RU2206474C1 - Flying vehicle hatch door control system - Google Patents

Abstract

FIELD: aeronautical engineering. SUBSTANCE: proposed system includes door with bracket which is movably connected with fuselage, drive whose on end is articulated with fuselage and other end is articulated with two members. Provision is also made several pairs of members which get engageable when door is in closed position; each pair includes guide and mating member. Mounted on sides of door are rollers and mounted on sides of aperture are additional profiled guides for these rollers. Bracket has projection and fuselage is provided with member guiding motion of said projection; shapes of this member and said additional guides are aligned. EFFECT: enhanced reliability; reduced mass. 7 cl, 8 dwg

Description

 The invention relates to the field of engineering, and more specifically to systems for operating hatches of aircraft (LA). It can be used for hatches (including doors) of cargo and passenger compartments of vehicles.

 A specific embodiment of the invention is implemented for an aircraft cargo hatch ramp. The ramp (Aviation / Encyclopedia / Ch. Ed. G.P. Svishchev. M .: Bol. Ross. Encyclopedia, 1994, p. 472) is a shutter hatch of the cargo compartment of the aircraft, combined with a ramp for people and various loads. As a rule, it is located at the rear of the fuselage. The ramp hinge axis is located near the threshold of the hatch and parallel to it.

 A known system for controlling the ramp of the cargo hatch of the AN-74 aircraft (AN-74 aircraft. Technical Maintenance Manual, section 052.30.00, p. 1, 5, 8, section 052.30.01, p. 1-2). The ramp, together with another sash and pressure shield, covering the cargo hatch located at the bottom of the fuselage, can be installed in the position of the ramp. In the closed state, it is held by the side and threshold locks. Side locks are located on the right and left beams of the cargo hatch - 8 locks on each side. All locks are kinematically connected by adjustable rods and are controlled by a hydraulic cylinder.

 The ramp is lowered and raised using the ramp lowering drive. When opening the cargo hatch with lowering the ramp to the gangway position, the lock of the open position of the other leaf, a pressure switch and another leaf, side ramp locks open. Then the boom locks are opened manually and the ramp lowers to the gangway position. Closing takes place in the reverse order.

The disadvantages of this solution are:
- significant total weight of the elements ensuring the ramp is kept closed and the process of opening / closing the ramp (locks and rods connecting them),
- the complexity of synchronizing the operation of the system and the complexity of operation, consisting in the need to control the opening / closing of each lock, and as a result - insufficient reliability of the system.

 Also known is the aircraft door control system (USSR, AS 525284), in which the door (i.e. the hatch leaf) is provided with a crescent-shaped hinge pivotally connected at its ends with a doorway edging and a frame, and the middle part with the frame by means of an earring and two shoulders of the lever, and in the closed position of the door, the axis of the earring and lever lie on one straight line. The door is held in the closed position due to the fact that it has pins that fit into the nests located on the door trim. During opening, the control mechanism pulls the door into the aircraft, during which the pins exit the sockets. After that, the door is led through the opening to the outside of the aircraft. The door is closed in the reverse order.

 The disadvantage of this solution is the need to reserve inside the aircraft space for the door near the hinge axis. When hinging the sash (door) on the threshold of the hatch, it is required that part of the floor be free for this, which is inconvenient.

 Closest to the invention is the described ramp control system for the AN-74.

 The objective of the invention is to simplify the control system of the shutter of the hatch of the aircraft and increase ease of use, as well as reducing weight and increasing reliability.

 The problem is solved in that the control system for the hatch of the hatch of the aircraft contains a sash with a bracket connected to the fuselage with the possibility of movement, an actuator pivotally connected to the fuselage at one end and pivotally connected to two links with the other, the first of which is pivoted with the other end fixed on the wing of the wings, connected to one of the ends of the thrust, which is connected to the fuselage by the other end by a hinge, and the other link is pivotally connected to the wing by the other end, several pairs of engaging element in arranged so that they are engaged in the closed shutters.

 A pair of engaging elements consists of a guide with an open end fixed to the fuselage and a mating element fixed to the sash.

 The control system also includes rollers mounted on the sides of the wing, as well as additional profiled guides for the said rollers installed on the sides of the fuselage opening, each of which has an open end.

 The said bracket has a protrusion, and on the fuselage there is an element that determines the movement of this protrusion, and the shape of this element and the mentioned additional profiled guides are agreed.

 The mentioned connection of the said bracket with the fuselage is made so that on the fuselage is the hinge axis, and on the bracket is a link, in which this axis can move.

 The axis of the hinge, with which the thrust is connected to the fuselage, coincides with the mentioned axis of the hinge.

 The drive is made in the form of a hydraulic cylinder.

 The proposed design of the system allows you to unlock the sash engaging elements and move the sash to the open position with one motion of the drive, as well as move the sash from the open to the closed position and lock the engaging elements with one movement in the opposite direction.

 Since there is no additional system that controls the engaging elements that perform the functions of locks, the invention allows to reduce the number of system elements, eliminate complex, metal-intensive locks and their traction, and as a result increase reliability and reduce weight.

 The invention is illustrated by drawings made for the case when the sash is the ramp of the cargo hatch of the aircraft.

 Figure 1 shows a side view of the ramp.

 Figure 2 shows the image of the hitch assembly corresponding to the rear view of the aircraft.

 Figure 3 shows an enlarged side view of the hitch assembly in the closed position of the ramp.

 FIG. 4 is an enlarged side view of a hitch assembly in an open ramp position.

 In FIG. 5 shows, on an enlarged scale, a fragment of a side view of the ramp containing the main components of the control system.

 Figure 6 is an enlarged view showing a fragment of figure 1 containing a pair of engaging elements located on the side of the ramp and the opening.

 In Fig.7 shows a cross section depicted in Fig.6 pair of engaging elements.

 On Fig in an enlarged scale shows a fragment of figure 1, containing a pair of engaging elements located on the upper side of the ramp and the opening.

 The sash control system contains (see FIG. 1) a sash (1), on the basis of which there is a bracket (2), which can be moved with the fuselage (3). In particular, this connection is made so that on the fuselage (3) near the threshold of the transport hatch there is an axle (4) of the linkage, and on the bracket (2) there is a link (5) along which the axis (4) can move (see also FIG. .2, 3, 4). Axis (4) is horizontal.

 The control system also contains a drive (6), one end pivotally connected to the fuselage (3), and the other connected by a hinge (7) with two links (8) and (9) (see figures 1, 5). The drive (6) can be made in the form of a hydraulic cylinder.

 At the other end of the first link (8) there is a hinge (10) that connects the link (8) to one of the ends of the rod (11) (Fig. 5). The other end of the thrust (11) is connected to the fuselage (3) by a hinge, the axis of which coincides with the axis (4) of the linkage (Figs. 1, 2).

 On the axis of the hinge (10) there is a rod that can move along the wings (12), mounted on the sash (1) (see figure 5).

 The other end of the second link (9) is connected by a hinge (13) to the leaf (1) (see Fig. 5).

 To keep the sash (1) closed, on the sides of the fuselage aperture (3) closed by the sash (1), there are several pairs of engaging elements, which are much simpler than the locks and lighter in weight. The main load acts on them: vertical and lateral forces. A pair of engaging elements consists of a guide (14) fixedly mounted on the fuselage (3), and a response element (15) fixed on the side of the sash (1) (see Figs. 5, 6, 7, 8). The position of the guide (14) is consistent with the position of the mating element (15), which has an expanded upper part. The inner profile of the guide (14) is aligned with the profile of the response element (15) so that the response element (15) can slide along the guide (14), being held on it. One of the ends of the guide (14) is made open to ensure sliding of the element (15) and its return.

 There is a protrusion (16) on the bracket (2), and on the fuselage (3) near the hinge axis (4) there is an element (17) that determines the movement of the protrusion (16) of the bracket (2) (see Figs. 3, 4).

 In order to ensure the exact response of the mating elements (15) into the guides (14) during the closing of the sash (1), additional profiled guides (18) are installed on the sides of the aperture on the fuselage (3), and rollers (19) are installed on the sash (1) with the possibility of sliding along the guides (18) (see figures 1, 5). One of the ends of the guides (18) is made open.

The shapes of the element (17), the guides (18) and the length of the wings (5) and (12) are interconnected so that 2 stages of opening / closing of the sash (1) are provided, i.e. upon opening:
- 1st stage - the shift of the sash in the direction against the flight,
- 2nd stage - rotation around the hinge axis,
when closing:
- 1st stage - rotation around the hinge axis in the opposite direction,
- 2nd stage - the shift of the sash in the direction of flight.

For this
- the shape of the element (17) allows the shift of the protrusion (16) and, accordingly, the sash (1) by a certain distance equal to the lengths of the wings (5) and (12), and the guides (18) have a straight section (18 *) (see 5) not less than the same length to ensure shear of the sash (1),
- the shape of the element (17) provides rotation of the protrusion (16) and the sash (1) around the axis (4) by an angle corresponding to the full opening of the sash (1), and the guides (18) have a section (18 **) (figure 5) providing this rotation of the sash (1).

 For additional fixation of the closed position of the sash (1) when the inertial forces act on it in flight, the links (8) and (9) have a kinematic fracture in the closed state of the sash (1) (Fig. 5) and on these links near the joint connecting them (7 ) there are stops (20) and (21). Stops (20) and (21) with this design hold only these inertial forces, which are an order of magnitude smaller than other forces acting in flight on the system.

 The control system of the hatch is as follows.

 In the closed position of the sash (1), the edge of the wings (5) rests on the axis (4). In this case, the expanded upper part of the response elements (15) rests on the guides (14), and thus the weight of the sash (1) is retained. The stops (20) and (21) hold the links (8) and (9) from further movement towards the closing of the sash (1). The rollers (19) are located inside the guides (18) in the area (18 *).

 To open the leaf (1), a force is applied to the actuator (6) - it moves apart. The hinge (7) undergoes a kinematic fracture, changing the position of the links (8) and (9). The hinge (10) moves along the wings (12). The distance between the hinges (10) and (13) is reduced, which leads to a shift of the leaf (1), since the distance between the axis (4) and the hinge (10) is determined by the length of the link (11), while the link (5) is shifted relative to the axis (4). During this shift, the protrusion (16) moves along that part of the element (17), which determines the translational movement of the sash (1). The rollers (19) move along the straight section (18 *) of the guides (18), the mating elements (15) slide along the guides (14).

 The transition to the rotation of the leaf (1) relative to the axis (4) occurs when the rollers (19) fall on the portion (18 **) of the guides (18) that provide this rotation. In this case, the response elements (15) slide off the guides (14) through their open ends. In the process of rotation, the rollers (19) move further along the portion (18 **) of the guides (18), and the protrusion (16) slides along the element (17). After the rollers (19) come out of the guides (18), the rotation of the leaf (1) relative to the axis (4), which abuts now on the other edge of the wings (5), is determined by the sliding of the protrusion (16) along the element (17). In the open state, the edge of the leaf (1) rests on the ground, the actuator (6) is disabled.

 The sash closes in the reverse order.

 The drive (6) pulls the leaf (1) up by the hinge (7) through the links (8) and (9). At first, the sash can only rotate about the axis (4) due to the interaction of the protrusion (16) and the element (17). The rollers (19) approach the open ends of the guides (18) and begin to move along these guides along the section (18 **). Upon transition from the rotation of the leaf (1) to the translational movement, the rollers (19) are rolled onto the straight part (18 *) of the guides (18). At this moment, the mating elements (15) approach the open ends of the guides (14) and engage with them. Further, the rollers (19) slide along the straight sections (18 *) of the guides (18), and the elements (15) along the guides (14).

 The sash closes when the stops (20) and (21) are in contact.

Claims (6)

1. The control system of the aircraft hatch leaf, comprising a leaf with a bracket connected to the fuselage with the possibility of movement, an actuator pivotally connected to the fuselage at one end and pivotally connected to two links with the other, the first of which is hinged to the other end and can be moved along the wings of the wings, connected to one of the ends of the thrust, which the other end is connected to the fuselage by the hinge, and the second link is pivotally connected to the wing by the other end, several pairs of engaging elements placed in such a way that are engaged in the closed state of the sash
2. The system according to claim 1, characterized in that the pair of engaging elements consists of a guide with an open end fixed to the fuselage and a mating element fixed to the sash.  3. The system according to claims 1 and 2, characterized in that it comprises rollers mounted on the sides of the sash, as well as additional profiled guides for the said rollers installed on the sides of the fuselage opening, each of which has an open end.  4. The system according to claims 1 to 3, characterized in that said bracket has a protrusion, and on the fuselage there is an element that determines the movement of this protrusion, and the shapes of this element and the said additional guides are agreed.  5. The system according to claims 1 to 4, characterized in that the said connection of the said bracket to the fuselage is made so that the hinge axis is located on the fuselage, and the link, in which this axis can move, is located on the bracket.  6. The system of claims. 1-5, characterized in that the axis of the hinge, by which the thrust is connected to the fuselage, coincides with the said axis of the hinge.  7. The system according to claims 1-6, characterized in that the drive is made in the form of a hydraulic cylinder.

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