WO2019200948A1

WO2019200948A1 - Anti-misoperation device for aircraft passenger cabin door

Info

Publication number: WO2019200948A1
Application number: PCT/CN2018/121083
Authority: WO
Inventors: 刘若斯; 张仲桢; 吴斌; 黄振庭; 沙钊; 武戎戎
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
Priority date: 2018-04-19
Filing date: 2018-12-14
Publication date: 2019-10-24
Also published as: CN108583844B; CN108583844A

Abstract

An anti-misoperation device for an aircraft passenger cabin door. The anti-misoperation device for an aircraft passenger cabin door comprises a guiding groove (6), a rocker (8), a torsion spring (11), a clamp hook (12), a spline shaft (13), a rocker arm bushing (15) and a rolling shaft (17), wherein the rolling shaft (17) is rigidly connected onto one end of the rocker (8), and may move in the guiding groove (6) against an inner wall of the guiding groove (6); one end of the torsion spring (11) acts on a first cabin door frame (1), and the other end of the torsion spring (11) acts on the clamp hook (12); the spline shaft (13) is rigidly connected to the other end of the rocker (8), and the clamp hook (12) is rigidly connected to the spline shaft (13), such that the rocker (8), the spline shaft (13) and the clamp hook (12) may rotate coaxially; and the rocker arm bushing (15) is mounted on a latch shaft (2) of a lifting system for the aircraft passenger cabin door, is rigidly connected to the latch shaft (2), and may thus rotate coaxially with the latch shaft (2). The described anti-misoperation device for the aircraft passenger cabin door has a relatively simple structure, and may effectively prevent the cabin door in an open state from being closed by a mis-operation of a person on an aircraft.

Description

Anti-misoperation device for aircraft passenger door

Technical field

The present invention relates to an anti-misoperation device for an aircraft passenger door.

Background technique

An anti-misoperation device that prevents accidental operation of personnel on the aircraft to close the passenger door is applied to the passenger door of the aircraft. EASA 783 d (8) stipulates that doors that are not closed and that are dangerous must have measures to prevent the bolt from moving to the latched position unless it can be shown that it would be obvious if there were unclosed doors before the flight.

In order to comply with the provisions of this article, a model has designed an anti-misoperation device for the passenger door of the aircraft. The anti-misoperation device acts directly on the handle mechanism and locks the handle when the door is fully opened to meet EASA 783 d(8). Terms and conditions. However, the anti-misoperation device has a large volume, a large number of parts, a high complexity, a large weight, and the device contains a finished part or a small piece of equipment, the cost is high, and the driving force required by the device is large, and the handle of the door is large. The opening load has a greater impact.

Summary of the invention

An object of the present invention is to overcome the deficiencies of the existing anti-misoperation device for an aircraft passenger door, and to provide a new anti-misoperation device for an aircraft passenger door, which has a relatively simple structure and can effectively prevent The door is closed in the open state by personnel on the aircraft.

The above object of the present invention is achieved by an anti-misoperation device for an aircraft passenger door, which includes a guide groove, a rocker, a torsion spring, a hook, a spline shaft, a rocker bushing, and roller;

Wherein the roller is rigidly connected to one end of the rocker and is movable in the guiding groove against the inner wall of the guiding groove;

One end of the torsion spring acts on the first door frame, and the other end of the torsion spring acts on the hook;

The spline shaft is rigidly coupled to the other end of the rocker, the hook is rigidly coupled to the spline shaft such that the rocker, the spline shaft and the hook are coaxial Rotate

The rocker bushing is mounted on a latch shaft of the aircraft passenger door lift system and is rigidly coupled to the latch shaft so as to be rotatable coaxially with the latch shaft.

According to the above technical solution, the anti-misoperation device for the passenger door of the aircraft can achieve the following beneficial technical effects: the structure is relatively simple, and the door can be effectively prevented from being erroneously closed by the personnel on the aircraft in the open state.

Specifically, the anti-misoperation device for an aircraft passenger door of the present invention adopts a time sharing principle, and at the end of the passenger cabin door lifting movement, the anti-misoperation device just locks the latch shaft of the lifting system, thereby locking the lifting. In the system, when the passenger compartment door is closed, the correct closing operation can release the locking of the latch shaft by the anti-misoperation device, thereby unlocking the lifting system.

Preferably, the rocker arm bushing is provided with a boss, and the hook engages the boss when the lifting movement of the aircraft passenger door is completed.

Preferably, the anti-misoperation device further comprises a toothed plate mounted on the aircraft fuselage, the guide groove being mounted on the toothed plate.

Preferably, the anti-misoperation device further includes a pin, the rocker and the spline shaft are diametrically drilled with a through hole, and the pin is installed through the through hole, thereby realizing the rocker A rigid connection to the spline shaft.

Preferably, the anti-misoperation device further includes a first bushing and a second bushing, wherein the first bushing and the second bushing are both mounted in an inner hole of the first door frame of the aircraft, and both Nesting on an outer surface of the spline shaft, wherein the first bushing is sleeved on a side of the spline shaft near the rocker, and the second bushing is sleeved on the spline shaft. The hook side.

Preferably, the anti-misoperation device further includes a bolt, the rocker bushing and the latch shaft are diametrically drilled through holes, and the bolt is installed through the through hole, thereby realizing the rocking The arm bushing is rigidly coupled to the latch shaft.

Preferably, the anti-misoperation device further includes a sleeve, the sleeve being mounted between the second bushing and the hook, the sleeve being coaxially mounted with the spline shaft, The torsion spring is mounted on an outer surface of the sleeve.

Preferably, the side of the toothed plate that fits the fuselage is a smooth plane, and the other side is a toothed surface, and the upper cogging direction of the toothed surface is parallel to the plane of the cabin floor, the toothed surface The lower cogging direction is perpendicular to the plane of the cabin floor, and the guiding groove has a tooth shape that meshes with the toothed surface.

Preferably, the locking process of the anti-misoperation device is as follows: when the hatch is opened, the first stage of the door opening is the lifting movement, and the inner handle or the outer handle of the aircraft passenger door lifting system is rotated upward, the driving station Rotating the latch shaft, the latch shaft drives the rocker bushing to rotate; during the lifting of the door body, the roller moves upward along the inner wall of the guiding groove, and the rocker also follows the guiding The inner wall of the groove moves upward to release the torsion spring to drive the hook to rotate, the hook drives the spline shaft to rotate, the spline shaft drives the rocker to rotate, and the rocker drives The roller is in close contact with the inner wall of the guiding groove; when the door lifting movement is completed, the hook engages with the rocker bushing, and the rocker bushing cannot rotate, thereby constraining the latching shaft It cannot be rotated, and finally the restraint is transmitted to the inner handle or the outer handle through the lifting system, so that the inner handle or the outer handle cannot be rotated to prevent the door from being closed by human error.

Preferably, the unlocking process of the anti-misoperation device is as follows: in a process in which the door body is close to the airframe, the roller first touches the guiding slot, and the door body continues to be close to the air body, The roller is blocked by the guiding groove and cannot continue to move. Since the roller is rigidly connected with the rocker, the rocker cannot move, and the torsion spring torque is in the process of the door door continuing to be close to the body. Increasing, driving the hook to rotate, the hook gradually releasing the rocker bushing, and after the door door body is moved close to the body, the hook completely releases the rocker bushing, at this time The restraint of the latch shaft is released, the inner handle or the outer handle of the aircraft passenger door lift system can be rotated, the door enters a descending closing phase, and the inner handle or the outer handle is rotated downward, the roller along the The inner wall of the guiding groove moves downward to drive the rocker to rotate, the rocker drives the spline shaft to rotate, the spline shaft drives the hook to rotate, the hook and the rocker bushing Rotate in the opposite direction to prevent misoperation and lifting system It does not affect the smooth operation of the handle to close the door.

DRAWINGS

1 is a schematic view of an anti-misoperation device for an aircraft passenger door according to an embodiment of the present invention, in which the door is closed.

Figure 2 is a schematic diagram of the state of the lifting system when the hatch is closed.

Fig. 3 is a schematic view showing the state of the anti-misoperation device when the hatch is closed.

Figure 4 is a schematic view showing the state of the lifting system and the door body at the end of the hatch lifting movement.

Fig. 5 is a schematic view showing the state of the anti-misoperation device at the end of the lifting operation of the hatch.

Fig. 6 is a schematic view showing the state of the hatch during the opening movement of the hatch.

Fig. 7 is a schematic view showing the state of the anti-misoperation device during the opening movement of the hatch.

Figure 8 is a flow chart showing the operation of the anti-misoperation device during the process of opening the hatch.

Figure 9 is a flow chart showing the operation of the anti-misoperation device during the process of closing the hatch.

List of reference signs

1, the first door frame

2, the latch shaft

3, the second hatch frame

4, the outer handle

5, the inner handle

6, the guiding slot

7, pin

8, rocker

9, the first bushing

10, the second bushing

11, torsion spring

12, card hook

13, spline shaft

14, bolts

15, rocker bushing

16, sleeve

17, roller

18, toothed plate

detailed description

The specific embodiments of the present invention are described in the following detailed description of the embodiments of the present invention. It should be understood that in the actual implementation of any one embodiment, as in the course of any engineering project or design project, in order to achieve the developer's specific objectives, in order to meet system-related or business-related restrictions, A variety of specific decisions are often made, and this can change from one implementation to another. Moreover, it will also be appreciated that while the efforts made in such development may be complex and lengthy, the techniques disclosed in this disclosure will be apparent to those of ordinary skill in the art in view of this disclosure. Some design, manufacturing, or production changes made on the basis of the content are only conventional technical means, and it should not be understood that the content of the present disclosure is insufficient.

Unless otherwise defined, the technical terms or scientific terms used in the claims and the description should be construed in the ordinary meaning of the ordinary skill of the art. The words "first", "second" and similar terms used in the specification and claims of the present invention do not denote any order, quantity, or importance, but are merely used to distinguish different components. The words "a" or "an" and the like do not denote a quantity limitation, but mean that there is at least one. The words "including" or "comprising" or "comprises" or "comprises" or "an" Other components or objects. The words "connected" or "connected" and the like are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.

2-3, in accordance with an exemplary, non-exclusive embodiment of the present invention, an anti-misoperation device for an aircraft passenger door includes a guide slot 6, a rocker 8, a torsion spring 11, a hook 12, a flower Key shaft 13, rocker bushing 15 and roller 17;

Wherein, the roller 17 is rigidly connected to one end of the rocker 8 and can be moved in the guiding groove 6 against the inner wall of the guiding groove 6;

One end of the torsion spring 11 acts on the first door frame 1 and the other end of the torsion spring 11 acts on the hook 12;

The spline shaft 13 is rigidly connected to the other end of the rocker 8, and the hook 12 is rigidly connected to the spline shaft 13, so that the rocker 8, the spline shaft 13 and the hook 12 can rotate coaxially;

The rocker bushing 15 is mounted on the latch shaft 2 of the aircraft passenger door lift system and is rigidly coupled to the latch shaft 2 so as to be rotatable coaxially with the latch shaft 2.

Thus, the structure of the anti-misoperation device for the passenger door of the aircraft of the present invention is relatively simple, and can effectively prevent the door from being erroneously closed by the personnel on the aircraft in the open state.

Preferably, the locking process of the anti-misoperation device is as follows: when the hatch is opened, the first stage of the door opening is the lifting movement, and the outer handle 4 or the inner handle 5 of the aircraft passenger door lifting system is rotated upward to drive the latch When the shaft 2 rotates, the latch shaft 2 drives the rocker bushing 15 to rotate; during the lifting process of the door body, the roller 17 moves upward along the inner wall of the guiding groove 6, and the rocker 8 also moves upward along the inner wall of the guiding groove 6, so that the rocker 8 is moved upwards. The torque of the torsion spring 11 is released, the driving hook 12 is rotated, the hook 12 drives the spline shaft 13 to rotate, the spline shaft 13 drives the rocker 8 to rotate, and the rocking rod 8 drives the roller 17 to abut against the inner wall of the guiding groove 6; When the door lifting movement is completed, the hook 12 is engaged with the rocker bushing 15, and the rocker bushing 15 cannot be rotated, thereby restraining the latch shaft 2 from rotating, and finally the restraint is transmitted to the outer handle 4 or the inner handle 5 through the lifting system, thereby The outer handle 4 or the inner handle 5 cannot be turned to prevent the door from being closed by human error.

Preferably, the unlocking process of the anti-misoperation device is as follows: in the process of the door body close to the fuselage, the roller 17 first touches the guiding groove 6, the door body continues to be close to the body, and the roller 17 is guided to the slot. 6 block can not continue to move, because the roller 17 and the rocker 8 rigidly connected, the rocker 8 can not move, the door door body continues to approach the fuselage, the torsion spring 11 torque increases, the drive hook 12 rotates, the card The hook 12 gradually releases the rocker bushing 15, and after the door body is moved close to the body, the hook 12 completely releases the rocker bushing 15, and the restraint of the latch shaft 2 is released, and the aircraft passenger door lift system is lifted. The outer handle 4 or the inner handle 5 can be rotated, the door enters the descending and closing stage, and the outer handle 4 or the inner handle 5 is rotated downward, and the roller 17 moves downward along the inner wall of the guiding groove 6, driving the rocker 8 to rotate, the rocker 8 drives the spline shaft 13 to rotate, the spline shaft 13 drives the hook 12 to rotate, and the hook 12 and the rocker bushing 15 rotate in opposite directions, thereby preventing the misoperation device and the lifting system from affecting each other, and smoothly operating the handle to close. Cabin door.

Preferably, the inner wall of the guide groove 6 is a curved surface.

Preferably, the rocker bushing 15 is provided with a boss, and when the lifting movement of the aircraft passenger door is completed, the hook 12 engages the boss.

Preferably, the misoperation preventing device further includes a toothed plate 18 on which the toothed plate 18 is mounted, and the guide groove 6 is mounted on the toothed plate 18.

Preferably, the side of the toothed plate 18 that fits the fuselage is a smooth plane, and the other side is a toothed surface. The upper cogging direction of the toothed surface is parallel to the plane of the cabin floor, and the lower cogging direction of the toothed surface Vertically to the plane of the cabin floor, the guide groove 6 has a tooth shape that meshes with the toothed surface.

Preferably, there is a recess between the upper and lower slots of the toothed surface to separate the two slots. Preferably, the guide groove 6 is bolted to the toothed plate 18, so that the toothed plate 18 and the guide groove 6 are both parts mounted on the body, but the guide groove 6 can be moved on the toothed plate, moving The direction can be the direction of the vertical fuselage floor and the direction of the parallel fuselage floor.

Preferably, the misoperation preventing device further comprises a pin 7, the rocker 8 and the spline shaft 13 are drilled through the through hole in a diameter direction, and the pin 7 is installed through the through hole, thereby realizing the rigidity of the rocker 8 and the spline shaft 13. connection. Thus, when the spline shaft 13 rotates, the rocker 8 is synchronously rotated, and the pin 7 can restrain the rocker 8 from being axially tilted along the spline shaft 13.

Preferably, the misoperation preventing device further includes a first bushing 9 and a second bushing 10, both of which are mounted in the inner hole of the first door frame 1 of the aircraft, and The sleeves are sleeved on the outer surface of the spline shaft 13, wherein the first bushing 9 is sleeved on the side of the spline shaft 13 near the rocker 8, and the second bushing 10 is sleeved on the proximity of the spline shaft 13 Hook 12 side. The first door frame 1 is an aluminum part, and the spline shaft 13 is a steel part. The first bushing 9 and the second bushing 10 can separate two parts of different materials to prevent isoelectric corrosion and steel parts. Wear aluminum parts, the surface of the first bushing 9 and the second bushing 10 can be processed by a special process, and does not cause isoelectric corrosion with the first door frame 1 or the spline shaft 13, the first bushing 9 and the second The bushing 10 does not wear the inner hole of the door frame, and if the first bushing 9 and the second bushing 10 are worn by the spline shaft 13 to a state in which it cannot be used continuously, the new first bushing 9 and the second bushing can be replaced. Set of 10. The second bushing 10 can also restrain the sleeve 16 from moving in the direction of the second bushing 10 to the first bushing 9 and can also restrain the torsion spring 11 from being able to follow the second bushing 10 to the first The direction of a bushing 9 moves.

Preferably, the erroneous operation preventing device further comprises a bolt 14, the rocker bushing 15 and the latch shaft 2 are drilled through the through hole in a diameter direction, and the bolt 14 is installed through the through hole, thereby realizing the rocker bushing 15 and the latch shaft 2 Rigid connection. Thus, the rotation of the latch shaft 2 can synchronously drive the rocker bushing 15 to rotate while restraining the rocker bushing 15 from moving axially along the latch shaft 2.

Preferably, the misoperation preventing device further comprises a sleeve 16 which is mounted between the second bushing 10 and the hook 12, the sleeve 16 is coaxially mounted with the spline shaft 13, and the torsion spring 11 is mounted thereon. On the outer surface of the sleeve 16. Thus, the side of the sleeve 16 adjacent to the hook 12 can restrain the amount of movement of the hook 12 in the direction of the hook 12 to the torsion spring 11.

Preferably, the operator can also determine the operating state of the anti-misoperation device based on the position of the rocker 8.

The specific description is as follows: when the door is completely closed, the rocker 8 is perpendicular to the fuselage floor. During the opening of the door, the rocker 8 is driven by the torsion spring 11 before the rocker 8 is released from the guide groove 6. The roller 17 is moved upward along the inner wall of the guiding groove 6 against the inner wall of the guiding groove 6, and the rocker 8 is rotated by a certain angle. When the rocker 8 is completely separated from the guiding groove 6, the rocker 8 is driven by the torsion spring 11. Fast rotation, when the hook 12 is stuck to the rocker bushing 15 (for example, when the boss on the rocker bushing 15 is caught), the rocker 8 is no longer rotated, so that the anti-error can be judged according to the rocker 8 no longer rotating. Whether the operating device is in motion and whether the working state of the anti-misoperation function has been reached.

Some exemplary embodiments have been described above. However, it should be understood that various modifications can be made. For example, if the described techniques are performed in a different order and/or if the components of the described systems, architecture, devices, or circuits are combined and/or replaced or supplemented with additional components or equivalents thereof, A suitable result can be achieved. Accordingly, other embodiments are also within the scope of the appended claims.

Claims

An anti-misoperation device for an aircraft passenger door, characterized in that the anti-misoperation device comprises a guiding groove, a rocker, a torsion spring, a hook, a spline shaft, a rocker bushing and a roller;

Wherein the roller is rigidly connected to one end of the rocker and is movable in the guiding groove against the inner wall of the guiding groove;

One end of the torsion spring acts on the first door frame, and the other end of the torsion spring acts on the hook;

The spline shaft is rigidly coupled to the other end of the rocker, the hook is rigidly coupled to the spline shaft such that the rocker, the spline shaft and the hook are coaxial Rotate

The rocker bushing is mounted on a latch shaft of the aircraft passenger door lift system and is rigidly coupled to the latch shaft so as to be rotatable coaxially with the latch shaft.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the rocker arm bushing is provided with a boss, and when the lifting movement of the aircraft passenger door is completed, the hook Engaging the boss.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the misoperation preventing device further comprises a toothed plate, the toothed plate is mounted on the aircraft fuselage, the guiding A slot is mounted on the toothed plate.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the anti-misoperation device further comprises a pin, and the rocker and the spline shaft are drilled through the hole in a diameter direction. The pin is mounted through the through hole to achieve a rigid connection of the rocker to the spline shaft.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the misoperation preventing device further comprises a first bushing and a second bushing, the first bushing and the second bushing The bushings are all mounted in the inner holes of the first door frame of the aircraft, and are sleeved on the outer surface of the spline shaft, wherein the first bushing is sleeved on the spline shaft near the rocker On one side, the second bushing is sleeved on a side of the spline shaft near the hook.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the anti-misoperation device further comprises a bolt, and the rocker bushing and the latch shaft are drilled in a diameter direction. a hole through which the bolt is mounted to achieve a rigid connection of the rocker bushing to the latch shaft.
The anti-misoperation device for an aircraft passenger door according to claim 5, wherein said misoperation preventing device further comprises a sleeve, said sleeve being mounted on said second bushing and said card Between the hooks, the sleeve is mounted coaxially with the spline shaft, and the torsion spring is mounted on the outer surface of the sleeve.
The anti-misoperation device for an aircraft passenger door according to claim 3, wherein the tooth plate is fitted with a smooth flat surface on one side and a toothed surface on the other side, the tooth The upper cogging direction of the profile is parallel to the plane of the cabin floor, the lower cogging direction of the toothed surface being perpendicular to the plane of the cabin floor, the guiding groove having a tooth shape that engages the toothed surface.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the locking process of the anti-misoperation device is as follows: when the hatch is opened, the first stage of opening the hatch is lifting movement The inner handle or the outer handle of the aircraft passenger door lift system is rotated upward to drive the latch shaft to rotate, and the latch shaft drives the rocker arm bush to rotate; during the door door body lifting process, the roller edge The inner wall of the guiding groove moves upward, the rocker also moves upward along the inner wall of the guiding groove, the torsion spring torque is released, the hook is driven to rotate, and the hook drives the spline shaft to rotate The spline shaft drives the rocker to rotate, the rocker drives the roller to move against the inner wall of the guiding slot; when the door lifting movement is completed, the hook and the rocker lining The sleeve is engaged, the rocker bushing cannot be rotated, thereby restraining the latch shaft from rotating, and finally the restraint is transmitted to the inner handle or the outer handle through the lifting system, so that the inner handle or the outer handle cannot be rotated to prevent artificial Wrong operation Closed door.
The anti-misoperation device for an aircraft passenger door according to claim 1, wherein the unlocking process of the anti-misoperation device is as follows: in the process of the door body being close to the body, the roller first Touching the guiding groove, the door body continues to be close to the fuselage, the roller is blocked by the guiding groove and cannot continue to move, and the rocker cannot move because the roller is rigidly connected with the rocker During the process of the door body continuing to be close to the fuselage, the torsion spring torque is increased to drive the hook to rotate, the hook gradually releases the rocker bushing, and the door body is close to the fuselage end Thereafter, the hook completely releases the rocker bushing, at which time the restraint of the latch shaft is released, the inner handle or the outer handle of the aircraft passenger door lift system can be rotated, and the door enters a descending and closing phase, Rotating the inner handle or the outer handle, the roller moves downward along the inner wall of the guiding groove to drive the rocker to rotate, the rocker drives the spline shaft to rotate, the spline shaft Driving the hook to rotate, the hook and the hook Arm bush rotated in the opposite direction, thereby preventing erroneous operation means and lifting system independently of each other can be smoothly closed door operating handle.