A double external handle mechanism for aircraft cabin doors

Abstract

This invention discloses a dual external handle mechanism for aircraft doors, belonging to the field of aerospace equipment technology. It includes a housing and a lock handle assembly and a latch handle assembly rotatably mounted within the housing. The lock handle assembly includes a lock handle body and a first transmission component connecting the lock handle body to the door locking mechanism. The latch handle assembly includes a latch handle body and a second transmission component connecting the latch handle body to the door latch mechanism. The dual external handle mechanism also includes a limiting component. When the lock handle assembly is in a first position, the limiting component constrains the latch handle assembly; when the lock handle assembly switches to a second position, the limiting component releases the constraint on the latch handle assembly, allowing the latch handle assembly to operate independently. This invention achieves independent unlocking and latching operations by driving the locking and latching mechanisms separately with dual handles, under the timing control of the limiting component. This simplifies the transmission relationship, reduces operating force, and improves maintenance convenience.

Description

Technical Field

[0001] This invention relates to the field of aerospace equipment technology, and in particular to a double external handle mechanism for aircraft cabin doors. Background Technology

[0002] Aircraft doors are important moving parts in the fuselage structure. During the operation of civil aircraft, especially wide-body aircraft, the doors need to be repeatedly opened and closed under various conditions such as pressurization and depressurization. Therefore, the door operating mechanism not only needs to withstand certain aerodynamic loads and pressurization loads, but also needs to meet the safety requirements of airworthiness regulations for the door locking system.

[0003] Currently, hatch operating mechanisms generally use an external handle as the operating input device. The handle drives an internal transmission mechanism, which in turn moves the latch and lock sequentially to unlock and open the hatch. In existing technology, a single-handle solution is a common implementation method, where one handle handles all the functions of unlocking and latch release.

[0004] However, because a single handle needs to complete two actions within one operating stroke, the internal transmission relationship is relatively complex, increasing the risk of jamming; the force required during operation is also often relatively large, placing a heavy physical burden on the operator. At the same time, a single handle requires high precision in the manufacturing and assembly of components, making maintenance less convenient. Summary of the Invention

[0005] The purpose of this invention is to provide a double external handle mechanism for aircraft cabin doors, so as to solve the technical problems of complex internal transmission relationship, large operating force, and inconvenient maintenance of single handle mechanism for middle cabin doors in the prior art.

[0006] To achieve this objective, the present invention adopts the following technical solution: A dual external handle mechanism for an aircraft cabin door, comprising: The housing is fixedly installed on the outside of the hatch, and the interior of the housing forms an installation space. A lock handle assembly is rotatably mounted inside the housing. The lock handle assembly includes a lock handle body and a first transmission component connected between the lock handle body and the door lock mechanism. A latch handle assembly is rotatably mounted inside the housing and is arranged longitudinally at intervals from the lock handle assembly. The latch handle assembly includes a latch handle body and a second transmission component connected between the latch handle body and the hatch latch mechanism. A limiting member is disposed between the lock handle assembly and the latch handle assembly; The lock handle assembly has a first position and a second position. When the lock handle assembly is in the first position, the limiting member constrains the latch handle assembly so that the latch handle assembly cannot move. When the lock handle assembly switches from the first position to the second position, the limiting member releases the constraint on the latch handle assembly, and the latch handle assembly can move independently.

[0007] Preferably, the lock handle assembly further includes a lock handle shaft and a support. The support is fixedly installed inside the housing, the lock handle shaft is rotatably supported on the support, the lock handle body is fixedly connected to the lock handle shaft, and the first transmission component is a crank. One end of the crank is fixedly connected to the lock handle shaft, and the other end is hinged to the connecting rod of the door lock mechanism.

[0008] Preferably, the latch handle assembly further includes a latch handle shaft, which is rotatably mounted inside the housing and located below the latch handle shaft. The latch handle body is fixedly connected to the latch handle shaft. The second transmission component is a rocker arm, one end of which is fixedly connected to the latch handle shaft, and the other end is hinged to the connecting rod of the door latch mechanism.

[0009] Preferably, the lock handle assembly further includes a cover plate structure, a cover plate pivot, and a return torsion spring. The cover plate structure is rotatably connected to the lock handle body via the cover plate pivot. The return torsion spring is sleeved on the cover plate pivot. One end of the return torsion spring is connected to the lock handle body, and the other end is connected to the cover plate structure. Under the elastic action of the return torsion spring, the cover plate structure has a tendency to close onto the lock handle body.

[0010] Preferably, the cover plate structure is provided with rollers, and the housing is provided with guide members. The rollers are rotatably mounted on the cover plate structure, and the guide members have guide surfaces. When the lock handle assembly switches between the first position and the second position, the rollers roll along the guide surfaces, and the cover plate structure opens or closes under the rolling cooperation of the rollers and the guide surfaces.

[0011] Preferably, during the process of switching the lock handle assembly from the second position to the first position, the roller rolls along the guide surface and pushes the cover plate structure to overcome the elastic force of the reset torsion spring and flip upward to open. When the lock handle assembly reaches the first position, the roller disengages from the guide surface, and the cover plate structure automatically closes on the lock handle body under the elastic action of the reset torsion spring.

[0012] Preferably, a limiting and stopping structure is also included, which includes a limiter and a stop pin. The limiter is fixedly disposed in the housing, and the stop pin is fixedly disposed on the lock handle body and / or the latch handle body. When the lock handle assembly is in the first position or the second position, the stop pin abuts against the limiter to limit the travel limit position of the lock handle assembly.

[0013] Preferably, the lock handle assembly further includes a booster spring and a limit adjustment screw. One end of the booster spring is connected to the housing and the other end is connected to the lock handle body. The limit adjustment screw is disposed inside the housing and abuts against the lock handle body to adjust the stopping angle of the lock handle assembly in the second position.

[0014] Preferably, the lock handle assembly further includes a four-bar linkage mechanism connected between the lock handle body and the housing. When the lock handle assembly is in the first position, the four-bar linkage mechanism is in an over-center self-locking state.

[0015] Preferably, the limiting member includes a first stop and a second stop; the first stop is fixedly disposed on the movement path of the lock handle assembly, and the second stop is fixedly disposed on the movement path of the latch handle assembly; when the lock handle assembly is in the first position, the first stop and the second stop form an abutment interference along the movement direction of the latch handle assembly to constrain the movement of the latch handle assembly; when the lock handle assembly switches from the first position to the second position, the first stop moves with the lock handle assembly and separates from the second stop to release the constraint on the latch handle assembly.

[0016] The beneficial effects of this invention are: The dual external handle mechanism for aircraft doors proposed in this invention forms two independent and sequentially controllable transmission paths corresponding to the door locking mechanism and the door latch mechanism, respectively, through a locking handle assembly and a latch handle assembly. Specifically, the locking handle assembly drives the locking mechanism through a first transmission member, while the latch handle assembly drives the latch mechanism through a second transmission member. A clear temporal constraint relationship is established between the two by a limiting member. During operation, when the locking handle assembly is in the first position, the limiting member constrains the latch handle assembly, preventing it from making any movement. This ensures that the unlocking operation takes precedence over the latching operation, effectively avoiding operational logic disorder caused by misoperation. When the operator drives the locking handle assembly from the first position to the second position, the movement of the locking handle assembly causes the limiting member to release the constraint on the latch handle assembly. At this time, the latch handle assembly gains independent freedom of movement, and the operator can operate the latch handle body independently to drive the latch mechanism to perform the latching action via the second transmission member. Since the locking and latching actions are completed independently by different handle components, each transmission component only needs to transmit the driving force required by the corresponding single functional module. There is no longer a need to integrate multi-level linkage conversion in the same transmission chain. Therefore, the number of friction pairs and torque inflection points in the transmission path are effectively reduced. This not only reduces the risk of transmission jamming, but also clearly separates the forces applied by the operator during the unlocking and latching stages. Each stage only needs to overcome the working resistance of the corresponding mechanism itself. Compared with the situation where the combined resistance of the lock and latch needs to be overcome in one stroke when using a single handle compound drive, the double external handle mechanism provided by this invention effectively reduces the peak force of each operation stage and reduces the physical burden on the operator. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the double external handle mechanism for an aircraft cabin door provided in an embodiment of the present invention at one angle; Figure 2 This is a schematic diagram of the double external handle mechanism for an aircraft cabin door provided in an embodiment of the present invention from another angle; Figure 3 This is a structural schematic diagram of the lock handle assembly provided in an embodiment of the present invention from one angle; Figure 4 This is a structural schematic diagram of the lock handle assembly provided in an embodiment of the present invention from another angle; Figure 5 This is a schematic diagram of the latch handle assembly provided in an embodiment of the present invention at one angle; Figure 6 This is a schematic diagram of the latch handle assembly provided in an embodiment of the present invention from another angle.

[0018] In the picture: 1. Lock handle assembly; 11. Lock handle body; 12. First transmission component; 13. Lock handle shaft; 14. Support; 15. Cover plate structure; 16. Cover plate shaft; 17. Return torsion spring; 18. Assist spring; 2. Latch handle assembly; 21. Latch handle body; 22. Second transmission component; 23. Latch handle shaft; 3. Limiting components. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0020] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] In the description of this invention, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0023] See Figures 1 to 6The dual external handle mechanism for an aircraft cabin door provided in this embodiment of the invention includes a housing, a locking handle assembly 1, a latch handle assembly 2, and a limiting member 3. The housing is fixedly installed on the outside of the cabin door, and an installation space is formed inside the housing. The locking handle assembly 1 is rotatably installed inside the housing, and includes a locking handle body 11 and a first transmission member 12 connecting the locking handle body 11 to the cabin door locking mechanism. The latch handle assembly 2 is rotatably installed inside the housing and is arranged longitudinally at intervals from the locking handle assembly 1. The latch handle assembly 2 includes a latch handle body 21 and a second transmission member 22 connecting the latch handle body 21 to the cabin door latch mechanism. The limiting member 3 is disposed between the locking handle assembly 1 and the latch handle assembly 2.

[0024] The lock handle assembly 1 has a first position and a second position. When the lock handle assembly 1 is in the first position, the limiting member 3 constrains the latch handle assembly 2 so that the latch handle assembly 2 cannot move. When the lock handle assembly 1 switches from the first position to the second position, the limiting member 3 releases the constraint on the latch handle assembly 2, and the latch handle assembly 2 can move independently.

[0025] As the installation foundation and load-bearing body of the entire mechanism, the shell is fixedly installed on the outside of the hatch. The interior of the shell forms an installation space for accommodating components such as the lock handle assembly 1, the latch handle assembly 2, and the limiting member 3. Specifically, the shell is not a single box-shaped component independently attached to the hatch, but is enclosed by the hatch longitudinal beam, the hatch transverse beam, and the airtight cover plate.

[0026] The door longitudinal beams and door transverse beams, serving as the load-bearing skeleton of the door structure, not only provide natural structural support for the shell construction but also allow the shell to be directly enclosed by the existing door frame, eliminating the need for additional heavy independent shell panels. This effectively reduces the added weight of the mechanism while ensuring the overall structural rigidity and strength of the shell, thus meeting the aircraft's lightweight design requirements. The airtight cover seals the outside of the opening formed by the longitudinal and transverse beams, defining the aforementioned installation space together with the beams. The airtight cover can be removed relative to the door to facilitate the operation and maintenance of the various handle assemblies and transmission components within the installation space during assembly or subsequent maintenance.

[0027] Furthermore, since aircraft doors must withstand the pressure difference between the inside and outside of the cabin during flight, the doors themselves must possess excellent airtightness. The shell, fixedly installed on the outside of the door, must also ensure reliable sealing at its connection point to prevent external moisture or water from seeping into the door's internal structure through the interface between the shell and the door. To this end, a surface seal is installed on the mating surface between the shell and the door. This surface seal is continuously arranged along the periphery of the mating area between the shell and the door, and can elastically deform when the shell is pressed against the outside of the door, thereby filling the microscopic gaps between the mating surfaces and forming a reliable surface seal. Simultaneously, corner seals are installed at the corners and edge junctions where the shell and door connect. These corner seals can supplement the sealing of corner and transition areas that the surface seals cannot completely cover, effectively blocking the path of moisture seeping in along the edge of the installation interface by filling the structural gaps between the shell and the door. The mating surface seal and the filler seal work together to form a multi-layered sealing barrier at the shell installation point, which not only ensures the integrity of the original airtight boundary of the hatch, but also avoids corrosion or frost damage to the internal transmission components caused by long-term accumulation of moisture at the bottom of the shell.

[0028] Furthermore, considering that aircraft doors inevitably encounter intrusion of liquid media such as rainwater, condensation, or cleaning fluid during use, even if the sealing structure can block most external moisture, a small amount of liquid water may still accumulate inside the shell due to condensation caused by temperature changes. Therefore, a drain hole is provided at the bottom of the shell, running through the lowest point of the shell, allowing liquid water entering the installation space to collect and drain out of the shell under gravity, effectively preventing liquid water from remaining in the installation space for extended periods.

[0029] The lock handle assembly 1 also includes a lock handle shaft 13 and a support 14. The support 14 is fixedly installed in the installation space formed inside the housing. The support 14 can be fixed by bolt connection or riveting or other non-movable connection methods to ensure that the support 14 does not loosen or shift when subjected to long-term operating loads.

[0030] The lock handle shaft 13 is rotatably supported on the support 14. Specifically, the support 14 can be configured as a support structure with a shaft hole. The lock handle shaft 13 passes through the shaft hole and forms a rotational fit with the inner wall of the shaft hole through a bearing or bushing, so that the lock handle shaft 13 can rotate freely around its own axis under the constraint of the support 14 without axial movement.

[0031] The lock handle body 11 is fixedly connected to the lock handle shaft 13. The fixed connection of the lock handle body 11 can be achieved by key connection, spline connection or set screw locking, etc., to ensure that there is no relative rotation between the lock handle body 11 and the lock handle shaft 13 in the circumferential direction. Thus, when the operator holds the lock handle body 11 and applies a rotational torque, the torque can be directly transmitted to the lock handle shaft 13 through the lock handle body 11.

[0032] In this embodiment, the first transmission component 12 is a crank. One end of the crank is fixedly connected to the lock handle shaft 13 by welding, interference fit, or key connection, so that the crank and the lock handle shaft 13 form an integral linkage relationship. When the lock handle shaft 13 rotates under the drive of the lock handle body 11, the crank also rotates synchronously, thereby converting the rotational motion of the lock handle body 11 into the motion output of the crank swinging around the axis of the lock handle shaft 13. The other end of the crank is provided with a hinge hole, which is hinged to one end of the connecting rod of the hatch lock mechanism through a pin. Thus, the free end of the crank drives the connecting rod to move during the swinging process, thereby converting the swinging output of the crank into the reciprocating linear motion or swinging motion of the connecting rod. Through this conversion of motion form, the operating force of the lock handle body 11 is effectively transmitted to the hatch lock mechanism.

[0033] During this process, the working length of the crank, that is, the distance between the axis of the lock handle shaft 13 and its hinge point with the connecting rod, determines the rate of change of the connecting rod stroke under a unit rotation angle of the lock handle body 11. It can be adaptively set according to the required drive stroke and force transmission ratio of the door lock mechanism to ensure that the operating angle range of the lock handle body 11 matches the unlocking stroke of the door lock mechanism.

[0034] The cabin door locking mechanism is an actuator in the aircraft cabin door locking system used to lock and release the locking pin. It is usually located in the internal structure of the cabin door and performs locking or unlocking actions by receiving drive signals from the linkage. Since the specific internal structure of the cabin door locking mechanism itself is known in the art and is not the focus of the improvement of this invention, it will not be described in detail in this specification.

[0035] Furthermore, the lock handle assembly 1 also involves a cover plate structure 15 that cooperates with it during operation, so as to selectively cover and expose the storage space of the lock handle body 11. Specifically, the double outer handle mechanism also includes a cover plate structure 15 corresponding to the lock handle body 11. The cover plate structure 15 is rotatably connected to the lock handle body 11 through a cover plate pivot 16, and is used to cover and protect the lock handle body 11 in the non-operational state. A return torsion spring 17 is provided between the cover plate structure 15 and the housing. The return torsion spring 17 is sleeved on the cover plate pivot 16. When the cover plate structure 15 flips relative to the housing, the return torsion spring 17 accumulates elastic potential energy and provides an elastic biasing force to return the cover plate structure 15 to the closed state, so that the cover plate structure 15 has a tendency to close on the lock handle body 11 under the elastic action of the return torsion spring 17.

[0036] Furthermore, a roller is provided on the cover plate structure 15. The roller is rotatably mounted on the inner side or edge of the cover plate structure 15 via a pin or rivet, and the roller can rotate freely around its own axis. Correspondingly, a guide is provided inside the housing. The guide is fixedly installed at a predetermined position in the installation space inside the housing. The guide has a guide surface, which forms a predetermined trajectory profile on the movement path of the lock handle assembly 1.

[0037] When the operator drives the lock handle assembly 1 to switch between the first and second positions, that is, while the lock handle body 11 drives the lock handle shaft 13 and the crank to rotate synchronously, the related components fixed to the lock handle body 11 or linked with the lock handle shaft 13 will trigger the rollers on the cover structure 15, causing the rollers to roll along the guide surface of the guide member. The rollers and the guide surface have a rolling friction engagement relationship. Compared with sliding friction, rolling friction can reduce the resistance encountered by the cover structure 15 during opening or closing, avoiding the problem of the cover structure 15 getting stuck or the operating force abnormally increasing due to excessive friction.

[0038] When the operator moves the lock handle assembly 1 from the second position to the first position, that is, when the lock handle body 11 gradually returns from the fully extended operating position to the retracted position, the roller mounted on the cover plate structure 15, under the action of the related pushing element driven by the lock handle assembly 1, first forms a contact engagement with the guide surface of the guide member. As the lock handle assembly 1 continues to move towards the first position, the roller rolls along the contour of the guide surface. During this process, the guide surface applies a force to the cover plate structure 15 through the roller, overcoming the elastic biasing force of the return torsion spring 17. This force pushes the cover plate structure 15 to flip upward relative to the housing around its hinge axis, thereby providing clearance space for the lock handle body 11 to gradually enter the retracted position.

[0039] When the lock handle assembly 1 continues to move to the first position, the roller rolls to the end edge of the guide surface and disengages from the guide surface. At this point, the external driving force acting on the cover structure 15 disappears, and the cover structure 15 flips downward relative to the housing under the action of the elastic restoring force stored in the return torsion spring 17, and finally automatically closes on the lock handle body 11.

[0040] When the cover structure 15 is in the closed state, the cover structure 15 completely covers the lock handle body 11 from below, so that the lock handle body 11 is not exposed outside the outer contour of the shell, maintaining the flatness of the external aerodynamic shape of the door, and effectively preventing damage to the lock handle body 11 caused by airflow scouring or foreign object impact during flight. At the same time, it can also avoid the risk of accidental unlocking caused by ground operators accidentally touching the lock handle body 11 when not in working state.

[0041] Furthermore, in order to improve the force-feed characteristics of the lock handle assembly 1 during operation and to precisely control its stroke endpoint position, the lock handle assembly 1 also includes an assist spring 18 and a limit adjustment screw. One end of the assist spring 18 is connected to the housing, and the other end is connected to the lock handle body 11. Specifically, the assist spring 18 can be in the form of a tension spring or a torsion spring, and its installation position and connection method are set according to the movement trajectory of the lock handle assembly 1.

[0042] When the lock handle body 11 rotates from the first position to the second position, the lock handle body 11 drives the connecting end of the assist spring 18 to move accordingly, causing the assist spring 18 to be gradually stretched or twisted. During this process, the internal elastic force of the assist spring 18 gradually increases. The direction of this elastic force is set to be consistent with the direction of movement of the lock handle body 11. That is, the assist spring 18 provides a greater assist effect as the lock handle body 11 gets closer to the second position, thereby effectively offsetting the increasing resistance brought about by the transmission components and the door lock mechanism during the rotation of the lock handle body 11. This makes the operating force felt by the operator during the process of driving the lock handle assembly 1 more uniform and the peak value significantly reduced, avoiding the situation where the unlocking operation cannot be completed in one go due to the difference in physical strength of a single operator.

[0043] A limit adjustment screw is disposed inside the housing and abuts against the lock handle body 11 to adjust the stopping angle of the lock handle assembly 1 in the second position. Specifically, the limit adjustment screw is an adjustment stud threaded into a pre-set threaded hole on the housing. The axis of the limit adjustment screw is set along the movement path of the lock handle body 11. When the lock handle body 11 rotates to near the second position, the pre-set abutment surface on the lock handle body 11 gradually approaches the end of the limit adjustment screw and finally forms an abutment engagement, thereby physically preventing the lock handle body 11 from continuing to rotate, thus defining the accurate stopping point of the lock handle assembly 1 in the second position.

[0044] During assembly or maintenance, operators can adjust the extension length of the locking handle assembly 1 into the installation space by rotating the limit adjustment screw. When the limit adjustment screw is screwed in further, the locking handle body 11 abuts against the screw end earlier, thus reducing the stop angle corresponding to the second position. Conversely, when the limit adjustment screw is screwed out, the locking handle body 11 needs to rotate a larger angle to abut against the screw end, thus increasing the stop angle of the second position. Through the above adjustment method, the limit adjustment screw can flexibly adjust the precise stop angle of the locking handle assembly 1 in the second position according to the stroke tolerance of different door locking mechanisms or actual debugging needs. This ensures that the driving stroke of the locking handle assembly 1 for the door locking mechanism is sufficient, while avoiding the risk of interference of transmission components or overload damage to the locking mechanism due to excessive rotation. The cooperation between the assist spring 18 and the limit adjustment screw optimizes the smoothness of the force feel during operation and ensures the precise controllability of the stroke end point, jointly improving the operating comfort and adjustment flexibility of the locking handle assembly 1.

[0045] On the other hand, in order to ensure that the lock handle assembly 1 can reliably remain in the first position without accidental rotation when not in operation, the lock handle assembly 1 also includes a four-bar linkage mechanism connected between the lock handle body 11 and the housing.

[0046] Specifically, the four-bar linkage is a planar linkage mechanism composed of four hinged components, including a fixed rod fixedly mounted on the housing, an active rod fixedly connected to or integrally formed with the lock handle body 11, and a connecting rod and a driven rod respectively hinged between the fixed rod and the active rod. The fixed rod serves as a frame and remains stationary, while the active rod swings with the rotation of the lock handle body 11. The connecting rod and the driven rod perform corresponding planar movements under the drive of the active rod. The length dimensions of the linkages between the hinge points of the four-bar linkage are designed so that when the lock handle assembly 1 is in the first position, the hinge points between the active rod and the connecting rod, the connecting rod and the driven rod, and the driven rod and the fixed rod in the four-bar linkage are all near the same straight line. At this time, the four-bar linkage enters an over-center self-locking state.

[0047] The so-called over-center self-locking state refers to a stable equilibrium state in which, after each link in a four-bar linkage passes its dead center position during movement, the direction of the external load on the mechanism is opposite to the direction of the mechanism's own motion tendency, so that the external load cannot drive the mechanism to move in the opposite direction. In other words, in this state, if an external force is applied to the lock handle body 11 to rotate it to the second position, the force is transmitted through the lock handle body 11 to the driving link of the four-bar linkage. The torque generated at the hinge point will force the connecting link and the driven link to move further in the locking direction, rather than in the unlocking direction. Therefore, the greater the external force, the stronger the locking effect of the four-bar linkage, thus achieving reliable self-locking of the lock handle assembly 1 in terms of mechanical structure.

[0048] Through the over-center self-locking function of the four-bar linkage, the lock handle assembly 1 can maintain a stable position in the first position without relying on an additional locking pin or electromagnetic locking device. This effectively prevents the lock handle assembly 1 from accidentally disengaging from the first position due to unexpected external forces such as flight vibration or airflow impact, thereby avoiding damage to the timing constraint relationship of the limiting member 3 and improving the safety redundancy of the mechanism.

[0049] Based on this, in order to further physically limit the travel limits of the lock handle assembly 1 in the first and second positions, the present invention also provides an independent limiting and stopping structure. Specifically, the limiting and stopping structure includes a limiter and a stop pin, wherein the limiter is fixedly disposed within the housing, and the limiter can be configured as a rigid block or boss structure with a predetermined shape and position, and the stop pin is fixedly disposed on the lock handle body 11 and / or the latch handle body 21, the specific position of the stop pin being determined according to the corresponding limit position requirements.

[0050] Taking the lock handle assembly 1 as an example, the stop pin is fixedly connected to the side wall of the lock handle body 11 or the lock handle shaft 13, and moves along a predetermined arc as the lock handle assembly 1 rotates. When the lock handle assembly 1 is in the first position, the stop pin rotates with the lock handle body 11 to form abutment with one side of the limiter, thereby preventing the lock handle assembly 1 from continuing to move in the unlocking direction, thus limiting the limit boundary of the lock handle assembly 1 in the first position, ensuring that the lock handle assembly 1 will not rotate excessively and affect the over-center self-locking effect of the four-bar linkage; when the lock handle assembly 1 is in the second position, the stop pin rotates with the lock handle body 11 to form abutment with the other side of the limiter, thereby preventing the lock handle assembly 1 from continuing to move beyond the second position, thus limiting the travel limit of the second position together with the aforementioned limit adjusting screw, playing a double limiting protection role.

[0051] For the latch handle assembly 2, the working principle of its limiting and stopping structure is exactly the same as that of the lock handle assembly 1. That is, the stopping pin is fixed on the latch handle body 21, and switches between the two abutting surfaces of the limiter as the latch handle body 21 rotates, thereby limiting the initial position and the final position of the latch handle assembly 2 respectively. Through the setting of the above-mentioned limiting and stopping structure, the movement stroke of both the lock handle assembly 1 and the latch handle assembly 2 is constrained within a predetermined safety range. This ensures that each handle assembly can stop at the accurate limit position during normal operation, and adds an independent mechanical hard limit on the basis of the limiting adjustment screw, further improving the reliability and safety of the mechanism.

[0052] The latch handle assembly 2 includes a latch handle shaft 23, which is rotatably mounted inside the housing and located below the lock handle shaft 13. Specifically, a corresponding support structure is provided in the installation space inside the housing corresponding to the position of the latch handle assembly 2. The support structure can be a bearing seat or shaft bracket fixed to the inner wall of the housing. The latch handle shaft 23 is rotatably mounted on the support structure via bearings or bushings, allowing the latch handle shaft 23 to rotate freely around its own axis. The latch handle shaft 23 and the aforementioned lock handle shaft 13 are arranged longitudinally in space, with the latch handle shaft 23 located below the lock handle shaft 13. This vertical arrangement creates a clear spatial hierarchy between the lock handle assembly 1 and the latch handle assembly 2, each occupying an independent rotation plane without overlapping or intersecting, thus avoiding motion interference during rotation of the two handles. Simultaneously, the longitudinal spacing allows the operator to clearly distinguish the positions of the two handle bodies visually and tactilely, helping to reduce the probability of misoperation. The latch handle body 21 is fixedly connected to the latch handle shaft 23. The fixed connection can be achieved by key connection, spline connection, or locking with set screws to ensure that there is no relative rotation between the latch handle body 21 and the latch handle shaft 23 in the circumferential direction. When the operator holds the latch handle body 21 and applies a rotational torque, the torque is directly transmitted to the latch handle shaft 23 through the latch handle body 21, driving the latch handle shaft 23 to rotate synchronously around its axis.

[0053] Specifically, the second transmission component 22 is a rocker arm. One end of the rocker arm is fixedly connected to the latch handle shaft 23, and the other end is hinged to the connecting rod of the hatch latch mechanism. Specifically, the rocker arm can be configured as a plate-like or rod-like component with a certain radial extension length. One end of the rocker arm can be fixedly connected to the latch handle shaft 23 by welding, interference fit, or key connection, so that the rocker arm and the latch handle shaft 23 form an integral linkage relationship. When the latch handle shaft 23 rotates under the drive of the latch handle body 21, the rocker arm also swings synchronously around the axis of the latch handle shaft 23. The other end of the rocker arm is provided with a hinge hole, which is hinged to one end of the connecting rod of the hatch latch mechanism through a pin. Thus, the free end of the rocker arm drives the connecting rod to move during the swinging process, converting the rotational motion of the latch handle body 21 into the reciprocating linear motion or swinging motion of the connecting rod, thereby transmitting the operating force to the hatch latch mechanism.

[0054] During this process, the working length of the rocker arm, that is, the distance between the axis of the latch handle shaft 23 and its hinge point with the connecting rod, determines the rate of change of the connecting rod stroke under a unit rotation angle of the latch handle body 21. It can be adaptively set according to the required drive stroke and force transmission ratio of the door latch mechanism to ensure that the operating angle range of the latch handle body 21 matches the unlocking stroke of the door latch mechanism.

[0055] The cabin door latch mechanism is an actuator in the aircraft cabin door locking system used to extend and retract the latch shaft. It performs the locking or releasing action of the latch by receiving the driving force from the linkage. Since the specific internal structure of the cabin door latch mechanism itself is known in the art and is not the focus of the improvement of the present invention, it will not be described in detail in this specification.

[0056] The limiting member 3 serves as the component that establishes the timing constraint relationship between the lock handle assembly 1 and the latch handle assembly 2. Its specific structure and working principle are as follows. The limiting member 3 includes a first stop and a second stop, wherein the first stop is fixedly disposed on the movement path of the lock handle assembly 1, and the second stop is fixedly disposed on the movement path of the latch handle assembly 2.

[0057] Specifically, the first stop can be configured as a stop block fixedly mounted on the lock handle shaft 13. The stop block rotates synchronously with the lock handle shaft 13, and its side facing the latch handle assembly 2 forms a blocking surface. This blocking surface extends outward along the radial direction of the lock handle shaft 13 and changes its azimuth angle in the circumferential space as the lock handle assembly 1 rotates. The second stop can be configured as a stop pin fixedly mounted on the latch handle shaft 23. This stop pin protrudes outward along the radial direction of the latch handle shaft 23 and rotates synchronously with the latch handle shaft 23. Spatially, the stop block and the stop pin are respectively arranged at corresponding circumferential positions on the lock handle shaft 13 and the latch handle shaft 23, so that they form different spatial relative relationships when the lock handle assembly 1 is in different positions.

[0058] When the lock handle assembly 1 is in the first position, i.e., the lock handle body 11 is in the retracted position, the lock handle shaft 13 rotates with the lock handle body 11 to the corresponding initial angle position. At this time, the blocking surface of the stop block fixed on the lock handle shaft 13 is exactly located on the rotation path of the stop pin on the latch handle shaft 23, and the blocking surface and the stop pin form a direct contact interference along the direction of movement of the latch handle assembly 2. In this state, if an attempt is made to operate the latch handle body 21 to rotate around the latch handle shaft 23, the latch handle shaft 23 will drive the stop pin to move accordingly. However, since the movement path of the stop pin is blocked by the blocking surface of the stop block, the stop pin forms contact with the blocking surface during rotation. This contact force is transmitted to the lock handle shaft 13 through the stop block. The lock handle shaft 13 is restricted by the over-center self-locking state of the four-bar linkage and cannot rotate, thus preventing the latch handle shaft 23 from continuing to rotate in the direction of movement. The latch handle body 21 is therefore locked and cannot produce any effective action output, thereby realizing the constraint effect of the lock handle assembly 1 on the latch handle assembly 2. This interlocking relationship ensures that the latching mechanism cannot be driven to perform the unlocking action before the locking mechanism has completed unlocking, fundamentally guaranteeing the safety sequence requirement that unlocking takes precedence over unlocking.

[0059] When the operator drives the lock handle body 11 to switch from the first position to the second position, the lock handle body 11 drives the lock handle shaft 13 to rotate synchronously, and the stop block fixed on the lock handle shaft 13 also deflects with the lock handle shaft 13. As the deflection angle of the stop block increases, the spatial azimuth angle of its blocking surface changes accordingly, gradually deviating from the original motion trajectory plane of the stop pin on the latch handle shaft 23. When the lock handle assembly 1 rotates to the second position, that is, the lock handle body 11 is fully extended to the operating position, the stop block deflects with the lock handle shaft 13 to the predetermined angle. At this time, the blocking surface has completely left the rotation path range of the stop pin, and the direct contact interference relationship between the blocking surface and the stop pin is released. At this point, the stop pin is no longer obstructed by any stop block in its circumferential rotation direction, the latch handle shaft 23 obtains free rotation space, and the latch handle assembly 2 then has the ability to operate independently. The operator can hold the latch handle body 21 alone to perform subsequent latching operations.

[0060] The following is the complete operation process of the double external handle mechanism for aircraft cabin doors provided by the present invention.

[0061] In the initial state, the lock handle assembly 1 is in the first position, the lock handle body 11 is housed inside the housing, and the cover structure 15 is closed above the lock handle body 11 under the elastic action of the return torsion spring 17, maintaining the flatness of the external aerodynamic shape of the hatch. At this time, the blocking surface of the stop fixed on the lock handle shaft 13 and the stop pin fixed on the latch handle shaft 23 form a direct abutment interference along the direction of movement of the latch handle assembly 2. At the same time, the four-bar linkage connecting the lock handle body 11 and the housing is in an over-center self-locking state, the lock handle body 11 cannot be accidentally rotated under the action of external force, and the stop pin on the lock handle body 11 abuts and cooperates with the limiter in the housing, further defining the accurate stop boundary of the lock handle assembly 1 in the first position.

[0062] When the hatch needs to be opened, the operator first grasps the lock handle body 11 and applies a rotational torque. The lock handle body 11 drives the lock handle shaft 13 to rotate within the support 14, overcoming the over-center self-locking state of the four-bar linkage. As the lock handle body 11 rotates from the first position to the second position, related components fixed to the lock handle body 11 or linked with the lock handle shaft 13 push the rollers on the cover plate structure 15. The rollers roll along the guide surface of the guide member inside the housing, thereby pushing the cover plate structure 15 to overcome the elastic force of the return torsion spring 17 and flip upward to open, providing clearance for the extension of the lock handle body 11.

[0063] As the lock handle body 11 continues to rotate, the assist spring 18 is gradually stretched or twisted. The direction of the elastic force of the assist spring 18 is set to be consistent with the direction of movement of the lock handle body 11, providing the operator with increasing assistance to counteract the increasing resistance brought by the transmission components and the hatch lock mechanism. At the same time, the rotation of the lock handle shaft 13 drives the crank, which serves as the first transmission component 12, to swing synchronously. The free end of the crank drives the linkage of the hatch lock mechanism through a hinge relationship, thereby transmitting the operating force to the hatch lock mechanism to complete the unlocking action. When the lock handle assembly 1 rotates to the second position, the preset abutment surface on the lock handle body 11 forms an abutment engagement with the end of the limit adjustment screw in the housing. At the same time, the stop pin on the lock handle body 11 forms an abutment engagement with the other abutment surface of the limiter in the housing. Both of these together limit the accurate stopping angle of the lock handle assembly 1 in the second position, at which point the lock handle assembly 1 completes the unlocking stroke. During this process, the stop block fixed on the lock handle shaft 13 deflects synchronously with the lock handle shaft 13, and the spatial azimuth angle of its blocking surface shifts, gradually deviating from the motion trajectory plane of the stop pin on the latch handle shaft 23. When the lock handle assembly 1 reaches the second position, the blocking surface of the stop block completely leaves the rotation path range of the stop pin, and the direct contact interference relationship between the blocking surface and the stop pin is released, and the latch handle shaft 23 obtains free rotation space.

[0064] Subsequently, the operator grasps the latch handle body 21 and applies a rotational torque. The latch handle body 21 drives the latch handle shaft 23 to rotate freely around its axis. The rotation of the latch handle shaft 23 causes the rocker arm, which serves as the second transmission component 22, to swing synchronously. The free end of the rocker arm drives the linkage of the hatch latch mechanism through a hinged connection, thereby transmitting the operating force to the hatch latch mechanism to complete the unlocking action and achieve complete unlocking and opening of the hatch. During this process, the stop pin fixedly installed on the latch handle body 21 rotates with the latch handle body 21. When the latch handle assembly 2 rotates to its end position, the stop pin and the corresponding abutment surface of the limiter inside the housing form an abutment engagement to limit the travel limit position of the latch handle assembly 2.

[0065] When the hatch needs to be closed and locked, the operator first reverses the operation of the latch handle body 21, causing the latch handle body 21 to drive the latch handle shaft 23 and rocker arm to swing in the opposite direction, driving the hatch latch mechanism to reset to the latched state via the connecting rod. Then, the operator reverses the operation of the lock handle body 11, switching the lock handle assembly 1 from the second position to the first position. During this process, the lock handle shaft 13 drives the crank to swing in the opposite direction, driving the hatch lock mechanism to reset to the locked state via the connecting rod. Simultaneously, the stop fixed to the lock handle shaft 13 deflects in the opposite direction with the lock handle shaft 13, and its blocking surface gradually re-enters the movement trajectory plane of the stop pin on the latch handle shaft 23. Just as the lock handle body 11 is about to reach the first position, the rollers on the cover plate structure 15, under the action of the pushing element driven by the lock handle assembly 1, roll again along the guide surface of the guide member. The guide surface, through the rollers, pushes the cover plate structure 15 upwards to overcome the elastic force of the reset torsion spring 17, providing clearance space for the lock handle body 11 to enter the storage position.

[0066] When the lock handle assembly 1 continues to move to the first position, the roller rolls to the end edge of the guide surface and disengages from the guide surface. Under the elastic restoring force of the return torsion spring 17, the cover plate structure 15 automatically closes onto the lock handle body 11. At the same time, the four-bar linkage re-enters the over-center self-locking state. The blocking surface of the stop block and the stop pin form a direct contact interference along the movement direction of the latch handle assembly 2. The stop pin on the lock handle body 11 and the corresponding contact surface of the limiter in the housing form a contact engagement. The lock handle assembly 1 returns to the initial position, and the entire double outer handle mechanism completes one complete opening and closing cycle operation.

[0067] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A double external handle mechanism for an aircraft cabin door, characterized in that, include: The housing is fixedly installed on the outside of the hatch, and the interior of the housing forms an installation space. The lock handle assembly (1) is rotatably installed in the housing. The lock handle assembly (1) includes a lock handle body (11) and a first transmission component (12) connected between the lock handle body (11) and the door lock mechanism. The latch handle assembly (2) is rotatably mounted in the housing and is arranged longitudinally at intervals from the lock handle assembly (1). The latch handle assembly (2) includes a latch handle body (21) and a second transmission member (22) connected between the latch handle body (21) and the door latch mechanism. A limiting member (3) is disposed between the lock handle assembly (1) and the latch handle assembly (2); The lock handle assembly (1) has a first position and a second position. When the lock handle assembly (1) is in the first position, the limiting member (3) constrains the latch handle assembly (2) so that the latch handle assembly (2) cannot move. When the lock handle assembly (1) switches from the first position to the second position, the limiting member (3) releases the constraint on the latch handle assembly (2), and the latch handle assembly (2) can move independently.

2. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, The lock handle assembly (1) further includes a lock handle shaft (13) and a support (14). The support (14) is fixedly installed in the housing. The lock handle shaft (13) is rotatably supported on the support (14). The lock handle body (11) is fixedly connected to the lock handle shaft (13). The first transmission component (12) is a crank. One end of the crank is fixedly connected to the lock handle shaft (13), and the other end is hinged to the connecting rod of the door lock mechanism.

3. The double external handle mechanism for an aircraft cabin door according to claim 2, characterized in that, The latch handle assembly (2) further includes a latch handle shaft (23), which is rotatably mounted inside the housing and located below the lock handle shaft (13). The latch handle body (21) is fixedly connected to the latch handle shaft (23). The second transmission component (22) is a rocker arm, one end of which is fixedly connected to the latch handle shaft (23), and the other end is hinged to the connecting rod of the door latch mechanism.

4. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, The lock handle assembly (1) further includes a cover plate structure (15), a cover plate pivot (16), and a reset torsion spring (17). The cover plate structure (15) is rotatably connected to the lock handle body (11) via the cover plate pivot (16). The reset torsion spring (17) is sleeved on the cover plate pivot (16). One end of the reset torsion spring (17) is connected to the lock handle body (11), and the other end is connected to the cover plate structure (15). Under the elastic action of the reset torsion spring (17), the cover plate structure (15) has a tendency to close onto the lock handle body (11).

5. The double external handle mechanism for an aircraft cabin door according to claim 4, characterized in that, The cover plate structure (15) is provided with a roller, and the housing is provided with a guide. The roller is rotatably mounted on the cover plate structure (15). The guide has a guide surface. When the lock handle assembly (1) switches between the first position and the second position, the roller rolls along the guide surface. The cover plate structure (15) opens or closes under the rolling cooperation of the roller and the guide surface.

6. The double external handle mechanism for an aircraft cabin door according to claim 5, characterized in that, During the process of switching the lock handle assembly (1) from the second position to the first position, the roller rolls along the guide surface and pushes the cover plate structure (15) to overcome the elastic force of the reset torsion spring (17) and flip upward to open. When the lock handle assembly (1) reaches the first position, the roller disengages from the guide surface, and the cover plate structure (15) automatically closes on the lock handle body (11) under the elastic action of the reset torsion spring (17).

7. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, It also includes a limiting and stopping structure, which includes a limiter and a stop pin. The limiter is fixedly disposed in the housing, and the stop pin is fixedly disposed on the lock handle body (11) and / or the latch handle body (21). When the lock handle assembly (1) is in the first position or the second position, the stop pin abuts against the limiter to limit the travel limit position of the lock handle assembly (1).

8. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, The lock handle assembly (1) also includes an assist spring (18) and a limit adjustment screw. One end of the assist spring (18) is connected to the housing and the other end is connected to the lock handle body (11). The limit adjustment screw is disposed in the housing and abuts against the lock handle body (11) to adjust the stopping angle of the lock handle assembly (1) in the second position.

9. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, The lock handle assembly (1) also includes a four-bar linkage mechanism, which is connected between the lock handle body (11) and the housing. When the lock handle assembly (1) is in the first position, the four-bar linkage mechanism is in an over-center self-locking state.

10. The double external handle mechanism for an aircraft cabin door according to claim 1, characterized in that, The limiting component (3) includes a first stop and a second stop; The first stop is fixedly disposed on the movement path of the lock handle assembly (1), and the second stop is fixedly disposed on the movement path of the latch handle assembly (2); When the lock handle assembly (1) is in the first position, the first stop and the second stop form an abutment interference along the movement direction of the latch handle assembly (2) to constrain the movement of the latch handle assembly (2); When the lock handle assembly (1) switches from the first position to the second position, the first stop moves with the lock handle assembly (1) and separates from the second stop to release the constraint on the latch handle assembly (2).

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