Aircraft cabin door bolt lock mechanism integrated with safety spring and using method

Abstract

The invention discloses an aircraft cabin door bolt lock mechanism integrated with a safety spring and a using method, and belongs to the field of aircraft cabin door mechanisms. A handle is connected with a cabin door structure through a handle support and connected with a crank, a guide boss, a pin shaft and a guide hole are designed on a sliding block, the crank is connected with the sliding block, and a spring guide rod is installed in the guide hole; the spring support is fixedly connected with the cabin door structure, the spring guide rod is hinged to the spring support, and the compression spring is pressed on the spring guide rod and the guide boss. The upper and lower bolt supports are fixedly connected with the cabin door structure, and the upper and lower bolt locks are slidably connected with the upper and lower bolt supports respectively. An upper roller and a lower roller are respectively fixed on the upper bolt lock and the lower bolt lock, the upper roller and the lower roller are arranged in the spring guide rod, the lower bolt lock is inserted into a lock hole of the lower lock seat in a locking state, and the upper bolt lock is inserted into a lock hole of the upper lock seat. The mechanism has the advantages of simple mechanism form, light weight, good operation performance, good locking effect and the like, and can be applied to the design of various cabin door handle bolt lock mechanisms.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft cabin door mechanisms, and relates to an aircraft cabin door latch lock mechanism with an integrated safety spring and a use method thereof, and specifically to a latch lock mechanism applied to an aircraft cabin door, which can achieve complete locking of the cabin door position and force control of a door opening and closing handle. Background Art

[0002] Latch locks are widely used in various aircraft cabin door structures. They are one of the most mainstream cabin door locking mechanisms and directly determine the safety of the cabin door. The operating handle force is one of the important performance indicators of the cabin door and also directly affects the safety and maneuverability of the aircraft cabin door. At present, cabin door components generally use two sets of mechanisms to drive the movement of two sets of latch locks respectively, and design a separate safety spring mechanism to control the cabin door operating handle force. The mechanism form is relatively complex, and there is room for improvement in terms of weight, reliability, cost, etc. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide an aircraft cabin door latch lock mechanism with an integrated safety spring and a method of use, wherein the two functions of locking / unlocking and operating handle force control are realized through the integrated design of the safety spring and the latch lock; and the anti-reverse drive unlocking function is realized through the angle design of the crank and the spring guide rod.

[0004] To solve the above problems, the specific technical solutions of the present invention are as follows:

[0005] An aircraft door latch lock mechanism with an integrated safety spring includes a handle 1, a locking limit column 2, an unlocking limit column 3, a handle support 4, a spring support 5, a compression spring 6, a sliding block 7, a spring guide rod 8, a lower latch lock 10, a lower latch support 11, a crank 12, an upper latch lock 20, an upper latch support 19, an upper lock seat 21, a lower lock seat 22, and a transmission shaft 23. Specifically:

[0006] The locking limit column 2 is fixedly connected to the handle support 4, and the unlocking limit column 3 is fixedly connected to the handle support 4. In the locking position, the locking limit column 2 contacts the handle 1; in the unlocking position, the unlocking limit column 3 contacts the handle 1.

[0007] The handle support 4 is fixedly connected to the door structure, the handle 1 is fixedly connected to the transmission shaft 23, the transmission shaft 23 is hingedly connected to the handle support 4, and the other end of the transmission shaft 23 is fixedly connected to the crank 12.

[0008] The sliding block 7 is provided with a guide hole 15, a pin 14 is provided perpendicular to the axial direction of the guide hole 15, and a guide boss 13 is provided on the end surface of the guide hole 15. The pin 14 is inserted into the mounting hole of the crank 12, and the two are in a hinged connection relationship.

[0009] The two ends of the spring guide rod 8 are respectively provided with an upper slide groove 17 and a lower slide groove 9, a hinge connection hole 25 is designed in the middle, a limit boss 24 is designed at the lower part of the hinge connection hole 25, and a cylindrical structure is designed at the lower part of the limit boss 24. The cylindrical structure of the spring guide rod 8 is installed in the guide hole 15, and the two ends of the compression spring 6 are respectively pressed on the limit boss 24 and the guide boss 13.

[0010] The spring support 5 is fixedly connected to the hatch structure, and a straight axis structure is designed on the spring support 5. The straight axis structure passes through the hinge connection hole 25 of the spring guide rod 8, and the two are in a hinge connection matching relationship;

[0011] The lower latch support 11 is fixedly connected to the door structure, and the lower latch lock 10 is installed in the connection hole of the lower latch support 11, and the two are in a sliding connection relationship. The lower latch lock 10 is fixedly connected to a lower roller 16, which is a cylindrical structure. The lower roller 16 is installed in the lower slide groove 9 of the spring guide rod 8, and the lower roller 16 and the slide groove 9 are slidably matched;

[0012] The lower lock seat 22 is fixedly mounted on the door frame structure, and the lower latch lock 10 is inserted into the lock hole of the lower lock seat 22 in the locked state.

[0013] The upper latch support 19 is fixedly connected to the door structure, and the lower latch lock 20 is installed in the connection hole of the lower latch support 19, and the two are in a sliding connection relationship. The upper latch lock 20 is fixedly connected with an upper roller 18, which is a cylindrical structure. The upper roller 18 is installed in the upper slide groove 17 of the spring guide rod 8, and the upper roller 18 and the upper slide groove 17 are slidably matched. The door frame structure is fixedly connected with an upper lock seat 21. When in the locked state, the upper latch lock 20 is inserted into the lock hole of the upper lock seat 21.

[0014] Further, the center point of the pin 14 is defined as A, the center point of the upper roller 18 is defined as B, the center point of the lower roller 16 is defined as C, the center point of the transmission shaft 23 is defined as D, and the center point of the straight axis structure of the spring support 5 is defined as E. Points A, B, C, and E are arranged on a straight line, and in the locked position, the angle between the line segments AB and AD is less than 90°; if the upper latch lock 20 or the lower latch lock 10 is directly driven to retract and unlock by external force, the above angle design can ensure that the spring guide rod 8 drives the crank 12 to move clockwise, and the locking limit column 2 will prevent the handle 1 from continuing to rotate, thereby realizing the self-locking of the mechanism.

[0015] When in the locked position, the compression spring 6 presses the crank 12 and the handle 1 against the locking limit column 2. When unlocking, a certain external force is required to overcome the spring force. This design can prevent external forces such as inertial loads from driving the handle 1 and causing accidental unlocking.

[0016] A method for using an aircraft door latch lock mechanism with an integrated safety spring comprises the following steps:

[0017] When unlocking, the handle 1 is driven to rotate counterclockwise, the handle 1 drives the crank 12 to rotate, the crank 12 drives the sliding block 7 to rotate and slide along the cylindrical structure of the spring guide rod 8, the compression spring 6 is compressed, the spring guide rod 8 rotates with the spring support 5 as the fulcrum, the upper slide groove 17 drives the upper latch lock 20 to retract, and the lower slide groove 9 drives the lower latch lock 10 to retract, so as to realize the unlocking function. The handle 1 is driven continuously until points D, A, and E are in a straight line. After this process, the compression spring 6 changes from shortening to elongating. The handle is driven until the handle 1 contacts the lower locking limit column 3. At this time, the compression spring 6 presses the crank 12 and the handle 1 against the surface of the unlocking limit column 3. The mechanism is kept in this position under the action of the spring force to avoid accidental driving of the handle causing the mechanism to be locked. In the unlocking process, the spring force in the early stage acts as a resistance, and the spring force in the later stage acts as a booster. The handle force in the locking / unlocking process can be controlled by adjusting the spring force.

[0018] When locking, the handle 1 is driven to rotate clockwise, the handle 1 drives the crank 12 to rotate, the crank 12 drives the sliding block 7 to rotate and slide along the cylindrical structure of the spring guide rod 8, the compression spring 6 is compressed, the spring guide rod 8 rotates with the spring support 5 as the fulcrum, the upper slide groove 17 drives the upper latch lock 20 to extend, and the lower slide groove 9 drives the lower latch lock 10 to extend. Continue to drive the handle 1 until points D, A, and E are in a straight line. After this process, the compression spring 6 changes from shortening to extending until the handle 1 contacts the locking limit column 2. At this time, the compression spring 6 presses the crank 12 and the handle 1 against the surface of the locking limit column 2 to ensure that the mechanism can be maintained in this position to avoid accidental driving of the handle to cause the mechanism to be unlocked.

[0019] The present invention has the following beneficial effects:

[0020] (1) The present invention has a simple structure. The safety spring mechanism is usually a necessary mechanism for controlling the force of the hatch operating handle. The present invention uses a set of spring guide rods of the safety spring mechanism to directly drive the movement of two sets of latch bolts, thereby realizing the two functions of locking / unlocking and adjusting the force of the operating handle. Compared with the existing mechanism, the present invention simplifies the structure, reduces the number of parts, reduces the structural weight and cost, and improves the basic reliability of the mechanism.

[0021] (2) The present invention has a good locking effect. The present invention prevents the upper and lower latches from driving the handle in reverse by designing that the angle between the connecting line of the upper roller and the lower roller and the crank is less than 90°, thereby achieving self-locking of the mechanism and improving the locking reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is an axonometric view of the locking position of the mechanism of the present invention.

[0023] Figure 2 It is a schematic diagram of the position of the mechanism of the present invention passing through the dead point.

[0024] Figure 3 This is a schematic diagram of the unlocking position of the mechanism of the present invention.

[0025] Figure 4 It is a schematic diagram of the spring guide rod of the mechanism of the present invention.

[0026] Figure 5 It is a schematic diagram of the sliding block of the mechanism of the present invention.

[0027] In the figure: 1 handle; 2 upper locking limit column; 3 unlocking limit column; 4 handle support; 5 spring support; 6 compression spring; 7 sliding block; 8 spring guide rod; 9 lower slide groove; 10 lower latch lock; 11 lower latch support; 12 crank; 13 guide boss; 14 pin shaft; 15 guide hole; 16 lower roller; 17 upper slide groove; 18 upper roller; 19 upper latch support; 20 upper latch lock; 21 upper lock seat; 22 lower lock seat; 23 transmission shaft; 24 limit boss; 25 hinge connection hole. DETAILED DESCRIPTION

[0028] The present invention is further described below in conjunction with specific implementation cases.

[0029] like Figures 1 to 5As shown, an aircraft cabin door latch lock mechanism with an integrated safety spring includes a handle 1, a locking limit column 2, an unlocking limit column 3, a handle support 4, a spring support 5, a compression spring 6, a sliding block 7, a spring guide rod 8, a lower latch lock 10, a lower latch support 11, a crank 12, an upper latch lock 20, an upper latch support 19, an upper locking seat 21, a lower locking seat 22, and a transmission shaft 23. The locking limit column 2 is fixedly connected to the handle support 4, and the unlocking limit column 3 is fixedly connected to the handle support 4. In the locked position, the locking limit column 2 is in contact with the handle 1; in the unlocked position, the unlocking limit column 3 is in contact with the handle 1. The handle support 4 is fixedly connected to the cabin door structure, the handle 1 is fixedly connected to the transmission shaft 23, the transmission shaft 23 is hingedly connected to the handle support 4, and the other end of the transmission shaft 23 is fixedly connected to the crank 12. A guide hole 15 is designed on the sliding block 7, and a pin shaft 14 is designed perpendicular to the axial direction of the guide hole 15. A guide boss 13 is designed on the end face of the guide hole 15. The pin shaft 14 is installed in the mounting hole of the crank 12, and the two are in a hinged connection relationship. The two ends of the spring guide rod 8 are respectively provided with an upper slide groove 17 and a lower slide groove 9, and a hinged connection hole 25 is designed in the middle. The lower part of the hinged connection hole 25 is designed with a limited boss 24, and the lower part of the limited boss 24 is designed with a cylindrical structure. The cylindrical structure of the spring guide rod 8 is installed in the guide hole 15, and the two ends of the compression spring 6 are respectively pressed on the limited boss 24 and the guide boss 13. The spring support 5 is fixedly connected to the hatch structure, and a straight shaft structure is designed on the spring support 5. The straight shaft structure passes through the hinged connection hole 25 of the spring guide rod 8, and the two are in a hinged connection relationship. The lower latch support 11 is fixedly connected to the door structure, and the lower latch lock 10 is installed in the connection hole of the lower latch support 11, and the two are in a sliding connection and cooperation relationship. The lower latch lock 10 is fixedly connected with a lower roller 16, which is a cylindrical structure. The lower roller 16 is installed in the lower slide groove 9 of the spring guide rod 8, and the lower roller 16 and the slide groove 9 are in sliding cooperation; the lower lock seat 22 is fixedly installed on the door frame structure, and the lower latch lock 10 is inserted into the lock hole of the lower lock seat 22 when in the locked state. The upper latch support 19 is fixedly connected to the door structure, and the lower latch lock 20 is installed in the connection hole of the lower latch support 19, and the two are in a sliding connection and cooperation relationship. An upper roller 18 is fixedly connected to the upper latch lock 20. The upper roller 18 is a cylindrical structure. The upper roller 18 is inserted into the upper slide groove 17 of the spring guide rod 8. The upper roller 18 slides with the upper slide groove 17. A locking seat 21 is fixedly connected to the door frame structure. When in the locked state, the upper latch lock 20 is inserted into the lock hole of the locking seat 21.

[0030] Define the center point of the pin 14 as A, the center point of the upper roller 18 as B, the center point of the lower roller 16 as C, the center point of the transmission shaft 23 as D, and the center point of the straight axis structure of the spring support 5 as E. Points A, B, C, and E are arranged on a straight line. In the locked position, the angle between line segments AB and AD is less than 90°.

[0031] Working process:

[0032] exist Figure 1 In the locked position shown, the compression spring 6 presses the crank 12 and the handle 1 against the locking limit column 2. When unlocking, a certain external force needs to be provided to overcome the spring force. This design can prevent the handle 1 from being accidentally unlocked due to external forces such as inertial load. The center point of the pin 14 is defined as A, the center point of the upper roller 18 is defined as B, the center point of the lower roller 16 is defined as C, the center point of the transmission shaft 23 is defined as D, and the center point of the straight axis structure of the spring support 5 is defined as E. Points A, B, C, and E are arranged on a straight line. In the locked position, the angle between the line segment AB and AD is less than 90°; if the upper latch lock 20 or the lower latch lock 10 is directly driven by external force to retract and unlock, the above angle design can ensure that the spring guide rod 8 drives the crank 12 to move clockwise, and the locking limit column 2 will prevent the handle 1 from continuing to rotate, thereby realizing the self-locking of the mechanism. Only after the crank 12 is driven to rotate by the handle 1, and the angle between the line segment AB and AD is greater than 90°, can the mechanism pass the dead point.

[0033] When unlocking, the handle 1 is driven to rotate counterclockwise, the handle 1 drives the crank 12 to rotate, the crank 12 drives the sliding block 7 to rotate and slide along the cylindrical structure of the spring guide rod 8, the compression spring 6 is compressed, the spring guide rod 8 rotates with the spring support 5 as the fulcrum, the upper slide groove 17 drives the upper latch lock 20 to retract, and the lower slide groove 9 drives the lower latch lock 10 to retract, so as to realize the unlocking function. The handle 1 is driven continuously until points D, A, and E are in a straight line. After this process, the compression spring 6 changes from shortening to elongating. The handle is driven until the handle 1 contacts the lower locking limit column 3. At this time, the compression spring 6 presses the crank 12 and the handle 1 against the surface of the unlocking limit column 3. The mechanism is kept in this position under the action of the spring force to avoid accidental driving of the handle causing the mechanism to be locked. In the unlocking process, the spring force in the early stage acts as a resistance, and the spring force in the later stage acts as a booster. The handle force in the locking / unlocking process can be controlled by adjusting the spring force.

[0034] When locking, the handle 1 is driven to rotate clockwise, the handle 1 drives the crank 12 to rotate, the crank 12 drives the sliding block 7 to rotate and slide along the cylindrical structure of the spring guide rod 8, the compression spring 6 is compressed, the spring guide rod 8 rotates with the spring support 5 as the fulcrum, the upper slide groove 17 drives the upper latch lock 20 to extend, and the lower slide groove 9 drives the lower latch lock 10 to extend. Continue to drive the handle 1 until points D, A, and E are in a straight line. After this process, the compression spring 6 changes from shortening to extending until the handle 1 contacts the locking limit column 2. At this time, the compression spring 6 presses the crank 12 and the handle 1 against the surface of the locking limit column 2 to ensure that the mechanism can be maintained in this position to avoid accidental driving of the handle to cause the mechanism to be unlocked.

[0035] The above-described embodiments merely express the implementation methods of the present invention, but they cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. An aircraft cabin door latch lock mechanism with an integrated safety spring, which is applied to an aircraft cabin door and can achieve full door position locking and door handle force control, and is characterized in that: The aircraft cabin door latch lock mechanism comprises a handle (1), a locking limit column (2), an unlocking limit column (3), a handle support (4), a spring support (5), a compression spring (6), a sliding block (7), a spring guide rod (8), a lower latch lock (10), a lower latch support (11), a crank (12), an upper latch lock (20), an upper latch support (19), an upper lock seat (21), a lower lock seat (22), and a transmission shaft (23); specifically: The locking limit column (2) is fixedly connected to the handle support (4), and the unlocking limit column (3) is fixedly connected to the handle support (4); in the locking position, the locking limit column (2) is in contact with the handle (1); in the unlocking position, the unlocking limit column (3) is in contact with the handle (1); The handle support (4) is fixedly connected to the door structure, the handle (1) is fixedly connected to the transmission shaft (23), the transmission shaft (23) is hingedly connected to the handle support (4), and the other end of the transmission shaft (23) is fixedly connected to the crank (12); The sliding block (7) is provided with a guide hole (15), a pin shaft (14), and a guide boss (13); the pin shaft (14) is inserted into the mounting hole of the crank (12), and the two are in a hinged connection and matching relationship; The two ends of the spring guide rod (8) are respectively provided with an upper slide groove (17) and a lower slide groove (9), a hinge connection hole (25) is designed in the middle, and a limit boss (24) is designed at the lower part of the hinge connection hole (25); the cylindrical structure of the spring guide rod (8) is installed in the guide hole (15), and the two ends of the compression spring (6) are respectively pressed on the limit boss (24) and the guide boss (13); The spring support (5) is fixedly connected to the door structure, and the spring support (5) passes through the hinge connection hole (25) of the spring guide rod (8); The lower latch support (11) is fixedly connected to the door structure, and the lower latch lock (10) is inserted into the connection hole of the lower latch support (11), and the two are in a sliding connection and matching relationship; the lower latch lock (10) is fixedly connected to a lower roller (16), and the lower roller (16) is inserted into the lower sliding groove (9) of the spring guide rod (8), and the lower roller (16) and the sliding groove (9) are slidingly matched; The lower lock seat (22) is fixedly mounted on the door frame structure, and the lower latch lock (10) is inserted into the lock hole of the lower lock seat (22) when in the locked state; The upper latch support (19) is fixedly connected to the door structure, and the lower latch lock (20) is inserted into the connection hole of the lower latch support (19), and the two are in a sliding connection and matching relationship; the upper latch lock (20) is fixedly connected with an upper roller (18), and the upper roller (18) is a cylindrical structure. The upper roller (18) is inserted into the upper slide groove (17) of the spring guide rod (8), and the upper roller (18) and the upper slide groove (17) are slidingly matched. A locking seat (21) is fixedly connected to the door frame structure. When in a locked state, the upper latch lock (20) is inserted into the lock hole of the locking seat (21).

2. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that: The center point of the pin shaft (14) is defined as A, the center point of the upper roller (18) is defined as B, the center point of the lower roller (16) is defined as C, the center point of the transmission shaft (23) is defined as D, and the center point of the straight axis structure of the spring support (5) is defined as E; points A, B, C, and E are arranged on a straight line, and in the locked position, the angle between line segments AB and AD is less than 90°; if the upper latch lock (20) or the lower latch lock (10) is directly driven by external force to retract and unlock, the angle design can ensure that the spring guide rod (8) drives the crank (12) to move clockwise, thereby realizing self-locking of the mechanism.

3. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that: The sliding block (7) is provided with a guide hole (15), a pin shaft (14) is provided perpendicular to the axial direction of the guide hole (15), and a guide boss (13) is provided on the end surface of the guide hole (15).

4. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that: The lower part of the limiting boss (24) is designed with a cylindrical structure.

5. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that: The spring support (5) is designed with a straight axis structure.

6. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 5, characterized in that: The straight axis structure of the spring support (5) passes through the hinge connection hole (25) of the spring guide rod (8), and the two are in a hinge connection matching relationship.

7. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that: The lower roller (16) is a cylindrical structure.

8. A method for using the aircraft door latch lock mechanism with integrated safety spring according to any one of claims 1 to 7, characterized in that: The method of use comprises the following steps: When unlocking, the driving handle (1) rotates counterclockwise, the handle (1) drives the crank (12) to rotate, the crank (12) drives the sliding block (7) to rotate and slide along the cylindrical structure of the spring guide rod (8), the compression spring (6) is compressed, the spring guide rod (8) rotates with the spring support (5) as the fulcrum, the upper slide groove (17) drives the upper latch lock (20) to retract, and the lower slide groove (9) drives the lower latch lock (10) to retract, thereby realizing the unlocking function; the handle (1) is continuously driven until points D, A, and E are in a straight line, after which the compression spring (6) changes from shortening to extending; the handle is driven until the handle (1) contacts the lower locking limit column (3), at which time the compression spring (6) presses the crank (12) and the handle (1) against the surface of the unlocking limit column (3), and the mechanism is kept in this position under the action of the spring force; in the unlocking process, the early spring force acts as a resistance, and the later spring force acts as a booster, and the handle force in the locking / unlocking process is controlled by adjusting the spring force; When locking, the driving handle (1) rotates clockwise, the handle (1) drives the crank (12) to rotate, the crank (12) drives the sliding block (7) to rotate and slide along the cylindrical structure of the spring guide rod (8), the compression spring (6) is compressed, the spring guide rod (8) rotates with the spring support (5) as the fulcrum, the upper slide groove (17) drives the upper latch lock (20) to extend, and the lower slide groove (9) drives the lower latch lock (10) to extend; continue to drive the handle (1) until points D, A, and E are in a straight line, after this process, the compression spring (6) changes from shortening to extending, until the handle (1) contacts the locking limit column (2), at which time the compression spring (6) presses the crank (12) and the handle (1) against the surface of the locking limit column (2) to ensure that the mechanism remains in this position.

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