Anti-misoperation safety switch, locking mechanism and locking system

Abstract

The present application relates to a kind of anti-misoperation safety switch, locking mechanism and locking system, belong to aviation machinery technical field, anti-misoperation safety switch includes: rotating locking piece, for with the handle locking cooperation to limit its to open door action or remove locking cooperation;And force rotating element, for drive locking end relative to trigger end circular motion, wherein, the handle has with the locking groove of locking end locking cooperation, rotating locking piece is driven under the force rotating element in locking end insert locking groove in locking cooperation locking position with locking end from locking groove in remove locking cooperation opening position between rotation.This inside handle has the ability of anti-misoperation opening, and by the operation of rotating force rotating element to control the opening and closing of anti-misoperation safety switch, so that opening and closing state is obvious, easy to identify, while the appearance size of inside handle is not limited.

Description

Technical Field

[0001] This invention relates to a safety switch, locking mechanism, and locking system to prevent accidental contact, and belongs to the field of aerospace mechanical technology. Background Technology

[0002] The helicopter cockpit door locking system is used by the pilot and ground maintenance personnel to open and close the cockpit door from the inside and outside of the helicopter. To ensure the safety of the helicopter pilot, the inner handle of the cockpit door locking system must be capable of preventing accidental opening. Currently, two main methods are used to ensure the inner handle can be opened without accident. One method is to use a pull-lock design, where the inner handle is locked by inserting and pulling a safety pin. However, the disadvantage of this method is that the open and closed states of the safety pin are not obvious and difficult to identify visually, making it easy to accidentally unlock. The second method is to use a concealed inner handle design, where the handle does not protrude from the theoretical shape of the cockpit door. However, the disadvantage of this method is that the inner handle is usually designed to be small in size to ensure it does not protrude, which is not suitable for users with larger hands or when a larger opening torque is required.

[0003] Therefore, in order to enable the inner handle to prevent accidental opening, make the open and closed states easily identifiable, and ensure that the outer dimensions of the inner handle are not limited, a locking system with a new optimized structure is needed. Summary of the Invention

[0004] The purpose of this invention is to provide a safety switch, locking mechanism, and locking system with an inner handle that has the ability to prevent accidental opening, and whose open and closed states are clearly identifiable, and whose inner handle has no size restrictions.

[0005] This invention provides a safety switch to prevent accidental opening of the cockpit door. It is installed within the locking mechanism of the cockpit door and prevents the driver from accidentally opening the door by touching the handle during non-operational activities. The switch comprises: a rotary locking member for locking with the handle to restrict opening or releasing the locking action, having a locking end and a trigger end; and a force-applying rotating member connected to the trigger end of the rotary locking member, for driving the locking end to rotate circumferentially relative to the trigger end. The handle has a locking groove that locks with the locking end, and the rotary locking member rotates between a locked position (where the locking end is inserted into the locking groove) and an open position (where the locking end is disengaged from the locking groove) driven by the force-applying rotating member.

[0006] The anti-accidental contact safety switch provided by the present invention may also include the following feature: a position holding unit, used to keep the force-applying rotating member in its current angular position when it rotates to an angle corresponding to the locked position or an angle corresponding to the open position, wherein the position holding unit includes: an elastic telescopic member disposed on the periphery of the force-applying rotating member and having a telescopic protrusion, the telescopic protrusion being partially spherical or spherical; and at least two abutting recesses disposed on the circumferential surface of the force-applying rotating member, respectively used to abut against the telescopic protrusion when the force-applying rotating member rotates to an angle corresponding to the locked position and an angle corresponding to the open position.

[0007] The safety switch for preventing accidental contact provided by the present invention may also have the following feature: wherein the rotating locking member and the force-applying rotating member are both made of 05Cr17Ni4Cu4Nb stainless steel.

[0008] This invention provides a locking mechanism, disposed within the locking system of a cockpit door and used to lock the cockpit door during aircraft flight. It is characterized by comprising: a lock for locking the cockpit door; an unlocking component for unlocking the lock; a first unlocking drive component for driving the unlocking component to unlock the lock; a second unlocking drive component for driving the unlocking component to unlock the lock; an inner handle component for providing power to the first unlocking drive component and having an anti-accidental contact safety switch; and an outer handle component for providing power to the second unlocking drive component, wherein the anti-accidental contact safety switch is as described above.

[0009] The locking mechanism provided by this invention may also have the following features: the unlocking component includes: a swing arm having a rotation fulcrum, a first swing end, and a second swing end, wherein the swing arm rotates about the rotation fulcrum in the unlocking direction under the drive of the first unlocking drive component or the second unlocking drive component; a rotation reset component for resetting the swing arm in the opposite direction of the unlocking direction after losing the drive of the first unlocking drive component or the second unlocking drive component; a moving rod having a first end hinged to the first swing end of the swing arm; and a flexible rod having a first end connected to the lock and a second end connected to the second end of the moving rod, wherein when the swing arm rotates about the rotation fulcrum in the unlocking direction, the first swing end drives the moving rod to move along its own axis, thereby driving the flexible rod to unlock the lock.

[0010] The locking mechanism provided by the present invention may also have the following features: wherein the first unlocking drive component includes: a first rod, the first end of which abuts against the side of the swing arm between the first swing end and the rotation fulcrum, and the second end of which is connected to the inner handle component; the first rod moves along its own axis under the drive of the inner handle component and applies force to the side of the swing arm to drive the swing arm to rotate in the unlocking direction; and a first reset component, used to reset the first rod in the opposite direction after losing the drive of the inner handle component.

[0011] The locking mechanism provided by the present invention may also have the following features: wherein the inner handle component further comprises: a first locking disc; and an inner handle, disposed within and hinged to the first locking disc, having a first rotating end and a first force-applying end, the first rotating end movably passing through the first locking disc and hinged to the second end of the first rod, the first force-applying end being subjected to force driving the inner handle to rotate around the hinge point and driving the first rod to move along its own axis direction through the first rotating end.

[0012] The locking mechanism provided by the present invention may also have the following feature: wherein the second unlocking drive component includes: a second rod, the first end of which has a clearance groove for making way for the second swing end when the swing arm rotates in the unlocking direction under the drive of the first rod; the second swing end of the swing arm extends movably into the clearance groove and abuts against one end of the clearance groove; the middle part of the second rod is connected to the outer handle component; the second rod moves along its own axis direction under the drive of the outer handle component and applies force to the second swing end, thereby driving the swing arm to rotate in the unlocking direction; and a second reset component, used to reset the second rod in the opposite direction after losing the drive of the outer handle component.

[0013] The present invention provides a locking system having the following features: a cockpit door; a cockpit door frame; and a locking mechanism, wherein the locking mechanism is as described above.

[0014] Therefore, the present invention has the following advantages compared with the prior art:

[0015] According to the present invention, the anti-accidental contact safety switch, locking mechanism, and locking system include a lock, an unlocking component, a first unlocking drive component, a second unlocking drive component, an inner handle component, and an outer handle component. The inner handle component has an anti-accidental contact safety switch, which includes a rotating locking member, a force-applying rotating member, and a position-holding unit. Rotating the force-applying rotating member allows the rotating locking member to rotate between a locked position (where the locking end is inserted into the lock groove to form a locking engagement) and an open position (where the locking end is disengaged from the lock groove to release the locking engagement). When the locking end is inserted into the lock groove to form a locking engagement, the operator cannot pull the inner handle. When the locking end is disengaged from the lock groove to release the locking engagement, the operator can open the door by operating the inner handle. This provides the inner handle with the ability to prevent accidental opening, improving safety. Furthermore, the operation of the force-applying rotating member controls the opening and closing of the anti-accidental contact safety switch, making the open and closed states clear and easy to identify. The dimensions of the inner handle are not limited. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the locking system in this embodiment;

[0017] Figure 2 This is a three-dimensional structural diagram of the locking mechanism in this embodiment;

[0018] Figure 3 This is a three-dimensional structural diagram of the unlocking component in this embodiment;

[0019] Figure 4 This is a schematic diagram of the lock structure in this embodiment;

[0020] Figure 5 This is a three-dimensional structural diagram of the first unlocking drive component in this embodiment;

[0021] Figure 6 This is a three-dimensional structural diagram of the inner handle component in this embodiment;

[0022] Figure 7 This is a three-dimensional structural diagram of the second unlocking drive component in this embodiment;

[0023] Figure 8 This is a three-dimensional structural diagram of the outer handle component in this embodiment;

[0024] Figure 9 This is a schematic diagram of the outer handle opening stroke in this embodiment;

[0025] Figure 10 This is a three-dimensional structural diagram of the safety switch for preventing accidental contact in this embodiment;

[0026] Figure 11This is a schematic diagram of the position holding unit in this embodiment;

[0027] Figure 12 This is a schematic diagram of the structure of the force-applying rotating component in its open position in this embodiment;

[0028] Figure 13 This is a schematic diagram of the structure of the force-applying rotating component in its locked position in this embodiment.

[0029] The markings in the attached diagram are described as follows: Lock 1; First Lock 11; Second Lock 12; Unlocking Component 2; Swing Arm 21; Rotation Fulcrum 211; First Swing End 212; Second Swing End 213; Rotation Reset Component 22; Moving Rod 23; Movable Groove 231; Movable Rod 232; Flexible Rod 24; Sliding Support 25; First Unlocking Drive Component 3; First Rod 31; First Abutment Protrusion 311; First Reset Component 32; First Support 33; Second Unlocking Drive Component 4; Second Rod 41; Clearance Groove 411; Second Abutment Protrusion 412; Second Reset Component 42; Second Support Support 43; Inner handle component 5; First lock disc 51; Mounting hole 511; Inner handle 52; First rotating end 521; First force-applying end 522; Lock groove 523; Outer handle component 6; Second lock disc 61; Outer handle 62; Second rotating end 621; Second force-applying end 622; Anti-accidental contact safety switch 7; Rotary locking component 71; Locking end 711; Trigger end 712; Force-applying rotating component 72; Position holding unit 73; Elastic telescopic component 731; Abutment recess 732; Steel ball 7311; Force-applying spring 7312; Telescopic protrusion 7313; Cockpit door 8; Locking mechanism 100. Detailed Implementation

[0030] To make the technical means, creative features, objectives and effects of the present invention easy to understand, the following describes in detail the anti-accidental contact safety switch, locking mechanism and locking system of the present invention with reference to embodiments and accompanying drawings.

[0031] This embodiment provides a safety switch, locking mechanism, and locking system with an inner handle that has the ability to prevent accidental opening, and whose open and closed states are clearly identifiable, and whose inner handle size is not limited.

[0032] Figure 1 This is a three-dimensional structural diagram of the locking system in this embodiment.

[0033] like Figure 1 As shown, the locking system of this embodiment includes a cockpit door 8, a cockpit door frame (not shown in the figure), and a locking mechanism 100. The locking mechanism 100 is installed on the cockpit door frame and the cockpit door. Under the action of the locking mechanism 100, the cockpit door 8 is locked to the cockpit door frame, ensuring that the aircraft is in a safe state during flight.

[0034] Figure 2 This is a three-dimensional structural diagram of the locking mechanism in this embodiment.

[0035] like Figure 1 and Figure 2 As shown, the locking mechanism 100 of this embodiment is used to lock the cockpit door during aircraft flight, and includes a lock 1, an unlocking component 2, a first unlocking drive component 3, a second unlocking drive component 4, an inner handle component 5, and an outer handle component 6. The inner handle component 5 has a first lock disc 51 and an inner handle 52, and the outer handle component 6 has a second lock disc 61 and an outer handle 62.

[0036] Figure 3 This is a three-dimensional structural diagram of the unlocking component in this embodiment; Figure 4 This is a schematic diagram of the lock structure in this embodiment.

[0037] like Figure 2 and Figure 3 As shown, lock 1 is used to lock the cockpit door 8, locking the cockpit door 8 to the cockpit door frame. Unlocking component 2 is used to unlock lock 1. First unlocking drive component 3 is used to drive unlocking component 2 to unlock lock 1. Second unlocking drive component 4 is used to drive unlocking component 2 to unlock lock 1. Inner handle component 5 provides power to the first unlocking drive component 3. Inner handle component 5 also has an anti-accidental contact safety switch 7, which prevents the driver from accidentally touching the inner handle 52 of the cockpit door during non-operational situations, causing the cockpit door to open accidentally. Outer handle component 6 provides power to the second unlocking drive component 4. When the anti-accidental contact safety switch 7 is in the closed state, when the operator applies force to the inner handle 52 within the inner handle assembly 5, it provides power to the first unlocking drive component 3, thereby driving the unlocking component 2 to unlock the lock 1, thus allowing the cockpit door to be opened from the inside. When the anti-accidental contact safety switch 7 is in the open state, when the operator applies force to the inner handle 52 within the inner handle assembly 5, it cannot provide power to the first unlocking drive component 3. In this case, accidental operation of the inner handle 52 will not open the cockpit door, thus enabling the inner handle 52 to prevent accidental opening and improving safety. When the operator applies force to the outer handle 62 within the outer handle assembly 6, it provides power to the second unlocking drive component 4, thereby driving the unlocking component 2 to unlock the lock 1, thus allowing the cockpit door to be opened from the outside.

[0038] The number of locks 1 can be multiple. In this embodiment, there are two locks 1, which are respectively set at the upper and lower positions on the same side of the cockpit door, thereby forming upper and lower locking points on the cockpit door. Since the upper part of the cockpit door has a window, the structural strength of this part is relatively low. Therefore, the setting of upper and lower locking points can effectively ensure the locking state of the cockpit door.

[0039] Lock 1 includes a first lock 11 located at the upper locking point and a second lock 12 located at the lower locking point. The first lock 11 includes a lock seat and a locking part. The lock seat is fixedly mounted on the cockpit door frame, and the locking part is fixedly mounted on the cockpit door and cooperates with the lock seat to lock or unlock. The structure of the lock seat and the locking part is consistent with the structure of the lock seat and the locking part in Chinese invention patent application No. 201310049624.8, so it will not be described in detail here. The structure of the second lock 12 is consistent with the structure of the first lock 11, so it will not be described in detail here.

[0040] like Figure 3 As shown, the unlocking component 2 is mounted on the cockpit door 8 and includes a swing arm 21, a rotation reset component 22, a moving rod 23, and a flexible rod 24. The swing arm 21 has a rotation fulcrum 211, a first swing end 212, and a second swing end 213. The rotation fulcrum 211 is located between the first swing end 212 and the second swing end 213. The swing arm 21 is connected to the second locking disc 61 via the rotation fulcrum 211. Figure 3 As shown, arrow A indicates the unlocking direction. The rotation reset member 22 is used to reset the swing arm member 21 in the opposite direction of the unlocking direction after it loses the drive of the first unlocking drive member 3 or the second unlocking drive member 4. The first end of the moving rod member 23 is hinged to the first swing end 212 of the swing arm member 21. In this embodiment, the moving rod member 23 forms a sliding support with the second lock disc 61 through the sliding support seat 25, and the extension direction of the moving rod member 23 forms a certain angle with the extension direction of the swing arm member 21. The first end of the flexible rod member 24 is connected to the lock 1. Specifically, the first end of the flexible rod member 24 is connected to the locking part inside the lock 1, and the second end of the flexible rod member 24 is connected to the second end of the moving rod member 23. Thus, the first unlocking drive component 3 or the second unlocking drive component 4 drives the swing arm 21 to rotate around the rotation fulcrum 211 in the unlocking direction. When the swing arm 21 rotates around the rotation fulcrum 211 in the unlocking direction, it can drive the moving rod 23 to move along its own axis direction through the first swing end 212, thereby driving the soft rod 24 to unlock the lock 1.

[0041] In this embodiment, the swing arm 21 gradually narrows from the pivot point 211 towards the first swing end 212 and the second swing end 213, making the swing arm form a triangular structure that is wide in the middle and narrow at both ends. This makes the structure more stable and also makes the swing arm lighter, thereby increasing the safety of the swing arm in use.

[0042] In this embodiment, the rotation reset member 22 is a torsion spring. The torsion spring is sleeved on the outside of the rotation fulcrum 211 of the swing arm member 21 and forms an abutment cooperation with the second locking disc 61, so that the swing arm member 21 can rotate and reset in the opposite direction of the unlocking direction under the action of the rotation reset member 22 after losing the drive of the first unlocking drive member 3 or the second unlocking drive member 4.

[0043] In this embodiment, the first end of the movable rod 23 has a movable groove 231. The first swing end 212 of the swing arm 21 is hinged to the first end of the movable rod 23 through the movable rod 232, and the movable rod 232 moves through the movable groove 231. Since the first swing end 212 makes a circular motion when the swing arm 21 rotates, the movable rod 232 and the movable groove 231 can prevent the first swing end 212 from applying a radial force to the movable rod 23, so as to accurately drive the movable rod 232 to move along its own axis.

[0044] In this embodiment, the flexible rod 24 is a steel wire rope, and the number of flexible rods 24 is consistent with the number of locks 1. The first ends of the two flexible rods 24 are respectively connected to the locking parts inside the first lock 11 and the second lock 12, so that the flexible rods 24 can unlock the first lock 11 and the second lock 12 simultaneously. Specifically, the first lock 11 and the second lock 12 are respectively connected to the movable rod 23 inside the unlocking component 2 through the flexible rods 24. The rotational movement of the swing arm 21 drives the movable rod 23 to move axially, thereby driving the first lock 11 and the second lock 12 to unlock simultaneously. After unlocking, the first lock 11 and the second lock 12 can automatically reset. Because the flexible rod 24 connecting the first lock 11 to the moving rod 23 is relatively long (approximately 1050 mm), and the flexible rod 24 connecting the second lock 12 to the moving rod 23 is relatively short (approximately 290 mm), the longer the flexible rod 24, the greater the loss of travel generated by the rotation of the swing arm 21 through the flexible rod 24. Based on actual measurements, the difference in travel between the first lock 11 and the second lock 12 is 3 mm. Therefore, if... Figure 4 As shown, the theoretical opening stroke of the first lock 11 is 8mm, and the theoretical opening stroke of the second lock 12 is 11mm.

[0045] Figure 5 This is a three-dimensional structural diagram of the first unlocking drive component in this embodiment; Figure 6 This is a three-dimensional structural diagram of the inner handle component in this embodiment.

[0046] like Figure 5 and Figure 6As shown, the first unlocking drive component 3 includes a first rod 31 and a first reset component 32. The first end of the first rod 31 abuts against the side of the first swing end 212 of the swing arm component 21 at a position between the swing arm component 21 and the rotation fulcrum 211. The second end is connected to the inner handle component 5. The first end of the first rod 31 forms a sliding support with the first lock disc 51 through the first support seat 33. The extension direction of the first rod 31 is parallel to the extension direction of the moving rod 23, and the first rod 31 and the moving rod 23 are located on the same side of the swing arm component 21. Specifically, the inner handle 52 is disposed within and hinged to the first lock disc 51. It has a first rotating end 521 and a first force-applying end 522. The first rotating end 521 movably passes through the first lock disc 51 and is hinged to the second end of the first rod 31. In this embodiment, both the inner handle 52 and the first lock disc 51 are made of high-strength aviation aluminum alloy material, model 7075-T7351. The first reset member 32 is used to reset the first rod 31 in the opposite direction after it loses the drive of the inner handle component 5. In this embodiment, the first reset member 32 is a compression spring. The middle part of the first rod 31 has a first abutting protrusion 311. The compression spring is sleeved on the first rod 31, with one end abutting against the first support seat 33 and the other end abutting against the first abutting protrusion 311.

[0047] When the operator applies force to the first force-applying end 522 of the inner handle 52 and pulls the inner handle 52 outward, the inner handle 52 can rotate around the hinge point and drive the first rod 31 to move along its own axis towards the side closer to the swing arm 21 through the first rotating end 521. When the first rod 31 moves along its own axis, it can apply force to the side of the swing arm 21, thereby driving the swing arm 21 to rotate around the rotation fulcrum 211 in the unlocking direction. This allows the first swing end 212 to drive the moving rod 23 to move along its own axis towards the side closer to the swing arm 21, thereby driving the two soft rods 24 to unlock the corresponding lock 1, and thus opening the cockpit door from the inside. After the cockpit door is opened, the first rod 31 moves in the opposite direction to reset under the action of the first reset member 32, which also resets the inner handle 52. The swing arm 21 is reset under the action of the rotating reset member 22, which also resets the lock 1.

[0048] Figure 7 This is a three-dimensional structural diagram of the second unlocking drive component in this embodiment; Figure 8 This is a three-dimensional structural diagram of the outer handle component in this embodiment.

[0049] like Figure 7 and Figure 8As shown, the second unlocking drive component 4 includes a second rod 41 and a second reset component 42. The first end of the second rod 41 has a clearance groove 411 that allows the second swing end 213 to make way when the swing arm 21 rotates in the unlocking direction under the drive of the first rod 31. The second swing end 213 of the swing arm 21 extends movably into the clearance groove 411 and abuts against one end of the clearance groove 411. The middle part of the second rod 41 is connected to the outer handle component 6, and the second end of the second rod 41 forms a sliding support with the second lock disc 61 through the second support base 43. The extension direction of the second rod 41 is parallel to the extension direction of the first rod 31, and the second rod 41 and the first rod 31 are located on the same side of the swing arm 21. Specifically, the outer handle 62 is disposed within and hinged to the second lock disc 61, and has a second rotating end 621 and a second force-applying end 622. The second rotating end 621 movably passes through the second lock disc 61 and is hinged to the middle part of the second rod 41. In this embodiment, both the outer handle 63 and the second lock disc 61 are made of high-strength aviation aluminum alloy material, model 7075-T7351. The second reset member 42 is used to reset the second rod 41 in the opposite direction after losing the drive of the outer handle component 6. In this embodiment, the second reset member 42 is a compression spring. The second rod 41 has a second abutting protrusion 412 in the middle. The compression spring is sleeved on the second rod 41, with one end abutting against the second support seat 43 and the other end abutting against the second abutting protrusion 412.

[0050] In this embodiment, the outer handle component 6 also has a locking mechanism, which allows the operator to lock the hatch from the outside, thereby preventing the outer handle 62 from being pulled and improving safety performance. The locking mechanism is prior art and will not be described in detail here.

[0051] When the operator applies force to the second force-applying end 622 of the outer handle 62 and pulls the outer handle 62 outward, the outer handle 62 can rotate around the hinge point and drive the second rod 41 to move away from the swing arm 21 along its own axis through the second rotating end 621. When the second rod 41 moves along its own axis, it can apply force to the second swing end 213 of the swing arm 21, thereby driving the swing arm 21 to rotate around the rotation fulcrum 211 in the unlocking direction. This allows the first swing end 212 to drive the moving rod 23 to move closer to the swing arm 21 along its own axis, thereby driving the two soft rods 24 to unlock the corresponding lock 1, and thus opening the cockpit door from the outside. After the cockpit door is opened, the second rod 41 moves in the opposite direction to reset under the action of the second reset member 42, which also resets the outer handle 62. The swing arm 21 is reset under the action of the rotating reset member 22, which also resets the lock 1.

[0052] Figure 9 This is a schematic diagram of the opening stroke of the outer handle in this embodiment.

[0053] like Figure 9 As shown, in this embodiment, the outer handle 62 is designed to open with a 20° rotation. At this angle, the second rotating end 621 generates a 7.2mm travel. The swing arm 21 employs a force-intensive lever ratio of 54:21. After passing through the swing arm 21, the flexible rods 24 at the positions of the first lock 11 and the second lock 12 generate a 15.2mm travel. Due to the different travel losses of the flexible rods 24 at the upper and lower locking points, the actual travel transmitted to the first lock 11 and the second lock 12 is 10mm and 13mm respectively. This travel matches the theoretical opening travel of the first lock 11 and the second lock 12 (8mm and 11mm respectively), thus ensuring that the operator can rotate and open the outer handle 62 with a force of 30N to 60N.

[0054] like Figure 5 and Figure 7 As shown, according to airworthiness requirements, when the inner handle 52 is locked, the operator should be able to open the cockpit door by operating the outer handle 62 from outside the cabin. Since the inner handle 52 may be in a safety lock state, it is necessary to ensure that operating the outer handle 62 does not affect the movement of the inner handle 52. In this embodiment, by connecting the swing arm 21 to the inner handle 52 and the outer handle 62 in an abutting manner, it is possible to prevent the inner handle 52 from rotating simultaneously when the outer handle 62 rotates. When the inner handle 52 is locked, operating the outer handle 62 to rotate the swing arm 21 does not involve any linkage between the swing arm 21 and the first lever 31. Therefore, the inner handle 52 being locked will not affect the outer handle 62 from opening the cockpit door.

[0055] Figure 10 This is a three-dimensional structural diagram of the safety switch for preventing accidental contact in this embodiment; Figure 11 This is a schematic diagram of the position holding unit in this embodiment.

[0056] like Figure 8 , Figure 10 as well as Figure 11 As shown, the anti-accidental-touch safety switch 7 in this embodiment is installed in the locking mechanism of the cockpit door and is used to prevent the driver from accidentally touching the handle of the cockpit door during non-operational situations, which would cause the cockpit door to open accidentally. It includes a rotation locking member 71, a force-applying rotation member 72, and a position holding unit 73. The anti-accidental-touch safety switch 7 is located near the inner handle 52.

[0057] like Figure 10As shown, the rotating locking member 71 is used to lock and engage with the inner handle 52 to restrict its opening action or to unlock it. It has a locking end 711 and a trigger end 712. The force-applying rotating member 72 is connected to the trigger end 712 of the rotating locking member 71 and is used to drive the locking end 711 to rotate relative to the trigger end 712. Specifically, the trigger end 712 and the force-applying rotating member 72 are connected as one piece by a square hole and locked by screws and spring washers. In this embodiment, the force-applying rotating member 72 is a knob, which passes through the first lock disc 51 and is installed therewith through a clearance fit. Wherein, as... Figure 6 As shown, the inner handle 52 has a locking groove 523 that engages with the locking end 711. In this embodiment, the locking groove 523 has openings on both sides for the locking end 711 to be inserted into it.

[0058] Figure 12 This is a schematic diagram of the structure of the force-applying rotating component in its open position in this embodiment; Figure 13 This is a schematic diagram of the structure of the force-applying rotating component in its locked position in this embodiment.

[0059] like Figure 10 , Figure 12 as well as Figure 13 As shown, when the operator applies force to the rotating member 72 to make it rotate around its own axis, the locking end 711 of the rotating locking member 71 can make a circular motion relative to the trigger end 712. This allows the rotating locking member 71 to rotate between the locked position where the locking end 711 is inserted into the lock groove 523 to form a locking engagement and the open position where the locking end 711 is disengaged from the lock groove 523 to release the locking engagement. The locked position and the open position of the rotating member 72 are approximately 90° apart. When the locking end 711 is inserted into the lock groove 523 to form a locking engagement, the operator cannot pull the inner handle 52. When the locking end 711 is disengaged from the lock groove 523 to release the locking engagement, the operator can open the door by operating the inner handle 52. This gives the inner handle 52 the ability to prevent accidental opening, improving the safety of use. Furthermore, the operation of rotating the rotating member 72 controls the opening and closing of the anti-accidental contact safety switch 7, making the open and closed states obvious and easy to identify. At the same time, the external dimensions of the inner handle 52 are not limited.

[0060] In this embodiment, the force-applying rotating component 72 is made of 05Cr17Ni4Cu4Nb stainless steel. The surface is passivated to meet the requirements of corrosion resistance. At the same time, the surface is heat-treated to make its surface hardness reach HRC45, so that it has high mechanical properties and meets the switching life requirement of 24,000 cycles (10 years).

[0061] In this embodiment, the rotating locking component 71 is made of 05Cr17Ni4Cu4Nb stainless steel. The surface is passivated to meet the requirements of corrosion resistance. At the same time, the surface is heat-treated to make its surface hardness reach HRC45, and shot-peening is performed to improve its resistance to bending deformation, thereby meeting the requirements of switch life.

[0062] like Figure 11 As shown, the position holding unit 73 is used to maintain the force-applying rotating member 72 at its current angular position when it rotates to an angle corresponding to the locked position or an angle corresponding to the open position. It is disposed on the periphery of the force-applying rotating member 72 and includes an elastic telescopic member 731 and two abutment recesses 732. The elastic telescopic member 731 is disposed on the periphery of the force-applying rotating member 72 and has a telescopic protrusion 7313, which is spherical. The two abutment recesses 732 are disposed on the circumferential surface of the force-applying rotating member 72 and are respectively used to abut against the telescopic protrusion 7313 when the force-applying rotating member 72 rotates to the angle corresponding to the locked position and the angle corresponding to the open position. When the force-applying rotating member 72 rotates to the angle corresponding to the locked position or the angle corresponding to the open position, the telescopic protrusion 7313 can abut against one of the abutment recesses 732, thereby locking the force-applying rotating member 72 to prevent abnormal rotation, thus reducing the risk of the force-applying rotating member 72 rotating open due to personnel contact or flight vibration.

[0063] In this embodiment, the elastic telescopic member 731 includes a steel ball 7311 and a force-applying spring 7312. The steel ball 7311 forms a telescopic protrusion 7313. The first locking disc 51 has a mounting hole 511 extending radially along the force-applying rotating member 72. The force-applying spring 7312 and the steel ball 7311 are both placed in the mounting hole 511. One end of the force-applying spring 7312 abuts against the bottom of the mounting hole 511, and the other end abuts against the steel ball 7311. The surface of the steel ball 7311 abuts against one of the abutting recesses 732.

[0064] In this embodiment, the two abutting recesses 732 are arranged at 90° intervals along the circumference of the force-applying rotating member 72, so that the operation of opening and closing is carried out by rotating the force-applying rotating member 72 by 90°, making the opening and closing states more obvious and easier to identify. In addition, the abutting recesses 732 are groove structures and their inner shape is adapted to the shape of the steel ball 7311, so that when switching states, the operator only needs to rotate the force-applying rotating member 72 to disengage the telescopic protrusion 7313 from the abutting recesses 732, so as to realize the switching between the opening and closing states.

[0065] The role and effect of the embodiments

[0066] The locking system according to this embodiment includes a cockpit door, a cockpit door frame, and a locking mechanism. The locking mechanism includes a lock, an unlocking component, a first unlocking drive component, a second unlocking drive component, an inner handle component, and an outer handle component. The inner handle component has an anti-accidental contact safety switch. The anti-accidental contact safety switch has a rotating locking component, a force-applying rotating component, and a position holding unit. By rotating the force-applying rotating component, the rotating locking component can rotate between a locked position where the locking end is inserted into the lock groove to form a locking engagement and an open position where the locking end is disengaged from the lock groove to release the locking engagement. When the locking end is inserted into the lock groove to form a locking engagement, the operator cannot pull the inner handle. When the locking end is disengaged from the lock groove to release the locking engagement, the operator can open the door by operating the inner handle. This gives the inner handle the ability to prevent accidental opening, improving the safety of use. Furthermore, the opening and closing of the anti-accidental contact safety switch is controlled by rotating the force-applying rotating component by 90°, making the open and closed states obvious and easy to identify. At the same time, the external dimensions of the inner handle are not limited.

[0067] Furthermore, the position holding unit includes an elastic telescopic member and two abutment recesses. The elastic telescopic member has a telescopic protrusion. When the force-applying rotating member rotates to an angle corresponding to the locked position or an angle corresponding to the open position, the telescopic protrusion can abut against one of the abutment recesses, thereby locking the force-applying rotating member to prevent its abnormal rotation, thereby reducing the risk of the force-applying rotating member being opened by personnel touching it or by flight vibration.

[0068] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A safety switch to prevent accidental opening, disposed within the locking mechanism of the cockpit door and used to prevent the driver from accidentally opening the cockpit door by accidentally touching the handle when not in operation, characterized in that, include: A rotating locking element (71) is used to lock and engage with the handle to restrict its opening action or to unlock it, and has a locking end (711) and a trigger end (712). The force-applying rotating component (72) is connected to the trigger end (712) of the rotating locking component (71) and is used to drive the locking end (711) to make a circular motion relative to the trigger end (712); as well as The position holding unit (73) is used to keep the force-applying rotating member (72) at the current angular position when it is rotated to an angle corresponding to the locked position or an angle corresponding to the open position; The handle has a locking groove (523) that engages with the locking end (711). The rotating locking member (71) rotates between the locked position where the locking end (711) is inserted into the locking groove (523) to form a locking engagement and the open position where the locking end (711) is disengaged from the locking groove (523) to release the locking engagement under the drive of the force-applying rotating member (72); The position holding unit (73) includes: An elastic telescopic member (731) is disposed on the periphery of the force-applying rotating member (72) and has a telescopic protrusion (7313), the telescopic protrusion (7313) being partially spherical or spherical; and At least two abutting recesses (732) are provided on the circumferential surface of the force-applying rotating member (72), respectively used to abut against the telescopic protrusion (7313) when the force-applying rotating member (72) rotates to the angle corresponding to the locking position and the angle corresponding to the opening position; The elastic telescopic member (731) includes a steel ball (7311) and a force-applying spring (7312). The steel ball (7311) forms a telescopic protrusion (7313). The first locking disc (51) has a mounting hole (511) extending radially along the force-applying rotating member (72). The force-applying spring (7312) and the steel ball (7311) are both placed inside the mounting hole (511). Two abutting recesses (732) are arranged at 90° intervals along the circumference of the force-applying rotating member (72). The abutting recesses (732) are groove structures and their inner shape is adapted to the outer shape of the steel ball (7311).

2. The safety switch against accidental contact according to claim 1, characterized in that: in, Both the rotating locking component (71) and the force-applying rotating component (72) are made of 05Cr17Ni4Cu4Nb stainless steel.

3. A locking mechanism, disposed within the locking system of the cockpit door and used to lock the cockpit door during flight, characterized in that, include: Lock (1), used to lock the cockpit door; Unlocking component (2) for unlocking the lock (1); The first unlocking drive component (3) is used to drive the unlocking component (2) to unlock the lock (1); The second unlocking drive component (4) is used to drive the unlocking component (2) to unlock the lock (1); The inner handle component (5) provides power to the first unlocking drive component (3) and has an anti-accidental contact safety switch (7); as well as The outer handle component (6) provides power to the second unlocking drive component (4). The anti-accidental contact safety switch (7) is the anti-accidental contact safety switch according to any one of claims 1-2.

4. The locking mechanism according to claim 3, Its features are: The unlocking component (2) includes: The swing arm (21) has a rotation fulcrum (211), a first swing end (212) and a second swing end (213). The swing arm (21) rotates around the rotation fulcrum (211) in the unlocking direction under the drive of the first unlocking drive component (3) or the second unlocking drive component (4). Rotate reset component (22) to cause the swing arm component (21) to rotate and reset in the opposite direction of the unlocking direction after losing the drive of the first unlocking drive component (3) or the second unlocking drive component (4); The movable rod (23), the first end of which is hinged to the first swing end (212) of the swing arm (21); and The flexible rod (24) has its first end connected to the lock (1) and its second end connected to the second end of the movable rod (23). When the swing arm (21) rotates around the pivot point (211) in the unlocking direction, it drives the moving rod (23) to move along its own axis direction through the first swing end (212), thereby driving the soft rod (24) to unlock the lock (1).

5. The locking mechanism according to claim 4, Its features are: The first unlocking drive component (3) includes: The first rod (31) has its first end abutting against the side of the first swing end (212) of the swing arm (21) at a position between the first swing end (212) and the rotation fulcrum (211), and its second end is connected to the inner handle component (5). The first lever (31) moves along its own axis under the drive of the inner handle component (5) and applies force to the side of the swing arm component (21), thereby driving the swing arm component (21) to rotate in the unlocking direction; and The first reset member (32) is used to reset the first rod (31) in the opposite direction after losing the drive of the inner handle member (5).

6. The locking mechanism according to claim 5, characterized in that: in, The inner handle component (5) also has: First locking disc (51); and An inner handle (52) is disposed within and hinged to the first lock disc (51), and has a first rotating end (521) and a first force-applying end (522). The first rotating end (521) moves through the first locking disc (51) and is hinged to the second end of the first rod (31). When the first force-applying end (522) is subjected to force, it drives the inner handle (52) to rotate around the hinge point and drives the first rod (31) to move along its own axis direction through the first rotating end (521).

7. The locking mechanism according to claim 5, characterized in that: in, The second unlocking drive component (4) includes: The second rod (41) has a clearance groove (411) at its first end that makes way for the second swing end (213) when the swing arm (21) rotates in the unlocking direction under the drive of the first rod (31). The second swing end (213) of the swing arm (21) extends movably into the clearance groove (411) and abuts against one end of the clearance groove (411). The middle part of the second rod (41) is connected to the outer handle component (6). The second lever (41), driven by the outer handle component (6), moves along its own axis and applies force to the second swing end (213), thereby driving the swing arm component (21) to rotate in the unlocking direction; and The second reset member (42) is used to reset the second rod (41) in the opposite direction after losing the drive of the outer handle member (6).

8. The locking mechanism according to claim 7, characterized in that: in, The outer handle component (6) has: The second locking disc (61); and An outer handle (62) is disposed within and hinged to the second lock disc (61), and has a second rotating end (621) and a second force-applying end (622). The second rotating end (621) moves through the second locking disc (61) and is hinged to the middle of the second rod (41). When the second force-applying end (622) is subjected to force, it drives the outer handle (62) to rotate around the hinge point and drives the second rod (41) to move along its own axis direction through the second rotating end (621).

9. A locking system, characterized in that, include: cockpit door (8); cockpit door frame; as well as Locking mechanism (100), The locking mechanism (100) is the locking mechanism described in any one of claims 3-8.

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