prior art. Summary of the Invention

[0007] The object of the present invention is to provide a door stop device that can be applied to an aircraft to achieve effective stopping between the aircraft cabin door and the surrounding door frame structure, while eliminating the problem of inconsistent coordinated deformation caused by surface-to-surface contact, and avoiding or at least partially reducing the problem of shear stress or transverse stress concentration.

[0008] According to a first aspect of the present invention, there is provided a door stop device for an aircraft cabin door, which can be disposed between the aircraft cabin door and the door frame, and may include: a first holding member, the first holding member including a first end and an opposite second end, a first receiving portion being provided at the first end; a second holding member, the second holding member having a through opening and being attached to the first holding member at the first end of the first holding member, such that the first receiving portion and the through opening form a receiving space; and a load-bearing member, the load-bearing member being held in the receiving space and at least partially protruding from the through opening in a direction away from the first holding member, wherein the first receiving portion of the first holding member is configured to prevent axial movement of the load-bearing member towards the first holding member and at least partially allow deflection displacement of the load-bearing member relative to the first holding member.

[0009] Such a door stop device is convenient for production and assembly, and can reliably abut the cabin door against the surrounding door frame structure when the cabin door of the aircraft is closed (for example, closed from the inside outwards), so as to effectively release the bending and shear stresses between the aircraft cabin door and the surrounding door frame structure while restricting the relative axial movement therebetween, improving the reliability of the door stop device and the safety of the aircraft.

[0010] According to the above aspect of the present invention, preferably, the first receiving portion can be formed as a partially spherical recess, the through opening can be formed as a partially spherical socket, and the load-bearing member can be formed as a load-bearing ball, such that the load-bearing member can freely rotate in the receiving space.

[0011] In this way, through the spherical surface fit, point-to-surface contact can be achieved between the load-bearing member and the door frame, thereby adjusting the lateral offset between the aircraft cabin door and the surrounding door frame structure within a large range.

[0012] According to the above aspect of the present invention, preferably, the first receiving portion can be formed as a partially spherical recess, and the load-bearing member can include a first partially spherical section and a second section attached to the first section, wherein the first section can be fitted into the first receiving portion to freely rotate therein, and the second section at least partially extends through the through opening.

[0013] In this way, on the one hand, the lateral offset between the aircraft cabin door and the surrounding door frame structure can be adjusted within a large range through spherical mating. On the other hand, the processing difficulty of the second retaining member can be reduced (for example, avoiding the processing of spherical concave nests with high precision requirements), while still achieving the desired bending and shear stress release function.

[0014] According to the above aspect of the present invention, preferably, the through-opening can be a cylindrical opening, and the second section is a cylindrical section and the axial end can include an arc surface, wherein the circumferential dimension of the cylindrical section is smaller than the circumferential dimension of the cylindrical opening.

[0015] With this arrangement, the cylindrical section is allowed to deflect within the cylindrical opening without interference, while the bending and shear stress concentration can be relieved or reduced by means of the arc surface. For example, a point-to-surface contact can still be achieved between the load-bearing member and the door frame.

[0016] According to the above aspect of the present invention, preferably, an elastic member can further be included, and the elastic member is disposed in the gap between the second retaining member and the load-bearing member to allow the load-bearing member to deflect and move at least partially relative to the first retaining member and / or the second retaining member through the elastic deformation of the elastic member.

[0017] This arrangement avoids the undesired displacement or swing of the load-bearing member when it is not working by arranging the elastic member in the gap, while still allowing the controlled deflection movement of the load-bearing member to achieve the release of bending and shear stress.

[0018] According to the above aspect of the present invention, preferably, in order to better hold the elastic member and simplify the processing process, the through-opening can be a segmented cylindrical opening and can include a first step portion and an adjacent second step portion, and the circumferential dimension of the first step portion can be larger than the circumferential dimension of the second step portion, wherein the elastic member can be disposed at the first step portion and is blocked from displacement in the axial direction by the second step portion and the first section.

[0019] According to the above aspect of the present invention, preferably, a first attachment portion can be provided at the first end of the first retaining member, and the second retaining member can be provided with a second attachment portion, and the first attachment portion cooperates with the second attachment portion to attach the first retaining member to the second retaining member. This arrangement allows for the detachable connection of the first retaining member and the second retaining member, thus facilitating the installation and maintenance / replacement of the door stop device.

[0020] According to the above aspect of the present invention, preferably, a third attachment portion can be provided at the second end of the first retaining member for fixing to the aircraft cabin door or the door frame. The third attachment portion allows for the detachable installation of the door stop device and can adjust the step difference between the aircraft cabin door and the fuselage and the magnitude of the contact force (abutment force) between the aircraft cabin door and the door frame.

[0021] According to another aspect of the present invention, there is provided an aircraft door arrangement, which may include: a door stop device according to the above aspect; an aircraft door to which a first retaining member of the door stop device may be attached; and a door frame provided with a stop portion, against which a bearing member of the door stop device abuts in the pressurized state inside the cabin when the aircraft door is closed.

[0022] According to the above aspect of the present invention, in order to avoid or at least partially eliminate the problem of inconsistent coordinated deformation caused by surface-to-surface contact between the aircraft door and the door frame, preferably, a point-to-surface contact may be formed between the bearing member and the stop portion.

[0023] Thus, the door stop device of the present invention can meet the usage requirements, overcome the disadvantages of the prior art and achieve the predetermined purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to further clearly describe the door stop device 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 view of an aircraft door arrangement with a door stop device according to a non-limiting embodiment of the present invention; Figure 2 is Figure 1 a schematic view of a part of the shown aircraft door arrangement; Figure 3 is a schematic perspective view of a door stop device according to a non-limiting embodiment of the present invention; Figure 4 is a schematic cross-sectional view of a door stop device according to a non-limiting embodiment of the present invention; and Figure 5 is a schematic cross-sectional view of a door stop device according to another non-limiting embodiment of the present invention.

[0025] The above drawings are merely schematic and are not drawn to scale.

[0026] List of reference numerals in the drawings and embodiments: 1000 - aircraft door arrangement, including: 100 - door stop device, including: 10 - first retaining member, including: 11 - first end, including: 11A - first receiving portion; 11B - first attachment portion; 12 - second end, including: 12A - third attachment portion; 12B - adjustment seat; 20 - The second retaining member, comprising: 21 - The top part; 22 - The circumferential part; 20A - The through-opening, comprising: 201 - The first step portion; 202 - The second step portion; 20B - The second attachment portion; 30 - The load-bearing member, comprising: 31 - The first section; 32 - The second section; 40 - The elastic member; 200 - The aircraft cabin door; 210 - The nut; 300 - The door frame, comprising: 301 - The stop portion. Detailed implementation mode

[0027] 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 only 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.

[0028] The aircraft cabin door arrangement 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 door, ensure the safety of the cargo and the sealing of the door. The concept of the present invention will be described below by taking the cabin door that closes from the inside to the outside as an example with reference to the drawings. 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 by simple deformation.

[0029] Figure 1 is a schematic diagram of an aircraft cabin door arrangement 1000 with a door stop device 100 according to a non-limiting embodiment of the present invention, while Figure 2 is Figure 1 a schematic diagram of a part of the shown aircraft cabin door arrangement 1000.

[0030] As shown and by way of non-limiting example, the aircraft cabin door arrangement 1000 may mainly include a door stop device 100, an aircraft cabin door 200, a door frame 300, and various attachment structures (such as actuators or pivots, etc.).

[0031] As shown in the figure, the door stop device 100 can be arranged between the aircraft cabin door 200 and the door frame 300, such that when the aircraft cabin door 200 is closed, the door stop device 100 attached to the aircraft cabin door 200 abuts against the door frame 300, thereby ensuring that the aircraft cabin door 200 is closed in place to achieve desired functions, such as maintaining the aerodynamic shape of the aircraft, ensuring proper sealing of the cabin door, and load transfer, etc.

[0032] Figure 3 is a schematic perspective view of the door stop device 100 according to a non - limiting embodiment of the present invention, while Figure 4 is a schematic cross - sectional view of the door stop device 100 according to a non - limiting embodiment of the present invention.

[0033] As shown in the figure, the door stop device 100 can mainly include: a first holding member 10, a second holding member 20, a bearing member 30, etc.

[0034] The first holding member 10 can be a generally rod - shaped structure or a pin - shaped structure, and can include a first end 11 and an opposite second end 12. As an example, the first holding member 10 can be formed into a generally T - shaped rod - shaped structure.

[0035] The first end 11 of the first holding member 10 can have a larger diameter, and a first receiving portion 11A can be provided at the first end 11. For example, the first receiving portion 11A can be centrally provided at the end of the first end 11. The first receiving portion 11A can be formed into a partially spherical recess, such as a hemispherical recess, etc.

[0036] In addition, as Figure 4 schematically shown, a first attachment portion 11B can be provided at the first end 11 of the first holding member 10 for forming a detachable connection with the second attachment portion 20B of the second holding member 20. As an example, the first attachment portion 11B can be provided with a male thread, while the second attachment portion 20B can be provided with a female thread, so that they can be assembled together by a threaded connection.

[0037] A third attachment portion 12A can be provided at the second end 12 of the first holding member 10 for fixing to the aircraft cabin door or the door frame. The third attachment portion 12A can be a male thread provided on the outer surface of the first holding member 10, and can cooperate with the corresponding female thread on the aircraft cabin door 200 or the door frame 300 to achieve a detachable connection.

[0038] As Figure 2 schematically shown, the first holding member 10 can be connected to the aircraft cabin door 200 via the attachment portion, and the reliability of the threaded connection can be further enhanced by a fastener such as a nut 210.

[0039] In addition, asFigure 2 and 3 As schematically shown in 3 , an adjustment seat 12B may be provided at the second end 12 of the first holding member 10 so as to actuate the first holding member 10 to rotate by means of a corresponding tool, thereby adjusting its installation position and the like. As an example, the adjustment seat 12B may include an internal hexagonal notch for cooperating with a hexagonal wrench.

[0040] The second holding member 20 may be a generally cap-shaped structure and includes a generally flat top portion 21 and a circumferential portion 22 extending from the top portion 21. A through-opening 20A may be provided on the top portion 21, and the through-opening 20A may be disposed centrally. The circumferential portion 22 may form an annular structure and may be provided with a second attachment portion 20B. As described above, the second attachment portion 20B may be in threaded cooperation with the first attachment portion 11B to form a detachable connection structure.

[0041] In this way, the second holding member 20 may be attached to the first holding member 10 at the first end 11 of the first holding member 10 such that the first receiving portion 11A and the through-opening 20A form a receiving space.

[0042] It should be understood that although the first holding member 10 and the second holding member 20 shown in the present application in combination with the drawings are combined together via a threaded connection, in alternative embodiments, those skilled in the art may conceive of other types of connection methods, including but not limited to snap-fit, welding, adhesive connection, etc.

[0043] As an example, the through-opening 20A may be formed as a partially spherical socket portion, and the lower or inner dimension of the socket portion may be larger than its upper dimension (e.g., diameter). Additionally, preferably, the equivalent radius of the socket portion may be equal to the equivalent radius of the first receiving portion 11A such that when the second holding member 20 is connected to the first holding member 10, the socket portion may form a continuous spherical profile with the first receiving portion 11A, as Figure 4 shown.

[0044] The bearing member 30 may be held in the receiving space formed by the first receiving portion 11A and the through-opening 20A and may at least partially protrude from the through-opening 20A in a direction away from the first holding member 10. For example, as Figure 3 and 4 shown, it protrudes upward from the top portion 21 of the second holding member 20.

[0045] As a preferred embodiment and as schematically shown in Figure 4 , the first receiving portion 11A is formed as a partially spherical recess, the through-opening 20A is formed as a partially spherical socket portion, and the bearing member 30 is formed as a bearing ball such that the bearing member 30 can freely rotate in the receiving space. ​​

[0046] Preferably, the radius of the bearing member 30 may be equal to or slightly smaller than the equivalent radius of the spherical contour formed by the ball socket portion and the first receiving portion 11A. Additionally, in order to reduce the frictional force between the bearing member 30 and the receiving space, corresponding lubrication measures may be arranged therebetween, such as adding lubricating oil / grease, etc.

[0047] In this embodiment, the bearing member 30 is constrained in the receiving space such that the bearing member 30 cannot move axially and can only rotate freely in the receiving space. In this way, the first receiving portion 11A of the first retaining member 10 can prevent the axial movement of the bearing member 30 towards the first retaining member 10 and at least partially allow the deflection displacement of the bearing member 30 relative to the first retaining member 10. In this way, since the bearing member 30 can eliminate the relative movement tendency with respect to the door frame 300 by rolling, the bending and shear stresses in the transverse direction of the first retaining member 10 are released.

[0048] In particular, this arrangement allows a point-plane contact to be formed between the bearing member 30 and the stop portion 301, thereby eliminating the problem of inconsistent coordinated deformation caused by surface-to-surface contact and avoiding the problem of transverse stress concentration in the first retaining member 10. At this time, the surface of the stop portion 301 in contact with the bearing member 30 may be substantially planar, while the bearing member 30 has a spherical outer surface, thereby forming a substantially point-plane contact in an ideal situation (for example, without considering the elastic deformation of the contact portion, etc.).

[0049] Figure 5 is a schematic cross-sectional view of a door stop device 100 according to another non-limiting embodiment of the present invention. Except for the differences pointed out below, Figure 5 the shown door stop device 100 is the same as or similar to Figure 4 the shown door stop device 100, and the same or similar components are marked with the same reference numerals.

[0050] In Figure 5 the shown embodiment, the bearing member 30 includes a partially spherical first segment 31 and a second segment 32 attached to the first segment. For example, the second segment 32 may be a cylindrical segment and the axial end includes an arcuate surface or a partially spherical surface, and the through opening 20A is a cylindrical opening, and the circumferential dimension of the cylindrical segment may be smaller than the circumferential dimension of the cylindrical opening.

[0051] In this way, the first segment 31 can be fitted into the first receiving portion 11A to rotate freely therein, and the second segment 32 at least partially extends through the through opening 20A.

[0052] Additionally, as Figure 5As shown, the through opening 20A can be a segmented cylindrical opening and includes a first stepped portion 201 and an adjacent second stepped portion 202, and the circumferential dimension of the first stepped portion 201 can be greater than the circumferential dimension of the second stepped portion 202.

[0053] An elastic member 40 can be disposed in the gap between the second holding member 20 and the load-bearing member 30 to allow the load-bearing member 30 to deflect and move at least partially relative to the first holding member 10 and / or the second holding member 20 through elastic deformation of the elastic member 40.

[0054] Specifically and by way of example, the elastic member 40 can be a rubber washer and can be disposed at the first stepped portion 201 and be blocked from displacement in the axial direction by the second stepped portion 202 and the first segment 31.

[0055] It can be seen that in Figure 4 In the embodiment, the load-bearing member 30 is spherical and can eliminate the relative movement tendency relative to the aircraft door 200 or the door frame 300 by rolling, while in Figure 5 In the embodiment, the load-bearing member 30 can eliminate the relative movement tendency relative to the aircraft door 200 or the door frame 300 by deflection. Both of these arrangements can reliably release the lateral bending and shear stresses of the first holding member 10 and can achieve substantially the same technical effects.

[0056] As used herein, the terms "upward", "downward" representing orientation or direction and the terms "first", "second" used to represent 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, rather than for limiting 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 end" can be the "second end".

[0057] 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 there is a plus or minus five percent deviation in the shape and / or position.

[0058] In summary, the door stop device 100 according to the embodiments of the present invention overcomes the disadvantages in the prior art and achieves the intended invention purpose.

[0059] Although the door stop device of the present invention has been described above in conjunction with the preferred embodiments, those of ordinary skill in the art should recognize that the above examples are only for illustration and cannot be used as a limitation to the present invention. Therefore, various modifications and variations can be made to the present invention within the scope of 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 door stop device (100) for an aircraft cabin door, the door stop device being disposed between the aircraft cabin door and the door frame and comprising: A first retaining member (10), the first retaining member including a first end (11) and an opposite second end (12), a first receiving portion (11A) being provided at the first end; A second retaining member (20), the second retaining member having a through opening (20A) and being attached to the first retaining member (10) at the first end (11) of the first retaining member (10) such that the first receiving portion (11A) and the through opening (20A) form a receiving space; And A load-bearing member (30), the load-bearing member being held in the receiving space and at least partially protruding from the through opening (20A) in a direction away from the first retaining member (10), wherein the first receiving portion (11A) of the first retaining member (10) is configured to prevent axial movement of the load-bearing member (30) towards the first retaining member (10) and at least partially permit deflection displacement of the load-bearing member (30) relative to the first retaining member (10).

2. The door stop device (100) according to claim 1, characterized in that, The first receiving portion (11A) is shaped as a partially spherical recess, the through opening (20A) is shaped as a partially spherical socket, and the load-bearing member (30) is shaped as a load-bearing ball such that the load-bearing member (30) can freely rotate in the receiving space.

3. The doorstop device (100) according to claim 1, characterized in that, The first receiving portion (11A) is shaped as a partially spherical recess, and the load-bearing member (30) includes a partially spherical first segment (31) and a second segment (32) attached to the first segment, wherein the first segment (31) can fit into the first receiving portion (11A) to freely rotate therein, and the second segment (32) at least partially extends through the through opening (20A).

4. The door stop device (100) according to claim 3, characterized in that, The through opening (20A) is a cylindrical opening, and the second segment (32) is a cylindrical segment and the axial end includes an arcuate surface, wherein the circumferential dimension of the cylindrical segment is smaller than the circumferential dimension of the cylindrical opening.

5. The doorstop device (100) according to claim 3, characterized in that, An elastic member (40) is further included, the elastic member being disposed in the gap between the second retaining member (20) and the load-bearing member (30) to permit at least partial deflection movement of the load-bearing member (30) relative to the first retaining member (10) and / or the second retaining member (20) through elastic deformation of the elastic member (40).

6. The doorstop device (100) according to claim 5, characterized in that, The through opening (20A) is a segmented cylindrical opening and includes a first stepped portion (201) and an adjacent second stepped portion (202), the circumferential dimension of the first stepped portion (201) being larger than the circumferential dimension of the second stepped portion (202), wherein the elastic member (40) is disposed at the first stepped portion (201) and is prevented from displacement in the axial direction by the second stepped portion (202) and the first segment (31).

7. The doorstop device (100) according to any one of claims 1-6, characterized in that, The first end (11) of the first retaining member (10) is provided with a first attachment portion, and the second retaining member (20) is provided with a second attachment portion, and the first attachment portion cooperates with the second attachment portion to attach the first retaining member (10) to the second retaining member (20).

8. The doorstop device (100) according to any one of claims 1-6, characterized in that, The second end (12) of the first retaining member (10) is provided with a third attachment portion for fixing to the aircraft door or door frame.

9. An aircraft door arrangement, comprising: A door stop device (100) according to any one of claims 1-8; An aircraft door (200) to which the first retaining member (10) of the door stop device (100) is attached; and A door frame (300) provided with a stop portion (301), against which the bearing member (30) of the door stop device (100) abuts in the pressurized state inside the cabin when the aircraft door (200) is closed.

10. The aircraft cabin door arrangement according to claim 9, characterized in that, A point-surface contact is formed between the bearing member (30) and the stop portion (301).

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