Cabin door lock of airplane

Abstract

The invention relates to the technical field of door locks, in particular to a cabin door lock of an airplane, a lock body comprises a mounting panel and a spring bolt assembly, the spring bolt assembly is connected with the mounting panel, the mounting panel is mounted on a cabin door, and the spring bolt assembly is buckled with a lock catch on a door frame; the first handle mechanism is inserted into the lock body, a linkage piece is arranged at the end of the first handle mechanism, and the linkage piece pokes the spring bolt assembly when the first handle mechanism rotates. The second handle mechanism is installed on a cabin door, the two ends of the traction rope are connected with the second handle mechanism and the spring bolt assembly respectively, and the second handle mechanism pulls the spring bolt assembly through the traction rope when the second handle mechanism is rotated. By means of the design, the structure is simple, and the first handle mechanism outside the cabin door and the second handle structure in the cabin door can be connected with each other without a too complex structure.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of door locks, in particular to a cabin door lock of an airplane. BACKGROUND

[0002] During the operation of an airplane, the safety of the cabin door lock is of great importance. It not only relates to the sealing and stability of the cabin door during flight, preventing serious accidents caused by accidental opening of the cabin door, but also affects the safety of personnel and cargo when the airplane is parked on the ground.

[0003] At present, the existing cabin door locks on the market have some deficiencies. Some cabin door locks have complex structures and numerous parts, resulting in high manufacturing costs and difficult maintenance. Some cabin door locks have poor reliability and are prone to failure during frequent use, affecting the normal locking and opening of the cabin door. Some cabin door locks are not convenient to operate and may not be quickly opened in an emergency, posing a safety hazard to personnel evacuation. Therefore, it is of great practical significance to develop a cabin door lock for an airplane that is simple in structure, reliable, and convenient to operate. SUMMARY

[0004] In order to overcome the problems in the prior art, the purpose of the present application is to provide a cabin door lock for an airplane.

[0005] The technical scheme adopted by the present application to solve its technical problems is: a cabin door lock for an airplane, comprising: a first handle structure, a second handle structure, a lock body, and a traction rope; The lock body comprises a mounting panel and a lock tongue assembly, the lock tongue assembly is connected with the mounting panel, and the mounting panel is mounted on the cabin door, and the lock tongue assembly is engaged with the lock catch on the door frame; the first handle structure is inserted into the lock body, the end of the first handle structure is provided with a linkage, and the linkage drives the lock tongue assembly when the first handle structure rotates; The second handle structure is mounted on the cabin door, and the two ends of the traction rope are connected with the second handle structure and the lock tongue assembly respectively; rotating the second handle structure, the second handle structure pulls the lock tongue assembly through the traction rope. The main working principle: the cabin door lock for an airplane comprises a first handle structure, a second handle structure, a lock body, and a traction rope. The lock body is fixedly installed on the airplane cabin door through a mounting panel, and the lock tongue assembly is connected with the mounting panel. In the closed state of the cabin door, the lock tongue assembly is in the engaged state with the lock catch on the door frame, so as to firmly lock the cabin door on the door frame, prevent the cabin door from being accidentally opened, and ensure the safety during flight of the airplane.

[0006] The first handle is inserted into the lock body, and the end of the first handle is provided with a linkage. When the operator rotates the first handle, the linkage is rotated. Since the linkage is in driving connection with the latch assembly, the rotation of the linkage will produce a pushing action on the latch assembly. This pushing action makes the latch assembly displace, thereby releasing the latch assembly from the engagement with the locking catch on the door frame, and achieving the preliminary unlocking operation of the hatch, and preparing for the subsequent opening of the hatch.

[0007] The second handle is installed on the hatch, and the two ends of the traction rope are connected with the second handle and the latch assembly, respectively. When it is needed to unlock the hatch from another approach, the operator rotates the second handle. The rotation of the second handle will drive the traction rope to move, and the traction rope generates a pulling force and acts on the latch assembly. Under the action of the pulling force, the latch assembly is pulled, and the engagement with the locking catch on the door frame is also released, thereby achieving the purpose of unlocking the hatch.

[0008] Through the two different operation modes of the first handle and the second handle, the control of the latch assembly can be achieved, and the unlocking action of the hatch is completed, thereby providing a flexible and reliable operation means for the opening of the aircraft hatch.

[0009] As a preferred, the first handle comprises a first handle, and the linkage is sleeved at the end of the first handle.

[0010] As a preferred, one side of the linkage is provided with a pushing block. When the first handle is rotated, the pushing block is driven to tightly abut against the latch assembly in a certain pressure, so that the pushing block is in close contact with the latch assembly.

[0011] As a preferred, one side of the pushing block facing the latch assembly is an arc surface.

[0012] As a preferred, one side of the linkage is provided with a first limiting block, and one side of the mounting panel facing the linkage is provided with a first limiting groove. The first limiting block moves linearly in a preset direction in the first limiting groove, and the moving range is within the length range of the limiting groove.

[0013] As a preferred, a first elastic member is further included, and two ends of the first elastic member are connected with the latch assembly and the linkage, respectively.

[0014] As a preferred, the latch assembly comprises a first pushing rod, a second pushing rod, a second elastic member, and an engagement member, The first dialing rod, the second dialing rod and the buckling piece are connected with the mounting panel through a rotating shaft, the linkage member dials the first dialing rod, one end of the first dialing rod is arranged adjacent to one end of the second dialing rod, one end of the first dialing rod can dial one end of the second dialing rod, the second dialing rod is connected with the buckling piece through the second elastic member, when the second dialing rod is dialed by the first dialing rod, the second dialing rod can drive the buckling piece to rotate by pulling the second elastic member, one side of the buckling piece is provided with a bayonet, and the bayonet is matched with a lock.

[0015] As preferred, the second dialing rod is provided with a second limiting groove on one side thereof, the buckling piece is provided with a second limiting block matched with the second limiting groove, the second limiting groove and the second limiting block are matched to limit the rotation of the buckling piece, and when the second dialing rod rotates to make the second limiting groove away from the second limiting block, the buckling piece can rotate along the rotating shaft.

[0016] As preferred, the first dialing rod is provided with a buckle, one end of the traction rope is provided with a protruding block, and the first dialing rod and the traction rope are connected through the mutual buckling of the buckle and the protruding block.

[0017] As preferred, the mounting panel is provided with a third limiting block on one side close to the buckling piece, and the third limiting block is tightly matched with the buckling piece when the buckling piece is in a locking state.

[0018] Compared with the prior art, the present application has the following beneficial effects: The linkage member in the first handle directly dials the lock tongue assembly, and the second handle pulls the lock tongue assembly through the traction rope. The design is simple, the first handle outside the cabin door and the second handle structure inside the cabin door are connected without too complex structure, the cabin door can be smoothly opened in various conditions, and the safety and reliability of the airplane operation are ensured. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical scheme in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0020] Figure 1 It is a whole schematic view of the cabin door lock of the airplane; Figure 2 It is a local schematic view of the cabin door lock of the airplane Figure One ; Figure 3 It is a local schematic view of the cabin door lock of the airplaneFigure Two ; Figure 4 A partial view of the door lock of the aircraft Figure Three ; 1, first handle structure; 10, first handle; 11, linkage; 110, knob; 111, first limit block; 2, second handle structure; 3, lock body; 30, mounting panel; 300, third limit block; 31, first limit slot; 32, lock bolt assembly; 320, first lever; 3200, buckle; 321, second lever; 3211, second limit slot; 322, second elastic member; 323, buckling member; 3230, bayonet; 331, second limit block; 4, first elastic member; 5, traction rope; 50, protrusion. DETAILED DESCRIPTION

[0021] In order to enable the above-mentioned objects, features and advantages of the present application to be more clearly understood, the following will describe the present application in detail with reference to the drawings and specific embodiments. It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict. In the following description, a large number of specific details are described in order to facilitate a full understanding of the present application. The described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terminology used in the description of the present application herein is for the purpose of describing the specific embodiments only and is not intended to be limiting of the present application.

[0023] Example 1 The present embodiment discloses a door lock of an aircraft, Figures 1-4 As shown, it comprises a first handle structure, a second handle structure, a lock body and a traction rope. The lock body is fixedly installed on the door of the aircraft through a mounting panel, and the lock bolt assembly is connected with the mounting panel. In the closed state of the door, the lock bolt assembly is in a buckling state with the lock catch on the door frame, thereby firmly locking the door on the door frame to prevent the door from being opened accidentally and to ensure the safety during the flight of the aircraft.

[0024] The first handle structure is inserted into the inside of the lock body, and the end thereof is provided with a linkage. When the operator rotates the first handle structure, the linkage will rotate with it. Since the linkage and the lock bolt assembly are drivingly connected with each other, the rotation of the linkage will produce a knob action on the lock bolt assembly. This knob action makes the lock bolt assembly displace, thereby releasing the buckling state of the lock bolt assembly with the lock catch on the door frame, realizing the preliminary unlocking operation of the door and preparing for the subsequent opening of the door.

[0025] The second operating handle is installed on the hatch door, and the two ends of the traction rope are connected to the second operating handle and the latch assembly respectively. When the hatch door needs to be unlocked from another approach, the operator rotates the second operating handle. The rotation of the second operating handle drives the traction rope to move, and the traction rope generates a pulling force and acts on the latch assembly. Under the action of the pulling force, the latch assembly is pulled, and the state of being buckled with the lock catch on the door frame is also released, achieving the purpose of unlocking the hatch door.

[0026] Through the two different operating modes of the first operating handle and the second operating handle, the control of the latch assembly can be realized, and the unlocking action of the hatch door can be completed, providing a flexible and reliable operating means for the opening of the aircraft hatch door.

[0027] In some optional embodiments, the first operating handle comprises a first handle, and the linkage member is sleeved on the end of the first handle, wherein the end of the first handle is provided with a bayonet that is engaged with the linkage member. When the operator holds and rotates the first handle, the first handle drives the linkage member sleeved on the end thereof to rotate together, and the linkage member transmits the rotating power to the latch assembly to realize the unlocking operation. This design facilitates the operator to apply force and control the rotating direction.

[0028] In some optional embodiments, the linkage member is provided with a pushing block on one side, and when the first operating handle is rotated, the pushing block is pushed tightly in the direction of the latch assembly with a certain pressure. This design enables the pushing block to be in close contact with the latch assembly, ensuring that the pushing block can stably and effectively transmit power to the latch assembly when the first operating handle is rotated, avoiding the problems of power transmission failure or unlocking inconvenience due to loose contact.

[0029] In some optional embodiments, the side of the pushing block facing the latch assembly is an arc surface. The arc surface design can reduce the friction between the pushing block and the latch assembly, making the pushing block more smooth when pushing the latch assembly, reducing energy loss, and also reducing the wear of the components, prolonging the service life of the pushing block and the latch assembly.

[0030] In some optional embodiments, the linkage member is provided with a first limiting block on one side, and the side of the installation panel facing the linkage member is provided with a first limiting groove. The first limiting block moves linearly in the first limiting groove along a predetermined direction, and the moving range is within the length range of the limiting groove. This design limits the movement trajectory and range of the linkage member, preventing the linkage member from deviating or moving excessively during rotation or movement, ensuring the accuracy and stability of the operation of the first operating handle and ensuring that the unlocking action can be completed normally.

[0031] In some optional embodiments, the first elastic member is stretched or compressed when the locking bolt assembly is actuated, storing elastic potential energy. When the unlocking action is completed, the first elastic member releases the elastic potential energy, helping the locking bolt assembly to return to the initial position, preparing for the next locking, and also acting as a buffer to reduce the impact force between the components.

[0032] In some optional embodiments, in the initial state, the first lever, the second lever and the clamping member are connected to the mounting panel through the rotating shaft, and in the cabin door locking state, the clamping member is matched with the lock catch to achieve the locking of the cabin door.

[0033] When the first handle is rotated, the linkage member actuates the first lever, and the first lever rotates around the rotating shaft. One end of the first lever is adjacent to one end of the second lever, and when the first lever rotates, it lifts the end of the second lever to actuate the second lever, which also rotates around the rotating shaft. At this time, since the second lever is connected to the clamping member through the second elastic member, the end of the second lever is lifted by rotating and pulling the second elastic member, driving the clamping member to rotate around the rotating shaft, so that the clamping member is separated from the lock catch, and the unlocking is completed.

[0034] In some optional embodiments, the second lever is provided with a second limiting groove on the side facing the clamping member, and the clamping member is provided with a second limiting block matched with the second limiting groove. In the cabin door locking state, the second limiting groove and the second limiting block are mutually engaged to limit the rotation of the clamping member, ensuring that the clamping member is stably engaged with the lock catch. When the second lever is rotated to move the second limiting groove away from the second limiting block, the clamping member loses the limitation and rotates along the rotating shaft by the second elastic member, achieving unlocking.

[0035] In some optional embodiments, the first lever is provided with a buckle, and one end of the traction rope is provided with a protrusion, and the first lever and the traction rope are connected by the mutual engagement of the buckle and the protrusion. When the second handle is rotated to pull the traction rope, the traction rope drives the first lever to rotate through the connection of the protrusion and the buckle, and then triggers the unlocking action of the locking bolt assembly. This connection method is convenient for installation and disassembly, and also ensures the reliability of power transmission.

[0036] In some optional embodiments, the mounting panel is provided with a third limiting block on the side close to the clamping member, and when the clamping member is in the locked state, the third limiting block is in close contact with the clamping member. This design further enhances the stability of the clamping member in the locked state, preventing the clamping member from rotating accidentally due to vibration or other external forces, causing the cabin door to unlock, and improving the safety and reliability of the cabin door lock.

[0037] The above is only the preferred embodiment of the present application, and does not limit the present application in any form. Any modification, equivalent change and modification of the above embodiment based on the technical essence of the present application, without departing from the technical solution content of the present application, still belongs to the scope of the technical solution of the present application.

Claims

1. A door lock for an aircraft, characterized in that Comprise: First handle, second handle, lock body and traction rope; The lock body comprises a mounting panel and a lock bolt assembly, the lock bolt assembly is connected with the mounting panel, the mounting panel is installed on the cabin door, the lock bolt assembly is buckled with the lock catch on the door frame; the first handle is inserted into the lock body, the end of the first handle is provided with a linkage, the linkage is used to push the lock bolt assembly when the first handle rotates; The second handle is installed on the cabin door, the two ends of the traction rope are connected with the second handle and the lock bolt assembly respectively, rotating the second handle, the second handle pulls the lock bolt assembly through the traction rope.

2. The cabin door lock of the aircraft according to claim 1, wherein The first handle comprises a first handle, and the linkage is sleeved on the end of the first handle.

3. The cabin door lock of the aircraft according to claim 1, wherein One side of the linkage is provided with a push block, when the first handle rotates, the push block drives the push block to tightly press in the direction of the lock bolt assembly with a certain pressure, so that the push block is in close contact with the lock bolt assembly.

4. The cabin door lock of the aircraft according to claim 3, wherein One side of the push block towards the lock bolt assembly is arc surface.

5. The cabin door lock of the aircraft according to claim 1, wherein One side of the linkage is provided with a first limiting block, one side of the mounting panel towards the linkage is provided with a first limiting groove, the first limiting block moves linearly in the first limiting groove along the preset direction, and the moving range is within the length range of the limiting groove.

6. The cabin door lock of the aircraft according to claim 1, further comprising a first elastic member, two ends of the first elastic member are connected with the lock bolt assembly and the linkage respectively.

7. The cabin door lock of the aircraft according to claim 1, wherein The lock bolt assembly comprises a first push rod, a second push rod, a second elastic member and a buckling member, The first push rod, the second push rod and the buckling member are all connected with the mounting panel through the rotating shaft, the linkage pushes the first push rod, one end of the first push rod is arranged adjacent to one end of the second push rod, one end of the first push rod can push one end of the second push rod, the second push rod is connected with the buckling member through the second elastic member, when the second push rod is pushed by the first push rod, the second push rod can drive the buckling member to rotate by pulling the second elastic member, one side of the buckling member is provided with a bayonet, and the bayonet cooperates with the lock catch.

8. The cabin door lock of the aircraft according to claim 7, wherein One side of the second push rod towards the buckling member is provided with a second limiting groove, the buckling member is provided with a second limiting block matched with the second limiting groove, the second limiting groove and the second limiting block are mutually buckled to limit the rotation of the buckling member, when the second limiting groove is away from the second limiting block by rotating the second push rod, the buckling member can rotate along the rotating shaft. ​ 9. The aircraft door lock of claim 7, wherein, the first lever is provided with a buckle, one end of the traction rope is provided with a protrusion, and the first lever and the traction rope are connected to each other through mutual buckling of the buckle and the protrusion.

10. The aircraft door lock of claim 7, wherein, one side of the mounting panel close to the buckle is provided with a third limiting block, and the third limiting block and the buckle are in mutual abutment when the buckle is in the locked state.

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