Lock pin driving mechanism and aircraft cabin door locking device

Abstract

The present invention relates to a lock pin drive mechanism and an aircraft cabin door locking device, belonging to the technical field of cabin door locks. The aircraft cabin door locking device includes a lock pin, a lock hole, a lock pin drive mechanism, and a handle mechanism. The lock pin drive mechanism includes a drive swing arm, a drive rod, and a blocking component. The drive swing arm is rotatably mounted on the cabin door and has a locked position for inserting the lock pin into the lock hole on the door frame and an unlocked position for withdrawing the lock pin from the lock hole. The drive rod is used to connect the drive swing arm and the lock pin. The blocking component is used to block the drive swing arm in the locking direction at least when the drive swing arm is rotated to the locked position. The present invention can achieve self-locking in the locking direction when the drive swing arm is in the locked position, and further achieve self-locking in the retraction direction of the lock pin, thereby ensuring the reliability of the locking.

Description

Technical Field

[0001] The invention relates to a lock pin driving mechanism and an aircraft cabin door locking device, belonging to the technical field of cabin door locks. Background Art

[0002] In order to repair the equipment in the aircraft cabin, it is necessary to open a maintenance door on the aircraft fuselage. In addition, in order to ensure the connection strength between the maintenance door and the fuselage structure, the door lock is an indispensable and important component, which is used to realize the locking and opening of the maintenance door.

[0003] Existing hatch locks generally use a hard rod or soft rod mechanism to drive the lock pin to move. This method does not have a self-locking function, making the lock pin easily retreat and shift after being stressed, thereby affecting the reliability of the lock.

[0004] Therefore, in order to ensure the reliability of locking, a new hatch lock with optimized structure is needed. Summary of the Invention

[0005] The present invention aims to provide a lock pin driving mechanism and an aircraft cabin door locking device having a self-locking function and capable of ensuring locking reliability.

[0006] The present invention provides a lock pin driving mechanism, which is disposed in an aircraft cabin door locking device and is drivingly connected to a lock pin to drive the lock pin to move, thereby unlocking or locking the aircraft cabin door locking device. The mechanism has the following features:

[0007] A driving swing arm member is used for being rotatably mounted on the hatch door, and has a locking position in which a lock pin is inserted into a lock hole on the door frame, and an unlocking position in which the lock pin is pulled out of the lock hole, and can be rotated between the locking position and the unlocking position;

[0008] a driving rod, used to connect the driving swing arm and the locking pin, with one end hinged to the swing end of the driving swing arm to form a first hinge point, and the other end hinged to the non-locking end of the locking pin to form a second hinge point; and

[0009] The blocking component is at least used to block the driving swing arm member in the locking direction when the driving swing arm member rotates to the locking position.

[0010] When the driving swing arm is in the locked position, relative to the unlocking direction, the first hinge point is located on the rear side of the center line connecting the second hinge point and the rotation fulcrum of the driving swing arm.

[0011] The unlocking direction is the direction of driving the swing arm member to rotate from the locking position to the unlocking position, and the locking direction is the direction of driving the swing arm member to rotate from the unlocking position to the locking position.

[0012] The lock pin driving mechanism provided by the present invention may also have the following features:

[0013] When the driving swing arm is in the unlocking position, relative to the locking direction, the first hinge point is located in front of the center line connecting the second hinge point and the rotation fulcrum of the driving swing arm.

[0014] The lock pin driving mechanism provided by the present invention may also have the following features:

[0015] The blocking component is further used to block the driving swing arm from rotating to the locked position in the unlocking direction, and includes:

[0016] a lock cylinder, which is indirectly or directly rotatably mounted on the door, and has a first end extending to one side of the outer surface of the door and provided with a keyhole for inserting a key; and

[0017] The blocking arm is fixed to the second end of the lock core extending to the inner surface of the door, and has a first blocking position for blocking the driving swing arm member in the unlocking direction and the locking direction when the driving swing arm member is rotated to the locking position, and a second blocking position for blocking the driving swing arm member in the locking direction when the driving swing arm member is rotated to the locking position, and can rotate between the first blocking position and the second blocking position.

[0018] The lock pin driving mechanism provided by the present invention may also have the following features:

[0019] The side wall of the driving swing arm in the rotation direction is provided with a protrusion, which is used to cooperate with the blocking arm when it is in the first blocking position.

[0020] When the blocking arm is in the first blocking position, the blocking arm abuts against the protrusion and the side wall of the driving swing arm in the rotation direction, so that the blocking arm blocks the driving swing arm in the unlocking direction and the locking direction;

[0021] When the blocking arm is in the second blocking position, the blocking arm abuts against the side wall of the driving swing arm member in the rotation direction, so that the blocking arm blocks the driving swing arm member in the locking direction.

[0022] The lock pin driving mechanism provided by the present invention may also have the following features:

[0023] The limiting rod is used to block the driving swing arm in the unlocking direction when the driving swing arm rotates to the unlocking position. It is directly or indirectly fixed on the inner surface of the door and extends to the rotation path of the driving swing arm.

[0024] When the driving swing arm is in the unlocking position, the limiting rod abuts against the side wall of the driving swing arm in the rotation direction, so that the limiting rod blocks the driving swing arm in the unlocking direction.

[0025] The present invention provides an aircraft cabin door locking device having the following characteristics:

[0026] a lock pin movably disposed on the hatch;

[0027] A keyhole is provided on a door frame corresponding to the hatch;

[0028] a locking pin drive mechanism; and

[0029] The handle mechanism is used to provide power to the lock pin drive mechanism.

[0030] Wherein, the lock pin driving mechanism is the lock pin driving mechanism as described above.

[0031] The aircraft cabin door locking device provided by the present invention may also have the following features:

[0032] Wherein, the handle mechanism includes:

[0033] Handle plate, for installation on the hatch;

[0034] A handle shaft is rotatably disposed on the handle plate, one end of which extends to one side of the inner surface of the handle plate and is fixedly connected to the driving swing arm member; and

[0035] The operating handle is arranged on the handle shaft and extends to one end of one side of the outer surface of the handle plate.

[0036] The aircraft cabin door locking device provided by the present invention may also have the following features:

[0037] The outer surface of the handle plate is provided with a recessed portion that matches the shape of the operating handle.

[0038] One end of the operating handle is hinged to the end of the handle shaft. The operating handle has an operating position in which the operating handle is raised at a certain angle relative to the outer surface of the handle plate and a non-operating position in which the operating handle is embedded in the recess, and can rotate between the operating position and the non-operating position.

[0039] The aircraft cabin door locking device provided by the present invention may also have the following features:

[0040] The handle mechanism further includes a force-applying component, which is used to apply force to the operating handle to keep it in the operating position or the non-operating position, including:

[0041] A force ring, movably sleeved on the handle shaft and located on the inner side of the operating handle; and

[0042] The force spring is sleeved on the handle shaft and extends into the recess, with one end abutting against the inner end surface of the force ring and the other end abutting against the bottom surface of the recess.

[0043] When the operating handle is in the operating position or the non-operating position, the force applying spring is in a compressed force storing state, so that the force applying ring is in elastic contact with the operating handle.

[0044] The aircraft cabin door locking device provided by the present invention may also have the following features:

[0045] Among them, the end of the operating handle hinged to the handle shaft is provided with an abutment structure, which is used to cooperate with the force-applying component, including:

[0046] A first abutting portion is provided at one end of the operating handle in the thickness direction; and

[0047] The second abutting portion is provided at one end of the operating handle in the extending direction.

[0048] When the force ring abuts against the first abutting portion, the operating handle is maintained in the non-operating position, and the extending direction of the operating handle is parallel to the surface direction of the handle plate;

[0049] When the force ring abuts against the second abutting portion, the operating handle is maintained at the operating position, and the extending direction of the operating handle is perpendicular to the surface direction of the handle plate.

[0050] Therefore, the present invention has the following advantages compared with the prior art:

[0051] The lock pin driving mechanism and the aircraft cabin door locking device according to the present invention include a lock pin, a lock hole, a lock pin driving mechanism and a handle mechanism. The lock pin driving mechanism includes a driving swing arm, a driving rod and a blocking component. The driving swing arm is used to be rotatably mounted on the cabin door and has a locking position for inserting the lock pin into the lock hole on the door frame and an unlocking position for pulling the lock pin out of the lock hole, and can be rotated between the locked position and the unlocked position. The driving rod is used to connect the driving swing arm and the lock pin, one end of which is hinged to the swing end of the driving swing arm to form a first hinge point, and the other end is hinged to the non-locking end of the lock pin to form a second hinge point. The blocking component is at least used to block the driving swing arm in the locking direction when it is rotated to the locked position. When When the locking pin is released from the locking hole, the latch is released, and the latch is released, which in turn causes the latch to be released from the locking hole, thereby releasing the latch from the locking hole. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 is a schematic diagram of the three-dimensional structure of the aircraft cabin door locking device in a first direction according to an embodiment of the present invention;

[0053] Figure 2 is a schematic diagram of the three-dimensional structure of the aircraft cabin door locking device in the second direction according to an embodiment of the present invention;

[0054] Figure 3 2 is a schematic diagram of the three-dimensional structure of the lock pin driving mechanism in an embodiment of the present invention;

[0055] Figure 4 is a schematic diagram of the three-dimensional structure of the blocking arm in the first blocking position according to an embodiment of the present invention;

[0056] Figure 5 is a schematic diagram of the three-dimensional structure of the blocking arm in the second blocking position according to an embodiment of the present invention;

[0057] Figure 6 is a schematic diagram of the three-dimensional structure of the handle mechanism in an embodiment of the present invention;

[0058] Figure 7 2 is a schematic diagram of the three-dimensional structure of the operating handle in an embodiment of the present invention.

[0059] The symbols in the accompanying drawings are described as follows:

[0060] Cabin door locking device 100; lock pin 10; lock hole 20; lock seat 21;

[0061] Lock pin driving mechanism 30; driving swing arm 31; driving rod 32; blocking member 33; lock cylinder 331; blocking arm 332; support member 34; protrusion 311; limiting rod 35;

[0062] Handle mechanism 40; handle plate 41; recess 411; positioning protrusion 411a; handle shaft 42; operating handle 43; connecting protrusion 431; abutment structure 432; first abutment portion 432a; second abutment portion 432b; force assembly 44; force ring 441; force spring 442. DETAILED DESCRIPTION

[0063] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the lock pin driving mechanism and aircraft cabin door locking device of the present invention are described in detail below with reference to embodiments and drawings.

[0064] This embodiment provides a lock pin driving mechanism and an aircraft cabin door locking device that have a self-locking function and can ensure locking reliability.

[0065] Figure 1is a schematic diagram of the three-dimensional structure of the aircraft cabin door locking device in a first direction according to an embodiment of the present invention; Figure 2 2 is a schematic diagram of the three-dimensional structure of the aircraft cabin door locking device in the second direction according to an embodiment of the present invention.

[0066] like Figures 1 to 2 As shown, the aircraft cabin door locking device 100 of this embodiment includes a lock pin 10, a lock hole 20, a lock pin driving mechanism 30, and a handle mechanism 40. The lock pin 10 is movably mounted on the cabin door. The lock hole 20 is disposed on the door frame corresponding to the cabin door. The lock pin driving mechanism 30 is disposed within the aircraft cabin door locking device 100 and is drivingly connected to the lock pin 10 to drive the lock pin 10 to move, thereby unlocking or locking the aircraft cabin door locking device 100. The handle mechanism 40 is used to provide power to the lock pin driving mechanism 30.

[0067] In this embodiment, there are three lock pins 10 and three lock holes 20. The three lock pins 10 are respectively used to be set at the left and right ends and the bottom end of the cabin door. The positions of the three lock holes 20 correspond one-to-one to the positions of the three lock pins 10, thereby forming three locking points at the left and right ends and the bottom end of the cabin door. In addition, the lock holes 20 are set on the lock seat 21, and the lock seat 21 is used to be fixed on the inner surface of the door frame.

[0068] Figure 3 It is a schematic diagram of the three-dimensional structure of the lock pin driving mechanism in an embodiment of the present invention.

[0069] like Figure 3 As shown, the lock pin drive mechanism 30 includes a drive swing arm 31, a drive rod 32, and a blocking member 33. The drive swing arm 31 is rotatably mounted on the hatch door and has a locked position, in which the lock pin 10 is inserted into the lock hole 20 in the door frame, and an unlocked position, in which the lock pin 10 is removed from the lock hole 20. The drive rod 32 connects the drive swing arm 31 and the lock pin 10. One end is hinged to the swinging end of the drive swing arm 31 to form a first hinge point, and the other end is hinged to the unlocking end of the lock pin 10 to form a second hinge point. The blocking member 33 is used to block the drive swing arm 31 in the locking direction at least when it rotates to the locked position. When the drive swing arm 31 is in the locked position, the first hinge point is located behind the center line connecting the second hinge point and the pivot point of the drive swing arm 31, relative to the unlocking direction. The unlocking direction is the direction in which the swing arm 31 is driven to rotate from the locked position to the unlocked position, and the locking direction is the direction in which the swing arm 31 is driven to rotate from the unlocked position to the locked position. Figure 3 The driving swing arm member 31 is shown in the locked position, and Figure 3 The direction indicated by D is the unlocking direction, and the opposite direction is the locking direction.

[0070] When the door lock is unlocked, the locking pin 10 is automatically released from the locking hole 20, and the door lock is unlocked.

[0071] In this embodiment, the driving swing arm 31 is a three-headed swing arm, thereby forming three swing ends, and the number of driving rods 32 is also three. One swing end of the driving swing arm 31 is connected to a locking pin 10 through a driving rod 32.

[0072] like Figure 3 As shown, the lock pin driving mechanism 30 further includes a support member 34 , which is used to be fixed to the inner surface of the cabin door, and the lock pin 10 is movably passed through the support member 34 .

[0073] In this embodiment, there are three support members 34 , and three locking pins 10 are respectively mounted on corresponding support members 34 .

[0074] like Figure 3 As shown, when the driving swing arm 31 is in the unlocking position, relative to the locking direction, the first hinge point is located in front of the center line connecting the second hinge point and the rotation fulcrum of the driving swing arm 31.

[0075] It can be understood that in the process of driving the swing arm 31 to rotate from the locked position to the unlocked position, the driving swing arm 31 can drive the locking pin 10 to move forward a certain distance and then retreat backward to achieve unlocking through the driving rod 32, so as to achieve self-locking in the retreat direction of the locking pin 10.

[0076] Figure 4 is a schematic diagram of the three-dimensional structure of the blocking arm in the first blocking position according to an embodiment of the present invention; Figure 5 3D is a schematic diagram of the three-dimensional structure of the blocking arm in the second blocking position according to an embodiment of the present invention.

[0077] like Figures 4 and 5As shown, the blocking component 33 is also used to block the swing arm 31 in the unlocking direction when the swing arm 31 is rotated to the locked position. The blocking component 33 includes a lock core 331 and a blocking arm 332. The lock core 331 is indirectly or directly rotatably mounted on the door. The first end of the lock core 331 extends to the outer surface of the door and is provided with a keyhole for inserting a key. The blocking arm 332 is fixed to the second end of the lock core 331, which extends to the inner surface of the door. The blocking arm 332 has a first blocking position that blocks the swing arm 31 in both the unlocking and locking directions when the swing arm 31 is rotated to the locked position, and a second blocking position that blocks the swing arm 31 in the locking direction when the swing arm 31 is rotated to the locked position. The blocking arm 332 is rotatable between the first and second blocking positions.

[0078] When the locking cam 331 is in the locked state, the locking cam 332 is in the locked state, and the locking cam 332 is in the locked state, so that the locking cam 331 is locked and the unlocking cam 332 is in the locked state.

[0079] In this embodiment, the lock core 331 is rotatably disposed on the handle plate 41, with the first end extending to one side of the outer surface of the handle plate 41 and provided with a keyhole for inserting a key, and the second end extending to one side of the inner surface of the handle plate 41 and fixedly connected to the blocking arm 332.

[0080] like Figure 4 As shown, the side wall of the driving swing arm 31 in the direction of rotation is provided with a protrusion 311, which is used to cooperate with the blocking arm 332 when it is in the first blocking position. When the blocking arm 332 is in the first blocking position, the blocking arm 332 simultaneously abuts the protrusion 311 and the side wall of the driving swing arm 31 in the direction of rotation, thereby blocking the driving swing arm 31 in the unlocking direction and the locking direction. When the blocking arm 332 is in the second blocking position, the blocking arm 332 abuts the side wall of the driving swing arm 31 in the direction of rotation, thereby blocking the driving swing arm 31 in the locking direction.

[0081] like Figure 3As shown, the lock pin drive mechanism 30 also includes a limiting rod 35, which is used to block the driving swing arm 31 in the unlocking direction when it rotates to the unlocking position. It is indirectly or directly fixed on the inner surface of the cabin door and extends to the rotation path of the driving swing arm 31.

[0082] It can be understood that when the driving swing arm 31 is in the unlocked position, the limiting rod 35 can abut against the side wall of the driving swing arm 31 in the rotation direction, so that the limiting rod 35 can block the driving swing arm 31 in the unlocking direction, so as to cooperate with the blocking component 33 to achieve the limitation of the rotation angle of the driving swing arm 31.

[0083] In this embodiment, the limiting rod 35 is fixed to the inner surface of the handle plate 41.

[0084] Figure 6 It is a schematic diagram of the three-dimensional structure of the handle mechanism in an embodiment of the present invention.

[0085] like Figure 6 As shown, the handle mechanism 40 includes a handle plate 41, a handle shaft 42, and an operating handle 43. The handle plate 41 is mounted on the hatch. The handle shaft 42 is rotatably mounted on the handle plate 41, with one end extending to the inner surface of the handle plate 41 and fixedly connected to the driving swing arm 31. The operating handle 43 is mounted on the handle shaft 42 at one end extending to the outer surface of the handle plate 41.

[0086] It can be understood that when the operator acts on the operating handle 43 to rotate it, the swing arm 31 can be driven to rotate between the locked position and the unlocked position through the handle shaft 42.

[0087] like Figure 6 As shown, the outer surface of the handle plate 41 is provided with a recess 411 adapted to the shape of the operating handle 43. One end of the operating handle 43 is hinged to the end of the handle shaft 42. The operating handle 43 has an operating position in which the operating handle 43 is raised at a certain angle relative to the outer surface of the handle plate 41 and a non-operating position in which the operating handle 43 is embedded in the recess 411. The operating handle 43 can rotate between the operating position and the non-operating position. Figure 6 The operating handle 43 is shown in the non-operating position.

[0088] It can be understood that when the operating handle 43 is rotated to the non-operating position, the operating handle 43 can be hidden in the recess 411, so as to prevent the operating handle 43 from being accidentally rotated, thereby preventing the driving swing arm 31 from rotating, thereby further strengthening the self-locking of the driving swing arm 31 when it is in the locked position, thereby further ensuring the reliability of the locking; in addition, when the operating handle 43 is rotated to the operating position, the operating handle 43 can be raised to a certain angle relative to the outer surface of the handle plate 41 to facilitate the operator to rotate the operating handle 43.

[0089] In this embodiment, the main body of the operating handle 43 is annular, and a connecting protrusion 431 is provided on the circumferential edge of the main body. The connecting protrusion 431 is used to be hinged to the end of the handle shaft 42.

[0090] In this embodiment, a positioning protrusion 411a is respectively provided on the two opposite side walls of the recess 411, and a flexible pad is provided on the surface of the positioning protrusion 411a. When the operating handle 43 is in the non-operating position, the operating handle 43 abuts against the flexible pad, which can reduce the noise generated by the vibration of the handle.

[0091] like Figure 6 As shown, the handle mechanism 40 also includes a force-applying assembly 44, which is used to apply force to the operating handle 43 to maintain it in the operating position or the non-operating position, and includes a force-applying ring 441 and a force-applying spring 442. The force-applying ring 441 is movably mounted on the handle shaft 42 and is located on the inner side of the operating handle 43. The force-applying spring 442 is mounted on the handle shaft 42 and extends into the recess 411. One end of the force-applying spring 442 abuts against the inner end surface of the force-applying ring 441, and the other end abuts against the bottom surface of the recess 411. When the operating handle 43 is in the operating position or the non-operating position, the force-applying spring 442 is in a compressed and force-storing state, so that the force-applying ring 441 elastically abuts against the operating handle 43.

[0092] It can be understood that when the operating handle 43 is in the operating position or the non-operating position, the force spring 442 can apply external force to the operating handle 43 through the force ring 441, thereby preventing the operating handle 43 from rotating arbitrarily, so that the operating handle 43 can be stably maintained in the operating position or the non-operating position.

[0093] Figure 7 2 is a schematic diagram of the three-dimensional structure of the operating handle in an embodiment of the present invention.

[0094] like Figure 7 As shown, an abutment structure 432 is provided at one end of the operating handle 43 that is hinged to the handle shaft 42, which is used to cooperate with the force-applying assembly 44 and includes a first abutment portion 432a and a second abutment portion 432b. The first abutment portion 432a is provided at one end in the thickness direction of the operating handle 43. The second abutment portion 432b is provided at one end in the extension direction of the operating handle 43. When the force-applying ring 441 abuts against the first abutment portion 432a, the operating handle 43 remains in the non-operating position, and the extension direction of the operating handle 43 is parallel to the surface direction of the handle plate 41. When the force-applying ring 441 abuts against the second abutment portion 432b, the operating handle 43 remains in the operating position, and the extension direction of the operating handle 43 is perpendicular to the surface direction of the handle plate 41.

[0095] It can be understood that the cooperation between the first abutment portion 432a and the force ring 441 can keep the operating handle 43 in the non-operating position, and the operating handle 43 can be well hidden in the recess 411. In addition, the cooperation between the second abutment portion 432b and the force ring 441 can keep the operating handle 43 in the operating position, and the operator can easily rotate the operating handle 43.

[0096] In this embodiment, the first abutting portion 432a and the second abutting portion 432b are two adjacently disposed planes that are perpendicular to each other.

[0097] Functions and Effects of the Embodiments

[0098] According to the lock pin driving mechanism and aircraft cabin door locking device involved in this embodiment, the aircraft cabin door locking device includes a lock pin, a lock hole, a lock pin driving mechanism and a handle mechanism. The lock pin driving mechanism includes a driving swing arm member, a driving rod member and a blocking member. The driving swing arm member is used to be rotatably installed on the cabin door, and has a locking position for allowing the lock pin to be inserted into the lock hole on the door frame and an unlocking position for allowing the lock pin to be pulled out of the lock hole, and can be rotated between the locked position and the unlocked position. The driving rod member is used to connect the driving swing arm member and the lock pin, one end of which is hinged to the swing end of the driving swing arm member to form a first hinge point, and the other end is hinged to the non-locking end of the lock pin to form a second hinge point. The blocking member is at least used to block the driving swing arm member in the locking direction when it is rotated to the locked position. When When the locking pin is released from the locking hole, the latch is released, and the latch is released, which in turn causes the latch to be released from the locking hole, thereby releasing the latch from the locking hole.

[0099] The above embodiments are only preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, any equivalent changes made based on the structure, shape, and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A lock pin drive mechanism, disposed in an aircraft cabin door locking device, drivingly connected to the lock pin to drive the lock pin to move, thereby unlocking or locking the aircraft cabin door locking device, characterized in that: include: A driving swing arm (31) is used for being rotatably mounted on the cabin door, and has a locking position in which the lock pin (10) is inserted into a lock hole (20) on the door frame, and an unlocking position in which the lock pin (10) is pulled out of the lock hole (20), and is rotatable between the locking position and the unlocking position; A driving rod (32) is used to connect the driving swing arm (31) and the locking pin (10), one end of which is hinged to the swing end of the driving swing arm (31) to form a first hinge point, and the other end of which is hinged to the non-locking end of the locking pin (10) to form a second hinge point; as well as The blocking component (33) is at least used to block the driving swing arm (31) in the locking direction when the driving swing arm (31) rotates to the locking position. Wherein, when the driving swing arm (31) is in the locked position, relative to the unlocking direction, the first hinge point is located on the rear side of the center line connecting the second hinge point and the rotation fulcrum of the driving swing arm (31), The unlocking direction is the direction in which the driving swing arm (31) rotates from the locking position to the unlocking position, and the locking direction is the direction in which the driving swing arm (31) rotates from the unlocking position to the locking position; Wherein, when the driving swing arm (31) is in the unlocking position, relative to the locking direction, the first hinge point is located in front of a line connecting the second hinge point and a center of a rotation fulcrum of the driving swing arm (31); Wherein, the blocking component (33) is further used to block the driving swing arm (31) in the unlocking direction when the driving swing arm (31) rotates to the locking position, and comprises: A lock core (331) is indirectly or directly rotatably arranged on the hatch, with a first end extending to one side of the outer surface of the hatch and provided with a keyhole for inserting a key; and a blocking arm (332) fixed to a second end of the lock core (331) extending to a side of the inner surface of the cabin door, having a first blocking position for blocking the driving swing arm (31) in the unlocking direction and the locking direction when the driving swing arm (31) rotates to the locking position, and a second blocking position for blocking the driving swing arm (31) in the locking direction when the driving swing arm (31) rotates to the locking position, and being rotatable between the first blocking position and the second blocking position; The side wall of the driving swing arm (31) in the rotation direction is provided with a protrusion (311), which is used to cooperate with the blocking arm (332) when it is in the first blocking position. When the blocking arm (332) is in the first blocking position, the blocking arm (332) abuts against the protruding portion (311) and the side wall of the driving swing arm (31) in the rotation direction, so that the blocking arm (332) blocks the driving swing arm (31) in the unlocking direction and the locking direction; When the blocking arm (332) is in the second blocking position, the blocking arm (332) abuts against the side wall of the driving swing arm (31) in the rotation direction, so that the blocking arm (332) blocks the driving swing arm (31) in the locking direction; The invention further comprises a limiting rod (35) for blocking the driving swing arm (31) in the unlocking direction when the driving swing arm (31) rotates to the unlocking position, and is fixedly arranged on the inner surface of the door directly or indirectly, and extends to the rotation path of the driving swing arm (31). When the driving swing arm (31) is in the unlocking position, the limiting rod (35) abuts against the side wall of the driving swing arm (31) in the rotation direction, so that the limiting rod (35) blocks the driving swing arm (31) in the unlocking direction.

2. An aircraft cabin door locking device, characterized in that: include: a lock pin (10) movably arranged on the hatch; a lock hole (20) provided on a door frame corresponding to the cabin door; Lock pin drive mechanism (30); as well as A handle mechanism (40) is used to provide power to the lock pin drive mechanism (30), Wherein, the lock pin driving mechanism (30) is the lock pin driving mechanism according to claim 1; Wherein, the handle mechanism (40) comprises: A handle plate (41) for mounting on the hatch; A handle shaft (42) is rotatably disposed on the handle plate (41), one end of which extends to one side of the inner surface of the handle plate (41) and is fixedly connected to the driving swing arm (31); and An operating handle (43) is provided on the handle shaft (42) and extends to one end of one side of the outer surface of the handle plate (41); The outer surface of the handle plate (41) is provided with a recess (411) adapted to the outer shape of the operating handle (43). One end of the operating handle (43) is hinged to the end of the handle shaft (42). The operating handle (43) has an operating position in which the operating handle (43) is raised at a certain angle relative to the outer surface of the handle plate (41) and a non-operating position in which the operating handle (43) is embedded in the recess (411), and can rotate between the operating position and the non-operating position.

3. The aircraft door locking device according to claim 2, Its characteristics are: Wherein, the handle mechanism (40) further includes a force-applying component (44), which is used to apply force to the operating handle (43) to keep it in the operating position or the non-operating position, including: a force ring (441) movably sleeved on the handle shaft (42) and located inside the operating handle (43); and The force spring (442) is sleeved on the handle shaft (42) and extends to the position in the recess (411), with one end abutting against the inner end surface of the force ring (441) and the other end abutting against the bottom surface of the recess (411). When the operating handle (43) is in the operating position or the non-operating position, the force applying spring (442) is in a compressed force storage state, so that the force applying ring (441) elastically contacts the operating handle (43).

4. The aircraft door locking device according to claim 3, Its characteristics are: Wherein, an abutment structure (432) is provided on one end of the operating handle (43) hinged to the handle shaft (42), which is used to cooperate with the force-applying component (44), including: A first abutting portion (432a) is provided at one end of the operating handle (43) in the thickness direction; and The second abutting portion (432b) is provided at one end of the operating handle (43) in the extending direction. When the force ring (441) abuts against the first abutting portion (432a), the operating handle (43) is maintained in the non-operating position, and the extending direction of the operating handle (43) is parallel to the surface direction of the handle plate (41); When the force ring (441) abuts against the second abutting portion (432b), the operating handle (43) is maintained at the operating position, and the extending direction of the operating handle (43) is perpendicular to the surface direction of the handle plate (41).

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