CN215332077U

CN215332077U - Novel carbon fiber aircraft cabin door

Info

Publication number: CN215332077U
Application number: CN202121432728.3U
Authority: CN
Inventors: 窦金波
Original assignee: Jiaxing Hesheng New Material Technology Co ltd
Current assignee: Jiaxing Hesheng New Material Technology Co ltd
Priority date: 2021-06-25
Filing date: 2021-06-25
Publication date: 2021-12-28
Anticipated expiration: 2031-06-25

Abstract

The utility model discloses a novel carbon fiber aircraft door, which comprises a door plate, wherein a cavity structure is arranged in the door plate, and a locking mechanism is arranged in the cavity structure, so that the door plate is locked through the locking mechanism after being closed; the locking mechanism comprises a locking rod capable of moving up and down in the cavity structure and a driving mechanism used for driving the locking rod to move up and down, the driving mechanism comprises a driving end and an operating end, the driving end is arranged in the cavity structure and is in transmission connection with the locking rod, and the operating end is arranged on one side, close to the interior of the aircraft cabin, of the door plate. The airplane cabin door is additionally provided with a mechanical safety device on the basis of the existing design, and the device locks the airplane cabin door and the airplane body together in a manual mode, so that safety accidents caused by defects of the existing design are prevented.

Description

Novel carbon fiber aircraft cabin door

Technical Field

The utility model relates to an aircraft manufacturing technology, in particular to a novel carbon fiber aircraft door.

Background

As is well known, the doors are important components of the undercarriage retraction mechanism on the airplane, and the safety, reliability and advancement of the doors are the keys for determining the normal landing and safe operation of the undercarriage. At present, the upper cabin door of the airplane is mostly made of aluminum alloy, and part of advanced airplane types use carbon fiber composite materials in a small amount. The existing cabin door is designed to be locked by adopting automatic control because of complex structure and heavy weight, so that the cabin door is prevented from being opened by internal and external pressure difference in flight. The reliability requirement of the automatic lock is extremely high, and people can be destroyed if the automatic lock is improperly designed, so that a mechanical safety device needs to be installed in the door of the airplane in case of accident on the basis of the automatic lock control technology.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects in the prior art, the utility model aims to provide a novel carbon fiber airplane cabin door, wherein a mechanical safety device is arranged in the airplane cabin door and matched with the existing cabin door to automatically lock, so that the safety of an airplane in the flying process is improved.

The technical scheme adopted by the utility model for solving the technical problems is as follows: a novel carbon fiber aircraft door comprises a door plate, wherein a cavity structure is arranged inside the door plate, and a locking mechanism is arranged in the cavity structure, so that the door plate is locked through the locking mechanism after the door plate is closed; the locking mechanism comprises a locking rod capable of moving up and down in the cavity structure and a driving mechanism used for driving the locking rod to move up and down, the driving mechanism comprises a driving end and an operating end, the driving end is arranged in the cavity structure and is in transmission connection with the locking rod, and the operating end is arranged on one side, close to the interior of the aircraft cabin, of the door plate.

Optionally, the cavity structure includes a first cavity and a second cavity, wherein the lock rod is installed in the first cavity, and the driving end is installed in the second cavity.

Optionally, the lock rod is installed in the first cavity through a sliding guide rail pair;

the sliding guide rail pair comprises a guide groove arranged on the inner wall of the first cavity and a guide piece arranged on the lock rod, and the guide piece is inserted into the guide groove and slides up and down along the guide groove;

the bottom of the first cavity is provided with a through hole for penetrating through the bottom of the lock rod.

Optionally, one side of the top of the lock rod, which faces the second cavity, is provided with a transmission gear, the top of the first cavity is communicated with the side of the second cavity, and the driving end is in transmission connection with the transmission gear.

Optionally, the driving end includes a driving gear and a reduction gear, the driving gear is in transmission connection with the transmission gear, the reduction gear is meshed with the driving gear, and the operating end is connected with the reduction gear through a transmission shaft.

Optionally, the height of the opening through which the first cavity is communicated with the second cavity is greater than the displacement of the lock rod.

Optionally, the operating end includes an operating handle, and the operating handle is fixedly connected with the transmission shaft.

Optionally, a locking mechanism is arranged between the operating handle and the inner side of the door panel.

By adopting the technical scheme, the airplane cabin door is additionally provided with the mechanical safety device on the basis of the existing design, and the device locks the airplane cabin door and the airplane body together in a manual mode, so that safety accidents caused by defects of the existing design are prevented.

Drawings

FIG. 1 is a front view of the present invention;

FIG. 2 is a schematic view of the interior construction of the door panel of the present invention;

fig. 3 is a schematic structural view of the lock mechanism of the present invention.

Detailed Description

The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and are not limiting of the utility model. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.

As shown in fig. 1, the utility model discloses a novel carbon fiber aircraft door, which comprises a door panel 1, wherein an automatic locking device (not shown in the figure) in the prior art is arranged in the door panel 1, and on the basis, a mechanical safety device is further installed in the door panel 1 to ensure the safety of the door. Specifically, the mechanical safety device comprises a cavity structure 2 arranged inside the door panel 1, a locking mechanism is arranged in the cavity structure 2, and the door panel 1 is locked by the locking mechanism after being closed, so that the mechanical locking of the cabin door is realized.

As shown in fig. 2, the locking mechanism includes a lock lever 3 that can move up and down within the cavity structure 2 and a driving mechanism for driving the lock lever 3 up and down. The driving mechanism comprises a driving end and an operating end, the driving end is arranged in the cavity structure 2 and is in transmission connection with the lock rod 3, and the operating end is arranged on one side, close to the interior of the aircraft cabin, of the door plate 1 and is used for manually controlling the action of the driving end. In addition, the aircraft body is also provided with an insertion hole matched with the lock rod 3, so that the bottom of the lock rod 3 can be conveniently inserted to realize matching.

In the present invention, as shown in fig. 2, the cavity structure 2 includes a first cavity 201 and a second cavity 202, wherein the lock rod 3 is installed in the first cavity 201 through a sliding guide pair, and the driving end is installed in the second cavity 202. Through the driving of the driving end, the lock rod 3 moves up and down along the sliding guide rail pair in the first cavity 201. The sliding guide rail pair comprises a guide groove (not arranged in the figure) arranged on the inner wall of the first cavity 201, the guide groove is distributed up and down along the inner wall of the first cavity 201, the sliding guide rail pair also comprises a guide sheet 4 arranged on the lock rod 3, and the guide sheet 4 is inserted into the guide groove and can slide up and down along the guide groove 4.

In the utility model, one side of the top of the lock rod 3 facing the second cavity 202 is provided with a transmission gear 5, the top of the first cavity 201 is communicated with the side of the second cavity 202, and the driving end is in transmission connection with the transmission gear 5. Specifically, the driving end includes a driving gear 6 and a reduction gear 7, the driving gear 6 is engaged with the transmission teeth 5 to realize transmission connection, and the reduction gear 7 is engaged with the driving gear 6. The operating end comprises an operating handle 8, the operating handle 8 is connected with the reduction gear 6 through a transmission shaft 9, so that the torque of the operating handle 8 is transmitted to the reduction gear 6 through the transmission shaft 9, and the reduction gear 6 is driven to rotate.

In the utility model, a locking mechanism is arranged between the operating handle 8 and the inner side of the door panel 1, and the locking mechanism is used for locking the operating handle 8 and preventing the operating handle 8 from rotating disorderly. As shown in fig. 1 and 3, the locking mechanism includes a first threaded sleeve 10 fixed on the operating handle 8, and a plurality of second threaded sleeves 11 fixedly installed inside the side portion of the door panel 1, the plurality of second threaded sleeves 11 are uniformly distributed along the same circumference, the diameter of the circumference is consistent with the distance from the axis of the first threaded sleeve 10 to the axis of the transmission shaft 9, and the center of the circumference is located on the axis of the transmission shaft 9. A locking rod 12 is connected between the first thread insert 10 and one of the second thread inserts 11, both ends of the locking rod 12 are provided with threads, the length of the locking rod 12 is adapted to the distance between the first thread insert 10 and the second thread insert 11, and a stop head 13 is further arranged at one end of the locking rod 12 far away from the second thread insert 11. When the operation handle 8 is locked, one end of the locking rod 12, which is far away from the locking head 13, is inserted into the first screw sleeve 10 and the second screw sleeve 11 in sequence, and then the locking head 13 is screwed to fasten the locking rod 12, so that the operation handle 8 is locked.

In the present invention, the height of the opening communicating between the first and

second cavities

201 and 202 should be greater than the displacement amount of the lock lever 3 so that the tooth portion of the driving gear 6 can pass through the opening to achieve the engagement with the driving gear 5.

In the present invention, the bottom of the first cavity 201 is provided with a through hole 14 for passing through the bottom of the locking bar 3, and the through hole 14 corresponds to an insertion hole provided on the aircraft body.

The above description is only a preferred embodiment of the application and is illustrative of the principles of the technology employed. It will be understood by those skilled in the art that the scope of the present invention is not limited to the specific combination of the above-mentioned features, but also covers other embodiments formed by any combination of the above-mentioned features or their equivalents without departing from the spirit of the present invention. For example, the above features may be replaced with (but not limited to) features having similar functions disclosed in the present application.

Other technical features than those described in the specification are known to those skilled in the art, and are not described herein in detail in order to highlight the innovative features of the present invention.

Claims

1. The novel carbon fiber aircraft cabin door is characterized by comprising a door plate, wherein a cavity structure is arranged inside the door plate, and a locking mechanism is installed in the cavity structure, so that the door plate is locked through the locking mechanism after being closed; the locking mechanism comprises a locking rod capable of moving up and down in the cavity structure and a driving mechanism used for driving the locking rod to move up and down, the driving mechanism comprises a driving end and an operating end, the driving end is arranged in the cavity structure and is in transmission connection with the locking rod, and the operating end is arranged on one side, close to the interior of the aircraft cabin, of the door plate.

2. The aircraft door of claim 1, wherein said cavity structure comprises a first cavity and a second cavity, wherein said locking rod is mounted in said first cavity and said driving end is mounted in said second cavity.

3. The aircraft door of claim 2, wherein the locking bar is mounted in the first cavity via a sliding guide pair;

4. The novel carbon fiber aircraft door of claim 3, wherein a driving tooth is arranged on one side of the top of the locking rod facing the second cavity, the top of the first cavity is communicated with the side of the second cavity, and the driving end is in driving connection with the driving tooth.

5. The novel carbon fiber aircraft door of claim 4, wherein the driving end comprises a driving gear and a reduction gear, the driving gear is in transmission connection with the transmission gear, the reduction gear is meshed with the driving gear, and the operating end is connected with the reduction gear through a transmission shaft.

6. The novel carbon fiber aircraft door of claim 5, wherein the opening height of the first cavity communicated with the second cavity is larger than the displacement of the lock rod.

7. The aircraft door of claim 6, wherein said operating end comprises an operating handle, said operating handle being fixedly connected to said drive shaft.

8. The novel carbon fiber aircraft door of claim 7, wherein a locking mechanism is provided between the operating handle and the inner side of the door panel.