CN110685526B

CN110685526B - Non-fixed door hinge mechanism, door equipped with hinge mechanism and aircraft equipped with door

Info

Publication number: CN110685526B
Application number: CN201910968182.4A
Authority: CN
Inventors: 柯金霖; 于江成; 刘国方; 马大卫; 张文斌; 刘成业
Original assignee: Commercial Aircraft Corp of China Ltd; Shanghai Aircraft Design and Research Institute Commercial Aircraft Corporation of China Ltd
Current assignee: Commercial Aircraft Corp of China Ltd; Shanghai Aircraft Design and Research Institute Commercial Aircraft Corporation of China Ltd
Priority date: 2019-10-12
Filing date: 2019-10-12
Publication date: 2021-01-08
Anticipated expiration: 2039-10-12
Also published as: CN110685526A

Abstract

The invention relates to a non-fixed connection type cabin door hinge mechanism for an aircraft, which comprises: a hinge arm, one end of which is rotatably connected to the fuselage of the aircraft and the other end of which is rotatably connected to a part of the door body of the aircraft; and a connecting bolt which, after passing through the hinge arm, is connected to another part of the door body of the aircraft. The section of the connecting bolt, which is positioned at the inner side of the hinge arm, is provided with an elastic component, one end of the elastic component, which is close to the hinge arm, is movable, and one end of the elastic component, which is far away from the hinge arm, is restrained. Under the action of pressure, the mismatching degree of the fuselage and the cabin door can cause the connection area of the cabin door body and the hinge arm to generate additional bending moment. The connecting bolt can generate certain rigid displacement in the through hole of the hinge arm, so that the cabin door body generates certain displacement to eliminate the gap between the cabin door body and the fuselage.

Description

Non-fixed door hinge mechanism, door equipped with hinge mechanism and aircraft equipped with door

Technical Field

The invention relates to a non-fixed connection type cabin door hinge mechanism. Furthermore, the invention relates to a door equipped with such a door opening device and to an aircraft equipped with such a door.

Background

Civil aircraft require frequent loading and unloading of cargo and inspection and maintenance of equipment during routine operations. Therefore, the hatch door hinge arm is used as a connecting mechanism of the hatch door body and the machine body, and plays an important role in realizing the opening and closing functions of the hatch door and maintaining the air tightness of the cabin.

At present, the hinge mechanism of the cargo hold door and the equipment hold door of the civil aircraft mainly adopts fixed connection, namely: the hinge arm is directly and fixedly connected with the cabin door body structure by a fastener. With this fixed connection, there is no rigid displacement of the hatch in the closed position. In order to ensure the cabin air tightness, the cabin door and the fuselage opening profile must have a high degree of precision, while the fuselage/door body detent profiles must be matched to one another.

It is well known that atmospheric pressure decreases as altitude increases. When the aircraft is flying at high altitudes, the overall pressure of the atmosphere is reduced, resulting in a corresponding reduction in the partial pressure of oxygen in the air, i.e., a reduction in the oxygen concentration. Therefore, the aircraft needs to be equipped with a pressurization system in order to increase the total atmospheric pressure in the cabin while in flight. In the pressurized state of the cabin, additional bending moment is generated in the connecting area of the fixed hinge mechanism and the cabin door body. The fixed hinge mechanism is time consuming to disassemble and costly to maintain due to the need to reinforce the associated structure.

Therefore, related solutions are also proposed in the industry, and mainly a non-fixed door hinge mechanism is adopted to replace a fixed door hinge mechanism.

For example, in chinese patent CN104192293B filed by the university of aerospace, beijing, an equipment door mechanism of a thin-walled complex-curved-surface-modeling unmanned aerial vehicle is disclosed. The equipment cabin door mechanism consists of a hinge assembly, a rocker assembly and a locking assembly, wherein a hinge in the hinge assembly is mounted on a fuselage skin through a rivet or a bolt, a round end of a bolt in the locking assembly is sleeved in the middle of a rocker in the rocker assembly, and two ends of a rocker in the rocker assembly penetrate through a round hole in the middle of a hinge pin in the hinge assembly. Although the equipment hatch door mechanism solves the problem that the hatch door can be opened and closed only by disassembling and assembling a large number of quick-release bolts in the traditional method, the equipment hatch door mechanism does not have the function of finely adjusting the position of the hatch door, so that the technical problem cannot be thoroughly solved.

Therefore, there is an urgent need for a cabin door hinge mechanism capable of effectively improving the air tightness of a cabin when the cabin door is closed on the premise of ensuring the opening and closing functions of the cabin door.

Disclosure of Invention

The invention aims to provide a cabin door hinge mechanism which is simple in structure and can effectively improve the air tightness of a cabin when the cabin door is closed.

A first aspect of the invention relates to a non-secured door hinge mechanism for an aircraft, comprising:

a hinge arm, one end of which is rotatably connected to the fuselage of the aircraft and the other end of which is rotatably connected to a part of the door body of the aircraft; and

a connecting bolt which is connected to another part of the door body of the aircraft after passing through the hinge arm,

the connecting bolt is provided with an elastic component on the section of the inner side of the hinge arm, one end of the elastic component close to the hinge arm is movable, and one end of the elastic component far away from the hinge arm is restrained.

Preferably, the connecting bolt may be provided with a pair of adjusting nuts for providing a pre-tightening force to the elastic member at a section thereof located outside the hinge arm.

In one embodiment, the resilient member may be a spring.

In another embodiment, the attachment bolt is of the generic fastener type, which can be attached to the door body of the aircraft by means of a fixing nut.

Furthermore, the door hinge mechanism according to the invention comprises a hinge base by means of which the other end of the hinge arm is rotatably connected to the door body of the aircraft.

Preferably, the hinge arm may be provided with a through hole through which the connection bolt passes, the through hole being located at a middle position of the hinge arm.

Further, the hinge arm may be formed with an inner recess to accommodate the adjusting nut at a position where the through hole is provided. In particular, the sunken face of the fillet may be substantially parallel to a surface of the door body.

A second aspect of the invention relates to a door for an aircraft, wherein a non-secured door hinge mechanism as described previously is provided.

A third aspect of the invention relates to an aircraft in which a door as described previously is provided.

The cabin door opening device can obtain the following technical effects:

(1) under the pressurization state of the cabin, the hinge mechanism of the cabin door can improve the joint degree of the machine body and the cabin door and improve the air tightness of the cabin. Under the action of pressure, the mismatching degree of the fuselage and the cabin door can cause the connection area of the cabin door body and the hinge arm to generate additional bending moment. The connecting bolt can generate certain rigid displacement in the through hole of the hinge arm, so that the cabin door body generates certain displacement to eliminate the gap between the cabin door body and the fuselage.

(2) By adopting the cabin door hinge mechanism, the manufacturing and assembling precision requirements of the cabin door body and the doorframe part of the fuselage can be properly reduced, thereby reducing the manufacturing cost and the time cost.

(3) The hinge arm adopts a shape similar to a gooseneck, can be applied to a double-curved fuselage section, and has more flexible mechanism arrangement and wide application area. In the case of the multi-hinge arrangement, the coaxiality requirement is looser than that of the key hinge.

(4) The hinge arm and the cabin door body have a rotational degree of freedom, the pressure difference force of the cabin is mainly borne by the stopping devices of the cabin door body and the cabin body, and the stress on the connecting area of the cabin door hinge mechanism and the cabin door body is small. Therefore, the common bolt/nut fastener combination can be used for connecting the cabin door hinge mechanism and the cabin door body, and the cabin door hinge mechanism has good interchangeability and lower maintenance time and cost.

Drawings

For further explanation of the structure and the working flow of the door hinge mechanism according to the invention, the invention will be explained in detail below with reference to the accompanying drawings and the detailed description, in which:

FIG. 1 is a schematic diagram of the structural components of the door hinge mechanism according to the present invention;

FIG. 2 is a schematic view of the structure of a hinge arm;

figure 3a is a schematic view of the movement of the door hinge mechanism according to the invention with the door closed and the resilient member not applying a force to the hinge arm; and

figure 3b is a schematic view of the movement of the door hinge mechanism according to the invention in the situation where the door is closed and the resilient member has forced the hinge arm.

Reference numerals

1 connecting bolt

2 elastic member

2a outer end of elastic member

2b inner end of elastic member

3 hinge arm

3a through hole

4 adjusting nut

5 fixing nut

6 hinge base

7 inner concave part

8 hatch door body

9 fuselage

10 cabin door hinge mechanism

11 inner side

12 outer side

Detailed Description

The structure and operation of the door hinge mechanism of the present invention will now be described with reference to the accompanying drawings, in which like elements are designated by like reference numerals.

Fig. 1 shows a specific structure of a door hinge mechanism 10 according to the present invention. As shown in fig. 1, the hatch hinge mechanism 10 is mainly composed of a hinge arm 3, a connecting bolt 1, and a hinge base 6.

One end (i.e. the upper end as shown in fig. 1) of the hinge arm 3 is rotatably connected to a fuselage 9 of the aircraft, in particular a fuselage door frame base of the aircraft or other suitable location, and the other end (i.e. the lower end as shown in fig. 1) of the hinge arm 3 is rotatably connected to a hinge base 6, which hinge base 6 is mounted on a door body 8 of the aircraft.

Of course, it is also possible for the person skilled in the art to omit the hinge base 6 and to connect the lower end of the hinge arm 3 directly rotatably to the door body 8 of the aircraft in some cases, and these variants are intended to fall within the scope of the invention.

The term "rotatably connected" as described above indicates that two members are joined to one another along a common axis by various suitable connecting means or means and can rotate relative to one another along that axis over all or part of their extent. For example, it is possible to connect the upper end of the hinge arm 3 rotatably to the fuselage 9 of the aircraft and the lower end of the hinge arm 3 rotatably to the hinge base 6 by means of a bolt/nut combination. Various ways of connecting the devices or means should be readily apparent to one of ordinary skill in the art.

Fig. 2 shows a specific structure of the hinge arm 3. It can be seen that the hinge arms 3 have a substantially gooseneck shape when viewed from the side, wherein the corner portions are smoothed into arc segments. The hinge arm 3 is formed as a part of the aircraft frame and is substantially U-shaped in cross section. Of course, it will be apparent to those skilled in the art that the hinge arm 3 may have various other suitable shapes and materials.

The hinge foot 6 essentially assumes a triangular shape, the apex of which is rotatably connected with the lower end of the hinge arm 3 via a bolt/nut combination, while the underside is mounted on the door body 8 of the aircraft via fasteners such as screws. Likewise, the shape and material of the hinge base 6 can be varied within reasonable limits by those skilled in the art.

The specific structure of the coupling bolt 1 will be described below with reference to fig. 1 and 2.

As shown in fig. 1, the connecting bolt 1 passes through the hinge arm 3 via a through-hole (not shown in the figure) provided in the hinge arm 3 and is connected to the door body 8 of the aircraft by means of a fixing nut 5. That is, the connecting bolt 1 passing through the hinge arm 3 is divided by the hinge arm 3 into two sections, namely, a section of the connecting bolt 1 on the inner side 11 of the hinge arm 3 and a section of the connecting bolt 1 on the outer side 12 of the hinge arm 3.

In the invention, the connecting bolt 1 is a common fastener which is conventional in the technical field, and the disassembly and the assembly do not need any special process or any special reinforcing structure. Therefore, the application is convenient and the cost is low.

In the present invention, the terms "inboard" and "outboard" are relative to the aircraft itself. That is, "inboard" refers to the side facing the aircraft cabin, and "outboard" refers to the side facing away from the aircraft cabin. In fig. 1, "inner side" is denoted by reference numeral 11, which is located on the right side of the hinge arm 3; and the "outer side", which is indicated by reference numeral 12, is located on the left side of the hinge arm 3.

On the section of the connecting bolt 1 on the inner side 11 of the hinge arm 3, a resilient member 2 is provided, which resilient member 2 is movable near one end 2a of the hinge arm 3 (i.e. the outer end of the resilient member 2) and is restrained at one end 2b of the resilient member 2 remote from the hinge arm 3 (i.e. the inner end of the spring member 2). In other words, when the elastic member 2 is compressed by the external pressure, the inner end thereof does not move, and only the outer end thereof is displaced while abutting against the hinge arm 3.

In a preferred embodiment, the resilient member 2 is a spring. It is well known to those skilled in the art that other elastic members (e.g., a spring plate, a coil spring, an elastic sheet, etc.) may be used instead of the spring. Such variations are intended to fall within the scope of the present invention.

A pair of adjusting nuts 4 is provided on the section of the connecting bolt 1 on the outside 12 of the hinge arm 3. That is, the pair of adjusting nuts 4 is located between the elastic member 2 and the fixing nut 5, and in a space between the hinge arm 3 and the door body 8.

By adjusting the distance between the two adjusting nuts 4, it is possible to define the minimum distance between the hinge arm 3 and the door body 8, thereby controlling the relative angle thereof with the door body 8 and consequently the amount of thread projection of the connecting bolt 1 on the fixing nut 5 and giving the elastic member 2a certain degree of compression. Thus, the adjusting nut 4 can provide a preload force for the elastic member 2.

When the adjusting nut 4 and the fixing nut 5 are adjusted in place, the hinge arm 3 can only make a limited rigid rotation with the hatch body 8 along the polished rod portion of the connecting bolt 1.

With continued reference to fig. 2, it can be seen that the hinge arms 3 are provided with through holes 3a through which the connecting bolts 1 pass. In the drawing, the through hole 3a is located at a middle position of the hinge arm 3. Of course, a person skilled in the art can also move the location of the through hole 3a towards the upper or lower end of the hinge arm 3, as long as it is ensured that the hinge arm 3 can only make a limited rotation along the connecting bolt 1 and the door body 8 after both the adjusting nut 4 and the fixing nut 5 have been adjusted in place.

In a preferred embodiment, the through-hole 3a is a circular hole having a diameter larger than that of the coupling bolt 1. In other embodiments, however, the through-opening 3a can also be designed, for example, in an oblong shape.

As can be seen from fig. 1, the hinge arm 3 is further formed with an inwardly recessed inner recess 7 at the position where the through hole 3a is provided, and the adjustment nut 4 is received in the inner recess 7. In order to leave sufficient space for the adjusting nut 4, the sunken face of the inner recess 7 is preferably substantially parallel to the surface of the door body 8.

The operation of the door hinge mechanism 10 of the present invention will now be described in detail with reference to figures 3a and 3 b.

Figure 3a is a schematic view of the movement of the door hinge mechanism according to the invention with the door closed and the resilient member not forcing the hinge arms.

The lower end of the hinge arm 3 rotates in a counter-clockwise direction around the hinge base 6 and the connecting bolt 1 brings the hinge arm 3 along a direction towards the outer side 12, thereby closing the door to the door frame of the fuselage. In the process of closing the cabin door, the pre-tightening force generated by the pre-deformation of the elastic component 2 limits the relative rotation of the hinge arm 3 and the cabin door body 8 on one hand to ensure the integral rigidity of the cabin door, and on the other hand, the hinge arm 3 and the hinge base 6 only can generate small rotation to be relatively fixedly connected with each other, so that the cabin door body 8 and the hinge arm 3 are ensured to rotate around the upper end of the hinge arm 3 together to close the cabin door. As shown in fig. 3a, a gap L is present between the door body 8 and the fuselage 9, which indicates that the door body 8 does not fit well to the fuselage 9.

Figure 3b is a schematic view of the movement of the door hinge mechanism according to the invention in the situation where the door is closed and the resilient member has forced the hinge arm. As the aircraft is equipped with a supercharging system, the pressure in the cabin increases gradually. As indicated by the arrow representing the pressure P in fig. 3b, the pressure difference between the interior and the exterior of the nacelle exerts a force on the door body 8 and the hinge arm 3, thereby creating an additional bending moment at the connection between the hinge arm 3 and the hinge base 6. Since the upper end of the hinge arm 3 is hinged to the fuselage of the aircraft, its position remains unchanged, the above-mentioned pressure will mainly cause a change in the relative angle of the door body 8 to the hinge arm 3, causing the connecting bolt 1 to slide in the through hole 3a of the hinge arm 3, and thus causing the elastic member 2 to deform. Since the end 2b of the elastic member 2 remote from the hinge arm 3 is restrained, the elastic member 2 is thus compressed by the external pressure, the inner end thereof does not move, and only the outer end thereof is displaced while abutting against the hinge arm 3. Along with the elastic component 2 is stressed and compressed, the cabin door body 8 drives the connecting bolt 1 to generate a certain displacement M by means of the fixing nut 5, so that the existing gap L is eliminated, the complete fitting and sealing of the cabin body and the cabin door are realized, and the air tightness of the cabin is improved.

The cabin door opening mechanism of the invention can achieve the following technical effects:

(a) under the pressurization state of the cabin, the cabin door hinge mechanism can improve the joint degree of the cabin body and the cabin door and improve the air tightness of the cabin. Under pressure, the fuselage-to-door mismatch causes additional bending moments in the connection area of the door body 8 and the hinge arms 3. Since the connecting bolt 1 can generate a certain rigid displacement in the through hole 3a of the hinge arm 3, the hatch body 8 generates a certain displacement M, so as to eliminate the gap L between the hatch body 8 and the fuselage 9.

(b) By adopting the cabin door hinge mechanism, the requirements of manufacturing and assembling precision of the cabin door body 8 and the doorframe part of the fuselage 9 can be properly reduced, thereby reducing the manufacturing cost and the time cost.

(c) The hinge arm 3 adopts a shape similar to a gooseneck, can be applied to a double-curved fuselage section, and has more flexible mechanism arrangement and wide application area. In the case of the multi-hinge arrangement, the coaxiality requirement is looser than that of the key hinge.

(d) The hinge arm 3 and the cabin door body 8 have a rotational degree of freedom, the pressure difference force of the cabin is mainly born by the stop devices of the cabin door body 8 and the cabin body 9, and the stress on the connecting area of the cabin door hinge mechanism and the cabin door body 8 is small. Therefore, the common bolt/nut fastener combination can be used for connecting the cabin door hinge mechanism and the cabin door body, and the cabin door hinge mechanism has good interchangeability and lower maintenance time and cost.

Although the structure and operation of the door hinge mechanism of the present invention have been described above in connection with the preferred embodiments, it will be understood by those skilled in the art that the above examples are intended to be illustrative only and are not intended to be limiting. Therefore, modifications and variations of the present invention may be made within the true spirit and scope of the claims, and these modifications and variations are intended to fall within the scope of the claims of the present invention.

Claims

1. A non-secured door hinge mechanism (10) for an aircraft, comprising:

a hinge arm (3), one end of the hinge arm (3) being rotatably connected to the fuselage (9) of the aircraft and the other end of the hinge arm (3) being rotatably connected to a part of a door body (8) of the aircraft; and

a connecting bolt (1), which connecting bolt (1) is connected to another part of a door body (8) of the aircraft after passing through the hinge arm (3),

it is characterized in that the preparation method is characterized in that,

the connecting bolt (1) is provided with an elastic member (2) on a section of the inner side (11) of the hinge arm (3), one end (2 a) of the elastic member (2) close to the hinge arm (3) is movable, and one end (2 b) of the elastic member (2) far away from the hinge arm (3) is restrained.

2. The non-secured door hinge mechanism (10) according to claim 1, characterized in that the section of the connecting bolt (1) on the outside (12) of the hinge arm (3) is provided with a pair of adjusting nuts (4) providing pretension to the elastic member (2).

3. The non-secured door hinge mechanism (10) according to claim 1, wherein the resilient member (2) is a spring.

4. The non-secured door hinge mechanism (10) according to claim 1, characterized in that the connecting bolt (1) is of the common fastener type, which is connected to the aircraft door body (8) by means of a fixing nut (5).

5. The non-secured door hinge mechanism (10) according to claim 1, characterized in that it further comprises a hinge base (6), the other end of the hinge arm (3) being rotatably connected to the aircraft door body (8) by means of the hinge base (6).

6. The non-secured door hinge mechanism (10) according to claim 2, characterized in that the hinge arm (3) is provided with a through hole (3 a) for the connection bolt (1) to pass through, the through hole (3 a) being located at a middle position of the hinge arm (3).

7. The non-secured door hinge mechanism (10) according to claim 6, characterized in that the hinge arm (3) is formed with an inner recess (7) accommodating the adjusting nut (4) at the location where the through hole (3 a) is provided.

8. The non-secured door hinge mechanism (10) according to claim 7, characterized in that the sunken face of the recess (7) is substantially parallel to the surface of the door body (8).

9. A door for an aircraft, wherein a non-secured door hinge mechanism (10) according to claim 1 is provided.

10. An aircraft, wherein a door according to claim 9 is provided.