An aircraft cabin door lock mechanism

Abstract

This application belongs to the technical field of the design of aircraft cabin door lock mechanisms, and specifically relates to an aircraft cabin door lock mechanism. When it is in the locked state and the unlocked state, the hinge points of the lock arm and the articulated arm cross the dead point, and it can be stably maintained in the locked state and the unlocked state, thereby being able to ensure the reliability of locking the aircraft cabin door and enabling the aircraft cabin door to be opened smoothly. In addition, a locking mechanism is integrated on it. Through the logical design of the movement of components, only by rotating the drive shaft, the transformation between the locked state and the unlocked state can be achieved. The overall structure is compact and the operation is convenient.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft cabin door lock mechanism design, and specifically relates to an aircraft cabin door lock mechanism. Background Technique

[0002] The cabin door lock mechanism is used to lock the aircraft cabin door after it is closed. After locking the cabin door, in order to ensure the reliability of locking the cabin door, a corresponding locking structure is designed to reliably keep the lock mechanism in the locked state of the cabin door.

[0003] Currently, the locking structures of aircraft cabin door lock mechanisms mainly have the following two forms:

[0004] 1) Applying resistance to the movement of the lock mechanism by means of a spring or an actuator to keep the lock mechanism in the locked state of the cabin door. For this technical solution, there is a risk of failure in applying the resistance of the spring or the actuator, which is not reliable and has poor safety;

[0005] 2) Limiting the movement of the lock key to keep the lock mechanism in the locked state of the cabin door. For this technical solution, a separate lock mechanism needs to be set to drive the movement of the lock key, making the overall structure complex and the operation cumbersome.

[0006] In view of the existence of the above technical defects, this application is proposed.

[0007] It should be noted that the disclosure of the above background technical content is only used to assist in understanding the inventive concept and technical solution of the present invention, and it does not necessarily belong to the prior art of this patent application. Without clear evidence indicating that the above content was publicly available on the filing date of this application, the above background technology should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0008] The purpose of this application is to provide an aircraft cabin door lock mechanism to overcome or mitigate at least one aspect of the known technical defects.

[0009] The technical solution of this application is as follows:

[0010] An aircraft cabin door lock mechanism, comprising:

[0011] A lock shaft;

[0012] A fork ear rocker arm connected to the lock shaft;

[0013] A latch connected to the lock shaft;

[0014] A lock block connected to the lock shaft, having a lock groove thereon;

[0015] A lock arm;

[0016] A lock pin connected to the lock arm;

[0017] The articulated arm is articulated with the locking arm;

[0018] The driving arm;

[0019] The driving shaft connects the articulated arm and the driving arm;

[0020] The aircraft cabin door lock mechanism has:

[0021] In the locked state, after the aircraft cabin door is closed, the driving shaft drives the articulated arm and the driving arm to swing. The driving arm contacts the fork ear rocker arm, drives the locking shaft to rotate, then snaps into the fork ear of the fork ear rocker arm, and then disengages from the fork ear and separates from the fork ear rocker arm; the articulated arm drives the locking arm to swing, causing the locking pin to slide in the locking groove, contact the side wall of the locking groove, drive the locking block to swing, and drive the locking shaft to rotate. After the hinge point of the locking arm and the articulated arm passes the dead point, the locking bolt is driven by the locking shaft and inserted into the lock holes on the aircraft cabin door and the fuselage to lock the aircraft cabin door;

[0022] In the unlocked state, the driving shaft drives the articulated arm and the driving arm to swing; the driving arm drives the locking arm to swing, causing the locking pin to slide in the locking groove and separate from the side wall of the locking pin; the driving arm contacts the fork ear rocker arm, drives the locking shaft to rotate, then snaps into the fork ear of the fork ear rocker arm, and then disengages from the fork ear and separates from the fork ear rocker arm; the locking pin contacts the side wall of the locking groove, drives the locking block to swing, and drives the locking shaft to rotate. After the hinge point of the locking arm and the articulated arm passes the dead point, the locking bolt is driven by the locking shaft and disengages from the lock holes on the aircraft cabin door and the fuselage, and the aircraft cabin door can be opened.

[0023] According to at least one embodiment of the present application, in the above aircraft cabin door lock mechanism, the inner sides of the tips of both side walls of the fork ear are inclined outward.

[0024] According to at least one embodiment of the present application, in the above aircraft cabin door lock mechanism, it further includes:

[0025] The roller is connected to the driving arm and can contact the fork ear rocker arm during the swinging process of the driving arm, roll into the fork ear of the fork ear rocker arm, and roll out of the fork ear and separate from the fork ear rocker arm.

[0026] According to at least one embodiment of the present application, in the above aircraft cabin door lock mechanism, the locking block is cam-shaped.

[0027] According to at least one embodiment of the present application, in the above aircraft cabin door lock mechanism, the locking groove is fan-shaped.

[0028] The present application has at least the following beneficial technical effects:

[0029] Provided is an aircraft cabin door lock mechanism. When it is in the locked state and the unlocked state, the hinge points of the lock arm and the articulated arm cross the dead points, and it can be stably maintained in the locked state and the unlocked state, thereby ensuring the reliability of locking the aircraft cabin door and enabling the aircraft cabin door to be opened smoothly. In addition, a locking mechanism is integrated thereon. Through the logical design of the movement of components, only by rotating the drive shaft, the transformation between the locked state and the unlocked state can be achieved. The overall structure is compact and the operation is convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 FIG. 6 is a schematic diagram of the aircraft cabin door lock mechanism provided by the embodiment of the present application in the locked state;

[0031] Figure 2 FIG. 10 is a schematic diagram of the aircraft cabin door lock mechanism provided by the embodiment of the present application in the unlocked state;

[0032] Wherein:

[0033] 1 - lock shaft; 2 - fork ear rocker arm; 3 - latch; 4 - lock block; 5 - lock arm; 6 - lock pin; 7 - articulated arm; 8 - drive arm; 9 - drive shaft; 10 - roller.

[0034] In order to better illustrate this embodiment, some components in the drawings are omitted, enlarged or reduced, and do not represent the dimensions of actual products. In addition, the drawings are only for illustrative purposes and cannot be construed as a limitation of this patent. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0035] In order to make the technical solutions of the present application and their advantages clearer, the technical solutions of the present application will be further clearly and completely described in detail below with reference to the drawings. It can be understood that the specific embodiments described herein are only partial embodiments of the present application, which are only used to explain the present application and are not intended to limit the present application. It should be noted that for the convenience of description, only the parts related to the present application are shown in the drawings, and other related parts can refer to the general design. Without conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0036] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the ordinary meanings understood by those of ordinary skill in the art to which this application pertains. The directional terms such as "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", etc. used in the description of this application are only used to indicate relative directions or positional relationships, rather than implying that the device or component must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the object being described changes, its relative positional relationship may also change accordingly. Therefore, it should not be construed as a limitation to this application. The terms "first", "second", "third", and similar terms used in the description of this application are only for descriptive purposes to distinguish different components and should not be construed as indicating or implying relative importance. The similar terms such as "a", "an", or "the" used in the description of this application should not be construed as an absolute limitation on the quantity but should be understood as meaning at least one. The similar terms such as "comprising" or "including" used in the description of this application are intended to cover the elements or objects appearing before this word and the elements or objects listed after this word and their equivalents, without excluding other elements or objects.

[0037] In addition, it should be noted that, unless otherwise clearly specified and defined, the similar terms such as "installed", "connected", "joined", etc. used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and can also be the communication inside two components. Those skilled in the art can understand its specific meaning in this application according to the specific situation.

[0038] The following further elaborates on this application with reference to the Figures 1 to 2 accompanying drawings.

[0039] An aircraft cabin door lock mechanism, comprising:

[0040] A lock shaft 1;

[0041] A fork ear rocker arm 2, connected to the lock shaft 1;

[0042] A latch 3, connected to the lock shaft 1;

[0043] A lock block 4, connected to the lock shaft 1, having a lock groove thereon;

[0044] A lock arm 5;

[0045] A lock pin 6, connected to the lock arm 5;

[0046] A hinge arm 7, hinged to the lock arm 5;

[0047] A drive arm 8;

[0048] The drive shaft 9 connects the articulated arm 7 and the drive arm 8;

[0049] The aircraft cabin door lock mechanism has:

[0050] In the locked state, after the aircraft cabin door is closed, the drive shaft 9 drives the articulated arm 7 and the drive arm 8 to swing. The drive arm 8 contacts the fork ear rocker arm 2, drives the lock shaft 1 to rotate, and then it is caught in the fork ear of the fork ear rocker arm 2, and then disengages from the fork ear and separates from the fork ear rocker arm 2; the articulated arm 7 drives the lock arm 5 to swing, causing the lock pin 6 to slide in the lock groove, contact the side wall of the lock groove, drive the lock block 4 to swing, and drive the lock shaft 1 to rotate. After the hinge point of the lock arm 5 and the articulated arm 7 passes the dead point, the latch 3 is driven by the lock shaft 1 and inserted into the lock holes on the aircraft cabin door and the airframe to lock the aircraft cabin door;

[0051] In the unlocked state, the drive shaft 9 drives the articulated arm 7 and the drive arm 8 to swing; the drive arm 8 drives the lock arm 5 to swing, causing the lock pin 6 to slide in the lock groove and separate from the side wall of the lock pin 6; the drive arm 8 contacts the fork ear rocker arm 2, drives the lock shaft 1 to rotate, and then it is caught in the fork ear of the fork ear rocker arm 2, and then disengages from the fork ear and separates from the fork ear rocker arm 2; the lock pin 6 contacts the side wall of the lock groove, drives the lock block 4 to swing, and drives the lock shaft 1 to rotate. After the hinge point of the lock arm 5 and the articulated arm 7 passes the dead point, the latch 3 is driven by the lock shaft 1 and disengages from the lock holes on the aircraft cabin door and the airframe, and the aircraft cabin door can be opened.

[0052] For the aircraft cabin door lock mechanism disclosed in the above embodiments, those skilled in the art can understand that its lock shaft 1 and drive shaft 9 can be rotatably connected to the aircraft cabin door, and a drive handle is connected to the drive shaft 9. After the aircraft cabin door is closed, by rotating the drive handle, the aircraft cabin door lock mechanism can be changed to the locked state, and when the aircraft cabin door needs to be opened, by rotating the drive handle, the aircraft cabin door lock mechanism can be changed to the unlocked state.

[0053] For the aircraft cabin door lock mechanism disclosed in the above embodiments, those skilled in the art can also understand that when it is in the locked state and the unlocked state, and the hinge point of the lock arm 5 and the articulated arm 7 passes the dead point, it can be stably maintained in the locked state and the unlocked state, thereby ensuring the reliability of locking the aircraft cabin door and enabling the aircraft cabin door to be opened smoothly.

[0054] For the aircraft cabin door lock mechanism disclosed in the above embodiments, those skilled in the art can also understand that it integrates a locking mechanism. Through the logical design of the movement of components, only by rotating the drive shaft 9, the transformation between the locked state and the unlocked state can be achieved. The overall structure is compact and the operation is convenient.

[0055] In some alternative embodiments, in the above-mentioned aircraft cabin door lock mechanism, the inner sides of the tips of the two side walls of the fork ear are inclined outward so that during the swinging process of the driving arm 8, it can be easily snapped into the fork ear of the fork ear rocker arm 2 and disengaged from the fork ear.

[0056] In some alternative embodiments, in the above-mentioned aircraft cabin door lock mechanism, it further includes:

[0057] A roller 10, connected to the driving arm 8, can contact the fork ear rocker arm 2 during the swinging process of the driving arm 8, roll into the fork ear of the fork ear rocker arm 2, and roll out of the fork ear to separate from the fork ear rocker arm 2. During this process, jamming can be effectively avoided.

[0058] In some alternative embodiments, in the above-mentioned aircraft cabin door lock mechanism, the lock block 4 is cam-shaped and protrudes on the outer wall surface of the lock shaft 1.

[0059] In some alternative embodiments, in the above-mentioned aircraft cabin door lock mechanism, the lock groove is fan-shaped to provide sufficient space for the sliding of the lock pin 6 therein.

[0060] The various embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other.

[0061] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the drawings. Those skilled in the art should understand that the protection scope of the present application is obviously not limited to these specific embodiments. Without departing from the principle of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present application.

Claims

1. An aircraft cabin door lock mechanism, characterized in that, Comprising: Lock shaft (1); Fork ear rocker arm (2), connected to the lock shaft (1); Latch (3), connected to the lock shaft (1); Lock block (4), connected to the lock shaft (1), having a lock groove thereon; Lock arm (5); Lock pin (6), connected to the lock arm (5); Hinge arm (7), hinged to the lock arm (5); Drive arm (8); Drive shaft (9), connecting the hinge arm (7) and the drive arm (8); The aircraft cabin door lock mechanism has: Locked state. After the aircraft cabin door is closed, the drive shaft (9) drives the hinge arm (7) and the drive arm (8) to swing. The drive arm (8) contacts the fork ear rocker arm (2), driving the lock shaft (1) to rotate. Then it snaps into the fork ear of the fork ear rocker arm (2), and then disengages from the fork ear and separates from the fork ear rocker arm (2). The hinge arm (7) drives the lock arm (5) to swing, causing the lock pin (6) to slide in the lock groove and contact the side wall of the lock groove, driving the lock block (4) to swing, causing the lock shaft (1) to rotate. After the hinge point of the lock arm (5) and the hinge arm (7) passes the dead point, the latch (3) is driven by the lock shaft (1) to insert into the lock holes on the aircraft cabin door and the airframe, locking the aircraft cabin door; Unlocked state. The drive shaft (9) drives the hinge arm (7) and the drive arm (8) to swing. The drive arm (8) drives the lock arm (5) to swing, causing the lock pin (6) to slide in the lock groove and separate from the side wall of the lock pin (6). The drive arm (8) contacts the fork ear rocker arm (2), driving the lock shaft (1) to rotate. Then it snaps into the fork ear of the fork ear rocker arm (2), and then disengages from the fork ear and separates from the fork ear rocker arm (2). The lock pin (6) contacts the side wall of the lock groove, driving the lock block (4) to swing, causing the lock shaft (1) to rotate. After the hinge point of the lock arm (5) and the hinge arm (7) passes the dead point, the latch (3) is driven by the lock shaft (1) to disengage from the lock holes on the aircraft cabin door and the airframe, and the aircraft cabin door can be opened.

2. The aircraft cabin door lock mechanism according to claim 1, wherein The tips of the inner sides of the two side walls of the fork ear are inclined outward.

3. The aircraft cabin door lock mechanism according to claim 1, wherein It further comprises: Roller (10), connected to the drive arm (8), which can contact the fork ear rocker arm (2) during the swinging of the drive arm (8), roll into the fork ear of the fork ear rocker arm (2), and roll out of the fork ear and separate from the fork ear rocker arm (2).

4. The aircraft cabin door lock mechanism according to claim 1, wherein The lock block (4) is cam-shaped.

5. The aircraft cabin door lock mechanism according to claim 1, wherein The lock groove is fan-shaped.

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