An integrated safety spring aircraft door latch mechanism and method of use

Abstract

The application discloses an aircraft cabin door bolt lock mechanism integrated with a safety spring and a use method, and belongs to the field of aircraft cabin door mechanisms.The mechanism is characterized in that a handle is connected with a cabin door structure through a handle support, the handle is connected with a crank, a sliding block is designed with a guide boss, a pin shaft and a guide hole, the crank is connected with the sliding block, a spring guide rod is arranged in the guide hole, a spring support is fixedly connected with the cabin door structure, the spring guide rod is hingedly connected with the spring support, and a compression spring is tightly pressed on the spring guide rod and the guide boss.Both upper and lower bolt supports are fixedly connected with the cabin door structure, and upper and lower bolt locks are slidably connected with the upper and lower bolt supports, respectively.Both upper and lower rollers are fixed on the upper and lower bolt locks, respectively, and are arranged in the spring guide rod.In the locked state, the lower bolt lock is inserted into the lock hole in the lower lock seat, and the upper bolt lock is inserted into the lock hole in the upper lock seat.The application 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] This invention belongs to the field of aircraft cabin door mechanisms, and relates to an aircraft cabin door bolt lock mechanism with integrated safety spring and its usage method. Specifically, it is a bolt lock mechanism applied to aircraft cabin doors that can achieve complete locking of the cabin door position and control of the force of the door handle when opening and closing. Background Technology

[0002] Bolt locks are widely used in various aircraft door structures and are one of the most mainstream door locking mechanisms, directly determining the door's security. The operating handle force is also a crucial performance indicator for the door, directly affecting its safety and operability. Currently, door components generally employ two sets of mechanisms to drive two sets of bolt locks, with a separate safety spring mechanism controlling the door operating handle force. This mechanism is relatively complex and has room for improvement in terms of weight, reliability, and cost. 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 and its usage method that integrates a safety spring. Through the integrated design of the safety spring and the latch lock, the two functions of locking / unlocking and operating handle force control are realized; through the angle design of the crank and the spring guide rod, the anti-reverse drive unlocking function is realized.

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

[0005] An aircraft cabin door latch lock mechanism integrating a safety spring includes a handle 1, an upper locking limit post 2, an unlocking limit post 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 drive shaft 23. Specifically:

[0006] The locking limit post 2 is fixedly connected to the handle support 4, and the unlocking limit post 3 is fixedly connected to the handle support 4. In the locked position, the locking limit post 2 is in contact with the handle 1; in the unlocked position, the unlocking limit post 3 is in contact with the handle 1.

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

[0008] The sliding block 7 is designed with a guide hole 15, and a pin 14 is designed perpendicular to the axis of the guide hole 15. A guide boss 13 is designed on the end face of the guide hole 15. The pin 14 is inserted into the mounting hole of the crank 12, and the two are hinged together.

[0009] The spring guide rod 8 has an upper sliding groove 17 and a lower sliding groove 9 at both ends, and a hinge connection hole 25 in the middle. A limiting boss 24 is designed below the hinge connection hole 25, and a cylindrical structure is designed below the limiting boss 24. The cylindrical structure of the spring guide rod 8 is installed inside the guide hole 15, and the two ends of the compression spring 6 are pressed against the limiting boss 24 and the guide boss 13, respectively.

[0010] The spring support 5 is fixedly connected to the hatch structure. The spring support 5 is designed with a straight shaft structure, which passes through the hinged connection hole 25 of the spring guide rod 8. The two are in a hinged connection relationship.

[0011] The lower pin support 11 is fixedly connected to the hatch structure, and the lower pin lock 10 is installed inside the connecting hole of the lower pin support 11. The two are in a sliding connection relationship. A lower roller 16 is fixedly connected to the lower pin lock 10. The lower roller 16 is a cylindrical structure and is installed inside the sliding groove 9 of the spring guide rod 8. The lower roller 16 and the sliding groove 9 are in a sliding fit.

[0012] The lower lock seat 22 is fixedly installed on the door frame structure. When locked, the lower bolt lock 10 is inserted into the lock hole of the lower lock seat 22.

[0013] The upper pin support 19 is fixedly connected to the hatch structure, and the lower pin lock 20 is installed inside the connecting hole of the lower pin support 19. The two are in a sliding connection relationship. An upper roller 18 is fixedly connected to the upper pin lock 20. The upper roller 18 is a cylindrical structure and is installed inside the upper sliding groove 17 of the spring guide rod 8. The upper roller 18 and the upper sliding groove 17 are in sliding engagement. An upper lock seat 21 is fixedly connected to the door frame structure. When locked, the upper pin lock 20 is inserted into the lock hole of the upper lock seat 21.

[0014] Furthermore, the center point of pin 14 is defined as A, the center point of upper roller 18 as B, the center point of lower roller 16 as C, the center point of transmission shaft 23 as D, and the center point of the straight shaft structure of 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°. If the upper pin lock 20 or lower pin 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 post 2 will prevent the handle 1 from continuing to rotate, thus realizing the self-locking of the mechanism.

[0015] When in the locked position, the compression spring 6 presses the crank 12 and handle 1 against the locking limit post 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 cabin door latch lock mechanism with an integrated safety spring includes the following steps:

[0017] During unlocking, the drive handle 1 rotates counterclockwise, causing the crank 12 to rotate. The crank 12 then rotates the sliding block 7, which slides along the cylindrical structure of the spring guide rod 8. The compression spring 6 is compressed, and the spring guide rod 8 rotates around the spring support 5. The upper sliding groove 17 retracts the upper locking pin 20, and the lower sliding groove 9 retracts the lower locking pin 10, thus unlocking the mechanism. The drive handle 1 continues until points D, A, and E are aligned. During this process, the compression spring 6 changes from shortened to extended. The drive handle continues until it contacts the lower locking limit post 3. At this point, the compression spring 6 presses the crank 12 and handle 1 firmly against the surface of the unlocking limit post 3. The mechanism remains in this position under the spring force, preventing accidental operation of the handle from locking the mechanism. During the unlocking process, the spring force initially acts as resistance, and later as assistance. The handle force during locking / unlocking can be controlled by adjusting the spring force.

[0018] When locking, the drive handle 1 is rotated clockwise. Handle 1 drives crank 12 to rotate, which in turn drives sliding block 7 to rotate and slide along the cylindrical structure of spring guide rod 8. Compression spring 6 is compressed, and spring guide rod 8 rotates around spring support 5. Upper sliding groove 17 causes upper pin lock 20 to extend, and lower sliding groove 9 causes lower pin lock 10 to extend. Continue driving handle 1 until points D, A, and E are in a straight line. During this process, compression spring 6 changes from shortening to extending until handle 1 contacts locking limit post 2. At this point, compression spring 6 presses crank 12 and handle 1 tightly against the surface of locking limit post 2, ensuring that the mechanism can be held in this position and preventing accidental operation of the handle from unlocking the mechanism.

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

[0020] (1) The mechanism of the present invention is simple. The safety spring mechanism is usually a necessary mechanism for controlling the force of the hatch operating handle. The present invention uses the spring guide rod of a set of safety spring mechanisms to directly drive the movement of two sets of latches, realizing the two functions of locking / unlocking and adjusting the force of the operating handle. Compared with the existing mechanism, the mechanism is simplified, the number of parts is reduced, the structural weight and cost are reduced, and the basic reliability of the mechanism is improved.

[0021] (2) The present invention has a good locking effect. The present invention achieves the function of preventing the upper and lower pin locks from driving the handle in reverse by designing that the angle between the line connecting the upper and lower rollers and the crank is less than 90°, thus achieving the self-locking of the mechanism and improving the locking reliability. Attached Figure Description

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

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

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

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

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

[0027] In the diagram: 1. Handle; 2. Locking limit post; 3. Unlocking limit post; 4. Handle support; 5. Spring support; 6. Compression spring; 7. Sliding block; 8. Spring guide rod; 9. Lower slide groove; 10. Lower pin lock; 11. Lower pin support; 12. Crank; 13. Guide boss; 14. Pin; 15. Guide hole; 16. Lower roller; 17. Upper slide groove; 18. Upper roller; 19. Upper pin support; 20. Upper pin lock; 21. Upper lock seat; 22. Lower lock seat; 23. Drive shaft; 24. Limiting boss; 25. Hinge connection hole. Detailed Implementation

[0028] The present invention will be further described below with reference to specific implementation examples.

[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 post 2, an unlocking limit post 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 drive shaft 23. The locking limit post 2 is fixedly connected to the handle support 4, and the unlocking limit post 3 is fixedly connected to the handle support 4. In the locked position, the locking limit post 2 contacts the handle 1; in the unlocked position, the unlocking limit post 3 contacts the handle 1. The handle support 4 is fixedly connected to the cabin door structure, the handle 1 is fixedly connected to the drive shaft 23, the drive shaft 23 is hinged to the handle support 4, and the other end of the drive shaft 23 is fixedly connected to the crank 12. The sliding block 7 has a guide hole 15, and a pin 14 is designed perpendicular to the axis of the guide hole 15. A guide boss 13 is designed on the end face of the guide hole 15. The pin 14 is inserted into the mounting hole of the crank 12, and the two are hinged together. The spring guide rod 8 has an upper sliding groove 17 and a lower sliding groove 9 at both ends, and a hinged connection hole 25 in the middle. A limiting boss 24 is designed below the hinged connection hole 25, and a cylindrical structure is designed below the limiting boss 24. The cylindrical structure of the spring guide rod 8 is inserted into the guide hole 15, and the two ends of the compression spring 6 are pressed against the limiting boss 24 and the guide boss 13, respectively. The spring support 5 is fixedly connected to the hatch structure. The spring support 5 has a straight shaft structure that passes through the hinged connection hole 25 of the spring guide rod 8, and the two are hinged together. The lower pin support 11 is fixedly connected to the hatch structure, and the lower pin lock 10 is installed inside the connecting hole of the lower pin support 11, with the two having a sliding connection. A lower roller 16 is fixedly connected to the lower pin lock 10. The lower roller 16 is a cylindrical structure and is installed inside the sliding groove 9 of the spring guide rod 8, with the lower roller 16 and the groove 9 having a sliding connection. The lower lock seat 22 is fixedly installed on the door frame structure. In the locked state, the lower pin lock 10 is inserted into the lock hole of the lower lock seat 22. The upper pin support 19 is fixedly connected to the hatch structure, and the lower pin lock 20 is installed inside the connecting hole of the lower pin support 19, with the two having a sliding connection. The upper bolt lock 20 is fixedly connected to an upper roller 18, which is a cylindrical structure. The upper roller 18 is installed inside the upper sliding groove 17 of the spring guide rod 8. The upper roller 18 and the upper sliding groove 17 are slidably engaged. An upper lock seat 21 is fixedly connected to the door frame structure. When locked, the upper bolt lock 20 is inserted into the lock hole of the upper lock seat 21.

[0030] Define the center point of pin 14 as A, the center point of upper roller 18 as B, the center point of lower roller 16 as C, the center point of drive shaft 23 as D, and the center point of the straight shaft structure of 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 segment AB and line segment AD is less than 90°.

[0031] Work process:

[0032] exist Figure 1 In the locked position shown, the compression spring 6 presses the crank 12 and handle 1 against the locking limit post 2. Unlocking requires a certain external force to overcome the spring force. This design prevents accidental unlocking caused by inertial loads or other external forces driving the handle 1. 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 shaft 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°. If the upper pin lock 20 or lower pin lock 10 is directly driven to retract and unlock by external force, the aforementioned angle design ensures that the spring guide rod 8 drives the crank 12 to move clockwise, and the locking limit post 2 will prevent the handle 1 from continuing to rotate, achieving self-locking of the mechanism. Only after the crank 12 is driven to rotate by the handle 1, and the angle between line segments AB and AD is greater than 90°, can the mechanism pass the dead point.

[0033] During unlocking, the drive handle 1 rotates counterclockwise, causing the crank 12 to rotate. The crank 12 then rotates the sliding block 7, which slides along the cylindrical structure of the spring guide rod 8. The compression spring 6 is compressed, and the spring guide rod 8 rotates around the spring support 5. The upper sliding groove 17 retracts the upper locking pin 20, and the lower sliding groove 9 retracts the lower locking pin 10, thus unlocking the mechanism. The drive handle 1 continues until points D, A, and E are aligned. During this process, the compression spring 6 changes from shortened to extended. The drive handle continues until it contacts the lower locking limit post 3. At this point, the compression spring 6 presses the crank 12 and handle 1 firmly against the surface of the unlocking limit post 3. The mechanism remains in this position under the spring force, preventing accidental operation of the handle from locking the mechanism. During the unlocking process, the spring force initially acts as resistance, and later as assistance. The handle force during locking / unlocking can be controlled by adjusting the spring force.

[0034] When locking, the drive handle 1 is rotated clockwise. Handle 1 drives crank 12 to rotate, which in turn drives sliding block 7 to rotate and slide along the cylindrical structure of spring guide rod 8. Compression spring 6 is compressed, and spring guide rod 8 rotates around spring support 5. Upper sliding groove 17 causes upper pin lock 20 to extend, and lower sliding groove 9 causes lower pin lock 10 to extend. Continue driving handle 1 until points D, A, and E are in a straight line. During this process, compression spring 6 changes from shortening to extending until handle 1 contacts locking limit post 2. At this point, compression spring 6 presses crank 12 and handle 1 tightly against the surface of locking limit post 2, ensuring that the mechanism can be held in this position and preventing accidental operation of the handle from unlocking the mechanism.

[0035] The above-described embodiments are merely illustrative of the implementation methods of the present invention, but should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the protection scope of the present invention.

Claims

1. An aircraft cabin door latch lock mechanism with an integrated safety spring, applied to an aircraft cabin door, capable of fully locking the cabin door position and controlling the force of the door handle, characterized in that, The aircraft cabin door latch lock mechanism includes a handle (1), an upper locking limit post (2), an unlocking limit post (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 drive shaft (23); specifically: The locking limit post (2) is fixedly connected to the handle support (4), and the unlocking limit post (3) is fixedly connected to the handle support (4); in the locked position, the locking limit post (2) is in contact with the handle (1); in the unlocked position, the unlocking limit post (3) is in contact with the handle (1); The handle support (4) is fixedly connected to the hatch structure, the handle (1) is fixedly connected to the drive shaft (23), the drive shaft (23) is hinged to the handle support (4), and the other end of the drive shaft (23) is fixedly connected to the crank (12). The sliding block (7) is provided with a guide hole (15), a pin (14), and a guide boss (13); the pin (14) is inserted into the mounting hole of the crank (12), and the two are in a hinged connection relationship. The spring guide rod (8) has an upper sliding groove (17) and a lower sliding groove (9) at both ends, and a hinge connection hole (25) is designed in the middle. A limiting 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 inside the guide hole (15), and the two ends of the compression spring (6) are pressed against the limiting boss (24) and the guide boss (13) respectively. The spring support (5) is fixedly connected to the hatch structure, and the spring support (5) passes through the hinge connection hole (25) of the spring guide rod (8); The lower pin support (11) is fixedly connected to the hatch structure, and the lower pin lock (10) is installed inside the connection hole of the lower pin support (11). The two are in a sliding connection relationship. A lower roller (16) is fixedly connected to the lower pin lock (10). The lower roller (16) is installed inside the sliding groove (9) of the spring guide rod (8). The lower roller (16) and the sliding groove (9) are in sliding cooperation. The lower lock seat (22) is fixedly installed on the door frame structure. When locked, the lower bolt lock (10) is inserted into the lock hole of the lower lock seat (22). The upper pin support (19) is fixedly connected to the door structure, and the lower pin lock (20) is installed inside the connection hole of the lower pin support (19). The two are in a sliding connection relationship. An upper roller (18) is fixedly connected to the upper pin lock (20). The upper roller (18) is a cylindrical structure. The upper roller (18) is installed inside the upper sliding groove (17) of the spring guide rod (8). The upper roller (18) and the upper sliding groove (17) are in sliding cooperation. An upper lock seat (21) is fixedly connected to the door frame structure. When locked, the upper pin lock (20) is inserted into the lock hole of the upper lock seat (21).

2. The aircraft cabin door latch lock mechanism with integrated safety spring according to claim 1, characterized in that, 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 shaft structure of the spring support (5) as E; points A, B, C, and E are arranged on a straight line, and in the locked position, the angle between line segment AB and AD is less than 90°; if the upper pin lock (20) or the lower pin lock (10) is directly driven to retract and unlock by external force, the angle design can ensure that the spring guide rod (8) drives the crank (12) to move clockwise, so as to realize the 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 designed with a guide hole (15), and a pin (14) is designed perpendicular to the axis of the guide hole (15). The end face of the guide hole (15) is designed with a guide boss (13).

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 shaft structure.

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

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

8. A method of using an aircraft cabin door latch lock mechanism with an integrated safety spring as described in any one of claims 1-7, characterized in that, The method of use includes the following steps: When unlocking, the drive 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 pin lock (20) to retract, the lower slide groove (9) drives the lower pin lock (10) to retract, thus realizing the unlocking function; 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 lengthening; drive the handle until the handle (1) contacts the lower locking limit post (3), at this time the compression spring (6) presses the crank (12) and handle (1) against the surface of the unlocking limit post (3), the mechanism is held in this position under the action of the spring force; in the unlocking process, the spring force plays a resistance role in the early stage and a boosting role in the later stage, the handle force in the locking / unlocking process is controlled by adjusting the spring force; When locking, drive handle (1) rotates clockwise, handle (1) drives crank (12) to rotate, crank (12) drives sliding block (7) to rotate and slide along the cylindrical structure of spring guide rod (8), compression spring (6) is compressed, spring guide rod (8) rotates with spring support (5) as fulcrum, upper slide groove (17) drives upper pin lock (20) to extend, lower slide groove (9) drives lower pin lock (10) to extend; continue to drive handle (1) until points D, A, and E are in a straight line, after this process, compression spring (6) changes from shortening to extension until handle (1) contacts locking limit post (2), at this time compression spring (6) presses crank (12) and handle (1) against the surface of locking limit post (2) to ensure that the mechanism is kept in this position.

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