Door stop device and aircraft door arrangement system

Abstract

The present invention relates to a door stop device, which is arranged between an aircraft door and a door frame and includes: a first retaining member including a first end and an opposite second end, a first receiving portion being provided at the first end; a second retaining member having a through-opening and attached to the first retaining member at the first end thereof, such that the first receiving portion and the through-opening form a receiving space; and a load-bearing member, which is retained in the receiving space and at least partially protrudes from the through-opening in a direction away from the first retaining member, wherein the first receiving portion is configured to prevent axial movement of the load-bearing member toward the first retaining member and at least partially allow deflection displacement of the load-bearing member relative to the first retaining member. This door stop device is easy to produce and assemble and can effectively release bending and shear stresses between the aircraft door and the surrounding door frame structure when the aircraft door is closed. In addition, the present invention also relates to an aircraft door arrangement system.

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 an aircraft door from moving forward and moving backward. The present invention also relates to an aircraft door arrangement system. Background Art

[0002] In modern aviation, aircraft safety and performance remain a focus of intense attention. As a crucial component, the layout and structural design of aircraft doors significantly impact overall performance. In current aircraft door layout designs, doorstops, as core functional components, fulfill multiple critical roles.

[0003] From the perspective of aerodynamic performance and structural integrity, by adjusting the door stop pin structure, the step difference between the aircraft door and the fuselage can be effectively adjusted to meet the laminar flow maintenance requirements and the sealing requirements of the door, thereby effectively preventing the intrusion of external airflow, noise, and rainwater, 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 aircraft fuselage is pressurized, corresponding loads will be generated on the 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 door assembly and the door frame assembly, and maintaining the stability and safety of the door structure.

[0004] However, when the fuselage is pressurized, differences in stiffness (e.g., due to differences in material properties) and assembly relationships between the door assembly and the door frame assembly can lead to inconsistent coordinated deformation. This can cause relative motion between the two, subjecting the door stop pin structure to additional bending and shear loads (e.g., combined bending and shear loads). When these additional bending and shear loads exceed the door stop pin's tolerance limit, they can fracture, seriously impacting the safety and reliability of the aircraft door.

[0005] The inventor discovered the following two problems when researching related market products:

[0006] a) The existing door stop pin structure is simply a high-strength bolt, which transmits loads through rigid contact between the door assembly and the door frame assembly. This fails to release the bending and shear loads generated by relative movement, leading to stress concentration and fracture.

[0007] b) Existing door stop pin structures only allow for a certain degree of deflection between the door assembly and the door frame assembly, alleviating stress concentration caused by coordinated deformation between the door assembly and the door frame assembly. However, they fail to relieve the bending and shear loads generated by the relative motion between the two. Furthermore, some existing door stop pin structures are complex to manufacture and assembly, resulting in high costs.

[0008] Therefore, there is a need to improve the door stop device of the prior art so as to provide an improved door stop device that can overcome one or more disadvantages of the prior art. Summary of the Invention

[0009] The object of the present invention is to provide a door stop device that can be used on 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 lateral stress concentration.

[0010] According to a first aspect of the present invention, a door stop device for an aircraft cabin door is proposed, which can be arranged between the aircraft cabin door and the door frame, and can include: a first retaining member, the first retaining member including a first end and an opposite second end, and a first accommodating portion is provided at the first end; a second retaining member, the second retaining member having a through opening and attached to the first retaining member at the first end of the first retaining member, so that the first accommodating portion and the through opening form an accommodating space; and a load-bearing member, the load-bearing member is retained in the accommodating space and at least partially protrudes from the through opening in a direction away from the first retaining member, wherein the first accommodating portion of the first retaining member is arranged to prevent axial movement of the load-bearing member toward the first retaining member and at least partially allow deflection displacement of the load-bearing member relative to the first retaining member.

[0011] This door stop device is easy to produce and assemble, and can make the aircraft door reliably abut against the surrounding door frame structure when the aircraft door is closed (for example, closed from the inside to the outside), so as to effectively release the bending and shear stress between the aircraft door and the surrounding door frame structure while limiting the relative axial movement between the two, thereby improving the reliability of the door stop device and the safety of the aircraft.

[0012] According to the above aspects of the present invention, preferably, the first accommodation portion can be formed as a partially spherical recess, the through opening can be formed as a partially spherical socket, and the bearing member can be formed as a bearing ball, so that the bearing member can rotate freely in the accommodation space.

[0013] In this way, through spherical fit, point-surface contact can be achieved between the load-bearing component and the door frame, thereby adjusting the lateral offset between the aircraft cabin door and the surrounding door frame structure within a wide range.

[0014] According to the above aspects of the present invention, preferably, the first accommodating portion can be formed as a partially spherical recess, and the supporting member can include a partially spherical first segment and a second segment attached to the first segment, wherein the first segment can be fitted into the first accommodating portion to rotate freely therein, and the second segment extends at least partially through the through opening.

[0015] In this way, on the one hand, the lateral offset between the aircraft door and the surrounding door frame structure can be adjusted within a larger range through spherical matching; on the other hand, the processing difficulty of the second retaining member can be reduced (for example, the processing of the spherical recess with high precision requirements can be avoided) while still achieving the desired bending and shear stress release function.

[0016] According to the above aspect of the present invention, preferably, the through opening may be a cylindrical opening, and the second section may be a cylindrical section and the axial end may include an arcuate surface, wherein the circumferential dimension of the cylindrical section is smaller than the circumferential dimension of the cylindrical opening.

[0017] This arrangement allows the cylindrical section to deflect within the cylindrical opening without interference, while the curved surface can be used to alleviate or reduce bending and shear stress concentration. For example, point-surface contact can still be achieved between the load-bearing member and the door frame.

[0018] According to the above aspects of the present invention, preferably, it can also include an elastic member, which is arranged in the gap between the second retaining member and the load-bearing member to allow the load-bearing member to at least partially deflect and move relative to the first retaining member and / or the second retaining member through elastic deformation of the elastic member.

[0019] This arrangement avoids undesired displacement or swinging of the load-bearing member when not in operation by arranging the elastic member in the gap, while still allowing controlled deflection movement of the load-bearing member to achieve the release of bending and shear stresses.

[0020] According to the above aspects of the present invention, preferably, in order to better maintain the elastic member and simplify the processing technology, 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 arranged at the first step portion and prevented from displacement in the axial direction by the second step portion and the first segment.

[0021] According to the above aspects of the present invention, preferably, the first end of the first retaining member may be provided with a first attachment portion, and the second retaining member may be provided with a second attachment portion, the first attachment portion cooperating with the second attachment portion to attach the first retaining member to the second retaining member. This arrangement allows for a detachable connection between the first and second retaining members, thereby facilitating installation and repair / replacement of the door stop device.

[0022] According to the above aspects of the present invention, the second end of the first retaining member may preferably be provided with a third attachment portion for securing to an aircraft door or door frame. This third attachment portion allows for detachable installation of the doorstop device and adjusts the step difference between the aircraft door and the fuselage, as well as the engagement force (abutment force) between the aircraft door and the door frame.

[0023] According to another aspect of the present invention, an aircraft cabin door arrangement system is proposed, which may include: a door stop device according to the above aspects; an aircraft cabin door, to which a first retaining member of the door stop device can be attached; and a door frame, the door frame being provided with a stop portion, and when the cabin is pressurized when the aircraft cabin door is closed, the load-bearing member of the door stop device abuts against the stop portion.

[0024] According to the above aspects of the present invention, in order to avoid or at least partially eliminate the problem of inconsistent coordinated deformation between the aircraft door and the door frame due to surface-to-surface contact, preferably, point-to-surface contact can be formed between the bearing member and the stop portion.

[0025] Therefore, the door stop device of 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

[0026] In order to further clearly describe the door stop device 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:

[0027] Figure 1 is a schematic diagram of an aircraft door arrangement system with a door stop device according to a non-limiting embodiment of the present invention;

[0028] Figure 2 yes Figure 1 A schematic diagram of a portion of an aircraft door arrangement system is shown;

[0029] Figure 3 is a schematic perspective view of a door stop device according to a non-limiting embodiment of the present invention;

[0030] Figure 4 is a schematic cross-sectional view of a door stop device according to a non-limiting embodiment of the present invention; and

[0031] Figure 5 is a schematic cross-sectional view of a door stop device according to another non-limiting embodiment of the present invention.

[0032] The above drawings are merely schematic and are not drawn strictly to scale.

[0033] List of reference numerals in the figures and embodiments:

[0034] 1000 - Aircraft door arrangement system, including:

[0035] 100-Door stop device, including:

[0036] 10-First retaining member, comprising:

[0037] 11 - First end, including:

[0038] 11A-first accommodating portion;

[0039] 11B-first attachment portion;

[0040] 12 - Second end, including:

[0041] 12A-third attachment;

[0042] 12B - Adjustable seat;

[0043] 20-Second retaining member, comprising:

[0044] 21 - top part;

[0045] 22 - circumferential part;

[0046] 20A - Through opening, including:

[0047] 201-first step;

[0048] 202-second step;

[0049] 20B-second attachment portion;

[0050] 30 - Load-bearing components, including:

[0051] 31 - first section;

[0052] 32 - Second section;

[0053] 40-elastic member;

[0054] 200 - aircraft door;

[0055] 210-nut;

[0056] 300 - Door frame, including:

[0057] 301-Stop portion. DETAILED DESCRIPTION

[0058] 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.

[0059] The aircraft door arrangement system is an important structure on the aircraft, which is used to ensure the structural integrity and sealing of the aircraft and allow pressurization inside the aircraft fuselage. The aircraft door can be closed from the outside to the inside, or from the inside to the outside. For example, some cargo aircraft may include a cargo door that closes 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 following will illustrate the concept of the present invention with reference to the accompanying drawings using a door that closes from the inside to the outside as an example, but it should be understood that those skilled in the art can also apply the present invention to a door that closes from the outside to the inside through simple modifications.

[0060] Figure 1 is a schematic diagram of an aircraft door arrangement system 1000 with a door stop device 100 according to a non-limiting embodiment of the present invention, and Figure 2 yes Figure 1 A schematic diagram of a portion of an aircraft door arrangement system 1000 is shown.

[0061] As shown in the figure and as a non-limiting example, the aircraft door arrangement system 1000 may mainly include a door stop device 100 , an aircraft door 200 , a door frame 300 , and various attachment structures (eg, actuators or pivots, etc.).

[0062] As shown in the figure, the door stop device 100 can be set between the aircraft cabin door 200 and the door frame 300, so 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 the desired functions, such as maintaining the aerodynamic shape of the aircraft, ensuring proper sealing and load transfer of the cabin door, etc.

[0063] Figure 3 is a schematic perspective view of a door stop device 100 according to a non-limiting embodiment of the present invention, and Figure 4 is a schematic cross-sectional view of a door stop device 100 according to a non-limiting embodiment of the present invention.

[0064] As shown in the figure, the door stop device 100 may mainly include: a first retaining member 10, a second retaining member 20 and a bearing member 30, etc.

[0065] The first retaining member 10 may be a generally rod-shaped structure or a pin-shaped structure, and may include a first end 11 and an opposite second end 12. As an example, the first retaining member 10 may be shaped as a generally T-shaped rod-shaped structure.

[0066] The first end 11 of the first retaining member 10 may have a larger diameter, and a first receiving portion 11A may be provided at the first end 11. For example, the first receiving portion 11A may be centrally provided at the distal end of the first end 11. The first receiving portion 11A may be shaped as a partially spherical recess, for example, a hemispherical recess, etc.

[0067] In addition, if Figure 4 As schematically shown in FIG, the first end 11 of the first retaining member 10 may be provided with a first attachment portion 11B to form a detachable connection with the second attachment portion 20B of the second retaining member 20. As an example, the first attachment portion 11B may be provided with a male thread, and the second attachment portion 20B may be provided with a female thread, so that they can be assembled together by a threaded connection.

[0068] The second end 12 of the first retaining member 10 may be provided with a third attachment portion 12A for securing to an aircraft door or door frame. The third attachment portion 12A may be a male thread provided on the outer surface of the first retaining member 10 and may mate with a corresponding female thread on the aircraft door 200 or door frame 300 to achieve a detachable connection.

[0069] like Figure 2 As schematically shown in FIG, the first retaining member 10 may be connected to the aircraft door 200 via an attachment portion, and the reliability of the threaded connection may be further enhanced via a fastener such as a nut 210.

[0070] In addition, if Figure 2 and 3 As schematically shown in FIG, an adjustment receptacle 12B may be provided at the second end 12 of the first retaining member 10 so as to actuate the first retaining member 10 to rotate with the aid of a corresponding tool, thereby adjusting its installation position, etc. As an example, the adjustment receptacle 12B may include a hexagonal recess so as to cooperate with a hexagonal wrench.

[0071] The second retaining member 20 may be a generally cap-shaped structure including a generally flat top portion 21 and a peripheral portion 22 extending from the top portion 21. A through-opening 20A may be provided in the top portion 21, which may be centrally located. The peripheral 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 threadedly engaged with the first attachment portion 11B to form a detachable connection.

[0072] 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 accommodation portion 11A and the through-opening 20A form an accommodation space.

[0073] It should be understood that although the first retaining member 10 and the second retaining member 20 shown in the present application in conjunction with the accompanying 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-fitting, welding, adhesive connection, etc.

[0074] As an example, the through opening 20A can be formed as a partially spherical socket portion, and the lower or inner dimension of the socket portion can be larger than its upper dimension (e.g., diameter). In addition, preferably, the equivalent radius of the socket portion can be equal to the equivalent radius of the first receiving portion 11A, so that when the second retaining member 20 is connected to the first retaining member 10, the socket portion can form a continuous spherical contour with the first receiving portion 11A, as shown in FIG. Figure 4 shown.

[0075] The bearing member 30 may be held in the accommodation space formed by the first accommodation 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, Figure 3 and 4 As shown, it protrudes upwardly from the top portion 21 of the second retaining member 20 .

[0076] As a preferred embodiment and Figure 4 As schematically shown in FIG, the first accommodation portion 11A is formed as a partially spherical recess, the through opening 20A is formed as a partially spherical socket, and the bearing member 30 is formed as a bearing ball, so that the bearing member 30 can rotate freely in the accommodation space.

[0077] Preferably, the radius of the bearing member 30 can be equal to or slightly smaller than the equivalent radius of the spherical profile formed by the socket portion and the first receiving portion 11A. In addition, to reduce the friction between the bearing member 30 and the receiving space, appropriate lubrication measures can be arranged therebetween, such as adding lubricating oil / grease.

[0078] In this embodiment, the load-bearing member 30 is constrained within the accommodation space, preventing axial movement and allowing only free rotation within the accommodation space. Thus, the first accommodation portion 11A of the first retaining member 10 prevents axial movement of the load-bearing member 30 toward the first retaining member 10 while at least partially permitting rotational displacement of the load-bearing member 30 relative to the first retaining member 10. This eliminates the tendency of relative movement of the load-bearing member 30 relative to the door frame 300 by rolling, thereby relieving lateral bending and shear stresses in the first retaining member 10.

[0079] In particular, this arrangement allows for point-to-surface contact between the load-bearing member 30 and the stopper 301, thereby eliminating the problem of inconsistent coordinated deformation caused by surface-to-surface contact and avoiding the problem of lateral stress concentration in the first retaining member 10. In this case, the contact surface between the stopper 301 and the load-bearing member 30 can be substantially planar, while the load-bearing member 30 has a spherical outer surface. Under ideal circumstances (e.g., ignoring elastic deformation of the contacting portions), substantially point-to-surface contact is achieved.

[0080] Figure 5 is a schematic cross-sectional view of a door stop device 100 according to another non-limiting embodiment of the present invention. Figure 5 The door stop device 100 is shown with Figure 4 The door stop devices 100 shown are the same or similar, and the same or similar components are labeled with the same reference numerals.

[0081] exist Figure 5 In the illustrated embodiment, the carrier 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 with an axial end including an arcuate surface or a partially spherical surface, while 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.

[0082] In this way, the first section 31 can be fitted to the first accommodation portion 11A to freely rotate therein, and the second section 32 at least partially extends through the through-opening 20A.

[0083] In addition, if Figure 5 As shown, the through opening 20A may be a segmented cylindrical opening and include a first step portion 201 and an adjacent second step portion 202 . The circumferential dimension of the first step portion 201 may be greater than the circumferential dimension of the second step portion 202 .

[0084] An elastic member 40 may be provided in a gap between the second holding member 20 and the bearing member 30 to allow the bearing member 30 to at least partially deflect and move relative to the first holding member 10 and / or the second holding member 20 through elastic deformation of the elastic member 40 .

[0085] Specifically and as an example, the elastic member 40 may be a rubber gasket and may be provided at the first step 201 and prevented from displacement in the axial direction by the second step 202 and the first section 31 .

[0086] It can be seen that in Figure 4 In the embodiment of the present invention, the load-bearing member 30 is spherical and can eliminate the tendency of relative movement relative to the aircraft door 200 or the door frame 300 by rolling. Figure 5 In the embodiment of 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 arrangements can reliably release the transverse bending and shear stress of the first retaining member 10 and can achieve substantially the same technical effect.

[0087] As used herein, the terms "upward" and "downward" to indicate position or orientation, as well as the terms "first" and "second" 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, "first end" may be "second end."

[0088] 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.

[0089] In summary, the door stop device 100 according to the embodiment of the present invention overcomes the shortcomings of the prior art and achieves the intended purpose of the invention.

[0090] Although the door stop device of the present invention has been described above in conjunction with preferred embodiments, those skilled in the art will recognize that the above examples 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 claims, and such modifications and variations will fall within the scope of the claims.

Claims

1. A door stop device (100) for an aircraft cabin door, the door stop device being arranged between the aircraft cabin door and a door frame, and comprising: a first retaining member (10), the first retaining member comprising a first end (11) and an opposite second end (12), the first end being provided with a first accommodating portion (11A); a second retaining member (20) having a through-opening (20A) and attached to the first retaining member (10) at the first end (11) of the first retaining member (10) such that the first accommodation portion (11A) and the through-opening (20A) form an accommodation space; as well as a bearing member (30) held in the accommodation space and at least partially protruding from the through-opening (20A) in a direction away from the first retaining member (10), The first accommodating portion (11A) of the first retaining member (10) is configured to prevent the bearing member (30) from axially moving toward the first retaining member (10) and at least partially allow the bearing member (30) to be deflected and displaced relative to the first retaining member (10).

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

3. The door stop device (100) according to claim 1, characterized in that: The first receiving portion (11A) is shaped as a partially spherical recess, and the bearing member (30) includes a partially spherical first section (31) and a second section (32) attached to the first section, wherein the first section (31) is capable of fitting into the first receiving portion (11A) so as to rotate freely therein, and the second section (32) extends at least partially 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 section (32) is a cylindrical section and an axial end thereof includes an arcuate surface, wherein the circumferential dimension of the cylindrical section is smaller than the circumferential dimension of the cylindrical opening.

5. The door stop device (100) according to claim 3, characterized in that: The invention also includes an elastic member (40) which is arranged in a gap between the second retaining member (20) and the bearing member (30) so as to allow the bearing member (30) to at least partially deflect and move relative to the first retaining member (10) and / or the second retaining member (20) through elastic deformation of the elastic member (40).

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

7. The door stop 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, the first attachment portion cooperating with the second attachment portion to attach the first retaining member (10) to the second retaining member (20).

8. The door stop 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 system, comprising: The door stop device (100) according to any one of claims 1 to 8; An aircraft cabin door (200), the first retaining member (10) of the door stop device (100) being attached to the aircraft cabin door (200); and A door frame (300) is provided with a stopper (301), wherein when the aircraft cabin door (200) is closed and the cabin is pressurized, the bearing member (30) of the door stop device (100) abuts against the stopper (301).

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

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