Locking mechanism for a rotary flight lock for a cabin door

Abstract

A locking mechanism for a flight lock of a cabin door, wherein the flight lock can rotate between a flight lock locked position and a flight lock unlocked position. The cabin door is installed with a handle shaft, and the cabin door can be opened by rotating a handle fixed at the end of the handle shaft in an opening direction. The locking mechanism includes: a locking shaft installed at the cabin door; a locking shaft rocker boss having a protrusion, which is relatively rotatably mounted on the locking shaft; and a first rocker arm having a recessed portion, which is non-rotatably mounted on the handle shaft. The flight lock is operably connected to the locking shaft rocker boss, wherein when the flight lock is in the flight lock locked position, the locking shaft rocker boss is in a locking shaft rocker boss locked position, the protrusion is received in the recessed portion, and a gap is formed between the protrusion and the surface of the recessed portion. When the flight lock is in the flight lock locked position, rotating the handle in the opening direction causes the surface of the recessed portion to abut against the protrusion. The present invention also provides an aircraft including the aforementioned locking mechanism.

Description

Technical Field

[0001] The present invention relates to components for cabin doors of civil aircraft. Specifically, the present invention relates to a locking mechanism for a rotary flight lock for a cabin door of an aircraft. The present invention also relates to an aircraft including the locking mechanism for the rotary flight lock. Background Art

[0002] Aircraft doors are equipped with flight locks. These locks prevent the door from being opened while in flight, potentially resulting in serious consequences. Furthermore, they must be quickly unlocked after landing to ensure the door can be opened properly on the ground. Therefore, the flight lock mechanism must be highly reliable and demanding in terms of manufacturing and assembly precision. Any deviation between the installation clearance and the actual design can significantly impact the functionality of the flight lock mechanism.

[0003] Under this premise, those skilled in the art have generally noted that aircraft door space is limited, and the layout of the flight lock and its mechanism needs to be coordinated with other door mechanisms. Because the door space provided by different aircraft models may vary, it is desirable to have a more flexible layout for the flight lock and its mechanism.

[0004] In addition, the flight lock mechanism must also have a design that ensures that the load of manually opening the cabin door will not drive back the flight lock.

[0005] CN114872878A (publication date: August 9, 2022) discloses a civil aircraft cabin door emergency handle locking mechanism. This handle lock mechanism is primarily used to lock the slide arming mechanism handle, allowing the slide arming handle to remain in the armed or unarmed state. The mechanism achieves posture control based on the mechanism's motion trajectory, while simultaneously locking the emergency door handle via a grooved cam arc slideway. This mechanism does not utilize an actuator to lock the slide arming handle, and therefore cannot prevent personnel from intentionally operating the handle to open the cabin door.

[0006] CN216841027U (published on June 28, 2022) discloses a drive device for a linear flight lock. This device forms a slider-crank mechanism that drives a rocker arm to rotate, which in turn engages the latch arm through a slot on the rocker arm, locking the latch shaft. However, this drive device lacks adjustment and is not suitable for rotary actuators. Compared to rotary actuators, linear actuators take up more space and are heavier.

[0007] CN111140083A (publication date: May 12, 2020) discloses an aircraft handle locking device, which includes a motion mechanism with a lock hook and a lock shaft. The lock hook is connected to a spring mechanism, and the lock shaft is connected to the handle. The handle drives the lock shaft to slide into the lock hook, thereby locking the handle. The locking device is a resistance device. The locked state is its default state. The handle can be biased into the locked state by a spring mechanism. However, once the door needs to be opened, it needs to be pressed to unlock. In an emergency, the operator may not be able to press to unlock, which makes it impossible to operate the handle, affecting emergency evacuation.

[0008] Furthermore, CN209037880U (publication date: June 28, 2019) discloses a hatch locking mechanism and hatch system for a spacecraft, which includes a hatch locking mechanism comprising a base, a drive assembly, and a locking assembly. Rotation of the drive assembly, through the rotation of the gears, drives the locking assembly to extend and retract, generating a pulling force in the closing direction on the hatch, thereby locking the hatch. This hatch locking mechanism has a complex design and construction, and each component occupies a large space, making it difficult to flexibly adapt to the available space for hatch locking mechanisms on different aircraft models.

[0009] Therefore, the art currently hopes to propose an improved locking mechanism for a cabin door lock, such as a cabin door rotary lock. It is expected that the locking mechanism of this improved flight lock can at least improve or even avoid at least one of the above-mentioned defects in the prior art. Summary of the Invention

[0010] The present invention is completed in view of the above-mentioned technical problems, and its purpose is to provide a locking mechanism for a rotary flight lock of an aircraft cabin door. The locking mechanism locks the handle shaft when the aircraft is in flight to prevent personnel from opening the cabin door by operating the handle. At the same time, it can be quickly unlocked after the aircraft lands to ensure the normal opening of the cabin door on the ground.

[0011] The locking mechanism according to the present invention is configured as a rotary lock type flight lock for installation on a cabin door. The flight lock can be driven to rotate a certain angle about its rotation axis to switch between a flight lock locked position and a flight lock unlocked position. In the flight lock locked position, the cabin door is locked and cannot be opened. In the flight lock unlocked position, the cabin door is unlocked and can be opened by operating a handle, specifically by rotating the operating handle in the opening direction. The handle is fixed to one end of a handle shaft provided on the cabin door.

[0012] The locking mechanism according to the present invention comprises:

[0013] A locking shaft installed at the cabin door. Once installed, the locking shaft has a fixed spatial position relationship relative to the flight lock and the handle shaft;

[0014] a locking shaft rocker arm boss, the locking shaft rocker arm boss being formed to have a protrusion and the locking shaft rocker arm boss being mounted on the locking shaft so that the locking shaft rocker arm boss can rotate relative to the locking shaft, and

[0015] a first rocker arm, the first rocker arm being configured to have a recessed portion and being mounted on the handle shaft so that the rocker arm cannot rotate relative to the handle shaft;

[0016] The flight lock is operably connected to the locking shaft rocker arm boss, so that as the flight lock rotates, the locking shaft rocker arm boss can rotate around the locking shaft between a locking position of the locking shaft rocker arm boss and an unlocking position of the locking shaft rocker arm boss.

[0017] wherein, when the flight lock is in the flight lock locking position, the locking shaft rocker arm boss is in the locking shaft rocker arm boss locking position, and the protrusion of the locking shaft rocker arm boss is received in the recessed portion of the first rocker arm, but there is a gap between the protrusion and the surface of the recessed portion, and

[0018] When the flight lock is in the flight lock locking position, if the handle is rotated in the opening direction, the surface of the recessed portion will abut against the protruding portion of the locking shaft rocker arm boss.

[0019] Therefore, the locking mechanism proposed in the present invention adopts a self-locking structure of the protruding portion and recessed portion of the locking shaft rocker arm boss, so that when the aircraft is in flight and the rotary lock is in a locked state, the cabin door cannot be opened manually. This is because the abutment between the protruding portion of the locking shaft rocker arm boss and the recessed portion of the first rocker arm will prevent the handle from continuing to rotate in the opening direction, making it impossible to open the cabin door or operate the mechanism for opening the cabin door. At the same time, by adopting this self-locking structure, the load from the handle will not be transferred back to the flight lock, preventing the flight lock from being reversely driven and accidentally unlocked. In other words, the present invention uses a rotary actuator to lock the cabin door handle, preventing people from accidentally operating the handle and opening the cabin door while the aircraft is in flight.

[0020] Furthermore, because the flight lock is operably connected to the locking shaft rocker boss, when the aircraft lands, the unlocking rotation of the flight lock drives the locking shaft rocker boss to rotate, unlocking the self-locking mechanism. Therefore, opening the cabin door after landing does not require additional operation due to the locking mechanism; the operator simply turns the handle.

[0021] Preferably, the locking mechanism according to the present invention further includes a connecting rod. The connecting rod has a first end and a second end. The connecting rod has an adjustable length extending between the first and second ends, wherein the first end is operably connected to the flight lock, and the second end is pivotally connected to the locking shaft rocker arm boss. Since the position between the flight lock and the handle shaft for different doors is often determined during door manufacture and may be subject to manufacturing tolerances, the installation position of the first rocker arm also depends on the door. The adjustable length of the connecting rod allows the locking mechanism according to the present invention, and specifically the installation position of the locking shaft rocker arm boss, to be adapted to different door configurations and to compensate for accumulated manufacturing tolerances. This allows the locking shaft rocker arm boss to rotate smoothly within a desired range without interference and to abut against the recessed portion when required, thereby enabling smooth locking and unlocking of the locking mechanism.

[0022] In a preferred embodiment of the present invention, the connecting rod has a first bearing and a first nut threaded together at the first end of the connecting rod, and a second bearing and a second nut threaded together at the second end of the connecting rod. Thus, the length of the connecting rod can be adjusted by adjusting the threaded fit at least at one of the first and second ends of the connecting rod.

[0023] In a preferred embodiment of the present invention, the externally threaded portion of the first bearing and the externally threaded portion of the second bearing have opposite thread directions. For example, the first bearing has a right-hand thread, while the second bearing has a left-hand thread, or vice versa. This design allows the user to adjust the threaded engagement of the first and second ends in the same rotational direction during installation and commissioning of the locking mechanism, whether increasing or decreasing the length of the connecting rod. For example, tightening the threads in a clockwise direction to shorten the connecting rod or loosening them in a counterclockwise direction to increase the connecting rod length. This arrangement helps improve installation and commissioning efficiency at the locking mechanism installation site and reduces the likelihood of operator error.

[0024] In a non-limiting embodiment of the present invention, the first rocker arm includes a mating element and a first mating body. The mating element is fixedly mounted on the handle shaft, wherein a recessed portion that forms a self-locking structure with the protrusion of the locking shaft rocker arm boss is disposed on the first mating body, and the mating element and the first mating body are connected by a fastener. This ensures that the first rocker arm is non-rotatably mounted on the handle shaft, such that rotation of the handle about the handle shaft causes the handle and the first rocker arm to rotate together. Furthermore, the mating element is connected to the first mating body by the fastener in such a way that the first mating body can be displaced relative to the mating element and, therefore, relative to the handle shaft, thereby adjusting the position of the first mating element, the recessed portion relative to the handle shaft, and the position of the recessed portion relative to the locking shaft rocker arm boss, thereby adjusting the gap between the protrusion and recessed portion of the locking shaft rocker arm boss. Preferably, this gap is uniform and ensures that the locking shaft rocker arm boss can rotate without interference when the locking mechanism is unlocked, thereby enabling the rotary flight lock to rotate in the opposite direction to release the lock.

[0025] Preferably, the first mating body and the mating element each have at least one through-hole for passing at least one fastener. The at least one fastener may be a bolt. Such an arrangement facilitates detachable adjustment of the locking mechanism according to the present invention.

[0026] Preferably, the through hole is configured as an oblong hole. The oblong through hole allows the first mating body to move relative to the mating element along the longitudinal direction (i.e., longitudinal direction) of the oblong hole via the fastener, thereby further adjusting the gap between the protruding portion of the locking shaft rocker arm boss and the recessed portion of the first rocker arm.

[0027] Ideally, the first mating body and the mating element further have toothed adjustment surfaces on their facing surfaces. The meshing of the toothed mating portions allows the first mating body and the mating element to be more stably held together, and also allows for tooth-by-tooth adjustment of the overlap area between the first mating body and the mating element, facilitating precise adjustment by the operator.

[0028] In one non-limiting embodiment of the present invention, the locking mechanism further comprises a coupling and a second rocker arm, wherein the second rocker arm is connected to the flight lock via the coupling at a first end of the second rocker arm and is pivotally connected to a first end of a connecting rod at a second end of the second rocker arm. This arrangement enables rotation of the rotating flight lock to drive the locking shaft rocker arm boss to rotate about the locking shaft via the coupling, the second rocker arm, and the connecting rod.

[0029] Therefore, the locking mechanism of the present invention features an adjustable four-link system and a position-adjustable toothed plate, which can be used to adjust the locking angle and clearance during each installation of the locking mechanism, thereby adapting to different door configurations. Specifically, the flight lock's locking mechanism of the present invention can adjust the rotation angle of the locking shaft rocker boss and the rocker position of the first rocker arm, providing adjustment options for both the flight lock's locked position and the position of the transmission link.

[0030] Therefore, the present invention proposes a locking mechanism for a rotary flight lock of a cabin door, which has a simple structure, is safe and reliable, prevents backdrive, has a flexible layout, is easy to assemble and adjust, and provides support for the normal operation of the flight lock.

[0031] In particular, the locking mechanism of the present invention adopts a rotary actuator to form a crank rocker mechanism. The rocker has a large swing range, low manufacturing and debugging requirements, and good reliability.

[0032] In addition, in the locking mechanism of the present invention, the locking operation is performed through a four-link transmission mechanism, the locking load is small, and it is convenient for the personnel on board to lock.

[0033] The present invention also proposes an aircraft, comprising at least one cabin door; a flight lock which is a rotary lock provided at the at least one cabin door; and a locking mechanism for the flight lock according to any of the above schemes.

[0034] Additional features and advantages described herein will be set forth in the following detailed description, which includes the following detailed description, claims, and accompanying drawings, and will be apparent to those skilled in the art from the following description or will be learned by those skilled in the art from practicing the embodiments described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The above and other features of the present invention will be further explained below with reference to the embodiments shown in the accompanying drawings. The accompanying drawings should be understood as illustrative and not restrictive. The accompanying drawings show:

[0036] Figure 1 A side perspective view showing a locking mechanism of a rotary flight lock for a cabin door of an aircraft according to the present invention;

[0037] Figure 2 Shown in an enlarged perspective view Figure 1 The link portion of the locking mechanism shown;

[0038] Figure 3 Shown in an enlarged perspective view Figure 1 The engagement between the locking shaft rocker arm boss of the locking mechanism shown and the recessed portion of the first rocker arm;

[0039] Figure 4Shown in an enlarged perspective view Figure 1 The first mating body and the mating element in the locking mechanism shown;

[0040] Figure 5 The locking mechanism is shown in side view closed when the rotary flight lock is locked;

[0041] Figure 6 A side view shows a situation where a person attempts to open the locking mechanism when the rotary flight lock is locked;

[0042] Figure 7 Shown in enlarged view Figure 6 Details of the locking mechanism shown;

[0043] Figure 8 showing in side view the locking mechanism closed when the rotary flight lock is unlocked; and

[0044] Figure 9 The locking mechanism is shown in side view, opened when the rotary flight lock is unlocked.

[0045] List of reference numerals:

[0046] 1 flight lock

[0047] 2 Connectors

[0048] 3 Drive rocker arm

[0049] 31 First end portion (of driving rocker arm)

[0050] 32 Second end portion (of driving rocker arm)

[0051] 4-link

[0052] 4a First bearing

[0053] 4b First nut

[0054] 4c Locking washer

[0055] 4d connecting rod body

[0056] 4e Locking Washer

[0057] 4f Second nut

[0058] 4g Second bearing

[0059] 41 First end portion (of connecting rod)

[0060] 42 Second end portion (of connecting rod)

[0061] 5 Locking shaft rocker arm boss

[0062] 51 (Protrusion of the locking shaft rocker arm boss)

[0063] 6 Locking shaft

[0064] 7 handle axis rocker arm

[0065] 7a concave part

[0066] 7b Mating components

[0067] 7c bolt

[0068] 7d First mating body

[0069] 7d1 Part 1

[0070] 7d2 Part 2

[0071] 7e Second mating body

[0072] 7f Toothed part

[0073] 7g hole

[0074] 7h Toothed part

[0075] 7i gasket

[0076] 7j Lock nut

[0077] 8 handle axis

[0078] 9 handles

[0079] L locking mechanism

[0080] F flange. DETAILED DESCRIPTION

[0081] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. Although the present invention will be described in conjunction with the exemplary embodiments shown in the accompanying drawings, it will be appreciated by those skilled in the art that this description is not intended to limit the present invention to those exemplary embodiments. On the contrary, the present invention is intended to cover not only these exemplary embodiments, but also various alternative forms, modifications, equivalent forms and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0082] For ease of interpretation and precise definitions in the appended claims, the terms "upper," "lower," "inner," and "outer" are used to describe features of the exemplary embodiments with reference to their positions as illustrated in the figures.

[0083] Figure 1A locking mechanism, generally designated by reference numeral L, is shown in a three-dimensional diagram. The locking mechanism L is an adjustable locking mechanism for a flight lock 1 of an aircraft cabin door. The flight lock 1 is a rotary lock that can rotate about its axis of rotation. When the angle through which it is rotated is within a predetermined range of rotation angles, the flight lock 1 is locked; otherwise, the flight lock 1 is unlocked. The flight lock 1 is a logic electronic control element that is connected to another flight lock driver, not shown in the figure, which drives the flight lock 1 to rotate.

[0084] Typically, when the aircraft is airborne, flight lock 1 is powered on, rotated about its rotation axis through a first angle, and locked. When locked, the cabin door cannot be opened. When the aircraft is docked on the ground, flight lock 1 is typically powered off, and flight lock 1 is rotated, for example, in the opposite direction about its rotation axis through the first angle, unlocking the cabin door. Once unlocked, the operator can then open the cabin door by operating handle 9 on the cabin door.

[0085] Figure 1 The locking mechanism L shown in FIG comprises:

[0086] - a coupling 2 , which in the embodiment shown is in the form of a connecting shaft;

[0087] a driving rocker arm 3 having a first end 31 and a second end 32 , wherein the driving rocker arm 3 is operatively connected to the rotary lock 1 at the first end 31 via the coupling 2 ;

[0088] a connecting rod 4 having a first end 41 and a second end 42 and having an adjustable connecting rod length extending between the first end 41 and the second end 42 , wherein the connecting rod 4 is pivotally connected at its first end 41 to the second end 32 of the driving rocker arm 3 ;

[0089] - a locking shaft 6, which is fixedly mounted on the hatch;

[0090] - a locking shaft rocker arm boss 5, which is rotatably mounted on the locking shaft 6 and has a protrusion 51, wherein flanges F are provided on both sides of the locking shaft rocker arm boss 5 in the axial direction of the locking shaft 6 for holding the locking shaft rocker arm boss 5 in place in the axial direction (see FIG. Figure 3 ), and wherein the locking shaft rocker arm boss 5 is pivotally connected to the second end 42 of the connecting rod 4;

[0091] - handle shaft 8, which is also fixedly mounted on the hatch;

[0092] - a handle shaft rocker arm 7, which is fixedly mounted on the handle shaft 8, for example by a key connection, and cannot rotate relative to the handle shaft 8; and

[0093] - A handle 9, which is fixed at one end of the handle shaft 8 and is provided for an operator to operate the locking mechanism L, wherein Figure 1 In the embodiment shown, lifting the handle 9 in a counterclockwise direction will perform the unlocking operation.

[0094] Therefore, in the locking mechanism L, two input ends are respectively provided, one end is the rotary lock 1 and the other end is the handle 9.

[0095] When the flight lock 1 is driven to rotate by the flight lock driving member, its rotational movement will drive the connecting rod 4 to move through the connecting member 2 and the driving rocker arm 3, and then drive the locking shaft rocker arm boss 5 to rotate around the locking shaft 6 through a certain angle through the connecting rod 4.

[0096] When the handle 9 is manually lifted or pressed, it drives the handle shaft 8 and the handle shaft rocker arm 7 fixedly arranged on the handle shaft 8 to rotate around the rotation axis of the manual shaft 8. In other words, the handle 9, the handle shaft 8 and the handle shaft rocker arm 7 are integrated into one.

[0097] Go to the following Figure 2 , Figure 2 Detailed description of the connecting rod 4 is shown in FIG. When the locking mechanism L is installed, the positions of the components in the locking mechanism L are adjusted to adapt it to cabin doors of different structures. Specifically, it is adapted to the accumulated tolerances between the installation position of the flight lock 1, the position of the handle shaft 8, and the position of the locking shaft 6 on different cabin doors.

[0098] One of the ways to achieve such adaptation is to adjust the length of the connecting rod 4. Specifically, Figure 2 As shown from top to bottom in the figure, the connecting rod 4 includes a first bearing 4a, a first nut 4b, a locking washer 4c, a connecting rod body 4d, a locking washer 4e, a second nut 4f and a second bearing 4g arranged at the second end 42 between its first end 41 and the second end 42.

[0099] In the illustrated embodiment, the first bearing 4a and the first nut 4b cooperating at the first end 41 of the connecting rod 4 have right-hand threads, while the second bearing 4g and the second nut 4f cooperating at the second end 42 have left-hand threads.

[0100] Therefore, when the locking mechanism L is installed at different hatches, the length of the connecting rod 4 can be adjusted by respectively screwing the threaded fit between the first bearing 4a and the first nut 4b and the fit between the second bearing 4g and the second nut 4f. For example, by loosening these two threaded fits respectively, the length of the connecting rod 4 becomes longer; otherwise, the length of the connecting rod 4 will become shorter.

[0101] In the illustrated embodiment, because the external threads of the first bearing 4a and the external threads of the second bearing 4g are oriented in opposite directions, and the first bearing 4a and the second bearing 4g are respectively disposed at the first and second ends 41, 42 of the connecting rod 4, the operator or installer of the locking mechanism L only needs to turn the two bearings 4a and 4g in the same direction to adjust the length of the connecting rod 4. This facilitates user adjustment of the length of the connecting rod 4 and effectively avoids the possibility of turning in the wrong direction.

[0102] However, according to usage requirements, the user may also adjust the length of the connecting rod 4 by simply adjusting the fit between one of the two bearings 4a, 4g and the corresponding nut 4b, 4f.

[0103] Another setting of the locking mechanism L that can be adjusted to adapt to and compensate for tolerances is that the angle of rotation of the locking shaft rocker arm boss 5 provided on the locking shaft 6 relative to the locking shaft 6 can be adjusted. Figure 3 , which further shows the locking shaft rocker arm boss 5 and its interaction with the handle shaft rocker arm 7.

[0104] like Figure 3 As shown, the locking shaft rocker arm boss 5 is relatively rotatably provided on the locking shaft 6 and has a protrusion 51 for cooperating with a recessed portion 7a formed on the side surface of the handle shaft rocker arm 7. The locking shaft rocker arm boss 5 is also pivotally connected to the second end portion 42 of the connecting rod 4 by a bolt.

[0105] When the locking mechanism L is used, when the connecting rod 4 is driven by the flight lock 1 to move upward or downward, the locking shaft rocker arm boss 5 is rotated by a certain angle relative to the locking shaft 6.

[0106] The following combination Figure 4 Explain the arrangement of the handle shaft rocker arm 7. As mentioned above, the handle shaft rocker arm 7 is mounted on the handle shaft 8 through a key connection. Figure 3 and Figure 4 As specifically shown in FIG, the handle shaft rocker arm 7 includes a mating element 7b, a first mating body 7d, and a second mating body 7e disposed on either side of the mating element 7b. The mating element 7b is a substantially rectangular parallelepiped element having a certain thickness. In the illustrated embodiment, the mating element 7b has two through-holes 7g extending therethrough for passage of a bolt 7c, which engages with a nut 7j and a washer 7i, thereby connecting the first mating body 7d, the second mating body 7e, and the mating element 7b.

[0107] In the illustrated embodiment, the first mating body 7d comprises a first portion 7d1 and a second portion 7d2, which are angled relative to each other. Here, the angle between the first portion 7d1 and the second portion 7d2 is approximately 90 degrees. The recessed portion 7a of the handle shaft rocker arm 7, which mates with the protrusion 51 of the lock shaft rocker arm boss 5, is primarily formed on the side of the first portion 7d1 of the first mating body 7d.

[0108] The second portion 7d2 of the first mating body 7d is provided with a toothed portion 7h on the side facing the mating element 7b. Similarly, the mating element 7b is provided with a toothed portion 7f on the surface facing the first mating body 7d. Thus, the mating element 7b is formed like a toothed plate.

[0109] When installing the locking mechanism L, by adjusting the fit between the toothed portion 7f of the mating element 7b and the toothed portion 7h of the first mating body 7d, the overlapping area of ​​the first mating body 7d and the mating element 7b can be adjusted, thereby enabling the first mating body 7d to be displaced relative to the mating element 7b fixedly connected to the handle shaft 8 in the radial direction of the handle shaft 8. Since the through hole provided in the first mating body 7d for receiving the bolt 7c therethrough is of an oblong design (see FIG. Figure 4 ), such relative displacement is possible. By displacing the first mating body 7d relative to the handle shaft 8, the fit between the recessed portion 7a provided on the first mating body 7d and the protruding portion 51 of the locking shaft rocker boss 5 can be adjusted, thereby adjusting the gap between their surfaces so that when the hatch needs to be unlocked and opened, the protruding portion 51 can smoothly rotate relative to the recessed portion 7a without any interference. For example, in Figure 3 As can be seen in FIG. 1 , the concave portion 7a is formed to have a certain curvature.

[0110] In other words, during the assembly process of the locking mechanism L, the angle range that the locking shaft rocker arm boss 5 can rotate around the locking shaft 6 is controlled by adjusting the length of the connecting rod 4, and combined with the fine adjustment of the position of the recessed portion 7a in the handle shaft rocker arm 7 (that is, the position of the first mating body 7d provided with the recessed portion 7a is adjusted by adjusting the overlapping area between the tooth-shaped portions 7f and 7h) to ensure that when the cabin door is in the closed state, the relative position of the locking shaft rocker arm boss 5 and the handle shaft rocker arm 7 and the gap between the protrusion 51 and the surface of the recessed portion 7a meet the requirements of the cabin door locking and unlocking functions.

[0111] The following combination Figures 5 to 8 The mutual cooperation between the locking shaft rocker arm boss 5 and the handle shaft rocker arm 7 and the operation of the locking mechanism L are explained in detail. Figure 5 FIG. 3 shows the locking mechanism L when the flight lock 1 is in the locked state and the cabin door is closed. Figure 6 、 Figure 7The figure shows the situation when the flight lock 1 is in a locked state and the cabin door is closed and someone tries to open the locking mechanism L. Figure 8 The figure shows the locking mechanism L when the rotary lock 1 is in the unlocked state and the hatch is still closed. Figure 9 The figure shows the locking mechanism L when the rotary lock 1 is in the unlocked state and the hatch is open.

[0112] Figure 5 The flight lock 1 on the aircraft in flight state is shown. It has been locked. As the flight lock 1 is locked, it rotates a certain angle around the rotation axis, and the rotation drives the protrusion 5 to rotate downward through the connecting piece 2, the driving rocker arm 3, and the connecting rod 4. Figure 5 Position shown.

[0113] like Figure 5 As can be seen in the figure, at this time, there is a gap G between the recessed portion 7a of the handle shaft rocker arm 7 and the surface of the protruding portion 51 of the locking shaft rocker arm boss 5. The gap G ensures that during the flight of the aircraft, the flight lock 1 will not be loaded with external force and then accidentally unlocked by reverse drive. In addition, the gap G also ensures that when the aircraft is docked on the ground, if the flight lock 1 is to be unlocked and the cabin door is opened, the process of the flight lock 1 driving the locking shaft rocker arm boss 5 to unlock through the above-mentioned force transmission path will be smooth and interference-free. The gap G usually needs to be determined through a trial rotation adjustment during the installation process of the locking mechanism L. Ideally, the gap G is uniform between the two surfaces.

[0114] At this time, if someone tries to open the door by operating the handle 9 without permission in the flight state, then Figure 6 and Figure 7 The situation shown.

[0115] Specifically, as mentioned above, since the hatch needs to be opened, the handle 9 needs to be rotated counterclockwise in the plane shown in the figure, that is, the handle 9 needs to be lifted upward. Then, after the operator drives the handle shaft 8 and the handle shaft rocker arm 7 installed on the handle shaft 8 to rotate a small angle through the handle 9, the concave portion 7a of the handle shaft rocker arm 7 and the convex portion 51 of the locking shaft rocker arm boss 5 come into contact, and the gap G disappears. At this time, the convex portion 51 of the locking shaft rocker arm boss 5 and the concave portion 7a of the handle shaft rocker arm 7 form a self-locking. This self-locking Figure 7 Shown enlarged in the figure.

[0116] Self-locking prevents further rotation of the handle shaft rocker arm 7, thus preventing the handle 9 from being lifted. Furthermore, self-locking ensures that any load applied to the handle 9 is not transferred along the force transmission path of the locking mechanism L from the handle 9 to the flight lock 1, but instead terminates at the locking shaft 6. This prevents the flight lock 1 from accidentally being reversed, causing the locking shaft rocker arm boss 5 to rotate in the opposite direction.

[0117] If the aircraft has landed and is parked on the ground, and the cabin door needs to be unlocked and opened, the flight lock 1 must be powered off manually or automatically. After the power is turned off, the flight lock 1 rotates in the opposite direction around its rotation axis to unlock it. The lock drives the locking shaft rocker arm boss 5 to rotate upward around the locking shaft 6 through the connecting piece 2, the driving rocker arm 3, and the connecting rod 4. Figure 8 At this time, the handle 9 and the handle shaft rocker arm 7 are still in Figure 4 The locking mechanism L in flight is shown in the locked position, but the connecting rod 4 and the locking shaft 6 and the locking shaft rocker arm boss 5 mounted thereon have been lifted upwards.

[0118] At this time, if the door is to be opened, the operator needs to operate the handle 9, specifically to lift it up to a certain angle, such as Figure 9 At this moment, the hatch door just can be opened, and there will not be any interference that blocks the door opening between the protrusion 51 and the recessed portion 7a.

[0119] The present invention proposes a locking mechanism for a rotary flight lock of a cabin door. The locking mechanism L has a simple structure and is light in weight, and the connecting rod-rotating shaft mechanism used therein is highly reliable, which facilitates the installation and adjustment of the locking mechanism L. The length-adjustable connecting rod 4 and the position-adjustable handle shaft rocker arm 7 in the locking mechanism L can compensate for any directional deviation caused by the cabin door in the mechanism manufacturing and installation, so that the entire mechanism can be locked and unlocked smoothly. The self-locking feature of the protrusion 51-recessed portion 7a used in the locking mechanism L is reliable. If a person attempts to open the cabin door in the air while the aircraft is in flight, the load generated by the operation is borne by the locking shaft 6, avoiding the risk of back-driving the flight lock 1, effectively preventing the cabin door from being accidentally opened in the air, and improving the safety of the aircraft.

[0120] Furthermore, the components of the locking mechanism L of the present invention occupy a small space, offer great flexibility in layout, and provide a wide degree of design freedom in the relative position of the flight lock 1 and the locking shaft 6, as well as in the unlocking angle. Therefore, the locking mechanism L of the present invention is also suitable for retrofitting onto existing cabin door configurations.

[0121] The present invention can freely combine the various embodiments within the scope of the present invention, or can appropriately modify or omit the various embodiments.

Claims

1. A locking mechanism for a flight lock of a cabin door, wherein the flight lock is fixed to the cabin door and is a rotary lock configured to rotate about its rotation axis between a flight lock locking position and a flight lock unlocking position, wherein: The hatch is further provided with a handle shaft, at the end of which a handle is fixed, wherein the handle shaft is configured such that rotating the handle causes the handle shaft to rotate together, and the handle is configured such that rotating the handle in an opening direction can open the hatch. The locking mechanism comprises: A locking shaft installed at the hatch, a locking shaft rocker arm boss, the locking shaft rocker arm boss being shaped to have a protrusion and being relatively rotatably mounted on the locking shaft, and a first rocker arm, the first rocker arm being configured to have a recessed portion and being mounted on the handle shaft in a manner that is non-rotatable relative to the handle shaft; The flight lock is operably connected to the locking shaft rocker arm boss, so that as the flight lock rotates, the locking shaft rocker arm boss can rotate around the locking shaft between a locking shaft rocker arm boss locking position and a locking shaft rocker arm boss unlocking position. wherein, when the flight lock is in the flight lock locking position, the locking shaft rocker arm boss is in the locking shaft rocker arm boss locking position, and the protrusion of the locking shaft rocker arm boss is received in the recessed portion of the first rocker arm, the recessed portion is formed to have a certain curvature, and there is a gap between the surface of the protrusion and the surface of the recessed portion, wherein the gap between the surface of the protrusion and the surface of the recessed portion is adjustable, so that when the flight lock is to be unlocked, the locking shaft rocker arm boss can rotate relative to the recessed portion without interference, and Wherein, when the flight lock is in the flight lock locking position, rotating the handle along the opening direction causes the surface of the recessed portion to abut against the surface of the protruding portion.

2. The locking mechanism according to claim 1, wherein: The locking mechanism also includes a link having a first link end and a second link end, and the link having an adjustable link length extending between the first link end and the second link end, wherein the first link end is operably connected to the flight lock and the second link end is pivotally connected to the locking shaft rocker arm boss.

3. The locking mechanism according to claim 2, wherein: The connecting rod has a first bearing and a first nut that are threaded together at a first end of the connecting rod, and has a second bearing and a second nut that are threaded together at a second end of the connecting rod.

4. The locking mechanism according to claim 3, wherein: The thread direction of the threaded portion of the first bearing and the threaded portion of the second bearing are opposite.

5. The locking mechanism according to claim 4, wherein: The first rocker arm includes a mating element and a first mating body, wherein the mating element is fixedly mounted on the handle shaft, wherein the recess is provided on the first mating body, and wherein the mating element and the first mating body are connected via a fastener.

6. The locking mechanism according to claim 5, wherein: At least one through hole is formed in the first mating body and the mating element for the fastener to pass through.

7. The locking mechanism according to claim 6, wherein: The through hole is configured in an oblong shape.

8. The locking mechanism according to claim 6 or 7, wherein: The first mating body and the mating element are provided with tooth-shaped mating portions on surfaces facing each other.

9. The locking mechanism according to claim 8, wherein: The locking mechanism also includes a connecting member and a second rocker arm, wherein the second rocker arm has a second rocker arm first end and a second rocker arm second end, wherein the second rocker arm first end is connected to the flight lock through the connecting member, and the second rocker arm second end is pivotally connected to the connecting rod first end.

10. An aircraft, comprising: at least one hatch; a rotary flight lock provided at the at least one cabin door; as well as The locking mechanism according to any one of claims 1 to 9, used for the rotary flight lock of the cabin door.

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