A locking mechanism and a cabin door applied to an aircraft

Abstract

The present invention discloses a locking mechanism applied to an aircraft, which includes an outer handle, a central shaft with one end connected to the outer handle, a bolt transmission mechanism driven by the central shaft, a rotation limit block provided on the central shaft cover plate, an inner handle connected to the other end of the central shaft, and a key lock installed on the door panel. The present invention also discloses a cabin door, which includes a locking mechanism applied to an aircraft, a door panel, a cabin door glass installed on the door panel, and a plurality of hinges respectively installed on one side of the door panel. The door panel is connected to the fuselage through two hinges. The overall structure of the present invention is simple, with low failure rate and relatively light weight. At the same time, it also has the functions of anti-theft, anti-misoperation, and simple and fast opening.

Description

Technical Field

[0001] The present invention relates to the technical field of cabin door locks and cabin doors, and in particular to a locking mechanism and a cabin door used on an aircraft. Background Art

[0002] An aircraft's hatch is a crucial component, crucial to its overall safety. Doors on manned aircraft must meet general requirements such as high reliability, low failure rates, and theft prevention. Furthermore, due to the unique characteristics of aircraft, they must also be lightweight and prevent accidental opening.

[0003] Patent publication number CN213234574U discloses a hatch lock that can prevent a hatch from accidentally locking. The lock comprises a hatch and a door frame, the door frame having a lock hole, an inner handle on one side of the hatch, a rotating shaft on one side of the hatch, a slot on one end of the rotating shaft, a first slot and a second slot on the inside of the hatch, a locking tongue inserted into the first slot, a movable roller on one end of the second slot, a traction rope connecting the locking tongue to the movable roller and the rotating shaft, and a first return spring sleeved on one end of the locking tongue. An outer handle is provided on the other side of the hatch, a cavity is provided on one end of the outer handle, a support plate is provided on one end of the cavity, a movable body is provided within the cavity, a block is provided on one end of the outer side of the movable body, and a second return spring sleeved on the movable body. Although this patent can prevent the hatch from accidentally locking, it cannot prevent accidental opening, posing a certain risk. Summary of the Invention

[0004] In order to solve the above-mentioned problems in the prior art, the present invention provides a locking mechanism and a cabin door used in an aircraft.

[0005] The technical solution adopted in the present invention is:

[0006] The present invention provides a locking mechanism for use on an aircraft, comprising an outer handle, a central shaft connected to the outer handle at one end, a lock bolt transmission mechanism that transmits power through the central shaft, a rotation limit block provided on a central shaft cover, an inner handle connected to the other end of the central shaft, and a key lock installed on a door panel.

[0007] The lock bolt transmission mechanism includes a central shaft transmission plate, a connecting rod, an upper shaft support seat, a rocker arm, a lock bolt connecting plate, and a lock bolt. The central shaft transmission plate is fixedly connected to the central shaft, one end of the connecting rod is hinged on the central shaft transmission plate, and the other end is hinged on one end of the rocker arm. The rotating shaft of the upper shaft support seat passes through the circular hole in the middle of the rocker arm, the other end of the rocker arm is hinged to one end of the lock bolt connecting plate, and the other end of the lock bolt connecting plate is hinged to the lock bolt, and the lock bolt passes through the opening on the side frame of the door panel;

[0008] The central axis sequentially passes through a circular hole on the door panel, a central axis drive piece, a central axis cover plate, and a rotation limit block from outside to inside, and a protruding block is provided on the central axis.

[0009] The central axis cover plate is provided with a hole having the same size as the cross-section of the central axis. The inner handle connection part uses a limit square block larger than the diameter of the central axis. The rotation limit block includes an inner layer opening larger than the cross-section of the central axis and an outer surface step for restricting excessive rotation of the limit square block. The central axis cover plate and the rotation limit block cooperate to form a stepped groove, and the stepped groove cooperates with the protruding block.

[0010] Further, the key lock is provided with a lock tongue piece. One end of the lock tongue piece rotates around the key lock, and the other end of the lock tongue piece contacts the edge of the outer handle.

[0011] Further, it further includes an external central axis fixing block, an internal central axis bonding block, and an adjusting gasket. The internal central axis bonding block is bonded to the inside of the door panel. The external central axis fixing block is fixed to the outside of the door panel by a countersunk screw. The adjusting gasket adjusts the tightness of the installation of the central axis drive piece.

[0012] Further, the outer handle, the central axis, the external central axis fixing block, and the internal central axis bonding block are made of aluminum material. The adjusting gasket is made of wear-resistant nylon material. The central axis drive piece is made of a bent aluminum sheet. The connecting rod, the upper shaft support seat, the rocker arm, the lock bolt connecting piece, and the lock bolt are all made of aluminum material.

[0013] Further, the outer handle is fixed to one end of the central axis by a countersunk screw or welding. The upper shaft support seat is fixed to the inside of the door panel by a screw. The rotation limit block is fixed to the central axis cover plate by a countersunk screw.

[0014] A hatch door includes any one of the above-mentioned locking mechanisms applied to an aircraft.

[0015] Further, it further includes a door panel, a hatch door glass installed on the door panel, and a plurality of hinges respectively installed on one side of the door panel. The door panel is connected to the fuselage through two hinges.

[0016] Further, the door panel is made of a full carbon fiber composite material. The hatch door glass is made of acrylic material. The hatch door glass is installed on the door panel by an adhesive method.

[0017] Further, a lock bolt sleeve is installed at the lock bolt of the door panel.

[0018] Further, there is a countersunk groove on the outer surface of the door panel at the place where the outer handle is installed.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] The locking mechanism and cabin door applied to an aircraft provided by the present invention have an upper insurance function to prevent accidental opening caused by automatic or misoperation and can be simply and quickly opened; they have a locking function to achieve the purposes of anti-theft and anti-entry; the overall structure of the present invention is simple, has a low failure rate, and is relatively light in weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall outer side of a locking mechanism and cabin door applied to an aircraft;

[0022] Figure 2 It is a schematic diagram of the overall inner structure of a locking mechanism and cabin door applied to an aircraft;

[0023] Figure 3 It is a schematic diagram of the central axis structure of a locking mechanism applied to an aircraft;

[0024] Figure 4 It is a schematic diagram of the central axis structure of a locking mechanism applied to an aircraft;

[0025] Figure 5 It is a schematic diagram of the bolt transmission mechanism structure of a locking mechanism applied to an aircraft;

[0026] Figure 6 It is a schematic diagram of the mating state when the locking tongue piece is locked in a locking mechanism applied to an aircraft;

[0027] Figure 7 It is a schematic diagram of the central axis structure of a locking mechanism applied to an aircraft;

[0028] Figure 8 It is a schematic diagram of the central axis drive piece structure of a locking mechanism applied to an aircraft;

[0029] Figure 9 It is a schematic diagram of the rotary limit block structure of a locking mechanism applied to an aircraft;

[0030] Figure 10 It is a schematic diagram of the working state of the protruding block and the rotary limit block when the locking mechanism applied to an aircraft is under upper insurance;

[0031] Figure 11 It is a schematic diagram of the working state of the protruding block and the rotary limit block when the locking mechanism applied to an aircraft is released from insurance;

[0032] Figure 12 It is a schematic diagram of the working state of the rotary limit block and the limit square block in a locking mechanism applied to an aircraft.

[0033] In the figure: 1 - door panel; 2 - hatch glass; 3 - hinge; 4 - outer handle; 5 - central axis; 501 - protruding block; 6 - external fixing block of central axis; 7 - internal bonding block of central axis; 8 - bolt transmission mechanism; 9 - adjusting gasket; 10 - central axis cover plate; 11 - inner handle; 1101 - limiting square; 12 - key lock; 13 - central axis transmission piece; 14 - connecting rod; 15 - upper axis support seat; 16 - rocker arm; 17 - bolt connecting piece; 18 - bolt; 19 - rotation limiting block; 1901 - inner layer opening; 1902 - outer surface step; 20 - lock tongue piece; A - cylindrical end face of central axis; B - side face of central axis transmission piece; C - side wall of protruding block; D - side wall of stepped groove; E - end face of protruding block; F - side face of rotation limiting block. Detailed implementation mode

[0034] To clearly illustrate the technical features of this solution, the present invention will be elaborated in detail below through specific embodiments and in conjunction with its accompanying drawings. In the following description, many specific details are set forth in order to provide a thorough understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below. Additionally, in the description of the present application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present application. Furthermore, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined. In the present application, unless otherwise clearly defined and limited, the terms "mounted", "connected", "coupled", "fixed", etc. should be construed broadly. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal connection or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application may be understood according to specific circumstances. In the present application, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may be the direct contact between the first and second features, or the indirect contact between the first and second features through an intermediate medium. In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0035] Embodiment 1

[0036] Please refer to Figures 1 to 12, an embodiment provided by the present invention: a locking mechanism applied to an aircraft, including an outer handle 4, a central shaft 5, a bolt transmission mechanism 8, a rotation limit block 19, an inner handle 11, a key lock 12, an outer fixed block 6 of the central shaft, an inner bonding block 7 of the central shaft, and an adjusting gasket 9.

[0037] One end of the central shaft 5 is connected to the outer handle 4, and the outer handle 4 is fixed to one end of the central shaft 5 by countersunk screws or welding. The central shaft 5 passes through the outer fixed block 6 of the central shaft, the round hole on the door panel 1, the inner bonding block 7 of the central shaft, the central shaft transmission piece 13, the adjusting gasket 9, the central shaft cover plate 10, and the rotation limit block 19 from outside to inside in sequence. There is a protruding block 501 on the central shaft 5.

[0038] The bolt transmission mechanism 8 is driven by the central shaft 5. The bolt transmission mechanism 8 includes a central shaft transmission piece 13, a connecting rod 14, an upper shaft support seat 15, a rocker arm 16, a bolt connecting piece 17, and a bolt 18. The central shaft transmission piece 13 is fixedly connected to the central shaft 5. One end of the connecting rod 14 is on the central shaft transmission piece 13 through a pin shaft, and the other end is on one end of the rocker arm 16 through a pin shaft. The rotating shaft of the upper shaft support seat 15 passes through the round hole in the middle of the rocker arm 16, so that the rocker arm 16 can rotate around it. The upper shaft support seat 15 is fixed inside the door panel 1 by screws. The other end of the rocker arm 16 is on one end of the bolt connecting piece 17 through a pin shaft, and the other end of the bolt connecting piece 17 is on the bolt 18 through a pin shaft. The bolt 18 passes through the opening on the side frame of the door panel 1.

[0039] The rotation limit block 19 is fixed to the central shaft cover plate 10 by countersunk screws. The rotation limit block 19 includes an inner layer opening 1901 larger than the cross-section of the central shaft 5 and an outer surface step 1902 that restricts the excessive rotation of the limit square 1101. There is a hole on the central shaft cover plate 10 with the same cross-sectional size as the central shaft 5. The central shaft cover plate 10 and the rotation limit block 19 cooperate to form a stepped groove, and the stepped groove cooperates with the protruding block 501.

[0040] The inner handle 11 is connected to the other end of the central shaft 5, and a limit square 1101 larger than the diameter of the central shaft 5 is used at the connection of the inner handle 11.

[0041] The key lock 12 is installed on the door panel 1. The key lock 12 has a lock tongue piece 20. One end of the lock tongue piece 20 rotates around the key lock 12, and the other end of the lock tongue piece 20 contacts the edge of the outer handle 4.

[0042] The inner bonding block 7 of the central shaft is bonded inside the door panel 1, and the outer fixed block 6 of the central shaft is fixed outside the door panel 1 by countersunk screws. The adjusting gasket 9 adjusts the tightness of the installation of the central shaft transmission piece 13, facilitating the adjustment of the fitting clearance caused by production tolerances during assembly.

[0043] Closing the Door: After closing the door, rotate the exterior handle 4 counterclockwise or the interior handle 11 clockwise. When the interior handle 11 reaches a certain angle (e.g., 45 degrees), the stopper 1101 of the interior handle 11 contacts the outer step 1902 of the rotation stopper 19, restricting further rotation. The central axis drive plate 13 then rotates synchronously with the central axis 5 in the same direction. This rotation drives the rest of the bolt drive mechanism 8, extending the bolt 18 and inserting it into the bolt hole in the door frame, thus closing the door.

[0044] To secure the car: 1. Press the outer handle 4 or pull the inner handle 11 inward. When the car is pulled out a certain distance (e.g. 20 mm), the cylindrical end face A of the center shaft 5 contacts the side face B of the center shaft transmission plate 13 and limits the center shaft 5 from being pulled out further.

[0045] 2. Rotate the outer handle 4 clockwise or the inner handle 11 counterclockwise. When rotated to a small angle (for example, 10 degrees), the side wall C of the protruding block 501 of the central axis 5 cooperates with the inner opening 1901 of the central axis cover 10 and the rotation limit block 19 to form a stepped groove side wall D in contact, and the stepped groove restricts the central axis 5 from continuing to rotate. At this time, the safety is completed. In this state, since the end face E of the protruding block 501 of the central axis 5 contacts the surface of the central axis cover 10 and the cylindrical end face A of the central axis 5 contacts the side face B of the central axis transmission plate 13, the axial translation movement of the central axis 5 is restricted, and it can only be rotated in the opposite direction to release the safety.

[0046] Locking: Insert the key into the key lock 12 and rotate it so that the bolt piece 20 rotates out and presses against the upper edge of the outer handle 4. At this time, the outer handle 4 cannot be rotated, thereby achieving the purpose of anti-theft and anti-entry.

[0047] Open the door (if the door is closed and locked):

[0048] 1. Rotate the outer handle 4 counterclockwise or the inner handle clockwise. When the handle is rotated to a small angle (e.g., 10 degrees), the side wall C of the protruding block 501 of the central shaft 5 contacts the side wall D of the stepped groove and restricts the central shaft 5 from rotating further.

[0049] 2. Pull the outer handle 4 outward or press the inner handle 11 to release the safety. When the handle is pulled out a certain distance (e.g. 20 mm), the stop block 1101 of the inner handle 11 contacts the side E of the rotation stop block 19 and restricts the central shaft 5 from being pulled out further.

[0050] 3. Rotate the outer handle 4 clockwise or rotate the inner handle 11 counterclockwise. When rotated to a certain angle (for example, 45 degrees), the limiting square block 1101 of the inner handle 11 contacts the outer surface step 1902 of the rotation limiting block 19, and the outer surface step 1902 restricts its continued rotation. At this time, the central shaft transmission piece 13 rotates synchronously and in the same direction as the central shaft 5. The rotation of the central shaft transmission piece 13 drives the remaining bolt transmission mechanisms 8, causing the bolt 18 to retract and the cabin door to open and complete. During the rotation process, due to the end face E of the protruding block 501 contacting the surface of the central shaft cover plate 10 and the limiting square block 1101 of the inner handle 11 contacting the side face F of the rotation limiting block 19, the two restrict the axial movement of the central shaft 5, making the central shaft 5 have only rotational movement around its axis during this process.

[0051] In each of the above steps, the position of the central shaft 5 has clear restrictions, making the operation process of the entire mechanism accurate and easy.

[0052] Embodiment 2

[0053] Please refer to Figures 1 to 12 , an embodiment provided by the present invention: a locking mechanism applied to an aircraft, including an outer handle 4, a central shaft 5, a bolt transmission mechanism 8, a rotation limiting block 19, an inner handle 11, a key lock 12, an external central shaft fixing block 6, an internal central shaft bonding block 7, and an adjusting gasket 9.

[0054] One end of the central shaft 5 is connected to the outer handle 4. The outer handle 4 is fixed to one end of the central shaft 5 by a countersunk screw or welding. The central shaft 5 passes through the external central shaft fixing block 6, the round hole on the door panel 1, the internal central shaft bonding block 7, the central shaft transmission piece 13, the adjusting gasket 9, the central shaft cover plate 10, and the rotation limiting block 19 from outside to inside in sequence. A protruding block 501 is provided on the central shaft 5.

[0055] The bolt transmission mechanism 8 is driven by the central shaft 5. The bolt transmission mechanism 8 includes a central shaft transmission piece 13, a connecting rod 14, an upper shaft support seat 15, a rocker arm 16, a bolt connecting piece 17, and a bolt. The central shaft transmission piece 13 is fixedly connected to the central shaft 5. One end of the connecting rod 14 is on the central shaft transmission piece 13 through a pin shaft, and the other end is on one end of the rocker arm 16 through a pin shaft. The rotating shaft of the upper shaft support seat 15 passes through the round hole in the middle of the rocker arm 16, enabling the rocker arm 16 to rotate around it. The upper shaft support seat 15 is fixed inside the door panel 1 by screws. The other end of the rocker arm 16 is on one end of the bolt connecting piece 17 through a pin shaft, and the other end of the bolt connecting piece 17 is on the bolt through a pin shaft. The bolt passes through the opening on the side frame of the door panel 1.

[0056] The rotating limit block 19 is fixed to the middle shaft cover plate 10 by a countersunk screw. The rotating limit block 19 includes an inner layer opening 1901 that is larger than the cross-section of the middle shaft 5 and an outer surface step 1902 that limits the excessive rotation of the limit square block 1101. A hole with the same size as the cross-section of the middle shaft 5 is provided on the middle shaft cover plate 10. The middle shaft cover plate 10 and the rotating limit block 19 cooperate to form a stepped groove, and the stepped groove cooperates with the protruding block 501.

[0057] The inner handle 11 is connected to the other end of the middle shaft 5, and a limit square block 1101 with a diameter larger than that of the middle shaft 5 is used at the connection of the inner handle 11.

[0058] The key lock 12 is installed on the door panel 1. The key lock 12 is provided with a lock tongue piece 20. One end of the lock tongue piece 20 rotates around the key lock 12, and the other end of the lock tongue piece 20 contacts the edge of the outer handle 4.

[0059] The bonding block 7 inside the middle shaft is bonded to the inside of the door panel 1, and the fixing block 6 outside the middle shaft is fixed to the outside of the door panel 1 by a countersunk screw. The adjusting gasket 9 adjusts the tightness of the installation of the middle shaft transmission piece 13, facilitating the adjustment of the fitting clearance caused by production tolerances during assembly.

[0060] Further, the outer handle 4, the middle shaft 5, the fixing block 6 outside the middle shaft, and the bonding block 7 inside the middle shaft are made of aluminum materials. The adjusting gasket 9 is made of wear-resistant nylon material, the middle shaft transmission piece 13 is made of a bent aluminum sheet, and the connecting rod 14, the upper shaft support seat 15, the rocker arm 16, the lock bolt connecting piece 17, and the lock bolt are all made of aluminum materials, optimizing the weight reduction in the structure.

[0061] Embodiment 3

[0062] Please refer to Figures 1 to 12 , an embodiment provided by the present invention: A hatch door includes the locking mechanism applied to an airplane described in the above Embodiment 1 or Embodiment 2, and further includes a door panel 1, a hatch door glass 2, and a hinge 3.

[0063] The door panel 1 is made of a full carbon fiber composite material. The hatch door glass 2 is made of acrylic material. The hatch door glass 2 is installed on the door panel 1 by bonding. The door panel 1 is connected to the fuselage through two hinges 3. A lock bolt sleeve is installed at the lock bolt of the door panel 1 to fix the protruding lock bolt. There is a sunken groove on the outer surface of the door panel 1 at the position where the outer handle 4 is installed, reducing the influence of the outer handle 4 on the air flow and sinking the outer handle 4 at the position when the safety is on (during flight) into the surface of the hatch door shape. The bonding block 7 inside the middle shaft is bonded to the inside of the sunken groove, and the fixing block 6 outside the middle shaft is fixed to the outside of the sunken groove by a countersunk screw.

[0064] The hatch door glass 2 is installed on the door panel 1.

[0065] A plurality of the hinges 3 are respectively installed on one side of the door panel 1.

[0066] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above-described exemplary embodiments, and without departing from the spirit or basic characteristics of the present invention, the present invention can be implemented in other specific forms. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, it is intended to embrace all changes falling within the meaning and scope of the equivalent elements of the claims in the present invention, and any reference signs in the claims should not be regarded as limiting the claims involved.

Claims

1. A locking mechanism used in an aircraft, characterized in that: It includes an outer handle, a central shaft connected to the outer handle at one end, a lock bolt transmission mechanism that transmits power through the central shaft, a rotation limit block provided on the central shaft cover, an inner handle connected to the other end of the central shaft, and a key lock installed on the door panel; The lock bolt transmission mechanism includes a central shaft transmission piece, a connecting rod, an upper shaft support seat, a rocker arm, a lock bolt connecting piece, and a lock bolt. The central shaft transmission piece is connected to the central shaft, the central shaft transmission piece and the central shaft rotate synchronously, and the central shaft can move axially relative to the central shaft transmission piece. One end of the connecting rod is connected to the central shaft transmission piece, and the other end is connected to one end of the rocker arm. The rotating shaft of the upper shaft support seat passes through the circular hole in the middle of the rocker arm. The other end of the rocker arm is connected to one end of the lock bolt connecting piece, and the other end of the lock bolt connecting piece is connected to the lock bolt. The lock bolt passes through the opening on the side frame of the door panel; The central shaft passes through the circular hole on the door panel, the central shaft transmission plate, the central shaft cover plate, and the rotation limit block in sequence from the outside to the inside, and a protruding block is provided on the central shaft; The central axis cover is provided with a hole that is consistent with the overall cross-sectional size of the central axis and the protruding block. The part of the central axis located between the protruding block and the inner handle can rotate relative to the hole on the central axis cover. The inner handle connection adopts a limiting block larger than the diameter of the central axis. The rotation limiting block is arranged on the side of the central axis cover close to the inner handle. The rotation limiting block includes an inner opening larger than the cross-sectional area of the central axis and an outer surface step that limits excessive rotation of the limiting block. The central axis cover cooperates with the rotation limiting block to form a stepped groove, and the stepped groove cooperates with the protruding block.

2. A locking mechanism for use on an aircraft according to claim 1, characterized in that: The key lock is provided with a lock bolt piece, one end of the lock bolt piece rotates with the key lock as the center of a circle, and the other end of the lock bolt piece contacts the edge of the outer handle.

3. The locking mechanism for use on an aircraft according to claim 1, characterized in that: It also includes an external fixing block of the central axis, an internal bonding block of the central axis, and an adjusting gasket. The internal bonding block of the central axis is bonded to the inside of the door panel, and the external fixing block of the central axis is fixed to the outside of the door panel by a countersunk screw. The adjusting gasket adjusts the tightness of the installation of the central axis transmission plate.

4. A locking mechanism for use on an aircraft according to claim 1 or 3, characterized in that: The outer handle, central axis, central axis external fixing block, and central axis internal bonding block are made of aluminum, the adjustment gasket is made of wear-resistant nylon, the central axis transmission plate is made of bent aluminum sheet, and the connecting rod, upper axis support seat, rocker arm, lock bolt connecting plate, and lock bolt are all made of aluminum.

5. The locking mechanism for use on an aircraft according to claim 1, characterized in that: The outer handle is fixed to one end of the central axis by countersunk screws or welding, the upper axis support seat is fixed to the inside of the door panel by screws, and the rotation limit block is fixed to the central axis cover plate by countersunk screws.

6. A hatch, characterized in that: The invention comprises a locking mechanism used on an aircraft as described in any one of claims 1 to 5.

7. A hatch according to claim 6, characterized in that: The utility model also includes a door panel, a cabin glass installed on the door panel, and a plurality of hinges respectively installed on one side of the door panel, wherein the door panel is connected to the fuselage through two hinges.

8. A hatch door according to claim 7, characterized in that: The door panel is made of all-carbon fiber composite material, and the hatch glass is made of acrylic material. The hatch glass is installed on the door panel by bonding.

9. The hatch door according to claim 7, characterized in that: A lock bolt sleeve is installed at the lock bolt of the door panel.

10. The hatch door according to claim 7, characterized in that: The outer surface of the door panel is provided with a recessed groove where the outer handle is installed.

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