Cabin door damping connecting rod device

Abstract

The utility model discloses a cabin door damping connecting rod device which comprises a connecting rod mechanism, the two ends of the connecting rod mechanism are in shaft connection with a cabin and a cabin door respectively, the connecting rod mechanism comprises a driving rod and a driven rod, one end of the driving rod is in shaft connection with the cabin, the other end of the driving rod is in shaft connection with the driven rod, and the other end of the driven rod is in shaft connection with the cabin door. And a damper is arranged on the driven rod close to the cabin door shaft connection point. A damping effect is provided for the whole opening process of the cabin door through reasonable arrangement of the damper.

Description

Technical Field

[0001] The utility model relates to a hatch door damping connecting rod device, belonging to the technical field of machinery. Background Art

[0002] When a fire occurs in the wild, especially a forest fire, firefighting aircraft can directly reach the fire scene to carry out firefighting operations due to its fast response and high efficiency. It is a very critical firefighting equipment and firefighting means. There is a water storage tank in the fuselage of the firefighting aircraft. When extinguishing a fire, the door of the water storage tank is opened to quickly release the firefighting water or other firefighting materials in the water storage tank. Since the water storage tank has a large amount of firefighting materials, the pressure requirements for the door of the water storage tank are extremely high. In addition, since the aircraft moves at high speed in the air, it is necessary to quickly release the firefighting materials when flying over the firefighting point in the fire scene. Therefore, the door is usually kept closed by a lock pin. After the lock pin is released, the door opens quickly under its own gravity and the pressure of the firefighting materials in the cabin to achieve effective delivery to the firefighting point. Chinese patent CN117163287A discloses a water-dropping door for a fire-fighting aircraft, which is a two-leaf split door structure, with piano-key hinges on both sides hinged to the fuselage structure, a sealing structure on the edge of the door, two sets of opening mechanisms symmetrically arranged above the doors on both sides, including a transmission shaft hinged to the fuselage structure, a crank and a connecting rod connected between the door and the transmission shaft, and the ends of the two transmission shafts hinged on the same actuator, and the door is opened and closed by the extension and contraction of the actuator, and two sets of latch mechanisms symmetrically arranged above the doors on both sides, including a lock shaft hinged to the fuselage structure, a lock hook is arranged in the middle of the lock shaft, and the door is locked in a closed position in cooperation with a lock column fixed on the door, and another actuator cooperates with the two lock shafts to control the locking and unlocking of the latch mechanism through telescopic motion. It uses an actuator to control the extension and contraction to control the opening or closing of the water-dropping door. The load borne by the water-dropping door is offset by the connecting rods 6 on both sides, thereby reducing the load borne by the actuator. The actuator is driven by hydraulic pressure or a motor.

[0003] In the prior art, there are many technical solutions similar to Chinese patent CN117163287A that use hydraulics or motors as power sources to control the opening of fire doors. In addition to the complex structure of the hydraulic device and the motor device, which occupies a large space in the cabin, since firefighting operations are usually high-intensity operations in a short period of time, the hydraulic device and the motor device have a high risk of failure rate, and if the hydraulic device and the motor device fail, it is also difficult to repair them in a short time. In addition, using hydraulics or motors as the power source of the actuator to control the opening of the door requires a long door opening time, and the requirements for the pilot to control the flight status and the delivery time are extremely high, and the accuracy of the placement of firefighting materials is low. Therefore, the technical solution of the utility model proposes a mechanical door opening damping connecting rod device. Utility Model Content

[0004] The technical solution of the utility model aims to provide a cabin door damping connecting rod device, which adopts a purely mechanical method and provides damping during the whole process of cabin door opening by arranging a damper on the connecting rod between the cabin door and the fuselage, so as to reduce the impact force of the cabin door.

[0005] This door damping connecting rod device includes a connecting rod mechanism, the two ends of which are respectively connected to the cabin and the cabin door axis. The connecting rod mechanism includes a driving rod and a driven rod. One end of the driving rod is connected to the cabin axis, and the other end is connected to the driven rod axis. The other end of the driven rod is connected to the cabin door axis. A damper is provided on the driven rod near the cabin door axis connection point.

[0006] The damper includes a sleeve, a compression spring, a slider, a connecting shaft A and a stop block. The sleeve is a cylindrical hollow structure with openings at both ends. A pair of slide grooves are symmetrically arranged on the side wall of the sleeve. The connecting shaft A is inserted into the slide grooves and can slide along the slide grooves. A compression spring is sleeved on the outer periphery of the sleeve. A flange is arranged at the opening of one end of the sleeve. The compression spring is fixed between the flange and the stop block inserted on the connecting shaft A. The slider is inserted into the inner cavity of the sleeve. One end of the slider is axially connected to the connecting shaft A. The other end of the slider is fixedly connected to the driven rod. The driven rod drives the connecting shaft A to slide in the slide groove of the sleeve through the slider, thereby realizing the extrusion and extension of the compression spring, and utilizing the elastic force generated when the compression spring undergoes elastic deformation to provide a damping effect.

[0007] Furthermore, the inner cavity of the slider is provided with an internal thread, the connecting portion between the driven rod and the slider is provided with an external thread, and the slider is threadedly connected to the driven rod.

[0008] Furthermore, a locking nut is provided on the sliding block for locking the relative position of the driven rod and the sliding sleeve.

[0009] The advantages of adopting the technical solution of this utility model are:

[0010] 1. This device uses a mechanical mechanism to achieve damping, has a simple structure, does not require additional motor drive or hydraulic drive, is small in size, and is more suitable for the narrow space inside the aircraft.

[0011] 2. This device adopts metal mechanical structure, no electrical and hydraulic structure, no seals are required, which greatly improves reliability and safety and reduces maintenance and repair costs.

[0012] 3. By arranging a damper between the driven rod and the hatch opening, that is, arranging a damper at the farthest end of the driven rod, when the hatch is opened, the deadweight of the hatch and the impact force of the dropped fire-extinguishing materials on the hatch are transmitted to the damper in the first time, so that the damper can provide damping effect in the whole process of hatch opening. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0014] Figure 1 It is a schematic diagram of the structure of the damper of the utility model;

[0015] Figure 2 This is a schematic diagram of the structure of the hatch of the utility model in a closed state;

[0016] Figure 3 This is a schematic diagram of the structure of the hatch of the utility model in an open state;

[0017] Figure 4 It is a schematic diagram of the connecting rod mechanism structure of the utility model;

[0018] Figure 5 It is a schematic diagram of the cross-sectional structure of the damper of the utility model;

[0019] 1- compression spring, 2- sheath, 3- hatch connection part, 4- slider, 5- stop block, 6- driven rod, 7- connecting shaft A, 8- connecting shaft B, 9- gasket, 10- locking nut, 12- driving rod, 13- hatch, 14- cabin, 15- connecting shaft C, 16- damper. DETAILED DESCRIPTION

[0020] The following is a further detailed description of the door damping link device with reference to the accompanying drawings and specific examples.

[0021] This door damping connecting rod device includes a connecting rod mechanism, which includes a driving rod 12 and a driven rod 6. The connecting parts of the driving rod 12 and the driven rod 6 are axially connected through a connecting axis C. The other end of the driving rod 12 is axially connected to the cabin 14, and the other end of the driven rod 6 is axially connected to the door 13. A damper 16 is provided on the driven rod 6 near the axial connection point of the door 13.

[0022] Furthermore, the connection portion between the driven rod 6 and the hatch 13 is arranged at the hatch opening, away from the flip connection portion between the hatch and the cabin. During the process of the hatch 13 flipping down and opening, the hatch opening away from the flip connection portion has the largest flipping angular velocity, and is subject to the largest impact force from the hatch's own gravity and the fire extinguishing material. The connection portion between the connecting rod 6 and the hatch 13 is arranged at the hatch opening, so that the damper arranged on the driven rod 6 can bear the largest impact force.

[0023] The damper includes a sleeve 2, a compression spring 1, a slider 4, a connecting shaft A7 and a stop block 5. The sleeve 2 is a cylindrical hollow structure with openings at both ends. A pair of slide grooves are symmetrically arranged on the side wall of the sleeve 2. The connecting shaft A7 is inserted into the slide grooves and can slide along the slide grooves. The compression spring 1 is sleeved on the outer periphery of the sleeve 2. A flange is arranged at the opening at one end of the sleeve 2. The compression spring 1 is fixed between the flange and the stop block 5 inserted on the connecting shaft A7. The slider 4 is inserted into the inner cavity of the sleeve 2. One end of the slider 4 is axially connected to the connecting shaft A7, and the other end of the slider 4 is fixedly connected to the driven rod 6. The driven rod 6 drives the connecting shaft A7 to slide in the slide groove of the sleeve 2 through the slider 4, thereby realizing the compression and extension of the compression spring 1, and providing a damping effect by utilizing the elastic force generated when the compression spring 1 undergoes elastic deformation.

[0024] When the hatch 13 is in a closed state, the driven rod 6 and the driving rod 12 are axially rotated and folded along the connection part, and are folded to fit the inner side of the hatch 13 and stored in the cabin 14. When the hatch 13 is opened, the lock between the hatch 13 and the cabin 14 is released, and the hatch 13 is folded down along the connection between the hatch 13 and the cabin 14 under its own weight and the pressure of the fire extinguishing material in the cabin. At this time, the hatch 13 drives the driven rod 6 connected thereto to flip down and stretch. The connecting rod mechanism rotates axially along the connecting axis C15 between the driven rod 6 and the driving rod 12 from the folded state when stored until the hatch 13 is fully opened to the maximum angle, that is, the driven rod 6 and the driving rod 12 are in the maximum tension state. In other words, the maximum tension state of the connecting rod mechanism also limits the maximum opening angle of the hatch 13. When the hatch 13 is unlocked and flipped down, most of the force of the fire-extinguishing material impacting the hatch 13 is borne by the damper arranged on the driven rod 6 connected to the hatch 13, thereby reducing the gravity of the hatch and the impact of the fire-extinguishing material on the hatch, and the damage to the hard connection structure between the hatch and the cabin through the connecting rod mechanism, which can effectively reduce the failure rate.

[0025] Since the damper on the driven rod 6 is arranged at the connection between the driven rod 6 and the hatch 13, which is also the opening of the hatch 13, away from the connecting and flipping part between the hatch and the cabin, when the hatch 13 is unlocked and flipped downward, the impact force of the fire extinguishing material on the hatch can be transmitted to the damper to the maximum extent, so that the damper can continue to provide maximum damping effect throughout the entire process from the hatch opening to the maximum opening angle.

[0026] The above only describes some exemplary embodiments of the utility model by way of illustration. It is undoubted that, for those skilled in the art, the described embodiments can be modified in various ways without departing from the spirit and scope of the utility model, for example, the booster buffer device is diverted from the fuselage to other switch closures or lifting devices. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the utility model.

Claims

1. A door damping connecting rod device, comprising a connecting rod mechanism, wherein two ends of the connecting rod mechanism are respectively connected to the cabin and the door axis, and characterized in that: The connecting rod mechanism includes a driving rod and a driven rod, one end of the driving rod is connected to the cabin axis, and the other end is connected to the driven rod axis, the other end of the driven rod is connected to the cabin door axis, and a damper is provided at the driven rod near the cabin door axis connection point.

2. A door damping link device according to claim 1, characterized in that: The damper includes a sleeve, a compression spring, a slider, a connecting shaft A and a stop block. The sleeve is a cylindrical hollow structure with openings at both ends. A pair of sliding grooves are symmetrically arranged on the side walls of the sleeve. The connecting shaft A is inserted into the sliding grooves and can slide along the sliding grooves. A compression spring is sleeved on the outer periphery of the sleeve. A flange is provided at the opening at one end of the sleeve, and the compression spring is fixed between the flange and the stop block inserted on the connecting shaft A. The slider is inserted into the inner cavity of the sleeve, one end of the slider is axially connected to the connecting shaft A, and the other end of the slider is fixedly connected to the driven rod. The driven rod drives the connecting shaft A to slide in the sliding groove of the sleeve through the slider, thereby realizing the extrusion and extension of the compression spring, and utilizing the elastic force generated when the compression spring undergoes elastic deformation to provide a damping effect.

3. A door damping link device as claimed in claim 2, characterized in that: The inner cavity of the slider is provided with an internal thread, the connecting portion between the driven rod and the slider is provided with an external thread, and the slider is threadedly connected with the driven rod.

4. A door damping link device as claimed in claim 2, characterized in that: The sliding block is also provided with a locking nut.

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