A locking mechanism for an aircraft engine access door

Abstract

The present application relates to the field of aviation technology, in particular to a locking mechanism for an aircraft engine hatch; comprising a main locking mechanism and a secondary locking mechanism; the main locking mechanism is used to lock the engine hatch in the flight direction of the aircraft, which comprises a first locking hook component, one end of the first locking hook component is provided with a first locking hook part, when the first locking hook part moves forward, it is separated from the first locking point of the engine cover, when the first locking hook part retracts, it is buckled with the first locking point of the engine hatch; the secondary locking mechanism is used to lock the engine hatch in the opening direction of the engine hatch; comprising a lever component and a second locking hook component, the lever component is rotationally connected with the engine cover, one end of the lever component is tightly connected with the second locking hook component, the lever component rotates horizontally, driving the second locking hook component to buckle or separate from the second locking point of the engine hatch; the combination of the main locking mechanism and the secondary locking mechanism makes the locking effect better; the locking structure is used to connect the hatch and the engine cover in a small space, which saves the overall maintenance time.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and specifically to a locking mechanism for aircraft engine compartment doors. Background Technology

[0002] The aircraft engine is a very important component, and its safety performance must be ensured at all times. Therefore, regular inspections and maintenance of the engine are necessary.

[0003] Currently, when overhauling an engine, it is necessary to remove the engine cover before inspecting the engine inside. After the inspection is completed, the engine and engine cover are then reinstalled. This process of removing and installing the engine cover takes a lot of time and is very inconvenient, resulting in a long overall overhaul time and low efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide a locking mechanism for aircraft engine hood doors that can quickly open and close the aircraft engine hood, saving maintenance time and improving maintenance efficiency.

[0005] The technical solution of this invention is as follows:

[0006] A locking mechanism for an aircraft engine compartment door includes a main locking mechanism and a secondary locking mechanism. The main locking mechanism is used to lock the engine compartment door in the direction of flight of the aircraft, and the secondary locking mechanism is used to lock the engine compartment door in the direction of opening of the engine compartment door. The main locking mechanism includes a first locking hook component, one end of which has a first locking hook portion. When the first locking hook portion moves forward, it is used to separate from a first locking point of the engine hood. When the first locking hook portion retracts, it is used to engage with the first locking point of the engine compartment door. The secondary locking mechanism includes a secondary locking hook assembly, which includes a lever component and a second locking hook component. The lever component is rotatably connected to the engine hood, and one end of the lever component is fastened to the second locking hook component. When the lever component rotates laterally, it causes the second locking hook component to engage or disengage from a second locking point of the engine compartment door.

[0007] According to an embodiment of the present invention, the main locking mechanism includes a main locking handle component and a main locking linkage component. The first locking hook component is slidably connected to the engine hood to be installed. One end of the main locking handle component is rotatably connected to the engine hood. One end of the main locking linkage component is rotatably connected to the first locking hook component, and the other end is rotatably connected to the main locking handle component. When the main locking handle component is vertically moved, the first locking hook component can be pushed forward or retracted. The secondary locking mechanism includes a secondary locking handle component and a linkage assembly. One end of the linkage assembly is connected to the lever component, and the other end is connected to the secondary locking handle component. When the secondary locking handle component is vertically moved, the linkage assembly drives the lever component to rotate laterally.

[0008] According to one embodiment of the present invention, a locking component is rotatably connected to the main lock handle component, the locking component is provided with a pull buckle, and the secondary lock handle component is provided with a secondary lock limiting rod. After the main lock handle component and the secondary lock handle component are pulled downward, the pull buckle engages with the secondary lock limiting rod, so that both the main lock mechanism and the secondary lock mechanism are in an open state; the locking component is provided with a second torsion spring, one end of which abuts against the main lock handle component and the other end abuts against the locking component, so that the pull buckle engages with the secondary lock limiting rod.

[0009] According to an embodiment of the present invention, the locking component is provided with a first locking hook at the end away from the pull buckle, and the main lock linkage component is provided with a main lock limiting rod; when the main lock handle component is pulled upward to retract the first locking hook and engage with the first locking point of the engine hood, the first locking hook is used to hook the main lock limiting rod to keep the main lock mechanism in a locked state.

[0010] According to an embodiment of the present invention, the first locking hook component is provided with a first sliding groove, and a fixing post is provided on the engine hood. The fixing post is a cylinder, and the first sliding groove is sleeved on the fixing post and slidably connected to the fixing post. The first locking hook portion is provided with a first locking groove, and a lifting inclined surface is provided on the side of the first locking groove near the main locking linkage component. When the first locking hook component moves forward, the lifting inclined surface abuts against the first locking point of the engine hood, which is used to lift the first locking hook component and disengage it from the first locking point. A main locking tension spring is provided between the main locking handle component and the main locking linkage component, which is used to tighten the main locking handle component and the main locking linkage component, so that the first locking hook component has a forward moving force.

[0011] According to an embodiment of the present invention, the main lock handle component includes a main handle and a secondary handle. One end of the main handle is rotatably connected to the engine hood, and the other end is foldably connected to the secondary handle. The secondary handle has a locking clearance hole near the locking component. When the pull buckle engages the secondary lock limiting rod, the locking component passes through the locking clearance hole. The main handle has a secondary handle locking assembly near the secondary handle. The secondary handle locking assembly includes a secondary handle locking pin component and a secondary handle spring. One end of the secondary handle spring abuts against the rear end of the secondary handle locking pin component, and the other end abuts against the... The main handle; the secondary handle has a secondary handle locking hole one and a secondary handle locking hole two at one end near the secondary handle locking assembly; when the secondary handle is folded, the secondary handle locking pin is inserted into the secondary handle locking hole one; when the secondary handle is unfolded, the secondary handle locking pin is inserted into the secondary handle locking hole two; the main handle has an oblong hole, and the secondary handle locking assembly includes a secondary handle adjusting post, one end of which passes through the oblong hole and connects to the secondary handle locking pin, and the other end protrudes from the main handle, pushing the secondary handle adjusting post to disengage the secondary handle locking pin from the secondary handle locking hole one or the secondary handle locking hole two.

[0012] According to an embodiment of the present invention, the linkage component includes a vertical slider and a horizontal slider, the horizontal slider being rotatably connected to the other end of the lever component; a first connecting component is provided between the vertical slider and the secondary lock handle component, and a second connecting component is provided between the horizontal slider and the vertical slider; when the secondary lock handle component is pulled downward, the first connecting component pulls the vertical slider downward, and then the second connecting component pulls the horizontal slider to slide laterally.

[0013] According to one embodiment of the present invention, a limiting base is further included, fixedly connected to the engine hood. The limiting base is provided with a vertical sliding groove and a horizontal sliding groove. The vertical slider is installed in the vertical sliding groove, and the horizontal slider is installed in the horizontal sliding groove. The secondary lock handle component is rotatably connected to the limiting base. The other end of the lever component is connected to the horizontal slider via a universal ball bearing. One end of the first connecting component is rotatably connected to the secondary lock handle component, and the other end is rotatably connected to the vertical slider. One end of the second connecting component is rotatably connected to the vertical slider, and the other end is rotatably connected to the horizontal slider. When the secondary lock handle component is pulled downward, the first connecting component pulls the vertical slider downward, and then the second connecting component pulls the horizontal slider to slide laterally. Then the lever component rotates forward, causing the second lock hook component to disengage from the second locking point. When the secondary lock handle component is pulled upward, the first connecting component pushes the vertical slider upward, and then the second connecting component pushes the horizontal slider to slide laterally. Then the lever component rotates in the opposite direction, causing the second lock hook component to approach and engage with the second locking point.

[0014] According to an embodiment of the present invention, the secondary lock handle component includes a wrench portion and a secondary lock crank portion. One end of the secondary lock crank portion is rotatably connected to the first connecting component, and the other end of the secondary lock crank portion is rotatably connected to the limiting base via a rotating shaft. When the wrench portion is turned, the secondary lock crank portion rotates around the rotating shaft. A safety buckle assembly is installed on the limiting base. The safety buckle assembly includes a compression spring and a sliding buckle. One end of the compression spring abuts against the limiting base, and the other end abuts against the sliding buckle. The limiting base is provided with a sliding groove, and the compression spring and the sliding buckle are disposed in the sliding groove. The secondary lock handle component includes a limiting portion, one end of which is connected to the rotating shaft. When the sliding buckle extends, it abuts against and engages with the limiting portion, keeping the secondary lock mechanism in a locked state. The safety buckle assembly includes a sliding handle, which is fixedly connected to the sliding buckle, and the sliding handle portion protrudes from the sliding groove.

[0015] According to an embodiment of the present invention, a first torsion spring is sleeved on the rotating shaft, one end of the first torsion spring abuts against the limiting base, and the other end of the first torsion spring abuts against the secondary lock handle component; when the sliding handle is pulled upward, the sliding buckle disengages from the limiting part, and under the action of the first torsion spring, the secondary lock handle component automatically rotates downward, so that the limiting part automatically moves away from the sliding buckle.

[0016] The outstanding and beneficial technical effects of this invention compared to the prior art are:

[0017] Compared with existing technologies, the present invention provides a locking mechanism for an aircraft engine compartment door, comprising a main locking mechanism and a secondary locking mechanism. The main locking mechanism is used to lock the engine compartment door in the direction of flight, and the secondary locking mechanism is used to lock the engine compartment door in the direction of opening. When the engine compartment door is locked, the aircraft may sway back and forth during flight. The main locking mechanism provides a tensioning force in the direction of flight, thereby preventing the door from swaying back and forth and thus preventing the door from being opened. During flight, vibrations may also occur, and the secondary locking mechanism provides a closing mechanism for the door. The pressure in the direction of opening prevents the hatch from shifting in the opening direction; the combination of the main locking mechanism and the auxiliary locking mechanism makes the hood lock more secure; and it effectively prevents the hatch from vibrating, thus preventing the hatch from being opened accidentally and improving the hatch's safety; moreover, this hatch locking method allows the hatch and engine hood to be connected through a locking structure in a confined space, and the engine hatch can be opened and locked simply by moving the main locking handle and the auxiliary locking handle, which greatly saves the time of disassembling and installing the engine hood, saves overall maintenance time, and makes maintenance more efficient.

[0018] Furthermore, a locking component is rotatably connected to the main lock handle component, the locking component having a pull-tab portion, and a secondary lock handle component having a secondary lock limiting rod. When the main lock handle component and the secondary lock handle component are pulled downwards, the pull-tab portion engages with the secondary lock limiting rod, thereby keeping both the main lock mechanism and the secondary lock mechanism in the open state. The locking component has a second torsion spring, one end of which abuts against the main lock handle component, and the other end abuts against the locking component, thereby securing the pull-tab portion to the secondary lock limiting rod. This prevents the secondary lock handle component and the main lock handle component from being in a free state after being opened, thus preventing the secondary lock handle component and the main lock handle component from wobbling around and affecting the operation of other doors.

[0019] Furthermore, the locking component has a first locking hook at the end away from the pull buckle, and the main lock linkage component has a main lock limiting rod; the first locking hook engages with the main lock limiting rod, keeping the main lock mechanism in a locked state, preventing the main lock handle component from shaking, and thus preventing the first locking hook component from separating from the first locking point, avoiding safety hazards; furthermore, the second torsion spring is used to make the limiting hook hook tightly engage the main lock limiting rod, further preventing the main lock handle component from being pulled or flung during aircraft operation, thus preventing the first locking hook component from disengaging from the first locking point, preventing the engine cowling from being opened, and avoiding safety hazards.

[0020] Furthermore, the first locking hook component is provided with a first sliding groove, and a fixing post is provided on the engine hood to restrict and guide the forward and retraction path of the first locking hook component, and to provide a stable fulcrum when the first locking hook part is engaged with the first locking point, making the engagement more stable. Furthermore, the first locking hook part is provided with a first locking groove, one side of which is provided with a lifting ramp. The fixing post is a cylinder. When the first locking hook component moves forward, the lifting ramp abuts against the first locking point of the engine hood, causing the first locking hook component to rise around the fixing post and disengage from the first locking point. This design makes the movement of the first locking hook part smoother and has a smaller range of motion during the opening of the locking structure, avoiding interference with the engine hood. Furthermore, a main lock tension spring is provided between the main lock handle component and the main lock linkage component, making it easier to operate the main lock handle component.

[0021] Furthermore, the main lock handle assembly includes a main handle and a secondary handle, which are foldable and connected, resulting in a smaller locking structure and requiring less effort to operate by increasing the lever arm. Additionally, a locking component is provided, equipped with a limit hook. The main lock linkage assembly has a main lock limit rod, which is engaged by the limit hook, fixing the relative position of the main lock handle assembly and the main lock linkage assembly. This prevents the main lock handle assembly from being operated again or from being thrown during aircraft operation, thereby preventing the first locking hook assembly from disengaging from the first locking point and preventing the engine cowling from being opened, thus avoiding safety hazards.

[0022] Furthermore, one end of the main handle is provided with a secondary handle locking component, which can stabilize the folded or unfolded state of the main handle and the secondary handle.

[0023] Furthermore, the design of the vertical slider, the horizontal slider, the first connecting component, and the second connecting component allows the lever component to rotate laterally after the longitudinal rotation of the secondary lock handle component, ultimately achieving the swing of the second locking hook component, thereby realizing the transmission of power in a confined space; and the rotation direction of the lever is consistent with the opening rotation direction of the engine hood, and the lateral locking method allows the second locking hook component to abut against the engine compartment door in the locked state, preventing the engine compartment door from disengaging in the rotation direction.

[0024] Furthermore, the safety catch assembly, in the locked state, allows the sliding catch to engage with the secondary lock handle component, preventing accidental disengagement due to vibrations during flight. This further ensures the second locking hook component can hold the engine compartment door in place, preventing it from disengaging in the direction of rotation. Furthermore, the limiting portion of the secondary lock handle component has an arc-shaped surface, and the sliding catch has a beveled surface. When the secondary lock handle component is pulled upwards, the limiting portion and the sliding catch automatically engage, achieving automatic locking of the secondary lock handle component and facilitating operation. Furthermore, the design of the sliding handle and the first torsion spring allows the limiting portion to automatically pop out and move away from the sliding catch when the sliding handle is pushed upwards, enabling the secondary lock handle component to automatically rotate downwards, further facilitating operation. Additionally, the design of the first torsion spring reduces the force required to pull the secondary lock handle component downwards. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the open state of a locking mechanism for an aircraft engine compartment door according to an embodiment of the present invention.

[0026] Figure 2 This is a schematic diagram of the locked state of a locking mechanism for an aircraft engine compartment door according to an embodiment of the present invention.

[0027] Figure 3 yes Figure 1 A magnified view of a portion of the image.

[0028] Figure 4 This is a cross-sectional view of the main locking mechanism in the locked state.

[0029] Figure 5 This is a cross-sectional view of the main locking mechanism in the open state.

[0030] Figure 6 This is a cross-sectional view of the main locking mechanism in the open state.

[0031] Figure 7 This is a magnified view of the main locking mechanism in the open state.

[0032] Figure 8 This is a magnified view of the main locking mechanism in the locked state.

[0033] Figure 9 yes Figure 8 A sectional view.

[0034] Figure 10 This is a magnified view of the main lock handle component in a folded state.

[0035] Figure 11 This is a magnified view of the main lock handle component in a folded state.

[0036] Figure 12 yes Figure 11 A sectional view.

[0037] Figure 13 This is a schematic diagram of the secondary locking mechanism in the locked state.

[0038] Figure 14 This is a schematic diagram of the secondary locking mechanism in the locked state.

[0039] Figure 15 This is a schematic diagram of the secondary lock mechanism in the open state.

[0040] Figure 16 This is a structural diagram of the locking state linkage component and the secondary lock handle component.

[0041] Figure 17 This is a structural diagram of the open state linkage component and the secondary lock handle component.

[0042] Figure 18 This is a structural diagram of the limiting base.

[0043] Figure 19 This is a magnified view of the secondary locking mechanism in the locked state.

[0044] Figure 20 This is a magnified view of the secondary lock mechanism in the open state.

[0045] Symbol explanation:

[0046] 100-Fixed post; 210-First locking point; 220-Second locking point; 300-Fixed pivot point; 1-Main lock mechanism; 10-First lock hook assembly; 11-First lock hook part; 12-First sliding groove; 111-First lock groove; 112-Lifting ramp; 20-Main lock connecting rod assembly; 21-Main lock limiting rod; 30-Main lock handle assembly; 31-Main body handle; 311-Oval hole; 32-Secondary body handle; 321-Secondary handle lock hole one; 322-Secondary handle lock hole two; 33-Secondary handle locking assembly; 331-Secondary handle locking pin assembly; 3311-Pin head; 3312-Slider part; 332-Secondary handle spring; 333-Secondary handle adjusting pin; 334-Fixing frame; 335-Sliding roller; 40-Main lock tension spring; 50-Locking component; 51-Limit hook; 511-Guide side; 52-Second torsion spring; 53-Pull buckle part; 60-Main lock crank assembly; 70-Secondary lock mechanism; 71-Secondary lock hook assembly; 71b-Projection of secondary lock hook assembly; 711-Secondary lock hook assembly; 712-Lever component; 713-Rotating pin; 714-Length adjusting assembly; 72-Linkage assembly; 721-Vertical slider; 722-Horizontal slider; 723-First connecting component; 724-Second connecting component; 725-Universal ball bearing; 726-Sliding seat; 73-Secondary lock handle assembly; 731-Wrench part; 732-Secondary lock crank part; 733-Rotating shaft; 734-Limiting part; 735-Arcted part; 736-Secondary lock limiting rod; 74-Limiting base; 741-Vertical slide groove part; 742-Horizontal slide groove part; 743-Vertical clearance groove; 744-Horizontal clearance groove; 745-Sliding groove; 75-Safety buckle assembly; 751-Compression spring; 752-Sliding buckle; 7521-Beveled part; 753-Sliding handle; 76-First torsion spring. Detailed Implementation

[0047] The foregoing and other technical contents, features, and effects of the present invention will be clearly presented in the detailed description of preferred specific embodiments and examples of the present invention in conjunction with the accompanying drawings. The directional terms mentioned in the following embodiments, such as up, down, left, right, front, back, inside, or outside, are only for reference to the directions in the accompanying drawings; therefore, the directional terms used are for illustrative purposes and not for limiting the present invention.

[0048] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms “first,” “second,” and similar terms used in the specification and claims of this patent application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a limitation of quantity, but rather indicate the presence of at least one.

[0049] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0050] Aircraft engines typically have an outer and inner cover. Due to air resistance during flight, the surfaces of these covers are very smooth, making it impossible to install locking mechanisms or doors. Therefore, during engine maintenance, the engine cover usually needs to be disassembled, inspected, and then reinstalled. This process is time-consuming, inconvenient, and results in a long and inefficient overall maintenance time.

[0051] This invention proposes a locking mechanism for an aircraft engine compartment door, which is disposed between an outer cover and an inner cover, and includes a main locking mechanism 1 and a secondary locking mechanism 70. The main locking mechanism 1 is used to lock the engine compartment door in the direction of flight of the aircraft, and the secondary locking mechanism is used to lock the engine compartment door in the direction of opening of the engine compartment door. Thus, when opening the engine cover, it is only necessary to open the locking mechanism to open the engine compartment door, which saves a lot of time and is more convenient to operate.

[0052] Example 1

[0053] Reference Figure 1 and Figure 2 The main locking mechanism 1 includes a first locking hook component 10, one end of which is provided with a first locking hook portion 11. When the first locking hook portion 11 moves forward, it is used to separate from the first locking point 210 of the engine compartment door. When the first locking hook portion 11 retracts, it is used to engage with the first locking point 210 of the engine compartment door. The secondary locking mechanism 70 includes a secondary locking hook assembly 71, which includes a lever component 712 and a second locking hook component 711. The lever component 712 is rotatably connected to the engine hood. One end of the lever component 712 is fastened to the second locking hook component 711. When the lever component 712 rotates laterally, it drives the second locking hook component 711 to engage or disengage from the second locking point 220 of the engine compartment door.

[0054] Specifically, refer to Figure 1 , Figure 2 , Figures 4 to 6 The main locking mechanism 1 includes a main locking handle component 30 and a main locking linkage component 20. The first locking hook component 10 is slidably connected to the engine hood to be installed. One end of the main locking handle component 30 is rotatably connected to the engine hood. One end of the main locking linkage component 20 is rotatably connected to the first locking hook component 10, and the other end is rotatably connected to the main locking handle component 30. When the main locking handle component 30 is vertically pulled, the first locking hook component 10 can be pushed forward or retracted.

[0055] Reference Figure 1 , Figure 2 , Figures 13 to 15The secondary lock mechanism 70 includes a secondary lock handle component 73 and a linkage component 72. One end of the linkage component 72 is connected to the lever component 712, and the other end is connected to the secondary lock handle component 73. When the secondary lock handle component 73 is moved vertically, the linkage component 72 drives the lever component 712 to rotate horizontally.

[0056] When the engine nacelle door is locked, the aircraft may move back and forth during flight. The main locking mechanism provides tension in the flight direction, thus preventing the door from moving back and forth and thus preventing it from being opened. During flight, vibrations may also occur. The secondary locking mechanism provides pressure in the closing direction of the door, thus preventing the door from moving in the opening direction. The combination of the main and secondary locking mechanisms results in a better locking effect for the engine nacelle and effectively prevents door vibration, thus preventing the door from being accidentally opened and improving door safety. Furthermore, this door locking method allows for the connection of the door and engine nacelle in a confined space through a locking structure. The engine nacelle door can be opened and locked simply by moving the main and secondary locking handles, greatly saving time in disassembling and installing the engine nacelle, reducing overall maintenance time, and increasing maintenance efficiency.

[0057] Reference Figures 1 to 9 A locking component 50 is rotatably connected to the main lock handle component 30. The locking component 50 has a pull-tab part 53. The auxiliary lock handle component 73 has an auxiliary lock limiting rod 736. When the main lock handle component 30 and the auxiliary lock handle component 73 are pulled downwards, the pull-tab part 53 engages with the auxiliary lock limiting rod 736, so that both the main lock mechanism 1 and the auxiliary lock mechanism 70 are in the open state. The locking component has a second torsion spring 52, one end of which abuts against the main lock handle component 30 and the other end of which abuts against the locking component 50, so that the pull-tab part 53 engages with the auxiliary lock limiting rod 736. This prevents the auxiliary lock handle component and the main lock handle component from being in a free state after being opened, thereby preventing the auxiliary lock handle component and the main lock handle component from swinging back and forth and affecting the operation of other doors.

[0058] The locking component 50 has a limiting hook 51 at the end away from the pull tab 53, and the main lock linkage component 20 has a main lock limiting rod 21; see reference Figure 4 , Figure 8 and Figure 9 When the main lock handle component 30 is pulled upwards, causing the first lock hook 11 to retract and engage with the first locking point 210 of the engine compartment door, the limiting hook 51 is used to hook the main lock limiting rod 21, keeping the main lock mechanism 1 in the locked state; refer to Figures 5 to 7When the first locking hook 11 is in the open state with the first locking point 210 of the engine hood, the limiting hook 51 disengages from the main lock limiting rod 21; when the limiting hook 51 hooks the main lock limiting rod 21, the second torsion spring 52 is used to tighten the limiting hook 51 onto the main lock limiting rod 21. With the above design, when the main lock mechanism is in the locked state, the shaking of the main lock handle component is avoided, thereby preventing the first locking hook component from separating from the first locking point and avoiding safety hazards; furthermore, the second torsion spring tightens the limiting hook onto the main lock limiting rod, further preventing the main lock handle component from being turned or flung during aircraft operation, thereby preventing the first locking hook component from disengaging from the first locking point, preventing the engine hood from being opened, and avoiding safety hazards.

[0059] Reference Figures 4 to 9 The main locking mechanism 1 includes a first locking hook component 10, a main locking linkage component 20, and a main locking handle component 30; a fixing post 100 is provided on the engine hood, and a first locking point 210 is installed on the engine compartment door; the first locking hook component 10 is slidably connected to the engine hood to be installed, and one end of the main locking handle component 30 is rotatably connected to the engine hood, the rotatable connection being a fixed pivot point 300; one end of the main locking linkage component 20 is rotatably connected to the first locking hook component 10, and the other end is rotatably connected to the main locking handle component 30; the end of the first locking hook component 10 away from the main locking linkage component 20 is provided with a first locking hook portion 11, used to engage or disengage with the first locking point 210 of the engine hood; when the main locking handle component 30 is turned, the first locking hook component 10 can be pushed forward or retracted; when the first locking hook component 10 moves forward, the first locking hook portion 11 moves away from the first locking point 210 (see reference). Figure 3 When the first locking hook component 10 retracts, the first locking hook portion 11 approaches the first locking point 210 and gradually engages with the first locking point 210 (see reference). Figure 1 The positions of the fixing post 100 and the fixing pivot 300 on the engine hood are fixed.

[0060] Specifically, the first locking hook component 10 is provided with a first sliding groove 12, and a fixing post 100 is provided on the engine hood. The first sliding groove 12 is sleeved on the fixing post 100 and slidably connected to the fixing post 100. That is to say, the fixing post 100 passes through the first sliding groove 12, and the first locking hook component 10 can move back and forth through the first sliding groove 12.

[0061] Furthermore, the fixing post 100 is cylindrical, the first locking hook component 10 is elongated, and the first locking hook part 11 is provided with a first locking groove 111. When locked, the first locking groove 111 engages with the first locking point 210. The first locking groove 111 is provided with a lifting slope 112 on the side near the main locking linkage component 20. When the first locking hook component 10 moves forward, the first locking groove 111 moves away from the first locking point 210, and the lifting slope 112 abuts against the first locking point 210 of the engine hood, thereby causing the first locking groove 111 of the first locking hook component 10 to be lifted and disengaged from the first locking point 210.

[0062] A main lock crank component 60 is provided between the main lock handle component 30 and the main lock connecting rod component 20. One end of the main lock crank component 60 is fastened to the main lock handle component 30, and the other end is rotatably connected to the main lock connecting rod component 20.

[0063] Reference Figure 2 and Figure 4 A main lock tension spring 40 is provided between the main lock handle assembly 30 and the main lock linkage assembly 20 to tighten the main lock handle assembly 30 and the main lock linkage assembly 20. When the main lock handle assembly 30 is turned to move the first lock hook 11 away from the first locking point 210, the main lock tension spring 40 makes it easier to turn the main lock handle assembly 30.

[0064] The limiting hook 51 is also provided with a guide side 511, which is located on the outside of the limiting hook 51. The guide side 511 has an arc-shaped side and a sloped side. The limiting hook 51 is close to the main lock limiting rod 21 and is used to guide the limiting hook 51 to engage with the main lock limiting rod 21.

[0065] Reference Figures 1 to 5 The main lock handle component 30 includes a main handle 31 and a secondary handle 32. One end of the main handle 31 is rotatably connected to the engine hood, and the other end is foldably connected to the secondary handle 32.

[0066] Reference Figures 6 to 12 The main handle 31 has a secondary handle locking assembly 33 near the secondary handle 32. The secondary handle locking assembly 33 includes a secondary handle locking pin component 331 and a secondary handle spring 332. One end of the secondary handle spring 332 abuts against the rear end of the secondary handle locking pin component 331, and the other end abuts against the main handle 31. (Refer to...) Figure 12 The secondary handle 32 has a secondary handle locking hole 321 and a secondary handle locking hole 322 at one end near the secondary handle locking assembly 33; when the secondary handle 32 is in the folded state (refer to...) Figure 12 ), the secondary handle locking pin component 331 is inserted into the secondary handle locking hole 321; when the secondary handle 32 is in the unfolded state (refer to Figure 7 The secondary handle locking pin component 331 is inserted into the secondary handle locking hole 322.

[0067] The main handle 31 is provided with a waist-shaped hole 311. The secondary handle locking assembly 33 includes a secondary handle adjusting post 333. One end of the secondary handle adjusting post 333 passes through the waist-shaped hole 311 and is connected to the secondary handle locking pin component 331. The other end protrudes from the main handle 31. Pushing the secondary handle adjusting post 333 is used to move the secondary handle locking pin component 331 away from the secondary handle locking hole one 321 or the secondary handle locking hole two 322.

[0068] Specifically, the secondary handle locking assembly 33 also includes a fixed frame 334, and the secondary handle locking pin component 331 includes a pin head 3311 and a slider part 3312. The secondary handle adjusting pin 333 is connected to the slider part 3312. The slider part 3312 and the secondary handle spring 332 are disposed in the fixed frame 334. The fixed frame 334 is fixedly mounted on the main handle 31. One end of the secondary handle spring 332 abuts against the slider part 3312, and the other end abuts against the side wall of the fixed frame 334. The pin head 3311 is adapted to the size of the secondary handle locking hole 1 321 and the secondary handle locking hole 2 322.

[0069] Furthermore, a sliding roller 335 is provided between the fixed frame 334 and the slider part 3312. Four or more roller grooves are provided on both side walls of the slider part 3312, and the sliding roller 335 is disposed within these grooves. When the auxiliary handle adjusting pin 333 is pushed, the sliding roller 335 on the outer side of the slider part 3312 slides into contact with the fixed frame 334, reducing the contact area and making the movement of the auxiliary handle locking pin component 331 smoother.

[0070] The operating principle of main locking mechanism 1:

[0071] When the main locking mechanism is in the locked state, refer to Figure 2 and Figure 4 When the first lock hook 11 is engaged with the first locking point 210, the main lock linkage component 20 and the main lock handle component 30 are in the unfolded state; and the limiting hook 51 on the locking component 50 hooks the main lock limiting rod 21 on the main lock linkage component 20, so that the first lock hook component 10 is in a stable engaged state.

[0072] When it is necessary to open the main lock mechanism, firstly, unlock the locking component 50, that is, move the locking component 50 to disengage it from the main lock limiting rod 21 on the main lock linkage component 20; then, move the main lock handle component 30 downward, so that the main lock linkage component 20 is close to the main lock handle component 30, and the main lock linkage component 20 pulls one end of the first lock hook component 10 close to the fixed post 100 and the fixed pivot point 300, thereby moving the first lock hook part 11 forward and away from the first locking point 210, as shown in the figure. Figure 1 and Figure 5 At this time, the main lock linkage component 20 and the main lock handle component 30 are in a folded state, thereby completing the opening and closing mechanism.

[0073] Furthermore, before or after unlocking the locking component 50, the main handle 31 and the secondary handle 32 of the main lock handle component 30 can be unfolded first, making the lever arm of the main lock handle component 30 longer and easier to operate. Specifically, push the secondary handle adjusting column 333 to disengage the pin head 3311 of the secondary handle locking pin component 331 from the first secondary handle locking hole 321. Then, pull the secondary handle 32 upwards, releasing the secondary handle adjusting column 333. The secondary handle spring 332 pushes the slider 3312 forward, causing the pin head 3311 to automatically insert into the second secondary handle locking hole 322, thus placing the main handle 31 and the secondary handle 32 in a stable unfolded state. Then, grasp the secondary handle 32 and pull it downwards to complete opening the main lock mechanism.

[0074] When the locking mechanism needs to be closed again, the main lock handle component 30 is pulled upwards, causing the main lock linkage component 20 and the main lock handle component 30 to unfold. The main lock linkage component 20 pushes one end of the first lock hook component 10 away from the fixed post 100 and the fixed pivot point 300, causing the first lock hook 11 to move backwards and approach the first locking point 210, ultimately engaging the first locking point 210. Then, the locking component 50 is locked. As the main lock handle component 30 rises, the locking component 50 gradually approaches the main lock limiting rod 21 on the main lock linkage component 20. The guide side 511 on the limiting hook 51 guides the limiting hook 51 to engage with the main lock limiting rod 21, and under the action of the second torsion spring 52, the limiting hook 51 tightly engages with the main lock limiting rod 21. Finally, the locking mechanism is in a stable locked state.

[0075] Reference Figure 1 , Figure 2 , Figures 13 to 15 The secondary locking mechanism includes a secondary lock hook assembly 71, a linkage assembly 72, a secondary lock handle assembly 73, and a limiting base 74. The secondary lock hook assembly 71 includes a second lock hook component 711 and a lever component 712. The second lock hook component 711 is used to engage and disengage with a second locking point 220 on the engine cover. The lever component 712 is rotatably connected to the engine cover. One end of the lever component 712 is fastened to the second lock hook component 711. Laterally rotating the other end of the lever component 712 causes the second lock hook component 711 to engage and disengage with the second locking point 220. Specifically, the middle section of the lever component 712 is provided with a rotating pin 713. The rotating pin 713 is perpendicular to the main body of the lever component 712. The rotating pin 713 is connected to the aircraft engine cover, and the lever component 712 is rotatably connected to the rotating pin 713. (Refer to...) Figure 4 Rotate lever component 712 in the direction of arrow a, and then move second locking hook component 711 away from second locking point 220 in the direction of arrow b; refer to Figure 2 The status of the secondary lock hook assembly 71 or Figure 4If the lever component 712 is rotated in the opposite direction to arrow a, the projection 71b of the middle secondary lock hook assembly will cause the second lock hook component 711 to approach the second locking point 220 and thus lock the second locking point 220.

[0076] One end of the linkage component 72 is connected to the lever component 712, and the other end of the linkage component 72 is connected to the secondary lock handle component 73. When the secondary lock handle component 73 is moved vertically, the linkage component 72 is used to drive the lever component 712 to rotate laterally.

[0077] Reference Figures 15 to 17 The linkage component 72 includes a vertical slider 721 and a horizontal slider 722. The horizontal slider 722 is rotatably connected to the other end of the lever component 712. A first connecting component 723 is provided between the vertical slider 721 and the secondary lock handle component 73, and a second connecting component 724 is provided between the horizontal slider 722 and the vertical slider 721. When the secondary lock handle component 73 is pulled downward, the first connecting component 723 pulls the vertical slider 721 downward, and then the second connecting component 724 pulls the horizontal slider 722 to slide horizontally to the right (in the direction of arrow a) or to the left, thereby causing the second locking hook component 711 to move away from or engage with the second locking point 220.

[0078] Reference Figure 13 , Figures 18 to 20 The limiting base 74 is fixedly connected to the engine hood. The limiting base 74 is provided with a vertical slide groove 741 and a horizontal slide groove 742. The vertical slider 721 is installed in the vertical slide groove 741, and the horizontal slider 722 is installed in the horizontal slide groove 742. The vertical slider 721 is slidably connected to the vertical slide groove 741, and the horizontal slider 722 is slidably connected to the horizontal slide groove 742. The auxiliary lock handle component 73 is rotatably connected to the limiting base 74. The other end of the lever component 712 is connected to the horizontal slider 722 through a universal ball bearing 725. One end of the first connecting member 723 is rotatably connected to the secondary lock handle member 73, and the other end is rotatably connected to the vertical slider 721; one end of the second connecting member 724 is rotatably connected to the vertical slider 721, and the other end is rotatably connected to the horizontal slider 722; when the secondary lock handle member 73 is pulled downwards, the first connecting member 723 pulls the vertical slider 721 downwards, and then the second connecting member 724 pulls the horizontal slider 722 to slide laterally, thereby causing the lever member 712 to rotate forward (e.g., ...). Figure 15 (in the direction of arrow b), causing the second locking hook component 711 to disengage from the second locking point 220; when the auxiliary locking handle component 73 is pulled upward, the first connecting component 723 pushes the vertical slider 721 upward, and then the second connecting component 724 pushes the horizontal slider 722 to slide laterally, and then the lever component 712 rotates in the opposite direction, causing the second locking hook component 711 to approach and engage with the second locking point 220 (as shown by arrow b in the image). Figure 15 Projection 71b of the middle auxiliary lock hook assembly or reference Figure 14(Status of the secondary lock hook assembly 71).

[0079] Reference Figure 13 and Figure 18 The vertical slide section 741 is provided with a vertical clearance groove 743, and the horizontal slide section 742 is provided with a horizontal clearance groove 744; when the auxiliary lock handle component 73 is pulled down, the first connecting component 723 rotates and enters the vertical clearance groove 743, and the second connecting component 724 rotates and enters the horizontal clearance groove 744.

[0080] Specifically, when the second locking hook component 711 engages with the second locking point 220, refer to Figure 13 and Figure 16 In this state, the vertical slider 721 is located at the upper end of the vertical slide groove 741, and the first connecting member 723 enters the vertical slide groove 741 and is parallel to the vertical slide groove within the vertical slide groove 741. The horizontal slider 722 is located at the left end of the horizontal slide groove 742, and the second connecting member 724 enters the horizontal slide groove 742 and is parallel to the horizontal slide groove within the horizontal slide groove 742. (Refer to...) Figure 17 The vertical slider 721 and the first connecting part 723 are both in a horizontal state, the horizontal slider 722 and the second connecting part 724 are both in a vertical state, and the first connecting part 723 and the horizontal slider 722 are in a perpendicular state; when the second locking hook part 711 moves away from the second locking point 220, the auxiliary locking handle part 73 is pulled downwards, referring to... Figure 2 and Figure 4 The first connecting part 723 rotates and inserts into the vertical clearance groove 743, and the second connecting part 724 rotates and inserts into the horizontal clearance groove 744.

[0081] The design of the vertical slider, the horizontal slider, the first connecting component, and the second connecting component allows the lever component to rotate laterally after the longitudinal rotation of the secondary lock handle component, ultimately achieving the swing of the second locking hook component, thereby realizing the transmission of power in a confined space. Furthermore, the rotation direction of the lever is consistent with the opening rotation direction of the engine hood, and the lateral locking method allows the second locking hook component to abut against the engine hood in the locked state, preventing the engine hood from disengaging in the rotation direction.

[0082] Reference Figure 16 and Figure 17 A sliding seat 726 is fixedly connected above the horizontal slider 722. A universal ball bearing 725 is connected to the sliding seat 726. The horizontal slider 722 is located in the horizontal slide groove 742, and the sliding seat 726 is located above the horizontal slide groove 742. When the horizontal slider 722 moves, the sliding seat 726 moves accordingly.

[0083] Reference Figures 13 to 20The secondary lock handle component 73 includes a wrench part 731 and a secondary lock crank part 732. One end of the secondary lock crank part 732 is rotatably connected to the first connecting component 723, and the other end of the secondary lock crank part 732 is rotatably connected to the limiting base 74 through a rotating shaft 733. When the wrench part 731 is turned, the secondary lock crank part 732 rotates around the rotating shaft 733.

[0084] Reference Figure 19 A safety buckle assembly 75 is installed on the limiting base 74. The safety buckle assembly 75 includes a compression spring 751, a sliding buckle 752, and a sliding handle 753. One end of the compression spring 751 abuts against the limiting base 74, and the other end abuts against the sliding buckle 752. The limiting base 74 is provided with a sliding groove 745, and the compression spring 751 and the sliding buckle 752 are disposed in the sliding groove 745. The secondary lock handle component 73 includes a limiting part 734, one end of which is connected to the rotating shaft 733. When the sliding buckle 752 extends, it abuts against the limiting part 734. The sliding handle 753 is fixedly connected to the sliding buckle 752, and part of the sliding handle 753 protrudes from the sliding groove 745; a first torsion spring 76 is sleeved on the rotating shaft 733, one end of the first torsion spring 76 abuts against the limiting base 74, and the other end of the first torsion spring 76 abuts against the secondary lock handle component 73; when the sliding handle 753 is pulled upward, the sliding buckle 752 disengages from the limiting part 734, and under the action of the first torsion spring 76, the secondary lock handle component 73 automatically rotates downward, and the limiting part 734 automatically moves away from the sliding buckle 752.

[0085] In the locked position, the sliding latch engages with the secondary locking handle assembly, preventing accidental disengagement due to vibrations during flight. This further ensures the second locking hook assembly remains against the engine cowling, preventing the door from disengaging in the direction of rotation. Furthermore, pulling the secondary locking handle upwards automatically engages the limiting part with the sliding latch, thus automatically locking the secondary locking handle assembly and simplifying operation.

[0086] Specifically, the limiting part 734 has an arc-shaped surface 735 on the side away from the wrench part 731, and the sliding buckle 752 has a beveled surface 7521 on the side near the wrench part 731; when the secondary lock handle part 73 is pulled upward, the arc-shaped surface 735 contacts the beveled surface 7521, thereby pushing the sliding buckle 752 upward until the limiting part 734 and the sliding buckle 752 re-engage. Figure 1 and Figure 8 In the middle, the limiting part 734 and the sliding buckle 752 are in the engaged state.

[0087] When the sliding handle is pushed upward, the limiting part can automatically pop out and move away from the sliding buckle, thereby realizing the automatic downward rotation of the secondary lock handle component, which further facilitates the operation; and the design of the first torsion spring can reduce the force required to pull the secondary lock handle component downward.

[0088] Reference Figures 13 to 15 A length adjustment component 714 is provided between the second locking hook component 711 and the lever component 712 for adjusting the length of the second locking hook component 711 relative to the lever component 712.

[0089] The working principle of the secondary lock mechanism:

[0090] When the secondary locking mechanism is in the locked state, refer to Figure 2 and Figure 13 and Figure 14 The sliding buckle 752 of the safety buckle assembly 75 engages with the limiting part 734 of the secondary lock handle assembly 73, the wrench part 731 of the secondary lock handle assembly 73 is in a horizontal state, and the second lock hook assembly 711 engages with the second locking point 220.

[0091] When the secondary lock mechanism needs to be opened, first unlock the safety buckle assembly 75, then pull the sliding handle 753 upwards. Under the action of the first torsion spring 76, the limiting part 734 of the secondary lock handle component 73 automatically pops out, and the lever part 731 rotates downwards under the action of the first torsion spring 76. Further, pull the lever part 731 of the secondary lock handle component 73 downwards, and the secondary lock crank part 732 rotates forward, thereby pulling the first connecting part 723 forward. This causes the vertical slider 721 to slide downwards, pulling the second connecting part 724 downwards, and then pulling the horizontal slider 722 to the right. This pushes the lever component 712 to rotate in the direction of arrow b, disengaging the second locking hook component 711 from the second locking point 220, thus completing the opening of the secondary lock mechanism. Furthermore, the first torsion spring 76 continuously abuts against the secondary lock handle component 73, making it easier to operate.

[0092] When the secondary lock mechanism needs to be closed again, under the force of the first torsion spring 76, the lever part 731 of the secondary lock handle part 73 is pulled upward, causing the secondary lock crank part 732 to rotate upward. This, in turn, pushes the first connecting part 723 upward against the vertical slider 721, which in turn pushes the second connecting part 724 to rotate. The second connecting part 724 then pushes the horizontal slider 722 to the left, causing the sliding seat 726 to move to the left. This pushes the lever part 712 to rotate in the opposite direction of arrow b, causing the second locking hook part 711 to approach the second locking point, ultimately locking the mechanism. The second locking point 220 closes the secondary lock mechanism. During this process, the limiting part 734 of the secondary lock handle component 73 rotates upward and approaches the sliding buckle 752. At this time, the sliding buckle 752 extends out of the sliding groove 745 of the limiting base 74 under the action of the compression spring 751. The arc surface 735 on the limiting part 734 abuts against the inclined surface 7521, causing the sliding buckle 752 to move upward against the force of the compression spring 751 until the limiting part 734 and the sliding buckle 752 re-engage. This puts the secondary lock handle component 73 in a stable state and puts the secondary lock mechanism in a stable locked state.

[0093] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the implementation of the technology of the present invention in any way, nor are they intended to limit the scope of protection of the present invention. Any person skilled in the art can make some modifications or alterations to other equivalent embodiments without departing from the scope of the technical means disclosed in the present invention, and such modifications or alterations should still be regarded as the same technology or embodiments as the present invention. Therefore, all equivalent changes made according to the structure, shape and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A locking mechanism for an aircraft engine compartment door, characterized in that, It includes a main locking mechanism (1) and a secondary locking mechanism (70); The main locking mechanism (1) is used to lock the engine compartment door in the direction of flight of the aircraft, and the auxiliary locking mechanism is used to lock the engine compartment door in the direction of opening of the engine compartment door; The main locking mechanism (1) includes a first locking hook component, a main locking handle component, and a main locking linkage component. The first locking hook component is slidably connected to the engine hood to be installed. One end of the main locking handle component is rotatably connected to the engine hood. One end of the main locking linkage component is rotatably connected to the first locking hook component, and the other end is rotatably connected to the main locking handle component. When the main locking handle component is vertically moved, the first locking hook component can be pushed forward or retracted. One end of the first locking hook component is provided with a first locking hook part. When the first locking hook part moves forward, it is used to separate from the first locking point of the engine compartment door. When the first locking hook part retracts, it is used to engage with the first locking point of the engine compartment door. The secondary lock mechanism (70) includes a secondary lock hook assembly, a secondary lock handle assembly, and a linkage assembly. The secondary lock hook assembly includes a lever assembly and a second lock hook assembly. The lever assembly is rotatably connected to the engine hood. One end of the lever assembly is fastened to the second lock hook assembly. When the lever assembly rotates laterally, it causes the second lock hook assembly to engage or disengage from the second locking point of the engine compartment door. One end of the linkage assembly is connected to the lever assembly, and the other end is connected to the secondary lock handle assembly. When the secondary lock handle assembly is vertically moved, the linkage assembly causes the lever assembly to rotate laterally. A locking component is rotatably connected to the main lock handle component. The locking component is provided with a pull buckle. The secondary lock handle component is provided with a secondary lock limiting rod. After the main lock handle component and the secondary lock handle component are pulled down, the pull buckle engages with the secondary lock limiting rod, so that the main lock mechanism (1) and the secondary lock mechanism (70) are both in the open state. The locking component is provided with a second torsion spring, one end of which abuts against the main lock handle component and the other end of which abuts against the locking component, for the purpose of fastening the pull buckle to the secondary lock limit rod.

2. A locking mechanism for an aircraft engine compartment door according to claim 1, characterized in that, The locking component has a first locking hook at one end away from the pull buckle, and the main lock linkage component has a main lock limiting rod. When the main lock handle component is pulled upward to retract the first locking hook and engage with the first locking point of the engine hood, the first locking hook is used to hook the main lock limiting rod, so that the main lock mechanism (1) remains locked.

3. A locking mechanism for an aircraft engine compartment door according to claim 2, characterized in that, The first locking hook component is provided with a first sliding groove, and a fixed post is provided on the engine hood. The fixed post is cylindrical, and the first sliding groove is sleeved on the fixed post and slidably connected to the fixed post. The first locking hook part is provided with a first locking groove, and a lifting slope is provided on the side of the first locking groove near the main locking linkage component. When the first locking hook component moves forward, the lifting slope abuts against the first locking point of the engine hood, which is used to lift the first locking hook component and disengage it from the first locking point. A main lock tension spring is provided between the main lock handle component and the main lock linkage component to tighten the main lock handle component and the main lock linkage component, so that the first lock hook component has a forward moving force.

4. A locking mechanism for an aircraft engine compartment door according to claim 3, characterized in that, The main lock handle component includes a main handle and a secondary handle. One end of the main handle is rotatably connected to the engine hood, and the other end is foldably connected to the secondary handle. The secondary handle is provided with a locking clearance hole near the locking component. When the pull buckle is engaged with the secondary lock limit rod, the locking component passes through the locking clearance hole. The main handle is provided with a secondary handle locking assembly at one end near the secondary handle. The secondary handle locking assembly includes a secondary handle locking pin and a secondary handle spring. One end of the secondary handle spring abuts against the rear end of the secondary handle locking pin and the other end abuts against the main handle. The secondary handle is provided with a secondary handle locking hole one and a secondary handle locking hole two at one end near the secondary handle locking assembly. When the secondary handle is folded, the secondary handle locking pin is inserted into the secondary handle locking hole one; When the secondary handle is in the unfolded state, the secondary handle locking pin component is inserted into the secondary handle locking hole two; The main handle is provided with a waist-shaped hole. The secondary handle locking assembly includes a secondary handle adjusting post. One end of the secondary handle adjusting post passes through the waist-shaped hole and is connected to the secondary handle locking pin component. The other end protrudes from the main handle. Pushing the secondary handle adjusting post is used to disengage the secondary handle locking pin component from the secondary handle locking hole one or the secondary handle locking hole two.

5. A locking mechanism for an aircraft engine compartment door according to claim 1, characterized in that, The linkage component includes a vertical slider and a horizontal slider, and the horizontal slider is rotatably connected to the other end of the lever component; A first connecting component is provided between the vertical slider and the secondary lock handle component, and a second connecting component is provided between the horizontal slider and the vertical slider; When the secondary lock handle is pulled downwards, the first connecting component pulls the vertical slider downwards, and then the second connecting component pulls the horizontal slider horizontally.

6. A locking mechanism for an aircraft engine compartment door according to claim 5, characterized in that, It also includes a limiting base, which is fixedly connected to the engine hood. The limiting base is provided with a vertical sliding groove and a horizontal sliding groove. The vertical slider is installed in the vertical sliding groove and the horizontal slider is installed in the horizontal sliding groove. The auxiliary lock handle component is rotatably connected to the limiting base. The other end of the lever component is connected to the transverse slider via a universal ball bearing; One end of the first connecting component is rotatably connected to the secondary lock handle component, and the other end is rotatably connected to the vertical slider; One end of the second connecting component is rotatably connected to the vertical slider, and the other end is rotatably connected to the horizontal slider; When the secondary lock handle component is pulled downward, the first connecting component pulls the vertical slider downward, and then the second connecting component pulls the horizontal slider to slide horizontally, and then the lever component rotates in the forward direction, causing the second lock hook component to disengage from the second locking point; When the secondary lock handle is pulled upward, the first connecting component pushes the vertical slider upward, and then the second connecting component pushes the horizontal slider to slide horizontally. Then the lever component rotates in the opposite direction, so that the second lock hook component and the second locking point are brought closer together and engaged.

7. A locking mechanism for an aircraft engine compartment door according to claim 6, characterized in that, The auxiliary lock handle component includes a wrench part and an auxiliary lock crank part. One end of the auxiliary lock crank part is rotatably connected to the first connecting component, and the other end of the auxiliary lock crank part is rotatably connected to the limiting base through a rotating shaft. When the wrench part is turned, the auxiliary lock crank part rotates around the rotating shaft. A safety buckle assembly is installed on the limiting base. The safety buckle assembly includes a compression spring and a sliding buckle. One end of the compression spring abuts against the limiting base, and the other end abuts against the sliding buckle. The limiting base is provided with a sliding groove, and the compression spring and the sliding buckle are disposed in the sliding groove. The secondary lock handle component includes a limiting part, one end of which is connected to the rotating shaft; When the sliding buckle extends, it abuts against and engages with the limiting part, so that the secondary locking mechanism (70) remains locked. The safety buckle assembly includes a sliding handle, which is fixedly connected to the sliding buckle, and the sliding handle portion protrudes from the sliding groove.

8. A locking mechanism for an aircraft engine compartment door according to claim 7, characterized in that, A first torsion spring is sleeved on the rotating shaft. One end of the first torsion spring abuts against the limiting base, and the other end of the first torsion spring abuts against the auxiliary lock handle component. When the sliding handle is pulled upward, the sliding buckle disengages from the limiting part. Under the action of the first torsion spring, the secondary lock handle component automatically rotates downward, causing the limiting part to automatically move away from the sliding buckle.

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