Combined torsion bar mechanism and cabin door system thereof

Abstract

The utility model relates to a combined type torsion bar mechanism and a cabin door system thereof, the combined type torsion bar mechanism comprises a first bar group, a second bar group, a series connection connecting rod and a load output connecting rod, and the first bar group and the second bar group respectively comprise a torsion bar, a torsion tube, a rocker arm, a crank and a plurality of fixing devices. Wherein the rocker arm is connected to the first end of the torsion bar in an internal gear mode, the second end of the torsion bar is connected to the first end of the torsion tube in an internal gear mode and embedded in the torsion tube, and the torsion tube is connected with the crank through an internal gear. The combined torsion bar, an aircraft cabin door, a plurality of supports, a plurality of supporting connecting rods and a cabin door supporting arm form a cabin door system, and the cabin door system can achieve smooth and power-assisted opening and closing operation of the aircraft cabin door through a combined torsion bar mechanism.

Description

Technical Field

[0001] The utility model belongs to the field of aircraft structure design, and particularly relates to a combined torsion bar mechanism applicable to the cabin door of an aircraft. Background Art

[0002] In current aircraft, an opening and closing mechanism is usually provided on the cabin door. Generally, this mechanism is set in a lift-outward opening mode. Generally, when opening, the action of gravity needs to be overcome, and the operation of opening or closing the cabin door needs to be carried out through a handle. The operating force of the handle of the cabin door is required to be controlled within a certain range throughout the process. To ensure that the operator can use it smoothly, apply force smoothly and moderately when opening and closing the cabin door, designers adopt a torsion bar mechanism for assistance. As the size of the aircraft increases, the volume and weight of the cabin door also increase accordingly, and the handle force required for the staff to open and close the cabin door also continuously increases, especially increasing the working difficulty for female staff. This puts forward higher requirements for the design of the assistive torsion bar mechanism for opening and closing the cabin door. The optimization method of the traditional cabin door torsion bar mechanism is to lengthen the torsion bar mechanism or increase the pre-torque, which puts forward higher requirements for the performance of the material. However, the size of the cabin door itself limits this optimization method of lengthening the torsion bar, and the length of the torsion bar cannot be increased without limit.

[0003] The applicant, Qing'an Group Co., Ltd., discloses a device for assisting the movement of an aircraft cabin door in a Chinese patent application with the publication number CN110273611 A and the title "A Movement Assistance Device for an Institution in Wangdu". This assistance device mainly includes a hollow torsion bar spring and a loss-of-confidence torsion bar spring coaxially installed. Through the torsional pre-deformation of the torsion spring, the crank at the end is driven to output assistance. However, this device adopts a linear reciprocating operation with a large movement range, which has a great impact on the layout of the aircraft cabin door and cannot be applied to the opening and closing mechanisms of larger-sized cabin doors.

[0004] The applicant, Jiangsu Meilong Zhenhua Technology Co., Ltd., discloses an aircraft cabin door assistance mechanism in a Chinese patent application with the publication number CN206668022 U and the title "A Cabin Door Lift Assistance Mechanism". It adopts two torsion springs coaxially installed, and the output force changes too much during opening and closing, and cannot ensure the relative smoothness and stability of the handle force for cabin door operation.

[0005] Therefore, there is an urgent need in the current market for an assistance device that can realize the opening and closing operations of an aircraft cabin door, especially an assistance mechanism that can be used for opening and closing larger-weight aircraft cabin doors and can make the handle force for cabin door operation smooth and stable. Summary of the Utility Model

[0006] The present utility model is completed in view of the above problems, and aims to provide a kind of assistance for the opening or closing of the cabin door of an aircraft, and a combined torsion bar mechanism and a cabin door system for the cabin door with relatively smooth and smooth handle force during the operation of the cabin door.

[0007] (Combined torsion bar mechanism)

[0008] In one embodiment, the combined torsion bar mechanism includes a first rod group, a second rod group, a series connecting rod and a load output connecting rod. The first rod group includes a first torsion bar, a first rocker arm, a first crank, related connecting devices and related bearings. A through hole is provided on the first rocker arm, and internal teeth are provided in the through hole. External teeth are provided on the outer wall of the first end of the first torsion bar, and are engaged with the internal teeth of the through hole of the rocker arm. The first rocker arm further includes a handle. External teeth are also provided on the outer wall of the second end of the first torsion bar. A through hole is provided on the first crank, and internal teeth are provided in the through hole, which are engaged with the external teeth on the outer wall of the second end of the first torsion bar, so as to achieve torque transmission. The structure of the second rod group is similar to that of the first rod group, and it includes a second torsion bar, a second rocker arm, a second crank, related connecting devices and related bearings. A through hole is provided on the second rocker arm, and internal teeth are provided in the through hole. External teeth are provided on the outer wall of the first end of the second torsion bar, and are engaged with the internal teeth in the through hole of the second rocker arm. The second rocker arm further includes a handle. External teeth are provided on the outer wall of the second end of the second torsion bar. A through hole is provided on the second crank, and internal teeth are provided in the through hole, which are engaged with the external teeth on the outer wall of the second end of the second torsion bar, so as to achieve torque transmission. The first rod group and the second rod group are connected in series by a series connecting rod. The series connecting rod has a first end and a second end, and is respectively connected to the first crank and the second crank in a rotational connection manner. The load output connecting rod has a first end and a second end, and is respectively connected to the second crank and the bracket of the aircraft cabin door in a rotational connection manner.

[0009] When the operator rotates the first rocker arm, a handle force is generated on the first rocker arm. This handle force is meshed with the external teeth on the outer wall of the first end of the first torsion rod through the internal teeth of the through hole of the first rocker arm, converting the handle force into a rotational torque on the first torsion rod. This rotational torque is transmitted to the second section of the first torsion rod through the first torsion rod, and then transmitted to the first crank through the meshing of the external teeth on the outer wall of the second end of the first torsion rod with the internal teeth of the through hole of the first crank. When the second rocker arm is rotated, a handle force is generated on the second rocker arm. This handle force is meshed with the external teeth on the outer wall of the first end of the second torsion rod through the internal teeth of the through hole of the second rocker arm, converting the handle force into a rotational torque on the second torsion rod. This rotational torque is transmitted to the second end of the second torsion rod through the second torsion rod, and then transmitted to the second crank through the meshing of the external teeth on the outer wall of the second end of the second torsion rod with the internal teeth of the through hole of the second crank. The torque on the first crank is transmitted to the second crank through the series connecting rod, and it acts in superposition with the rotational torque generated by the second rod group on the second crank, and is transmitted to the bracket of the aircraft cabin door through the load output connecting rod to achieve the opening and closing of the aircraft cabin door.

[0010] In another embodiment, the combined torsion rod mechanism includes a first rod group, a second rod group, a series connecting rod, and a load output connecting rod. The first rod group includes a first torsion rod, a first torsion tube, a first rocker arm, a first crank, related connecting devices, and related bearings. A through hole is provided on the first rocker arm, and internal teeth are provided in the through hole. External teeth are provided on the outer wall of the first end of the first torsion rod, which are meshed with the internal teeth of the through hole of the rocker arm. The first rocker arm further includes a handle. The first torsion tube is through, and the first torsion rod is nested in the first torsion tube. External teeth are provided on the outer wall of the second end of the first torsion rod, and internal teeth are provided at the first end of the inner wall of the first torsion tube, which are meshed with the external teeth on the outer wall of the second end of the first torsion rod. Through this meshing, the torque on the first torsion rod can be transmitted to the first torsion tube. External teeth are provided on the outer wall of the second end of the first torsion tube, and a through hole is provided on the first crank. Internal teeth are provided in the through hole, which are meshed with the external teeth on the outer wall of the second end of the first torsion tube to achieve the transmission of the torque on the first torsion tube to the first crank. By providing a crank, the output angle of the rod group can be further increased.

[0011] The structure of the second link group is similar to that of the first link group, and it includes a second torsion bar, a second torsion tube, a second rocker arm, a second crank, related connecting devices, and related bearings. A through hole is provided on the second rocker arm, and internal teeth are provided in the through hole. External teeth are provided on the outer wall of the first end of the second torsion bar, and they mesh with the internal teeth of the through hole of the rocker arm. The second rocker arm further includes a handle. The second torsion tube is through, and the first torsion bar is nested in the second torsion tube. External teeth are provided on the outer wall of the second end of the first torsion bar, and internal teeth are provided at the first end of the inner wall of the first torsion tube, and they mesh with the external teeth on the outer wall of the second end of the second torsion bar. Through this meshing, the torque on the second torsion bar can be transmitted to the second torsion tube. External teeth are provided on the outer wall of the second end of the second torsion tube, and a through hole is provided on the second crank, and internal teeth are provided in the through hole, and they mesh with the external teeth on the outer wall of the second end of the second torsion tube, so as to transmit the torque on the second torsion tube to the second crank. The first link group and the second link group are connected in series by a series connecting rod. The series connecting rod has a first end and a second end, and is respectively connected to the first crank and the second crank in a rotational connection manner. In addition, by superimposing the first link group and the second link group with the help of the series connecting rod, more adjustment degrees of freedom can be further increased, and the adjustment range can be expanded. The load output connecting rod has a first end and a second end, and is respectively connected to the second crank and the bracket of the aircraft door in a rotational connection manner.

[0012] In the present utility model, during the assembly process of the combined torsion bar mechanism, by pre-applying a pre-tightening force on at least one torsion bar, the torsion bar has a pre-torque. The applied pre-torque actually introduces a prestress in the torsion bar. This prestress can absorb and release energy through elastic deformation during the opening and closing of the door, thereby reducing the force that the operator needs to apply and playing a role of assisting.

[0013] When the operator rotates the first rocker arm, a handle force is generated on the first rocker arm. The handle force is converted into a rotational torque on the first torsion bar by the meshing of the internal teeth of the through hole of the first rocker arm and the external teeth on the outer wall of the first end of the first torsion bar. The rotational torque is transmitted to the second end of the first torsion bar through the first torsion bar, and then through the meshing of the external teeth on the outer wall of the second end of the first torsion bar and the internal teeth at the first end of the first torsion tube, the rotational torque on the first torsion bar is transmitted to the first torsion tube, and then through the meshing of the external teeth on the outer wall of the second end of the first torsion tube and the internal teeth of the through hole of the first crank, the rotational torque is transmitted to the first crank.

[0014] When the second rocker arm is rotated, a handle force is generated on the second rocker arm. This handle force is meshed with the external teeth on the outer wall of the first end of the second torsion bar by means of the internal teeth of the through-hole of the second rocker arm, converting the handle force into a rotational torque on the second torsion bar. This rotational torque is transmitted to the second end of the second torsion bar through the second torsion bar, and then, by means of the meshing of the external teeth on the outer wall of the second end of the second torsion bar with the internal teeth of the first end of the second torsion tube, the rotational torque on the second torsion bar is transmitted to the second torsion tube. Further, by means of the meshing of the external teeth on the outer wall of the second end of the second torsion tube with the internal teeth of the through-hole of the second crank, the rotational torque is transmitted to the second crank. The rotational torque on the first crank is transmitted to the second crank through the series connecting rod, and it acts in superposition with the rotational torque generated by the second link group on the second crank, and is transmitted to the bracket of the aircraft cabin door by means of the load output connecting rod to realize the opening and closing of the aircraft cabin door.

[0015] In another embodiment, on the basis of the first two embodiments, a four-bar linkage mechanism can be arranged. This four-bar linkage mechanism connects the first rocker arm and the second rocker arm in series. By adjusting one of the rocker arms, the other rocker arm can be operated simultaneously, realizing a relatively simple operation of opening or closing the cabin door. This embodiment can be applied to scenarios with lower output force requirements, such as small aircraft cabin doors.

[0016] (Combined torsion bar mechanism and its cabin door system)

[0017] The present utility model also provides a cabin door system including the combined torsion bar mechanism according to the present utility model, comprising: an aircraft cabin door; a combined torsion bar mechanism, which is parallel to the bottom of the aircraft cabin door and is fixed to the inner side of the cabin door through a bracket; and a cabin door support arm, which is connected to the aircraft cabin door through a bracket and is simultaneously connected to the load output connecting rod in the combined torsion bar mechanism through a connecting rod. Among them, the rocker arm of the combined torsion bar mechanism is arranged on one side of the aircraft cabin door. When it is necessary to open or close the aircraft cabin door, the operator rotates the rocker arm, and through the combined torsion bar mechanism, the torque is transmitted to the cabin door support arm, and then, through the link mechanism composed of the cabin door support arm, the connecting rod and the relevant brackets, the torque is transmitted to the aircraft cabin door to realize the opening and closing of the aircraft cabin door.

[0018] In the present utility model, the first link group and the second link group in the combined torsion bar mechanism can operate independently of each other. When one of the torsion bars in the two link groups is damaged, the cabin door can still be opened and operated through the other link group, without affecting the normal operation of the combined torsion bar mechanism of the cabin, further improving the reliability.

[0019] (Technical effects)

[0020] The utility model provides a combined torsion bar mechanism and a hatch door system thereof, which have flexible design options, high space utilization rate, save space in the bar direction during layout, and the combined torsion bar can improve the control accuracy of the hatch door by combining multiple bar groups and relying on the pre-torque in the torsion bar, ensure the smoothness and stability of the output force, and achieve the boosting effect. It reduces the difficulty of the staff in opening and closing the hatch door and improves the operation comfort of the staff. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The following drawings are only used to provide a further understanding of the utility model, form a part of this specification, and are used to explain the principle of the utility model, without constituting a limitation to the utility model.

[0022] In the drawings:

[0023] Figure 1 is a view of the combined torsion bar mechanism according to an embodiment of the utility model;

[0024] Figure 2 is an axial sectional view of the first rocker arm and the first torsion bar of the combined torsion bar mechanism according to an embodiment of the utility model;

[0025] Figure 3 is an axial sectional view of the first torsion bar and the first torsion tube of the combined torsion bar mechanism according to an embodiment of the utility model;

[0026] Figure 4 is an axial sectional view of the first torsion tube and the first crank of the combined torsion bar mechanism according to an embodiment of the utility model;

[0027] Figure 5 is a schematic diagram of the hatch door system of a combined torsion bar mechanism according to an embodiment of the utility model.

[0028] LIST OF REFERENCE NUMERALS

[0029] 1 First rocker arm

[0030] 2 First torsion bar

[0031] 3 First torsion tube

[0032] 4 Series link

[0033] 5 Second rocker arm

[0034] 6 Second torsion bar

[0035] 7 Second torsion tube

[0036] 8 Load output link

[0037] 9 First crank

[0038] 10 Second crank

[0039] 11 Aircraft door

[0040] 12 First bracket

[0041] 13 Second bracket

[0042] 14 Third bracket

[0043] 15 Door support arm

[0044] 16 First supporting connecting rod

[0045] 17 Second supporting connecting rod Detailed implementation manners

[0046] In order to fully understand the present utility model, the combined torsion bar mechanism and its door system in the implementation manners of the present utility model will be described below in conjunction with the accompanying drawings.

[0047] (Detailed implementation manners of the combined torsion bar)

[0048] As Figure 1 shown, the combined torsion bar mechanism includes a first rod group, a second rod group, a series connecting rod 4 and a load output connecting rod 8. The first rod group includes a first torsion bar 2, a first torsion tube 3, a first rocker arm 1, a first crank 9, related connecting devices and related bearings.

[0049] As Figure 2 shown, a through hole is provided on the first rocker arm 1, internal teeth are provided in the through hole, external teeth are provided on the outer wall of the first end of the first torsion bar 2, and the external teeth mesh with the internal teeth of the through hole of the rocker arm. The first rocker arm 1 further includes a handle.

[0050] As Figure 4 shown, the first torsion tube 3 is through, the first torsion bar 2 is nested in the first torsion tube 3, external teeth are provided on the outer wall of the second end of the first torsion bar 2, and internal teeth are provided on the inner wall of the first end of the first torsion tube 3, and the internal teeth mesh with the external teeth on the outer wall of the second end of the first torsion bar 2, and the torque on the first torsion bar 2 can be transmitted to the first torsion tube 3 through this meshing.

[0051] As Figure 3 shown, external teeth are provided on the outer wall of the second end of the first torsion tube 3, a through hole is provided on the first crank 9, internal teeth are provided in the through hole, and the internal teeth mesh with the external teeth on the outer wall of the second end of the first torsion tube 3, so as to transmit the torque on the first torsion tube 3 to the first crank 9.

[0052] The structure of the second link group is similar to that of the first link group, and it includes a second torsion bar 6, a second torsion tube 7, a second rocker arm 5, a second crank 10, related connecting devices, and related bearings. A through hole is provided on the second rocker arm 5, and internal teeth are provided in the through hole. External teeth are provided on the outer wall of the first end of the second torsion bar 6, which mesh with the internal teeth of the through hole of the rocker arm. The second rocker arm 5 further includes a handle. The second torsion tube 7 is through, and the second torsion bar 6 is nested in the second torsion tube 7. External teeth are provided on the outer wall of the second end of the second torsion bar 6, and internal teeth are provided at the first end of the inner wall of the second torsion tube 7, which mesh with the external teeth on the outer wall of the second end of the second torsion bar 6. Through this meshing, the torque on the second torsion bar 6 can be transmitted to the second torsion tube 7. External teeth are provided on the outer wall of the second end of the second torsion tube 7, and a through hole is provided on the second crank 10. Internal teeth are provided in the through hole, which mesh with the external teeth on the outer wall of the second end of the second torsion tube 7 to realize the transmission of the torque on the second torsion tube 7 to the second crank 10. The first link group and the second link group are connected in series by a series connecting rod 4. The series connecting rod 4 has a first end and a second end, which are respectively connected to the first crank 9 and the second crank 10 in a rotational connection manner. The load output connecting rod 8 has a first end and a second end, which are respectively connected to the second crank 10 and the bracket of the aircraft door 11 in a rotational connection manner.

[0053] (Specific Embodiment of the Combined Torsion Bar Mechanism Door System)

[0054] According to the application scenarios of current aircraft doors, the present invention also provides an embodiment of a combined torsion bar mechanism door system, as Figure 5 shown. The door system mainly includes: an aircraft door; a combined torsion bar mechanism, which is the above-mentioned combined torsion bar mechanism, arranged parallel to the bottom of the aircraft door and fixed to the inner side of the aircraft door 11 through a first bracket 12, a second bracket 13, and the wall panel of the aircraft door 11; and a door support arm 15, which is connected to the aircraft door 11 through a first support connecting rod 16, a second support connecting rod 17, a first bracket 12, and a third bracket 14, and is also connected through the load output connecting rod 8 in the combined torsion bar mechanism. Among them, the first rocker arm 1 and the second rocker arm 5 of the combined torsion bar mechanism are arranged on one side of the aircraft door 11.

[0055] When an operator rotates the first rocker arm 1, a handle force is generated on the first rocker arm 1. This handle force is engaged through the internal teeth of the through-hole of the first rocker arm 1 and the external teeth on the outer wall of the first end of the first torsion bar 2, converting the handle force into a rotational torque on the first torsion bar 2. This rotational torque is transmitted through the first torsion bar 2 to the second end of the first torsion bar 2, and then through the engagement of the external teeth on the outer wall of the second end of the first torsion bar 2 and the internal teeth of the first end of the first torsion tube 3, the rotational torque on the first torsion bar 2 is transmitted to the first torsion tube 3. Then, through the engagement of the external teeth on the outer wall of the second end of the first torsion tube 3 and the internal teeth of the through-hole of the first crank 9, the rotational torque is transmitted to the first crank 9.

[0056] When the second rocker arm 5 is rotated, a handle force is generated on the second rocker arm 5. This handle force is engaged through the internal teeth of the through-hole of the second rocker arm 5 and the external teeth on the outer wall of the first end of the second torsion bar 6, converting the handle force into a rotational torque on the second torsion bar 6. This rotational torque is transmitted through the second torsion bar 6 to the second end of the second torsion bar 6, and then through the engagement of the external teeth on the outer wall of the second end of the second torsion bar 6 and the internal teeth of the first end of the second torsion tube 7, the rotational torque on the second torsion bar 6 is transmitted to the second torsion tube 7. Then, through the engagement of the external teeth on the outer wall of the second end of the second torsion tube 7 and the internal teeth of the through-hole of the second crank 10, the rotational torque is transmitted to the second crank 10. The rotational torque on the first crank 9 is transmitted to the second crank 10 through the series connecting rod 4, and acts in superposition with the rotational torque generated by the second rod group on the second crank 10, and is transmitted through the load output connecting rod 8 to the relevant brackets and connecting rods of the aircraft cabin door 11 to achieve the opening and closing of the aircraft cabin door 11.

[0057] It should be noted that in the combined link mechanism and its cabin door system of the present utility model, it is not limited to only the combination of two sets of rod groups. In practice, multiple first rod groups and second rod groups can be connected by means of series connecting rods to achieve smoother opening and closing operations of the aircraft cabin door. In addition, as can be understood by those skilled in the art, the internal gear meshing method or the external gear meshing method in the present utility model can preferably be implemented as a spline connection method.

[0058] The implementation of the present utility model is not limited to the embodiments described above, and can also be adjusted and optimized according to different design requirements and usage environments. The protection scope of the present utility model should be based on the content of the claims, and is not limited to the embodiments described above.

[0059] In summary, the present utility model provides a novel combined torsion bar mechanism and its cabin door system. Through innovative design, the assistance function during the opening and closing processes of the aircraft cabin door is realized, and the opening and closing processes of the aircraft cabin door can be made smoother. It has the advantages of simple structure, flexible adjustment, and remarkable assistance effect. Although the present utility model has been described through specific embodiments, those skilled in the art can make various modifications and changes to the present utility model without departing from the spirit of the present utility model.

Claims

1. A combined torsion bar mechanism, comprising: A first rod group, comprising a first torsion bar (2), a first rocker arm (1) and a first crank (9), wherein the first rocker arm (1) is connected to a first end of the first torsion bar (2) by means of an internal gear, and the first crank (9) is connected to a second end of the first torsion bar (2) by means of an internal gear connection; a second rod group, the second rod group comprising a second torsion bar (6), a second rocker arm (5) and a second crank (10), wherein the second rocker arm (5) is connected to the first end of the second torsion bar (6) by means of an internal gear, and the second crank (10) is connected to the second end of the second torsion bar (6) by means of an internal gear connection; a tandem connecting rod (4), the tandem connecting rod (4) having a first end and a second end, wherein the first end is connected to the first crank (9) and the second end is connected to the second crank (10); and A load output connecting rod (8) has a first end and a second end, wherein the first end of the load output connecting rod (8) is connected to a second crank (10).

2. The combined torsion bar mechanism according to claim 1, characterized in that: The first rod group further includes a first torque tube (3), wherein the first rocker arm (1) is connected to the first end of the first torsion bar (2) by means of an internal gear, the second end of the first torsion bar (2) is connected to the end of the first torque tube (3) by means of an internal gear and is nested in the first torsion tube (3), and the first torsion tube (3) is connected to the first crank (9) by means of an internal gear; the second rod group further includes a second torque tube (7), wherein the second rocker arm (5) is connected to the first end of the second torsion bar (6) by means of an internal gear, the second end of the second torsion bar (6) is connected to the end of the second torque tube (7) by means of an internal gear and is nested in the second torsion tube (7), and the second torque tube (7) is connected to the second crank (10) by means of an internal gear.

3. The combined torsion bar mechanism according to claim 1 or 2, characterized in that, The load output connecting rod (8) has a first end and a second end, the first end is connected to the second crank (10), and the second end is connected to a bracket of an aircraft cabin door.

4. The combined torsion bar mechanism according to claim 2, characterized in that, The combined torsion bar group comprises a plurality of first bar groups, and the plurality of first bar groups are connected to the second bar group via a series connecting rod (4).

5. The combined torsion bar mechanism according to claim 1, characterized in that, The first rocker arm (1) and the second rocker arm (5) have handles.

6. The combined torsion bar mechanism according to claim 2, characterized in that: At least one of the combined torsion bars has a pre-torque.

7. The combined torsion bar mechanism according to claim 1, characterized in that: The first rocker arm (1) and the second rocker arm (5) are connected together via a connecting rod mechanism.

8. A hatch door system equipped with the combined torsion bar mechanism according to claim 2, comprising: Aircraft doors (11); A plurality of brackets, the brackets comprising at least a first bracket (12), a second bracket (13) and a third bracket (14); A plurality of supporting links, the supporting links comprising at least a first supporting link (16) and a second supporting link (17); and The hatch arm (15), and the hatch arm (15) is connected to the aircraft hatch (11) through the first support link (16), the second support link (17), the first bracket (12), and the second bracket (13); Wherein, the combined torsion bar mechanism is arranged parallel to the bottom of the aircraft hatch (11) and is fixed to the inner side of the aircraft hatch (11) through the first bracket (12) and the second bracket (13).

9. The hatch system according to claim 8, characterized in that: The hatch arm (15) is connected to the combined torsion bar mechanism through the load output link (8) and the second support link (17).

10. The hatch door system according to claim 8, wherein, The first rocker arm (1) and the second rocker arm (5) of the combined torsion bar mechanism are arranged on one side of the aircraft hatch (11).

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