WO2017088659A1 - 飞机舱门应急滑梯预位触发机构 - Google Patents

飞机舱门应急滑梯预位触发机构 Download PDF

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Publication number
WO2017088659A1
WO2017088659A1 PCT/CN2016/105140 CN2016105140W WO2017088659A1 WO 2017088659 A1 WO2017088659 A1 WO 2017088659A1 CN 2016105140 W CN2016105140 W CN 2016105140W WO 2017088659 A1 WO2017088659 A1 WO 2017088659A1
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WIPO (PCT)
Prior art keywords
rocker arm
positioning
door
aircraft
trigger
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PCT/CN2016/105140
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English (en)
French (fr)
Inventor
唐行微
黄振庭
汪洋
刘若斯
贾支鹏
安琳琳
Original Assignee
中国商用飞机有限责任公司
中国商用飞机有限责任公司上海飞机设计研究院
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Publication of WO2017088659A1 publication Critical patent/WO2017088659A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D25/00—Emergency apparatus or devices, not otherwise provided for
    • B64D25/08—Ejecting or escaping means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/24—Steps mounted on, and retractable within, fuselages

Definitions

  • the invention relates to an aircraft cabin emergency slide pre-positioning trigger mechanism for triggering the release of an aircraft cabin emergency slide, which can be used for driving the slide cylinder to open, and providing an escape slide for passenger escape in an emergency situation.
  • an aircraft door emergency slide pre-positioning trigger mechanism for triggering the release of an aircraft door emergency slide, it is generally known to be applied to an emergency door on an aircraft wing.
  • pre-position triggering mechanisms for aircraft cabin emergency slides.
  • One of the aircraft cabin door emergency slide pre-positioning triggering mechanism is composed of an emergency handle mechanism, an emergency slide driving mechanism, an emergency slide bar mechanism and the like.
  • the emergency slide mechanism is driven by the emergency handle mechanism to control the position of the slide bar, and the emergency auxiliary power mechanism is triggered to automatically open the slide gas cylinder after the door is opened to provide passenger escape equipment.
  • the other aircraft door emergency slide pre-positioning trigger mechanism is configured to rotate the slide pre-positioning pin shaft to drive the spring-loading pin to eject in an emergency situation, thereby triggering the slide release lever.
  • the aircraft cabin emergency slide pre-positioning trigger mechanism releases the slide pre-position by rotating the slide pre-position bolt shaft counterclockwise.
  • the above-mentioned first type of aircraft door emergency slide pre-positioning trigger mechanism is a multi-stage linkage mechanism, the design principle is complicated, and the reliability requirement for each component is high, which will greatly increase the weight of the entire door.
  • the above-mentioned second type of aircraft door emergency slide pre-positioning trigger mechanism is driven by the slide pre-positioning bolt shaft, and the triggering process is synchronized with the pre-slide pre-positioning bolt process, therefore,
  • the aircraft cabin emergency slide pre-positioning trigger mechanism is required to be installed at a position close to the slide pre-positioning bolt shaft, generally installed on the left or right door frame, and thus, the installation position of the aircraft cabin emergency slide pre-positioning trigger mechanism is arranged.
  • the triggering mechanism of each emergency door is independent of each other.
  • the present invention has been made to solve the above technical problems, and an object thereof is to provide an aircraft cabin door emergency slide pre-positioning triggering mechanism capable of triggering a gas cylinder of a slide during a door lifting process.
  • Another object of the present invention is to provide a method for reducing the number of components and the overall weight of the entire door, and improving the installation freedom of the aircraft door emergency slide pre-positioning trigger mechanism, and enabling two emergency doors ( For example, the front and rear two emergency doors are shared with the aircraft cabin emergency slide pre-positioning trigger mechanism.
  • the aircraft cabin emergency slide pre-positioning triggering mechanism of the present invention is disposed between two hatches of the aircraft, and a door-side triggering rocker arm is respectively disposed at a position close to each of the above-mentioned hatches of the aircraft, a limit flange, a torsion rocker arm, a slide pre-position bolt and a plunger, wherein the door side trigger rocker arm is a single-ear structure, and the door-side trigger rocker arm of the single-ear structure respectively corresponds to each of the hat doors And being fastened to the above-mentioned plunger by a fastener, the limiting flange and the torsion rocker arm are disposed at an end of the rotating shaft from the side closer to the door of the rotating shaft, and the inserted rod is inserted into In an end portion of the above-mentioned rotating shaft rod which is hollow at both ends, a rocker arm member is attached to a middle portion of the rotating shaft rod, and the rocker arm member is attached to a
  • the aircraft cabin emergency slide pre-positioning trigger mechanism is in the normal pre-position mode during normal operation of the aircraft, in the normal pre-position mode, when the above-mentioned hatch is raised to a certain position and continues to be lifted, the utilization is utilized.
  • the above-mentioned door side triggering rocker arm, the rocker arm member of the above-mentioned shaft rod and the connecting rod and the lever of the above-mentioned transmission rocker arm directly open the slide gas cylinder connected with the flexible steel cable of the flexible mechanism, thereby releasing the wing sliding ladder Therefore, it can be triggered by the door frame of the door to synchronously realize the lifting of the door and the release of the gas cylinder of the slide.
  • the aircraft cabin emergency slide pre-positioning trigger mechanism is disposed between the two hatches of the aircraft, a mechanism for realizing the release of the slide cylinder can be realized (the trigger mechanism of the flexible mechanism and the middle of the shaft of the shaft)
  • the arm member is used for two emergency doors to realize the installation freedom of the aircraft door emergency slide pre-positioning trigger mechanism, and can reduce the number of components, thereby reducing the overall weight of the entire door.
  • the starting cantilever mounted on the door frame and the above-mentioned door are The side triggers the rocker arm contact, and as the door frame continues to be lifted, the starting cantilever drives the door side triggering rocker arm to rotate in a clockwise direction when viewed from the reverse direction, so that the door side trigger rocker arm drives the shaft to follow Rotating in the hour hand direction, the rocker arm member mounted in the middle of the rotating shaft is rotated clockwise together with the rotating shaft, and the rocker arm member mounted in the middle of the rotating shaft rod drives the connecting rod to move downward, and then passes through the branch
  • the lever of the seat drives the above-mentioned transmission rocker arm to pull the flexible steel cord upward.
  • the start cantilever when the aircraft door emergency slide pre-positioning trigger mechanism is driven, the start cantilever abuts the door side trigger rocker arm of the single-ear structure of the aircraft door emergency slide pre-positioning trigger mechanism.
  • a limited-position cantilever is disposed above the starting cantilever, and the limiting cantilever is mainly used to prevent the inflation of the slide bag from being triggered by other members hitting the door side triggering rocker arm when the door is not opened.
  • the door emergency slide pre-trigger trigger mechanism is damaged.
  • the plunger is provided with a plunger positioning hole, and two positioning holes, that is, a first positioning hole are respectively disposed on the side of the end portion of the rotating shaft on the side of each of the doors a second positioning hole, the first positioning hole is disposed at a position of an end portion of the rotating shaft near the door frame of each of the doors, and the second positioning hole is disposed at an end of the rotating shaft relative to the above
  • the first positioning hole is further away from the position of the door frame side of each of the above-mentioned hatches
  • the aircraft cabin door emergency slide pre-positioning triggering mechanism has two modes of a normal pre-position mode and a release pre-position mode, in the above-mentioned normal pre-position mode.
  • the slide pre-positioning latch is sequentially inserted into the plunger positioning hole and the first positioning hole.
  • the door-side trigger rocker arm is located at a position that can be triggered by the activation cantilever of the door, and is released.
  • the plunger is pushed in the direction of the second positioning hole of the rotating shaft to the limit, and the slide pre-positioning bolt is sequentially inserted into the positioning hole of the plunger and the second positioning.
  • the door side of the rocker arm located at a position above the trigger cantilever above the door can not start the collision triggered.
  • the above-mentioned aircraft door emergency slide pre-positioning triggering mechanism has two modes of a normal pre-positioning mode and a disarming pre-positioning mode, in the above-mentioned normal pre-positioning mode, the above-mentioned slide pre-positioning pins are sequentially inserted into the above-mentioned insertion.
  • the door side triggering rocker arm In the rod positioning hole and the first positioning hole, the door side triggering rocker arm is located at a position that can be triggered by the starter cantilever of the door, and in the releasing the pre-positioning mode, the plunger is facing the above The direction of the second positioning hole of the rotating shaft is pushed up to the limit, and the slide pre-positioning bolt is sequentially inserted into the plunger positioning hole and the second positioning hole.
  • the door side trigger rocker arm is located at the same position as the above
  • the above-mentioned starting cantilever of the door cannot collide with the triggered position. Therefore, when the door is opened (upward) during the normal operation of the door, the door side triggering rocker action of the aircraft door emergency slide pre-positioning trigger mechanism can be activated.
  • the starting cantilever of the door does not touch the door side to trigger the rocker arm, and the aircraft door emergency slide will not be made.
  • the door side of the pre-positioning trigger mechanism triggers the rocker arm movement, thereby not triggering like the normal pre-position mode and opening the slide cylinder to release the wing slide.
  • a torsion spring is mounted on the torsion rocker arm for providing a spring force for maintaining the initial determined state of the aircraft door emergency slide pre-positioning trigger mechanism.
  • the torsion spring is raised when any one of the rear two emergency hatch doors is lifted and everted Will cause the door side to trigger the rocker arm to rebound.
  • the limiting flange forms a finite position lug, and the limiting lug is prevented from abutting against the ear of the rocker arm of the door side of the single-ear structure, thereby preventing when viewed from the reverse direction.
  • the above-mentioned door side trigger rocker arm rotates counterclockwise under the action of gravity.
  • the limit lug of the limit flange abuts against the ear portion of the trigger rocker arm disposed on the door side, thereby restricting the trigger rocker arm from continuing to rebound, and limiting the trigger rocker arm to the initial position to prevent
  • the trigger rocker arm continues to rotate the shaft counterclockwise in the heading direction to squeeze the flexible steel cable to cause damage to the flexible steel cable.
  • the rocker arm member mounted in the middle of the rotating shaft has a central hole and a fixing hole, wherein the rotating shaft can pass through the central hole of the rocker member, so that the rocker member can follow the rotating shaft Movement of the movement, the above-mentioned connecting rod is fixed by the joint bearing in the above-mentioned fixing hole.
  • one end of the connecting rod is connected to the rocker arm member via a joint bearing, and the other end of the connecting rod is connected to the transmission rocker arm via a joint bearing.
  • the joint bearing can maintain the link with a certain degree of swing freedom with respect to the transmission rocker arm, the action of the entire aircraft door emergency slide pre-positioning trigger mechanism can be prevented from being caused by the transmission rocker arm.
  • the aircraft is stuck in the direction of the displacement.
  • the flexible mechanism is composed of an outer steel cable sleeve and an inner flexible steel cable, and the flexible steel cable is fixed by a plurality of fixed supports, and each of the two supports ensures the flexibility of the flexible mechanism in a long length.
  • the cable is fixed at a certain position.
  • the texture of the cable sleeve on the outside of the flexible mechanism is harder than the texture of the flexible cable inside.
  • the flexible cable will inevitably move within the space defined by the cable sleeve, thereby avoiding the cable that affects the EWIS (all-machine cable system), and the air conditioning piping of the environmental control system. Etc.
  • FIG. 1 is a diagram showing a knot of an aircraft seat door emergency slide pre-positioning trigger mechanism according to an embodiment of the present invention. Schematic diagram of the structure showing that the hatch is closed and the aircraft door emergency slide pre-positioning trigger mechanism is in the normally closed mode.
  • FIG. 2 is a schematic view showing a connection structure between an aircraft cabin door emergency slide pre-positioning trigger mechanism and an aircraft door according to an embodiment of the present invention, which shows that when the aircraft door emergency slide pre-positioning trigger mechanism is in the normal pre-position mode, After the door is fully lifted, the starter cantilever provided at the door abuts against the door side to trigger the rocker arm and trigger the moment of its action.
  • FIG. 3 is a partial schematic view showing a pre-position triggering mechanism for an aircraft door emergency slide according to an embodiment of the present invention, which shows a slide pre-positioning bolt and a first position when the aircraft cabin emergency slide pre-positioning trigger mechanism is in a normal pre-position mode; Position the positional relationship between the holes.
  • FIG. 4 is a partial schematic view showing a pre-position trigger mechanism for an aircraft door emergency slide according to an embodiment of the present invention, which shows a slide pre-positioning bolt and a second when the aircraft cabin emergency slide pre-positioning trigger mechanism is in the pre-release mode. Position the positional relationship between the holes.
  • FIG. 5 is a partial schematic view showing a pre-position triggering mechanism of an aircraft door emergency slide according to an embodiment of the present invention, showing a rocker arm member installed in a middle portion of a shaft rod, a connecting rod connected to the rocker arm member, and the connecting body Schematic structure of the transmission rocker arm connected to the rod.
  • Fig. 6 is a partial schematic view showing the pre-position triggering mechanism of the aircraft door emergency slide according to an embodiment of the present invention, showing the schematic structure of the flexible cable of the flexible mechanism.
  • Fig. 7 is a partial schematic view showing the pre-position trigger mechanism of the aircraft door emergency slide according to another embodiment of the present invention, showing the structure in which the limit flange has a lug.
  • FIG. 1 shows that the hatch 200 (see FIG. 2) is closed, and the aircraft door emergency slide is pre-planned.
  • the position trigger mechanism 100 is in the slide pre-position state
  • FIG. 2 is a view showing that the aircraft door emergency slide pre-positioning trigger mechanism 100 is in the released state after the hatch 200 is fully lifted
  • FIG. 3 shows the aircraft cabin emergency slide pre-position trigger.
  • the positional relationship between the slide pre-positioning pin for example, the slide pre-positioning pin 140a
  • the first positioning hole 160A when the mechanism 100 is in the normal pre-position mode
  • FIG. 4 shows that the aircraft door emergency slide pre-positioning trigger mechanism 100 is in the pre-positioning position.
  • Slide pre-positioning latch in mode (For example, the slide pre-positioning pin 140a) and the positional relationship of the second positioning hole 160B.
  • 5 is a partial schematic view showing an aircraft cabin door emergency slide pre-positioning trigger mechanism according to an embodiment of the present invention, showing a rocker arm member 161 mounted in the middle of the shaft rod 160, and a link 162 connected to the rocker arm member 161. And a schematic structure of the transmission rocker arm 171 connected to the link 162.
  • 6 is a partial schematic view showing an aircraft cabin door emergency slide pre-positioning trigger mechanism according to an embodiment of the present invention, showing a schematic structure of a flexible cable 172 of the flexible mechanism 170.
  • an aircraft door emergency slide pre-positioning trigger mechanism 100 is disposed between two hatches of an aircraft (for example, two front and rear emergency hatches) 200 (see FIG. 2), in the vicinity.
  • the door side trigger rocker arms 110a, 110b, the limit flanges 120a, 120b, the torsion rocker arms 130a, 130b, the slide pre-position pins 140a, 140b, the plunger 150a are respectively disposed at the positions of the doors 200 of the aircraft. 150b.
  • the above-described hatch side trigger rocker arms 110a, 110b are of a single ear structure (see Fig. 1), and the door side trigger rocker arms 110a, 110b of the single ear structure are respectively associated with the hatch 200 (for example, the emergency hatch in front and the emergency in the rear)
  • the hatch corresponds (see Figure 2) and is secured to the plungers 150a, 150b by fasteners B (e.g., bolts) (see Figure 1).
  • the door side trigger rocker arms 110a, 110b, the limit flanges 120a, 120b, the torsion rocker arms 130a, 130b, the slide pre-position pins 140a, 140b, and the plungers 150a, 150b are respectively connected to the respective ends of the shaft rod 160. Near the location. Specifically, taking the one-side structure as an example, as shown in FIG. 6, the above-described door side trigger rocker arm 110a is fixed to the above-mentioned plunger 150a by a fastener B (for example, a bolt) at one end of the above-mentioned shaft 160.
  • the limit flange 120a and the torsion rocker arm 130a are disposed in this order from the side close to the hatch 200.
  • the above-mentioned plunger 150a is inserted into the hollow shaft 160. Further, the door side trigger rocker arm 110b, the limit flange 120b, the torsion rocker arm 130b, the slide pre-positioning pin 140b, and the plunger 150b are provided at the other end of the shaft rod 160.
  • Torsion springs 131a, 131b are mounted on the torsion rocker arms 130a, 130b, and the torsion springs 131a, 131b are used to provide a spring in which the aircraft door emergency slide pre-positioning trigger mechanism 100 maintains an initial determination state. force.
  • a rocker arm member 161 is attached to the center of the above-described shaft. More specifically, as shown in FIG. 5, the rocker arm member 161 has a center hole 161a and a fixing hole 161b, wherein the above-mentioned shaft rod 160 can pass through the center hole 161a of the rocker arm member 161 and is fixedly connected by bolts, so that the rocker The arm member 161 is movable in accordance with the movement of the shaft 160, and the link 162 is fixed to the fixing hole 161b by a joint bearing. Further, the other end of the link 162 is connected to the transmission rocker arm 171 via a joint bearing 163.
  • the transmission rocker arm 171 is connected to a flexible mechanism 170 which is composed of an outer steel cable sleeve and an inner flexible steel cable 172 (refer to FIG. 6).
  • the flexible steel cable 172 is directly coupled with the slide package.
  • the gas cylinder (173) is connected. More specifically, one end of the transmission rocker arm 171 is connected to the other end of the link 162, and the other end of the transmission rocker arm 171 is connected to one end of the flexible cable 172 of the flexible mechanism 170, and at the same time, the flexible steel cable
  • the other end of the 172 is connected to an inflation valve (not shown) of the slide cylinder (173).
  • a portion of the transmission rocker arm 171 which is connected to the one end side of the link 162, for example, is fixed to the holder 180, whereby both ends of the transmission rocker arm 171 and the holder 180 form a lever structure.
  • the flexible cable 172 is fixed by a plurality of fixed supports 190 (only one is illustrated in FIG. 1), and each of the two fixed supports 190 ensures that the flexible cable 172 in a long section is fixed at a certain position.
  • the texture of the outer cable sleeve of the flexible mechanism 170 is harder than the texture of the inner flexible cable 172, once the shape of the cable sleeve is fixed, the flexible cable 172 is bound to be defined in the cable sleeve. Move inside to avoid the arrangement of cables that affect EWIS (full-machine cable system), air conditioning piping of the environmental control system, etc.
  • Figure 2 shows one of the two front and rear doors 200 (e.g., the front emergency door).
  • a starter cantilever 211 for driving the above-described aircraft door emergency slide pre-positioning trigger mechanism 100 is provided on the door frame 210 (side) of the door 200 shown in FIG. 2, and the starter cantilever 211 is, for example, a stop for driving the aircraft cabin.
  • the starter cantilever 211 abuts the door-side trigger rocker arm (for example, the door-side trigger rocker arm 110a) of the single-ear structure of the aircraft door emergency slide position pre-trigger mechanism 100.
  • a limit cantilever 212 is disposed above the start cantilever 211, and the limit cantilever 212 is mainly used to prevent the slide bag from being triggered when other members touch the door side trigger rocker arm when the door 200 is not opened. Inflation leads to the entire aircraft cabin The door emergency slide pre-trigger mechanism 100 is damaged. At the same time, since the door side triggering rocker arms 110a, 110b are located between the starting cantilever 211 (stopper) and the limiting cantilever 212, and there is a certain movable space, even if the door 200 has a slight vibration below a prescribed level, Does not cause the wrong release of the slide bag. In the door start of the aircraft, the aircraft door emergency slide pre-positioning trigger mechanism 100 has two modes of a normal pre-position mode and a release pre-positioning mode.
  • the door frame 210 In the normal pre-position mode, when any one of the first two emergency hatches (for example, the front emergency door) 200 is lifted, the door frame 210 is raised to a certain position. At this time, as shown in FIG. The actuating cantilever 211 (stop) on the door frame 210 moves together with the limit cantilever 212 disposed above the actuating cantilever 211 (stop). In addition, with the movement of the start cantilever 211 (stop), the starter cantilever 211 (stop) comes into contact with the door side trigger rocker arm 110a on the aircraft door emergency slide pre-positioning trigger mechanism 100, and the aircraft door is made The trigger rocker arm 110a of the emergency slide pre-positioning trigger mechanism 100 rotates in a clockwise direction (viewed from the reverse direction).
  • the torsion springs 131a, 131b will cause the door-side triggering rocker arms 110a, 110b to rebound, and the limit method
  • the blue discs 121a and 121b abut against the ear portions 111a and 111b provided on the door side trigger rocker arms 110a and 110b, thereby restricting the trigger rocker arms 110a and 110b from continuing to rebound, and restricting the trigger rocker arms 110a and 110b to the initial position.
  • the trigger rocker arms 110a, 110b are prevented from continuing to rotate the shaft 160 counterclockwise in the heading direction to squeeze the flexible cable 172, causing damage to the flexible cable 172.
  • the door frame 210 As the door frame 210 continues to be lifted, it is mounted on the door frame 210 when viewed from the nose of the aircraft (the right side in FIG. 1) toward the tail (the left side in FIG. 1) (reverse direction).
  • the starting cantilever 211 drives the door side triggering rocker arm 110a to rotate in a clockwise direction, and the door side triggering rocker arm 110a and the rotating shaft 160 are connected by the plunger 150a. Therefore, the door side triggering rocker arm 110a drives the rotating shaft 160 to rotate clockwise.
  • the direction is rotated, and at the same time, the rocker member 161 mounted in the middle of the shaft 160 is also rotated in the clockwise direction with the shaft 160.
  • the rocker arm member 161 installed in the middle of the rotating shaft 160 drives the connecting rod 162 to move downward, and at the same time, the driving rocker arm 171 drives the flexible cable 172 of the flexible mechanism 170 upward through the support 180.
  • the flexible cable 172 is pulled, the inflatable valve of the slide bag 173 is pulled, and the slide bag is inflated and then ejected, thereby releasing the wing slide to achieve emergency escape.
  • a plunger positioning hole 151a is provided on the plunger 150a, and further, at the end of the hinge lever 160 on the side of the door 200 (for example, the front emergency door).
  • Two positioning holes are provided on the side (the first positioning hole 160A on the side of the door frame 210 of the door 200 and the second positioning hole 160B on the side of the door frame 210 away from the door 200).
  • the plunger positioning hole 151a of the plunger 150a is located on the same axis as the first positioning hole 160A of the shaft 160, and the slide pre-positioning pin 140a is sequentially inserted into the plunger positioning hole 151a. And the first positioning hole 160A.
  • the door side triggering rocker arm 110a and the starting cantilever 211 (stopper) of the door 200 are located at a position capable of collision triggering, that is, the corresponding state is a slide pre-positioning state, so that when the door is engaged When the 200 is opened (lifted up), the door side trigger rocker arm 110a of the aircraft door emergency slide pre-positioning trigger mechanism 100 can be actuated.
  • the slide pre-positioning pin 140a is from the side of the door frame 210 near the hatch 200 (for example, the front emergency door).
  • the first positioning hole 160A is pulled out, and then the plunger 150a is pushed toward the far axis 200 of the rotating shaft 160 (toward the second positioning hole 160B) until the limit, and the slide pre-positioning pin 140a is sequentially inserted into the insertion.
  • the position of the collision trigger that is, the corresponding state is the slide release pre-position state, so that when the hatch 200 is opened (lifted up), the start cantilever 211 (stop) of the hatch 200 does not touch the door side trigger rocker arm 110a, the door side trigger rocker arm 110a of the aircraft door emergency slide pre-positioning trigger mechanism 100 will not be actuated.
  • a plunger positioning hole 151b is also disposed on the plunger 150b, and two positioning holes (first positioning hole 160A and the first positioning hole) are also disposed on the side of the end portion of the rotating shaft 160 on the side of the rear emergency door. Two positioning holes 160B).
  • the release pre-positioning mode is usually a mode used in daily maintenance, and both the front and rear emergency hatches (two hatches 200) need to operate the slide pre-positioning pins 140a, 140b as described above, thereby releasing the normal pre-position. status.
  • the release pre-positioning mode as described above, the hatch 200 is lifted upward, and the hatch side trigger rocker arm 110a of the aircraft cabin emergency slide pre-positioning trigger mechanism 100 does not trigger like the normal pre-position mode and the slide pack is The gas cylinder 173 is opened to release the wing slide.
  • FIG. 7 is a partial schematic view showing an aircraft door emergency slide pre-positioning trigger mechanism 100 according to another embodiment of the present invention, showing that the limit flange (eg, the limit flange 120a) has a lug (eg, The structure of the lug 121a).
  • the limit flange eg, the limit flange 120a
  • a lug eg, The structure of the lug 121a
  • FIG. 7 for example, the structure of one side of the aircraft door emergency slide pre-positioning trigger mechanism 100 (near the front emergency door side) is shown, but the same on the other side (near the rear emergency door side). structure. Specifically, as shown in FIG. 7, a limiting lug 121a is formed on the limiting flange 120a, and the limiting lug 121a abuts against the ear portion 111a of the trigger rocker arm 110a provided on the door side. Therefore, it is possible to effectively prevent the door side triggering rocker arm 110a from rotating in the counterclockwise direction by gravity when viewed from the reverse course.
  • the function of preventing the misoperation caused by the contact lugs 121a and 121b of the limit flanges 120a and 120b abutting on the ear portions 111a and 111b provided on the door side trigger rocker arms 110a and 110b is Both the normal pre-position mode and the de-pre-position mode can be applied.

Abstract

一种飞机舱门应急滑梯预位触发机构（100），能在舱门（200）提升过程中触发滑梯包气瓶（173），所述飞机舱门应急滑梯预位触发机构（100）设置在飞机的两个舱门（200）之间，在靠近飞机的各舱门（200）的位置处分别设置有舱门侧触发摇臂（110a，110b）、限位法兰盘（120a，120b）、扭转摇臂（130a，130b）、滑梯预位插销（140a，140b）以及插杆（150a，150b），限位法兰盘（120a，120b）和扭转摇臂（130a，130b）从转轴杆（160）的靠近舱门（200）一侧起依次设置在转轴杆（160）的端部，插杆（150a，150b）被插入到在两端部中空的转轴杆（160）的端部中，在转轴杆（160）的中部安装有摇臂构件（161），该摇臂构件（161）与传动摇臂（171）连接，且传动摇臂（171）固定于支座（180）而成为杠杆结构，在常预位模式下，当舱门（200）提升至一定位置并继续提升时，利用舱门侧触发摇臂（110a，110b）、摇臂构件（161）以及传动摇臂（171）的杠杆连动作用，将滑梯包气瓶（173）打开，从而释放翼下滑梯。

Description

飞机舱门应急滑梯预位触发机构
本申请要求于2015年11月24日提交的、申请号为201510823467.0的中国专利申请的优先权，在此以参见的方式引入该申请的全部内容。
技术领域
本发明涉及一种用于触发飞机舱门应急滑梯释放的飞机舱门应急滑梯预位触发机构，其能用于驱动滑梯气瓶打开，在应急情况下为乘客逃生提供逃生滑梯。
背景技术
作为用于触发飞机舱门应急滑梯释放的飞机舱门应急滑梯预位触发机构，已知其一般应用于飞机翼上的应急门。目前常见的飞机舱门应急滑梯预位触发机构主要有以下两种。
其中一种飞机舱门应急滑梯预位触发机构由应急手柄机构、应急滑梯驱动机构、应急滑梯杆机构等多个机构构成。在紧急情况下，通过应急手柄机构，对应急滑梯杆机构进行驱动来控制滑梯杆的位置，同时触发应急辅助动力机构，在舱门打开后自动打开滑梯包气瓶，以提供旅客逃生设备。
而另一种飞机舱门应急滑梯预位触发机构构造成在应急情况下，使滑梯预位插销轴转动来驱动弹簧加载销弹出，由此触发滑梯释放杆。另外，这种飞机舱门应急滑梯预位触发机构通过逆时针旋转滑梯预位插销轴来解除滑梯预位。
但是，上述第一种飞机舱门应急滑梯预位触发机构是多级联动的机构，设计原理复杂，对每个零部件的可靠性要求较高，这样会使得整个舱门重量大大增加。另一方面，上述第二种飞机舱门应急滑梯预位触发机构是用滑梯预位插销轴驱动的，其触发过程与解滑梯预位插销过程同步，因此， 要求该飞机舱门应急滑梯预位触发机构安装在接近滑梯预位插销轴的位置，一般是安装在左侧或右侧门边框上，因而，飞机舱门应急滑梯预位触发机构的安装位置布置有局限性，并且每个应急门的触发机构彼此相互独立。
因而，如何能设计出一种既能降低零部件的数量及整个舱门的整体重量，又能提高飞机舱门应急滑梯预位触发机构的安装自由度，且能使两个应急门(例如前后两个应急门)共用的飞机舱门应急滑梯预位触发机构便成为亟待解决的技术问题。
发明内容
本发明为解决上述技术问题而作，其目的在于提供一种能在舱门提升过程中触发滑梯包气瓶的飞机舱门应急滑梯预位触发机构。
本发明的另一目的在于提供一种既能降低零部件的数量及整个舱门的整体重量，又能提高飞机舱门应急滑梯预位触发机构的安装自由度，且能使两个应急门(例如前后两个应急门)共用的飞机舱门应急滑梯预位触发机构。
为了解决上述技术问题，本发明的飞机舱门应急滑梯预位触发机构设置在飞机的两个舱门之间，在靠近飞机的各上述舱门的位置处分别设置有舱门侧触发摇臂、限位法兰盘、扭转摇臂、滑梯预位插销以及插杆，其中，上述舱门侧触发摇臂为单耳结构，该单耳结构的舱门侧触发摇臂分别与各上述舱门对应，并通过紧固件固定在上述插杆上，上述限位法兰盘和上述扭转摇臂从转轴杆的靠近舱门一侧起依次设置在上述转轴杆的端部，上述插杆被插入到在两端部中空的上述转轴杆的端部中，在上述转轴杆的中部安装有摇臂构件，该摇臂构件通过连杆而与传动摇臂连接，且上述传动摇臂被固定于支座，在飞机正常运行中，飞机舱门应急滑梯预位触发机构处于常预位模式，在该常预位模式下，当上述舱门提升至一定位置并继续提升时，利用上述舱门侧触发摇臂、上述转轴杆的摇臂构件及连杆以及上述传动摇臂的杠杆连动，直接将与上述柔性机构的柔性钢索连接的滑梯包气 瓶打开，从而释放翼下滑梯。
通过如上所述构成，由于在飞机正常运行中，飞机舱门应急滑梯预位触发机构处于常预位模式，在该常预位模式下，当上述舱门提升至一定位置并继续提升时，利用上述舱门侧触发摇臂、上述转轴杆的摇臂构件及连杆以及上述传动摇臂的杠杆连动，直接将与上述柔性机构的柔性钢索连接的滑梯包气瓶打开，从而释放翼下滑梯，因此，能通过舱门的门框进行触发，来同步实现舱门的提升和滑梯包气瓶的释放。
另外，由于飞机舱门应急滑梯预位触发机构设置在飞机的两个舱门之间，因此，能使实现滑梯包气瓶释放的一套机构(柔性机构的触发摇臂、转轴杆中部的摇臂构件)共用于两个应急门，实现飞机舱门应急滑梯预位触发机构的安装自由度，并且能够降低零部件的数量，从而能够降低整个舱门的整体重量。
较佳的是，当飞机舱门应急滑梯预位触发机构处于常预位模式下，上述舱门提升时，上述舱门的门框提升至一定位置，安装于上述门框上的启动悬臂与上述舱门侧触发摇臂接触，随着上述门框继续提升，从逆航向观察时，上述启动悬臂驱动上述舱门侧触发摇臂沿顺时针方向转动，而使上述舱门侧触发摇臂带动转轴杆沿顺时针方向转动，安装在上述转轴杆中部的上述摇臂构件随着上述转轴杆一同沿顺时针方向转动，安装在上述转轴杆中部的上述摇臂构件带动上述连杆向下方运动，然后，通过支座的杠杆作用，带动上述传动摇臂向上拉动上述柔性钢索。
根据如上所述构成，在驱动上述飞机舱门应急滑梯预位触发机构时，上述启动悬臂与上述飞机舱门应急滑梯预位触发机构的单耳结构的舱门侧触发摇臂抵接。另外，在上述启动悬臂的上方设置有限位悬臂，该限位悬臂主要用于防止在舱门没有开启的情况下，因其它构件碰到舱门侧触发摇臂而触发滑梯包的充气导致整个飞机舱门应急滑梯预位触发机构损坏。同时由于舱门侧触发摇臂位于启动悬臂(挡块)与限位悬臂之间，且存在一定的活动空间，因此，即便舱门有规定程度以下的微幅振动，也不会导致滑梯包的误释放。
较佳的是，在上述插杆上设置有一个插杆定位孔，在上述转轴杆的靠各上述舱门一侧的端部的侧面上分别设置有两个定位孔、即第一定位孔和第二定位孔，上述第一定位孔设置在上述转轴杆的端部的靠近各上述舱门的门框一侧的位置处，上述第二定位孔设置在上述转轴杆的端部的、相对于上述第一定位孔更远离各上述舱门的门框一侧的位置处，上述飞机舱门应急滑梯预位触发机构具有常预位模式和解除预位模式这两种模式，在上述常预位模式下，上述滑梯预位插销被依次插入上述插杆定位孔和上述第一定位孔中，此时，上述舱门侧触发摇臂位于与上述舱门的上述启动悬臂能够碰撞触发的位置，在上述解除预位模式下，上述插杆被朝上述转轴杆的上述第二定位孔的方向推动，直至极限，上述滑梯预位插销被依次插入到上述插杆定位孔和上述第二定位孔中，此时，上述舱门侧触发摇臂位于与上述舱门的上述启动悬臂不能碰撞触发的位置。
通过如上所述构成，由于上述飞机舱门应急滑梯预位触发机构具有常预位模式和解除预位模式这两种模式，在上述常预位模式下，上述滑梯预位插销被依次插入上述插杆定位孔和上述第一定位孔中，此时，上述舱门侧触发摇臂位于与上述舱门的上述启动悬臂能够碰撞触发的位置，在上述解除预位模式下，上述插杆被朝上述转轴杆的上述第二定位孔的方向推动，直至极限，上述滑梯预位插销被依次插入到上述插杆定位孔和上述第二定位孔中，此时，上述舱门侧触发摇臂位于与上述舱门的上述启动悬臂不能碰撞触发的位置，因此，在飞机正常运行中，当舱门打开(向上抬)时，便能使飞机舱门应急滑梯预位触发机构的舱门侧触发摇臂动作，而在日常维护中，当舱门打开(向上抬)时，舱门的启动悬臂不会触碰到舱门侧触发摇臂，也就不会使飞机舱门应急滑梯预位触发机构的舱门侧触发摇臂动作，由此不会像常预位模式这样触发并将滑梯包气瓶打开来释放翼下滑梯。
较佳的是，在上述扭转摇臂上安装有扭转弹簧，该扭转弹簧用于提供上述飞机舱门应急滑梯预位触发机构保持初始确定状态的弹簧力。
通过如上所述构成，在飞机舱门应急滑梯预位触发机构处于常预位模式下，当前后两个应急舱门中任何一个舱门提升并外翻时，上述扭转弹簧 会带动舱门侧触发摇臂回弹。
较佳的是，在上述限位法兰盘形成有限位凸耳，该限位凸耳通过与单耳结构的上述舱门侧触发摇臂的耳部抵接，从而从逆航向观察时，防止上述舱门侧触发摇臂在重力作用下沿逆时针方向旋转。
通过如上所述构成，限位法兰盘的限位凸耳与设置于舱门侧触发摇臂的耳部抵接，从而限制触发摇臂继续回弹，将触发摇臂限制在初始位置，防止触发摇臂继续沿航向逆时针继续轴杆转动从而挤压柔性钢索，对柔性钢索产生破坏。
较佳的是，安装在上述转轴杆中部的上述摇臂构件具有中心孔和固定孔，其中，上述转轴杆能够穿过上述摇臂构件的中心孔，使得上述摇臂构件能够随着上述转轴杆的运动而运动，在上述固定孔中通过关节轴承而固定有上述连杆。
较佳的是，上述连杆的一端通过关节轴承与上述摇臂构件连接，上述连杆的另一端通过关节轴承而与上述传动摇臂连接。
通过如上所述构成，由于关节轴承能够将连杆保持成相对于传动摇臂具有一定的摆动自由度，因此，能够使整个飞机舱门应急滑梯预位触发机构的动作不会因为传动摇臂在飞机展向方向上的位移而发生卡滞。
较佳的是，上述柔性机构由外部的钢索套和内部的柔性钢索组成，通过多个固定支座对上述柔性钢索固定，每两个支座确保一长段内的柔性机构的柔性钢索固定在确定位置处。
较佳的是，上述柔性机构的外部的上述钢索套的质地比内部的上述柔性钢索的质地硬。
通过如上所述构成，一旦钢索套的形状固定，则柔性钢索必然会在钢索套限定的空间内移动，从而避免影响EWIS(全机电缆系统)的电缆，环控系统的空调管路等的布置。
附图说明
图1是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的结 构的示意图，其示出了舱门关闭且飞机舱门应急滑梯预位触发机构处于常预位模式的关闭状态。
图2是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构与飞机舱门的连接结构的示意图，其示出了飞机舱门应急滑梯预位触发机构处于常预位模式时，在舱门完全提升后，设置于舱门的启动悬臂抵靠舱门侧触发摇臂并触发其动作的瞬间的状态。
图3是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了飞机舱门应急滑梯预位触发机构处于常预位模式时的滑梯预位插销与第一定位孔间的位置关系。
图4是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了飞机舱门应急滑梯预位触发机构处于解除预位模式时的滑梯预位插销与第二定位孔间的位置关系。
图5是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了安装在转轴杆中部的摇臂构件、与该摇臂构件连接的连杆以及与该连杆连接的传动摇臂的示意结构。
图6是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了柔性机构的柔性钢索的示意结构。
图7是表示本发明另一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了限位法兰盘具有凸耳的结构。
具体实施方式
以下，参照图1～图7，对本发明一实施方式的飞机舱门应急滑梯预位触发机构进行说明，其中，图1示出了舱门200(参见图2)关闭，飞机舱门应急滑梯预位触发机构100处于滑梯预位状态，图2是示出了舱门200完全提升后，飞机舱门应急滑梯预位触发机构100处于释放状态，图3示出了飞机舱门应急滑梯预位触发机构100处于常预位模式时的滑梯预位插销(例如滑梯预位插销140a)与第一定位孔160A的位置关系，图4示出了飞机舱门应急滑梯预位触发机构100处于解除预位模式时的滑梯预位插销 (例如滑梯预位插销140a)与第二定位孔160B的位置关系。图5是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了安装在转轴杆160中部的摇臂构件161、与该摇臂构件161连接的连杆162以及与该连杆162连接的传动摇臂171的示意结构。图6是表示本发明一实施方式的飞机舱门应急滑梯预位触发机构的局部示意图，其示出了柔性机构170的柔性钢索172的示意结构。
如图1所示，本发明一实施方式的飞机舱门应急滑梯预位触发机构100设置在飞机的两个舱门(例如前后两个应急舱门)200(参见图2)之间，在靠近飞机的各舱门200的位置处分别设置有舱门侧触发摇臂110a、110b、限位法兰盘120a、120b、扭转摇臂130a、130b、滑梯预位插销140a、140b、插杆150a、150b。
上述舱门侧触发摇臂110a、110b为单耳结构(参见图1)，该单耳结构的舱门侧触发摇臂110a、110b分别与舱门200(例如前方的应急舱门和后方的应急舱门)对应(参见图2)，并通过紧固件B(例如螺栓)固定在插杆150a、150b上(参见图1)。
上述舱门侧触发摇臂110a、110b、限位法兰盘120a、120b、扭转摇臂130a、130b、滑梯预位插销140a、140b以及插杆150a、150b分别连接到转轴杆160的各端部附近的位置处。具体来说，以单侧的结构为例，如图6所示，上述舱门侧触发摇臂110a通过紧固件B(例如螺栓)固定在上述插杆150a上，在上述转轴杆160的一端部从靠近舱门200的一侧起依次设置有限位法兰盘120a、扭转摇臂130a。同时如图3及图4所示，上述插杆150a被插入到中空的转轴杆160中。另外，舱门侧触发摇臂110b、限位法兰盘120b、扭转摇臂130b、滑梯预位插销140b以及插杆150b设置在转轴杆160另一侧的端部。
在上述扭转摇臂130a、130b上安装有扭转弹簧131a、131b(参见图3、图4)，该扭转弹簧131a、131b用于提供飞机舱门应急滑梯预位触发机构100保持初始确定状态的弹簧力。
如图1所示，在上述转轴杆160的中部安装有摇臂构件161。更具体来说，如图5所示，摇臂构件161具有中心孔161a和固定孔161b，其中，上述转轴杆160能够穿过上述摇臂构件161的中心孔161a并通过螺栓固定连接，使得摇臂构件161能够随着转轴杆160的运动而运动，在上述固定孔161b中通过关节轴承固定有连杆162。此外，上述连杆162的另一端通过关节轴承163与传动摇臂171连接。
如图1所示，上述传动摇臂171与柔性机构170连接，该柔性机构170由外部的钢索套和内部的柔性钢索172组成(参照图6)，上述柔性钢索172直接与滑梯包气瓶(173)连接。更具体来说，上述传动摇臂171的一端与上述连杆162的另一端连接，而传动摇臂171的另一端与上述柔性机构170的柔性钢索172的一端连接，同时，上述柔性钢索172的另一端与滑梯包气瓶(173)的充气阀门(未图示)连接。此外，上述传动摇臂171的例如靠与连杆162连接的一端侧的部分被固定于支座180，由此，使传动摇臂171的两端和支座180形成杠杆结构。
另外，上述柔性钢索172通过多个固定支座190(在图1中仅例示了一个)来固定，每两个固定支座190确保一长段内的柔性钢索172固定在确定位置处，另外，由于柔性机构170的外部的钢索套的质地比内部的柔性钢索172的质地更硬，因此，一旦钢索套的形状固定，则柔性钢索172必然会在钢索套限定的空间内移动，从而避免影响EWIS(全机电缆系统)的电缆，环控系统的空调管路等的布置。
图2示出了前后两个舱门200中的一个(例如，前方的应急舱门)。在图2所示的舱门200的门框210(侧面)上设置有用于驱动上述飞机舱门应急滑梯预位触发机构100的启动悬臂211，该启动悬臂211例如是挡块，在驱动上述飞机舱门应急滑梯预位触发机构100时，上述启动悬臂211与上述飞机舱门应急滑梯预位触发机构100的单耳结构的舱门侧触发摇臂(例如，舱门侧触发摇臂110a)抵接。另外，在上述启动悬臂211的上方设置有限位悬臂212，该限位悬臂212主要用于防止在舱门200没有开启的情况下，因其它构件碰到舱门侧触发摇臂而触发滑梯包的充气导致整个飞机舱 门应急滑梯预位触发机构100损坏。同时由于舱门侧触发摇臂110a、110b位于启动悬臂211(挡块)与限位悬臂212之间，且存在一定的活动空间，因此，即便舱门200有规定程度以下的微幅振动，也不会导致滑梯包的误释放。在飞机的舱门启动中，飞机舱门应急滑梯预位触发机构100具有常预位模式和解除预位模式这两种模式。
在常预位模式下，当前后两个应急舱门中任何一个舱门(例如，前方的应急舱门)200提升时，门框210提升至一定位置，此时，如图2所示，安装于门框210上的启动悬臂211(挡块)和设置于启动悬臂211(挡块)上方的限位悬臂212一起运动。另外，伴随着上述启动悬臂211(挡块)的运动，启动悬臂211(挡块)与飞机舱门应急滑梯预位触发机构100上的舱门侧触发摇臂110a发生接触，并使飞机舱门应急滑梯预位触发机构100的触发摇臂110a沿顺时针方向转动(从逆航向方向观察)。
同时，在常预位模式下，当前后两个应急舱门中任何一个舱门提升并外翻时，上述扭转弹簧131a、131b会带动舱门侧触发摇臂110a、110b回弹，限位法兰盘121a、121b与设置于舱门侧触发摇臂110a、110b的耳部111a、111b抵接，从而限制触发摇臂110a、110b继续回弹，将触发摇臂110a、110b限制在初始位置，防止触发摇臂110a、110b继续沿航向逆时针继续轴杆160转动从而挤压柔性钢索172，对柔性钢索172产生破坏。
接着，结合图1进行更详细的说明。具体来说，随着门框210继续提升，从飞机的机头(图1中的右侧)向机尾(图1中的左侧)的方向(逆航向)观察时，安装于门框210上的启动悬臂211驱动舱门侧触发摇臂110a沿顺时针方向转动，舱门侧触发摇臂110a与转轴杆160通过插杆150a连接，因此，舱门侧触发摇臂110a带动转轴杆160沿顺时针方向转动，同时，安装在转轴杆160中部的摇臂构件161也会一同随着转轴杆160沿顺时针方向转动。然后，安装在转轴杆160中部的摇臂构件161会带动连杆162向下方运动，同时，通过支座180带动传动摇臂171向上拉动柔性机构170的柔性钢索172。一旦拉动柔性钢索172，便会拉动滑梯包气瓶173的充气阀门，滑梯包充气后便会弹出，从而释放翼下滑梯来实现应急逃生。
另外，如图3和图4所示，例如，在插杆150a上设置有一个插杆定位孔151a，另外，在转轴杆160的靠舱门200(例如前方应急门)一侧的端部的侧面上设置有两个定位孔(靠近舱门200的门框210一侧的第一定位孔160A和远离舱门200的门框210一侧的第二定位孔160B)。
如图3所示，在常预位模式下，插杆150a的插杆定位孔151a与转轴杆160的第一定位孔160A位于同一轴线上，滑梯预位插销140a被依次插入插杆定位孔151a和第一定位孔160A，此时，舱门侧触发摇臂110a和舱门200的启动悬臂211(挡块)位于能够碰撞触发的位置，即对应状态为滑梯预位状态，这样，当舱门200打开(向上抬)时，便能使飞机舱门应急滑梯预位触发机构100的舱门侧触发摇臂110a动作。
当飞机舱门应急滑梯预位触发机构100被从常预位模式切换到解除预位模式时，首先，将滑梯预位插销140a从靠近舱门200(例如前方应急门)的门框210一侧的第一定位孔160A中拔出，然后将插杆150a朝转轴杆160的远离舱门200(朝第二定位孔160B)的方向推进，直至极限，此时将滑梯预位插销140a依次插入到插杆定位孔151a和转轴杆160的远离舱门200的门框210一侧的第二定位孔160B中，此时，舱门侧触发摇臂110a和舱门200的启动悬臂211(挡块)位于不能碰撞触发的位置，即对应状态为滑梯解除预位状态，这样，当舱门200打开(向上抬)时，舱门200的启动悬臂211(挡块)不会触碰到舱门侧触发摇臂110a，也就不会使飞机舱门应急滑梯预位触发机构100的舱门侧触发摇臂110a动作。
同样地，在插杆150b上也设置有一个插杆定位孔151b，在转轴杆160的靠后方应急门一侧的端部的侧面上也设置有两个定位孔(第一定位孔160A和第二定位孔160B)。
解除预位模式通常是在日常维护时使用的模式，前后两个应急舱门(两个舱门200)均需要像上述这样对滑梯预位插销140a、140b进行操作，由此来解除常预位的状态。因而，在解除预位模式下，如上所述，舱门200向上抬，飞机舱门应急滑梯预位触发机构100的舱门侧触发摇臂110a不会像常预位模式这样触发并将滑梯包气瓶173打开来释放翼下滑梯。
熟悉本领域的技术人员易于想到其它的优点和修改。因此，在其更宽泛的上来说，本发明并不局限于这里所示和所描述的具体细节和代表性实施例。因此，可以在不脱离如所附权利要求书及其等价物所限定的总体发明概念的精神或范围的前提下做出修改。
例如，图7是表示本发明另一实施方式的飞机舱门应急滑梯预位触发机构100的局部示意图，其示出了限位法兰盘(例如限位法兰盘120a)具有凸耳(例如凸耳121a)的结构。
在图7中，例如示出了飞机舱门应急滑梯预位触发机构100的一侧(靠近前方应急门一侧)的结构，但是在另一侧(靠近后方应急门一侧)亦具有相同的结构。具体来说，如图7所示，在上述限位法兰盘120a上形成有限位凸耳121a，该限位凸耳121a通过与设置于舱门侧触发摇臂110a的耳部111a抵接，从而能有效地防止从逆航向观察时，舱门侧触发摇臂110a在重力作用下沿逆时针方向旋转。
另外，由上述限位法兰盘120a、120b的限位凸耳121a、121b与设置于舱门侧触发摇臂110a、110b的耳部111a、111b抵接所带来的防误操作的功能在常预位模式和解除预位模式下均能适用。

Claims (10)

  1. 一种飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    所述飞机舱门应急滑梯预位触发机构(100)设置在飞机的两个舱门(200)之间，
    在靠近飞机的各所述舱门(200)的位置处分别设置有舱门侧触发摇臂(110a、110b)、限位法兰盘(120a、120b)、扭转摇臂(130a、130b)、滑梯预位插销(140a、140b)以及插杆(150a、150b)，其中，所述舱门侧触发摇臂(110a、110b)为单耳结构，该单耳结构的舱门侧触发摇臂(110a、110b)分别与各所述舱门(200)对应，并通过紧固件(B)固定在所述插杆(150a、150b)上，
    所述限位法兰盘(120a、120b)和所述扭转摇臂(130a、130b)从转轴杆(160)的靠近舱门(200)一侧起依次设置在所述转轴杆(160)的端部，
    所述插杆(150a、150b)被插入到在两端部中空的所述转轴杆(160)的端部中，
    在所述转轴杆(160)的中部安装有摇臂构件(161)，该摇臂构件(161)通过连杆(162)而与传动摇臂(171)连接，且所述传动摇臂(171)被固定于支座(180)，
    在飞机正常运行中，飞机舱门应急滑梯预位触发机构(100)处于常预位模式，在该常预位模式下，当所述舱门(200)提升至一定位置并继续提升时，利用所述舱门侧触发摇臂(110a、110b)、所述转轴杆(160)的摇臂构件(161)及连杆(162)以及所述传动摇臂(171)的杠杆连动，直接将与所述柔性机构(170)的柔性钢索(172)连接的滑梯包气瓶(173)打开，从而释放翼下滑梯。
  2. 如权利要求1所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    当飞机舱门应急滑梯预位触发机构(100)处于常预位模式下，所述舱 门(200)提升时，所述舱门(200)的门框(210)提升至一定位置，安装于所述门框(210)上的启动悬臂(211)与所述舱门侧触发摇臂(110a、110b)接触，随着所述门框(210)继续提升，从逆航向观察时，所述启动悬臂(211)驱动所述舱门侧触发摇臂(110a、110b)沿顺时针方向转动，而使所述舱门侧触发摇臂(110a、110b)带动转轴杆(160)沿顺时针方向转动，安装在所述转轴杆(160)中部的所述摇臂构件(161)随着所述转轴杆(160)一同沿顺时针方向转动，安装在所述转轴杆(160)中部的所述摇臂构件(161)带动所述连杆(162)向下方运动，然后，通过支座(180)的杠杆作用，带动所述传动摇臂(171)向上拉动所述柔性钢索(172)。
  3. 如权利要求2所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    在所述插杆(150a、150b)上设置有一个插杆定位孔(151a、151b)，
    在所述转轴杆(160)的靠各所述舱门(200)一侧的端部的侧面上分别设置有两个定位孔、即第一定位孔(160A)和第二定位孔(160B)，
    所述第一定位孔(160A)设置在所述转轴杆(160)的端部的靠近各所述舱门(200)的门框(210)一侧的位置处，
    所述第二定位孔(160B)设置在所述转轴杆(160)的端部的、相对于所述第一定位孔(160A)更远离各所述舱门(200)的门框(210)一侧的位置处，
    所述飞机舱门应急滑梯预位触发机构(100)具有常预位模式和解除预位模式这两种模式，
    在所述常预位模式下，所述滑梯预位插销(140a、140b)被依次插入所述插杆定位孔(151a、151b)和所述第一定位孔(160A)中，此时，所述舱门侧触发摇臂(110a)位于与所述舱门(200)的所述启动悬臂(211)能够碰撞触发的位置，
    在所述解除预位模式下，所述插杆(150a、150b)被朝所述转轴杆(160)的所述第二定位孔(160B)的方向推动，直至极限，所述滑梯预位插销(140a、140b)被依次插入到所述插杆定位孔(151a、151b)和所述第二定位孔(160B) 中，此时，所述舱门侧触发摇臂(110a)位于与所述舱门(200)的所述启动悬臂(211)不能碰撞触发的位置。
  4. 如权利要求1至3中任一项所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    在所述扭转摇臂(130a、130b)上安装有扭转弹簧(131a、131b)，该扭转弹簧(131a、131b)用于提供所述飞机舱门应急滑梯预位触发机构(100)保持初始确定状态的弹簧力。
  5. 如权利要求1至3中任一项所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    在所述限位法兰盘(120a、120b)形成有限位凸耳(121a、121b)，该限位凸耳(121a、121b)通过与单耳结构的所述舱门侧触发摇臂(110a、110b)的耳部(111a、111b)抵接，从而从逆航向观察时，防止所述舱门侧触发摇臂(110a、110b)在重力作用下沿逆时针方向旋转。
  6. 如权利要求1至3中任一项所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    安装在所述转轴杆(160)中部的所述摇臂构件(161)具有中心孔(161a)和固定孔(161b)，其中，所述转轴杆(160)能够穿过所述摇臂构件(161)的中心孔(161a)，使得所述摇臂构件(161)能够随着所述转轴杆(160)的运动而运动，在所述固定孔(161b)中通过关节轴承而固定有所述连杆(162)。
  7. 如权利要求6所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    所述连杆(162)的一端通过关节轴承与所述摇臂构件(161)连接，
    所述连杆(162)的另一端通过关节轴承(163)而与所述传动摇臂(171)连接。
  8. 如权利要求1至3中任一项所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    所述柔性机构(170)由外部的钢索套和内部的柔性钢索(172)组成， 通过多个固定支座(190)对所述柔性钢索(172)固定，每两个所述固定支座(190)确保一长段内的所述柔性钢索(172)固定在确定位置处。
  9. 如权利要求8所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    所述柔性机构(170)的外部的所述钢索套的质地比内部的所述柔性钢索(172)的质地硬。
  10. 如权利要求8所述的飞机舱门应急滑梯预位触发机构(100)，其特征在于，
    在所述柔性机构(170)的所述柔性钢索(172)与所述固定支座(190)的连接中采用关节轴承(191)，以允许所述柔性钢索(172)在抽拉过程中具有一定摆动的自由度。
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