A locking mechanism for an aircraft engine cowling

Abstract

This invention relates to the field of aviation technology, specifically to a locking mechanism for an aircraft engine cowling; it includes: a locking hook assembly, comprising a lever component and a locking hook component, the locking hook component being used to engage and disengage with a locking point on the engine cowling, the lever component being rotatably connected to the engine cowling, one end of the lever component being securely connected to the locking hook component, and the other end of the lever component being rotated laterally to engage and disengage the locking hook component with the locking point; a handle component; and a linkage component, one end of which is connected to the lever component and the other end of which is connected to the handle component, the linkage component being used to drive the lever component to rotate laterally when the handle component is moved vertically; this rotatable engaging method enables the engine cowling to be connected in a confined space through a locking structure, and the engine cowling can be opened and locked simply by moving the handle component, greatly saving time in disassembling and installing the engine cowling, reducing overall maintenance time, and improving maintenance efficiency.

Description

Technical Field

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

[0002] The engine is a very important component of an aircraft, and its safety performance must be ensured at all times. Therefore, regular engine inspections and maintenance 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 an aircraft engine cowling that can quickly open and close the engine cowling, saving maintenance time and improving maintenance efficiency.

[0005] The technical solution of the present invention is as follows: a locking mechanism for an aircraft engine cowling, comprising: a locking hook assembly, including a lever component and a locking hook component, the locking hook component being used to engage and disengage with a locking point on the engine cowling, the lever component being rotatably connected to the engine cowling, one end of the lever component being fastened to the locking hook component, and the other end of the lever component being rotated laterally to engage and disengage the locking hook component with the locking point; a handle component; and a linkage component, one end of which is connected to the lever component and the other end of which is connected to the handle component, wherein when the handle component is vertically moved, the linkage component is used to drive the lever component to rotate laterally.

[0006] 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 handle component, and a second connecting component is provided between the horizontal slider and the vertical slider; when the 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 to the right or left.

[0007] 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 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 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 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 locking hook component to disengage from the locking point. When the 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 locking hook component to approach and engage with the locking point.

[0008] According to an embodiment of the present invention, the transverse slide section is provided with a transverse clearance groove, and the vertical slide section is provided with a vertical clearance groove; when the handle component is pulled down, the first connecting component rotates and enters the vertical clearance groove, and the second connecting component rotates accordingly and enters the transverse clearance groove.

[0009] According to an embodiment of the present invention, the handle component includes a wrench portion and a crank portion. One end of the crank portion is rotatably connected to the first connecting component, and the other end of the crank portion is rotatably connected to the limiting base via a rotating shaft. When the wrench portion is turned, the crank portion rotates around the rotating shaft.

[0010] According to an embodiment of the present invention, 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 handle component includes a limiting part, one end of which is connected to the rotating shaft. When the sliding buckle is extended, it abuts against the limiting part.

[0011] According to one embodiment of the present invention, the limiting part has an arc-shaped surface on the side away from the wrench part, and the sliding buckle has an inclined surface on the side near the wrench part; when the handle component is pulled upward, the arc-shaped surface contacts the inclined surface, pushing the sliding buckle to move upward until the limiting part and the sliding buckle are re-engaged.

[0012] According to one embodiment of the present invention, the safety buckle assembly includes a sliding handle, which is fixedly connected to the sliding buckle, and the sliding handle protrudes from the sliding groove; a torsion spring is sleeved on the rotating shaft, one end of the torsion spring abuts against the limiting base, and the other end of the torsion spring abuts against the handle component; when the sliding handle is pulled upward, the sliding buckle disengages from the limiting part, and under the action of the torsion spring, the handle component automatically rotates downward, and the limiting part automatically moves away from the sliding buckle.

[0013] According to one embodiment of the present invention, the middle section of the lever component is provided with a rotating pin, the rotating pin is perpendicularly arranged to the main body of the lever component, the rotating pin is connected to the aircraft engine cowling, and the lever component is rotatably connected to the rotating pin; a length adjustment assembly is provided between the locking hook component and the lever component for adjusting the length of the locking hook component relative to the lever component.

[0014] According to one embodiment of the present invention, a limiting base is further included, which is fixedly connected to the engine hood. The limiting base is provided with a vertical slide groove and a horizontal slide groove. The vertical slider is installed in the vertical slide groove, and the horizontal slider is installed in the horizontal slide groove. The handle component is rotatably connected to the limiting base. The first connecting component is a traction rope, the second connecting component is a traction rope, and a spring is provided in the horizontal slide groove. One end of the spring abuts against the horizontal slider, and the other end abuts against the limiting base. When the locking hook component disengages from the locking point, the horizontal slider compresses the spring.

[0015] The outstanding and beneficial technical effects of this invention compared to the prior art are:

[0016] Compared with the prior art, the locking mechanism for an aircraft engine cowling of the present invention includes: a locking hook assembly, a handle component, and a linkage assembly. When the handle component is moved longitudinally, the linkage assembly drives the lever component to rotate laterally, thereby causing the locking hook component to engage and disengage with the locking point on the engine cowling. This rotational locking method enables the engine cowling to be connected through a locking structure in a confined space, and the engine cowling can be opened and locked simply by moving the handle component, greatly saving the time for disassembling and installing the engine cowling, reducing overall maintenance time, and improving maintenance efficiency.

[0017] 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 vertical handle component is rotated, ultimately achieving the swing of the 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 locking hook component to abut against the engine hood in the locked state, preventing the engine hood from coming off in the rotation direction.

[0018] Furthermore, the safety latch assembly is designed such that, in the locked state, the sliding latch can hold the handle component, preventing the handle component from accidentally disengaging due to vibrations during flight. It also ensures that the locking hook component can hold the engine cowling, preventing the door from disengaging in the direction of rotation.

[0019] Furthermore, the limiting part in the handle component has an arc-shaped surface, and the sliding buckle has an inclined surface. When the handle component is pulled upward, the limiting part and the sliding buckle can be automatically engaged, which can realize the automatic locking of the handle component and facilitate operation.

[0020] Furthermore, the design of the sliding handle and the torsion spring allows the limiting part to automatically pop out when the sliding handle is pushed upward, thereby moving away from the sliding buckle and enabling the handle component to automatically rotate downward, further facilitating operation; and the design of the torsion spring can reduce the force required to pull the handle component downward. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the locking mechanism in the locked state in Embodiment 1 of the present invention.

[0022] Figure 2 This is a schematic diagram of the locking mechanism in the locked state in Embodiment 1 of the present invention.

[0023] Figure 3 This is a schematic diagram of the locking mechanism in the open state in Embodiment 1 of the present invention.

[0024] Figure 4 This is a schematic diagram of the locking mechanism in the open state in Embodiment 1 of the present invention.

[0025] Figure 5 This is a schematic diagram of the locking state linkage component and handle component in Embodiment 1 of the present invention.

[0026] Figure 6 This is a schematic diagram of the open state linkage component and handle component in Embodiment 1 of the present invention.

[0027] Figure 7 This is a schematic diagram of the limiting base in Embodiment 1 of the present invention.

[0028] Figure 8 This is a partially enlarged view of the locking state of the locking mechanism in Embodiment 1 of the present invention.

[0029] Figure 9 This is a partially enlarged view of the locking mechanism in the open state in Embodiment 1 of the present invention.

[0030] Figure 10This is a partial enlarged view of the locking mechanism at the locking hook component in Embodiment 1 of the present invention.

[0031] Symbol explanation:

[0032] 200 - Locking point; 71 - Locking hook assembly; 71b - Projection of locking hook assembly; 711 - Locking hook component; 712 - Lever component; 713 - Rotating pin; 714 - Length adjustment component; 72 - Linkage component; 721 - Vertical slider; 722 - Horizontal slider; 723 - First connecting component; 724 - Second connecting component; 725 - Universal ball bearing; 726 - Sliding seat; 73 - Handle component; 731 - Wrench part; 732 - Crank part; 733 - Rotating shaft; 734 - Limiting part; 735 - Arc-shaped part; 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 - Angled part; 753 - Sliding handle; 76 - Torsion spring. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0036] 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 any locking structures 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.

[0037] This invention proposes a locking mechanism for an aircraft engine cowling. The locking mechanism is positioned between an outer and an inner cowling, connected by a hook component and a lever component. The lever component drives the rotation of the hook component, thereby engaging and disengaging the hook component 711 with the locking point 200 in the opening and rotation directions of the engine cowling. This allows for locking and opening of the engine cowling within a confined space. Furthermore, opening the engine cowling only requires opening this locking mechanism, saving significant time and simplifying operation. The rotation direction of the hook component 711 is consistent with the rotation direction when the engine cowling is opened. In the locked state, the hook component abuts against the engine cowling, preventing the engine cowling door from disengaging in the rotation direction.

[0038] Example 1

[0039] Reference Figures 1 to 4 A locking mechanism for an aircraft engine cowling includes a hook assembly 71, a linkage assembly 72, a handle assembly 73, and a limiting base 74. The hook assembly 71 includes a hook component 711 and a lever component 712. The hook component 711 is used to engage and disengage with a locking point 200 on the engine cowling. The lever component 712 is rotatably connected to the engine cowling. One end of the lever component 712 is fastened to the hook component 711. Rotating the other end of the lever component 712 causes the hook component 711 to engage and disengage with the locking point 200. 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 and is fixedly connected to the aircraft engine cowling. The lever component 712 is rotatably mounted on the rotating pin 713. Figure 4 Rotate lever component 712 in the direction of arrow a, thereby causing locking hook component 711 to move away from locking point 200 in the direction of arrow b; refer to Figure 2 The status of the locking hook assembly 71 or Figure 4 If the lever component 712 is rotated in the opposite direction to arrow a, the projection 71b of the locking hook component will cause the locking hook component 711 to approach the locking point 200 and thus lock the locking point 200.

[0040] 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 handle component 73. When the handle component 73 is moved vertically, the linkage component 72 is used to drive the lever component 712 to rotate horizontally.

[0041] This rotating locking mechanism allows for the connection of the engine hood in confined spaces via a locking structure. The engine hood can be opened and locked simply by turning the handle, significantly reducing the time spent disassembling and installing the engine hood, thus saving overall maintenance time and increasing maintenance efficiency.

[0042] Reference Figures 3 to 6The 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 handle component 73, and a second connecting component 724 is provided between the horizontal slider 722 and the vertical slider 721. When the handle component 73 is pulled down, 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 locking hook component 711 to move away from or engage with the locking point 200.

[0043] Reference Figure 1 , Figure 3 , Figure 7 The limiting base 74 is fixedly connected to the engine hood. The limiting base 74 has a vertical sliding groove 741 and a horizontal sliding groove 742. A vertical slider 721 is installed in the vertical sliding groove 741, and a horizontal slider 722 is installed in the horizontal sliding groove 742. The vertical slider 721 is slidably connected to the vertical sliding groove 741, and the horizontal slider 722 is slidably connected to the horizontal sliding groove 742. The 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 via a universal joint. A ball bearing 725 is connected; one end of the first connecting member 723 is rotatably connected to the 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 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 4 (In the direction of arrow b) to disengage the locking hook component 711 from the locking point 200; when the 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, so that the locking hook component 711 and the locking point 200 come closer together to engage (as shown by arrow b in the image). Figure 4 Projection 71b of the center locking hook assembly or reference Figure 2 (State of the center lock hook assembly 71).

[0044] Reference Figure 1 , Figure 3 , Figure 7 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 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 accordingly and enters the horizontal clearance groove 744 (e.g., Figure 3 The above).

[0045] Specifically, when the locking hook component 711 engages with the locking point 200, refer to... Figure 1 and Figure 2 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 5 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 perpendicular to each other; when the locking hook part 711 moves away from the locking point 200, the 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.

[0046] 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 vertical handle component is rotated, ultimately realizing the swing of the locking hook component, thereby achieving power transmission 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 locking hook component to abut against the engine hood in the locked state, preventing the engine hood from disengaging in the rotation direction.

[0047] Reference Figure 5 and Figure 6 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.

[0048] Reference Figures 1 to 9 The handle component 73 includes a wrench portion 731 and a crank portion 732. One end of the crank portion 732 is rotatably connected to the first connecting component 723, and the other end of the crank portion 732 is rotatably connected to the limiting base 74 via a rotating shaft 733. When the wrench portion 731 is turned, the crank portion 732 rotates around the rotating shaft 733.

[0049] Reference Figure 1 and Figure 8A 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 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 torsion spring 76 is sleeved on the rotating shaft 733, one end of the torsion spring 76 abuts against the limiting base 74, and the other end of the torsion spring 76 abuts against the 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 torsion spring 76, the handle component 73 automatically rotates downward, and the limiting part 734 automatically moves away from the sliding buckle 752.

[0050] In the locked position, the sliding latch engages with the handle assembly, preventing accidental disengagement due to vibrations during flight. This further ensures the locking hook remains against the engine cowling, preventing the door from disengaging in the direction of rotation. Furthermore, pulling the handle upwards automatically engages the limiting part with the sliding latch, thus automatically locking the handle assembly and facilitating operation.

[0051] 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 an inclined surface 7521 on the side closer to the wrench part 731; when the handle part 73 is pulled upward, the arc-shaped surface 735 contacts the inclined 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.

[0052] When the sliding handle is pushed upward, the limiting part can automatically pop out and move away from the sliding buckle, so that the handle part can automatically rotate downward, which further facilitates operation; and the design of the torsion spring can reduce the force when pulling the handle part downward.

[0053] Reference Figures 1 to 4 and Figure 10 A length adjustment component 714 is provided between the locking hook component 711 and the lever component 712 to adjust the length of the locking hook component 71 relative to the lever component 712.

[0054] The operating principle of this embodiment:

[0055] A locking mechanism for an aircraft engine cowling, wherein when the locking mechanism is in the locked state, reference is made to... Figure 1 and Figure 2 The sliding buckle 752 of the safety buckle assembly 75 is engaged with the limiting part 734 of the handle part 73, the wrench part 731 of the handle part 73 is in a horizontal state, and the locking hook part 711 is engaged with the locking point 200.

[0056] When the locking mechanism needs to be opened, first unlock the safety buckle assembly 75, then pull the sliding handle 753 upwards. Under the action of the torsion spring 76, the limiting part 734 of the handle component 73 automatically pops out, and the wrench part 731 rotates downwards under the action of the torsion spring 76. Further, pull the wrench part 731 of the handle component 73 downwards, and the 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 locking hook component 711 from the locking point 200, thus completing the opening of the locking mechanism. Furthermore, the torsion spring 76 continuously presses against the handle component 73, making it easier to operate the handle component 73.

[0057] When the locking mechanism needs to be closed again, under the force of the torsion spring 76, the lever part 731 of the handle part 73 is pulled upward, causing the crank part 732 to rotate upward. This causes the first connecting part 723 to push the vertical slider 721 upward, 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 locking hook part 711 to move closer to the locking point, ultimately locking the locking hook part 711 at the locking point 2. 00, thus closing the locking mechanism; during this process, the limiting part 734 of the 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; thus, the handle component 73 is in a stable state, and the locking mechanism is in a stable locked state.

[0058] Example 2

[0059] Unlike Embodiment 1, the first connecting component is a traction rope, the second connecting component is a traction rope, and a spring is provided in the transverse slide groove. One end of the spring abuts against the transverse slider and the other end abuts against the limiting base 74. When the locking hook component 711 disengages from the locking point 200, the transverse slider 722 compresses the spring.

[0060] 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 may 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 cowling, characterized in that, include: A locking hook assembly includes a lever component and a locking hook component. The locking hook component is used to engage and disengage with a locking point on an engine hood. The lever component is rotatably connected to the engine hood. One end of the lever component is fastened to the locking hook component. Lateral rotation of the other end of the lever component causes the locking hook component to engage and disengage with the locking point. Handle components; and A linkage component, one end of which is connected to the lever component and the other end of which is connected to the handle component, is used to drive the lever component to rotate laterally when the handle component is moved vertically; It also includes a limiting base, which is fixedly connected to the engine hood, and the handle component is rotatably connected to the limiting base; 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 handle component includes a limiting part, which is abutted against by the sliding buckle.

2. The locking mechanism for an aircraft engine cowling 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 handle component, and a second connecting component is provided between the horizontal slider and the vertical slider; When the handle component is pulled downwards, the first connecting component pulls the vertical slider downwards, and then the second connecting component pulls the horizontal slider to slide horizontally to the right or left.

3. A locking mechanism for an aircraft engine cowling according to claim 2, characterized in that, 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 partially installed in the horizontal sliding groove. 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 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 handle component is pulled downwards, the first connecting component pulls the vertical slider downwards, and then the second connecting component pulls the horizontal slider to slide horizontally, thereby causing the lever component to rotate forward, so that the locking hook component disengages from the locking point; When the 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 horizontally, and then the lever component rotates in the opposite direction, so that the locking hook component and the locking point are close together and engaged.

4. A locking mechanism for an aircraft engine cowling according to claim 3, characterized in that, The horizontal sliding groove is provided with a horizontal clearance groove, and the vertical sliding groove is provided with a vertical clearance groove; when the handle component is pulled down, the first connecting component rotates and enters the vertical clearance groove, and the second connecting component rotates accordingly and enters the horizontal clearance groove.

5. A locking mechanism for an aircraft engine cowling according to claim 4, characterized in that, The handle component includes a wrench part and a crank part. One end of the crank part is rotatably connected to the first connecting component, and the other end of the crank part is rotatably connected to the limiting base through a rotating shaft. When the wrench part is turned, the crank part rotates around the rotating shaft.

6. A locking mechanism for an aircraft engine cowling according to claim 5, characterized in that, The limiting base is provided with a sliding groove, and the compression spring and the sliding buckle are disposed in the sliding groove; When the sliding buckle extends, it abuts against the limiting part.

7. A locking mechanism for an aircraft engine cowling according to claim 6, characterized in that, The limiting part has an arc-shaped surface on the side away from the wrench part, and the sliding buckle has an inclined surface on the side close to the wrench part; when the handle part is pulled upward, the arc-shaped surface contacts the inclined surface, pushing the sliding buckle upward until the limiting part and the sliding buckle are re-engaged.

8. A locking mechanism for an aircraft engine cowling according to claim 6, characterized in that, 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; A torsion spring is sleeved on the rotating shaft, one end of the torsion spring abuts against the limiting base, and the other end of the torsion spring abuts against the handle component; When the sliding handle is pulled upward, the sliding buckle disengages from the limiting part. Under the action of the torsion spring, the handle component automatically rotates downward, and the limiting part automatically moves away from the sliding buckle.

9. A locking mechanism for an aircraft engine cowling according to claim 2, characterized in that, The middle section of the lever component is provided with a rotating pin, which is perpendicular to the main body of the lever component. The rotating pin is connected to the aircraft engine cowling, and the lever component is rotatably connected to the rotating pin. A length adjustment assembly is provided between the locking hook component and the lever component to adjust the length of the locking hook component relative to the lever component.

10. A locking mechanism for an aircraft engine cowling according to claim 2, 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 slide groove and a horizontal slide groove. The vertical slider is installed in the vertical slide groove, and the horizontal slider is installed in the horizontal slide groove. The handle component is rotatably connected to the limiting base. The first connecting component is a traction rope, the second connecting component is a traction rope, and a spring is provided in the transverse slide groove. One end of the spring abuts against the transverse slider, and the other end abuts against the limiting base. When the locking hook component disengages from the locking point, the transverse slider compresses the spring.

Images