Automatic locking device for opening position, aircraft sliding window and opening and closing method

Abstract

The invention provides an automatic locking device for an opening position, an aircraft sliding window and an opening and closing method. The automatic locking device for the opening position comprises a mounting bottom plate and a locking device, the middle of the locking assembly is hinged to the mounting bottom plate through a hinge point, the locking assembly comprises a first spring bolt, a second spring bolt and a first hanging point, the first spring bolt and the second spring bolt are located on the two sides of the hinge point respectively, and the first hanging point is located between the end of the first spring bolt and the end of the second spring bolt; and one end of the spring is connected with the first hanging point, and the other end of the spring is connected with the second hanging point on the mounting bottom plate. The sliding window locking device has the advantages of being simple, reliable, easy to install and replace, convenient for a driver to operate and implement, and capable of ensuring locking of the sliding window, further effectively preventing the sliding window from being accidentally closed at the opening position, and improving the competitiveness of products in the same industry.

Description

Technical Field

[0001] This invention relates to an automatic locking device for an open position, an aircraft sliding window, and an opening and closing method. Background Technology

[0002] Sliding windows are operable windows designed for aircraft cabin ventilation, emergency escape, and providing a clear view. Currently, the locking of sliding windows in the open position in most aircraft cockpits relies on a mechanical self-locking mechanism using its own linkage. However, sliding windows can automatically unlock when affected by external forces in the open position, affecting pilot operation and hindering their use in emergency situations. Summary of the Invention

[0003] In view of this, the present invention provides an automatic locking device for the open position, an aircraft sliding window, and an opening and closing method, so as to facilitate pilot operation.

[0004] The present invention provides the following technical solution: an automatic locking device for an open position, comprising: a mounting base plate; a locking assembly, which is hinged to the mounting base plate at the middle via a hinge point, the locking assembly including a first locking tongue, a second locking tongue and a first hook point, the first locking tongue and the second locking tongue being located on both sides of the hinge point, the first hook point being located between the ends of the first locking tongue and the ends of the second locking tongue; and a spring, one end of which is connected to the first hook point and the other end of which is connected to the second hook point on the mounting base plate.

[0005] Furthermore, the locking assembly also includes a reset point, which is located on the side of the hinge point away from the first hook point, and the reset point is connected to the reset lever 6.

[0006] Furthermore, the mounting base plate is provided with an arc-shaped guide groove, and a guide pin is provided at the reset hanging point. The guide pin is placed in the arc-shaped guide groove, and the reset hanging point can slide along the arc-shaped guide groove.

[0007] The present invention also provides an aircraft sliding window, including the above-described automatic locking device for the open position.

[0008] Furthermore, the aircraft sliding window includes a slide rail, and the slide rail and the side wall of the automatic locking device for the open position are provided with a first through hole and a second through hole spaced apart. The end of the first locking tongue can extend into the slide rail through the first through hole, and the end of the second locking tongue can extend into the slide rail through the second through hole.

[0009] The present invention also provides a method for opening and closing an aircraft sliding window, which is implemented using the above-mentioned aircraft sliding window and includes the following steps: when the aircraft sliding window needs to be opened, the pilot pushes the aircraft sliding window backward, so that the roller moves backward along the extension direction of the slide rail; the end of the first locking tongue is normally placed in the slide rail, and when the roller abuts against the end of the first locking tongue, it will squeeze the first locking tongue out of the first through hole; after the roller passes through the first through hole as a whole, the first locking tongue is reset under the action of the spring, so that the end of the first locking tongue extends into the slide rail, at which time the roller is locked.

[0010] Further, the process includes the following steps: When the aircraft sliding window needs to be closed, the pilot moves the reset lever 6, which drives the end of the first latch to exit the first through hole through the reset point, and at the same time causes the end of the second latch to extend into the slide rail through the second through hole; the pilot pulls the aircraft sliding window forward, causing the roller to move forward along the extension direction of the slide rail with the aircraft sliding window; when the roller abuts against the end of the second latch, it will squeeze the second latch out of the second through hole, at which point the roller can continue to slide forward to the closed position of the aircraft sliding window.

[0011] Further, the method includes the following steps: after the second locking tongue is squeezed out of the second through hole, the second locking tongue continues to be placed outside the second through hole under the action of the spring, while the end of the first locking tongue extends out of the first through hole into the slide rail.

[0012] Compared with the prior art, the beneficial effects that the above-mentioned at least one technical solution adopted by the present invention can achieve include: simplicity and reliability, ease of installation and replacement, ease of operation by the driver, and ensuring the locking of the sliding window, thereby effectively preventing the sliding window from accidentally closing in the open position and improving the product's competitiveness in the same industry. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the sliding window opening of the present invention; Figure 2 This is a schematic diagram of the sliding window locking mechanism of the present invention; Figure 3 This is a diagram illustrating the sliding window locking mechanism; Figure 4 This is a diagram illustrating the sliding window unlock feature; Figure 5 This is a schematic diagram of the automatic reset starting position of the lock mechanism; Figure 6This is a schematic diagram of the automatic reset end position of the lock mechanism; Figure 7 This is an exploded diagram of the locking mechanism.

[0015] The attached diagram is labeled as follows: 1. Mounting base plate; 11. Second hanging point; 12. Arc-shaped guide groove; 2. Locking assembly; 21. Hinge point; 22. First locking tongue; 23. Second locking tongue; 24. First hanging point; 25. Reset hanging point; 3. Spring; 4. Slide rail; 5. Roller; 6. Reset lever. Detailed Implementation

[0016] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0017] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0018] like Figures 1 to 7 As shown in the figure, an embodiment of the present invention discloses an automatic locking device for an open position, the components of which are shown below.

[0019] Mounting base plate 1: As the basic support structure of the device, it is made of high-strength aluminum alloy sheet. Aluminum alloy has the characteristics of being lightweight and high-strength. Its density is lower than that of traditional metal materials such as steel and copper, but it has high strength. This allows the mounting base plate to reduce the overall weight of the aircraft while ensuring structural stability. For example, 7075 aluminum alloy is an aluminum-magnesium-zinc-copper alloy, which belongs to the super-hard aluminum alloy and is often used to manufacture high-strength, corrosion-resistant, and high-stress structural components such as aircraft structures. The mounting base plate is fixed to the inside of the window frame of the aircraft sliding window by bolts. This fixing method is convenient for installation and disassembly, and facilitates later maintenance and replacement. Its surface is provided with hinge points 21 for hinge locking components and a second hanging point 11 connected to the spring 3. The mounting base plate 1 is also machined with an arc-shaped guide groove 12. The guide groove extends arc-shaped along the sliding direction of the sliding window to constrain the movement trajectory of the reset hanging point 25 and ensure the stability and accuracy of the reset hanging point 25 during movement.

[0020] The locking assembly 2 is a symmetrical lever structure, hinged to the mounting base plate 1 at the center via hinge point 21, allowing for flexible rotation around the hinge point 21. The locking assembly 2 includes a first locking tongue 22 and a second locking tongue 23 located on either side of the hinge point 21. Both are wedge-shaped with 45° chamfered ends. This special shape design facilitates a tight fit with the through-hole of the slide rail 4. When the end of the locking tongue contacts the through-hole of the slide rail, the 45° chamfer guides the locking tongue smoothly into or out of the through-hole, improving the working efficiency and reliability of the device. The middle parts of the first locking tongue 22 and the second locking tongue 23 are connected by a rigid connecting rod, forming a lever system with the hinge point 21 as the fulcrum. A first hanging point 24 is provided in the middle of the connecting rod of the first locking tongue 22 and the second locking tongue 23, used to connect one end of the spring 3, so that the locking assembly 2 remains in a normally locked position under the spring tension. When the spring 3 is in a stretched state, the tension it generates acts on the locking assembly 2 through the first hanging point 24, causing the ends of the first locking tongue 22 and the second locking tongue 23 to always tend to extend towards the through hole of the slide rail 4, thereby realizing the locking function of the aircraft sliding window.

[0021] Spring 3 is a cylindrical helical tension spring, which has good elasticity and stability. One end is connected to the first hanging point 24 via a hook, and the other end is fixed to the second hanging point 11 of the mounting base plate 1. The elastic force of spring 3 causes the locking assembly 2 to tend to rotate around the hinge point 21, ensuring that the ends of the first locking tongue 22 and the second locking tongue 23 always extend towards the through hole of the slide rail 4 in the non-interventional state. When the aircraft sliding window is operating normally, the elastic force of spring 3 can maintain the locked state of the locking assembly 2; when it is necessary to open or close the sliding window, the external force overcomes the elastic force of spring 3, causing the locking assembly 2 to rotate, thereby realizing the unlocking or relocking operation.

[0022] The locking assembly 2 has a reset point 25 on the side of the hinge point 21 away from the first latch point 24. This latch point is connected to the reset lever 6 via a pin. The reset lever 6 passes through the cabin control panel of the sliding window, and the pilot can drive the reset point 25 to move by moving the lever. When it is necessary to close the aircraft sliding window, the pilot only needs to gently move the reset lever 6. The reset lever 6 will drive the reset point 25 to move via the pin, thereby causing the locking assembly 2 to rotate around the hinge point 21, realizing the switching of the positions of the first latch 22 and the second latch 23, and completing the unlocking action. This operation method is simple and direct, allowing the pilot to quickly and accurately control the state of the sliding window, improving the convenience and safety of operation.

[0023] A guide pin is fixed at the reset point 25, and this pin is embedded in the arc-shaped guide groove 12 of the mounting base plate 1. When the reset lever 6 is moved, the guide pin slides along the arc-shaped guide groove 12, guiding the locking assembly 2 to rotate around the hinge point 21, ensuring the synchronous movement of the first locking tongue 22 and the second locking tongue 23, and avoiding jamming problems caused by movement deviation. The design of the arc-shaped guide groove 12 makes the movement trajectory of the reset point 25 more stable and controllable, effectively reducing friction and wear between components and extending the service life of the device. At the same time, this guide structure can also improve the reliability and safety of the device, allowing visual observation of the working status of the locking mechanism, ensuring that the aircraft sliding window can be opened and closed normally in various complex environments. For example, during aircraft flight, it may be affected by factors such as airflow and vibration, and the cooperation of the arc-shaped guide groove 12 and the guide pin can ensure the stable movement of the locking assembly 2 and prevent malfunctions caused by external interference.

[0024] The sliding window rail 4 is made of titanium alloy with a tungsten carbide coating to improve its surface hardness and wear resistance, enabling it to withstand the flight requirements of various complex environments. The rail 4 is fixed to the window frame of the aircraft fuselage using high-strength bolts. This connection method offers advantages such as strong connection, high reliability, and high load-bearing capacity, ensuring the rail will not loosen during flight. On the side wall of the rail 4 where the locking device is installed, there are first and second through holes spaced apart. These through holes are evenly arranged along the length of the rail 4, with a spacing equal to the wheelbase of the roller 5 when the window is open. This precise dimensional design ensures that the roller 5 accurately contacts the end of the locking tongue when it reaches the through hole position, achieving smooth unlocking and locking operations. The end of the first locking tongue 22 can pass through the first through hole and extend into the pre-processed groove of the slide rail 4, while the end of the second locking tongue 23 can pass through the second through hole and extend into another groove of the slide rail 4. This design forms a two-way locking mechanism for the roller 5, which effectively improves the stability and safety of the sliding window in the open position.

[0025] Two sets of rollers 5 are installed at the bottom of the sliding window. These rollers 5 are made of martensitic precipitation-hardening stainless steel, a material with excellent wear resistance and high corrosion resistance, ensuring a long service life while making the sliding window slide more smoothly and steadily. The outer circumference of the rollers 5 fits tightly against the groove of the slide rail 4, forming a rolling contact. When the window slides under the driver's operation, the rollers 5 move smoothly along the groove of the slide rail 4. During this movement, the rim of the rollers 5 abuts against the wedge-shaped end of the first latch 22 or the second latch 23. Because the latch end is wedge-shaped, when the rollers 5 apply a pushing force, the latch receives a component force along the wedge-shaped surface, forcing the latch to retract into the through hole, thus unlocking the window. For example, when the aircraft sliding window needs to be opened, the driver pushes the window, the rollers 5 move forward and abut against the end of the first latch 22. Under the pushing force of the rollers 5, the first latch 22 overcomes the tension of the spring 3 and retracts into the first through hole, allowing the sliding window to open smoothly. This ingenious design of the roller and locking tongue not only enables the automatic locking function of the sliding window, but also makes the operation simpler and more convenient, improving the efficiency and safety of the aircraft's sliding windows.

[0026] Implementation steps for opening and closing a sliding window: I. Window opening and locking process When the driver needs to open the sliding window, they push the window door backward. The roller 5 at the bottom of the window door rolls on the track 4 as the window door moves. When the roller 5 moves to the position abutting the end of the first latch 22, the roller 5 applies a pushing force (e.g., ...) to the wedge-shaped end of the first latch 22. Figure 2 As shown, the angle between the spring axis and the locking tongue attachment point axis is R1, and the working length of the spring is L1. Since the end of the first locking tongue 22 is wedge-shaped, the thrust of the roller 5 is decomposed into a pressure perpendicular to the wedge surface and a component force along the wedge surface. This component force along the wedge surface forces the first locking tongue 22 to overcome the tension of the spring 3 and retract into the first through hole. As the window continues to be pushed, the roller 5 gradually passes the first locking tongue 22, achieving the window opening and locking action. During this process, since the contact between the roller 5 and the first locking tongue 22 is rolling friction, compared to sliding friction, the frictional force of rolling friction is smaller, thus making it easier to push the first locking tongue 22 back, making the window opening operation smoother and less strenuous. For example, in actual operation, the driver only needs to push the window with a small force to smoothly make the roller 5 overcome the resistance of the first locking tongue 22 and achieve the window opening operation, greatly improving the convenience of operation.

[0027] Once roller 5 has passed through the first through hole, the tension of spring 3 will come into play. Spring 3 pulls locking assembly 2 to rotate around hinge point 21, causing the first locking tongue 22 to extend back into slide rail 4. At this time, the first locking tongue 22 will lock the rear side of roller 5, thereby automatically locking the window in the open position. This automatic locking function ensures that the window remains stably in its current position after opening, preventing it from sliding due to aircraft vibrations or other external forces, providing the pilot with a safe and stable operating environment. For example, when the aircraft is flying at low altitude or taxiing on the ground, the pilot may need to open the sliding window to observe or communicate with the outside world. In this case, the automatic locking function of the sliding window ensures that the window will not close accidentally, guaranteeing the pilot's operational safety and convenience.

[0028] II. Window Closing and Resetting Process When it is necessary to close the aircraft sliding window, the pilot first needs to move the reset lever 6 inside the cabin. The reset lever 6, connected to the reset point 25, moves the reset point 25. The guide pin at the reset point 25 slides along the arc-shaped guide groove 12 on the mounting base plate 1, thereby guiding the locking assembly 2 to rotate around the hinge point 21. During this process (e.g.... Figure 4 As shown, when the reset lever 6 moves forward, the latch rotates clockwise along the pivot under the action of the reset lever 6, unlocking the locking mechanism. At this time, the axis of the spring 3 has passed the center of the latch pivot, and the latch is stretched in the opposite direction under the action of the spring 3, maintaining the unlocked state. At this time, the angle between the axis of the spring 3 and the axis of the latch hook point is R2. The first latch 22 will gradually retract into the first through hole, while the second latch 23 will extend into the second through hole, completing the manual trigger reset operation. This design allows the driver to switch the state of the locking component 2 by simply moving the reset lever 6, which is convenient and quick, improving the efficiency of closing the window. For example, in an emergency, the driver can quickly move the reset lever 6 to put the sliding window into the closeable state, gaining valuable time for subsequent window closing operations.

[0029] After manually triggering the reset, the pilot pulls the aircraft sliding window forward. The roller 5 at the bottom of the window moves forward along the rail 4. When the roller 5 reaches the position where it abuts against the end of the second latch 23, it applies a pushing force to the wedge-shaped end of the second latch 23. Similar to opening the window, the end of the second latch 23 is wedge-shaped, and the pushing force of the roller 5 is decomposed into a pressure perpendicular to the wedge surface and a component force along the wedge surface. This component force along the wedge surface forces the second latch 23 to overcome the tension of the spring 3 and retract into the second through-hole. As the window continues to be pulled, the roller 5 gradually passes the second latch 23, allowing the window to continue sliding forward until it reaches the closed position. During this process, because the contact between the roller 5 and the second latch 23 is also rolling friction, the friction is relatively small, making the window closing operation smoother and less strenuous. For example, in actual operation, the driver can easily pull the window door so that the roller 5 can smoothly pass the second latch 23 to complete the window closing operation, reducing the difficulty of operation and physical exertion.

[0030] When roller 5 forces the second latch 23 to retract into the second through hole, the center line of spring 3 passes through hinge point 21. At this time, spring 3 returns to its original state under tension, pulling the locking assembly 2 to rotate around hinge point 21, causing the first latch 22 to extend back into the first through hole, preparing for the next window opening and locking. Simultaneously, the second latch 23 remains retracted under the action of spring 3, preventing interference with the closing of the window when it is closed. This design ensures that the sliding window maintains a stable closed state after closing, while preparing for the next window opening operation, improving the efficiency and safety of the sliding window. For example, before takeoff, the pilot only needs to operate lever 6 to pull the window forward to close it; at this time, the locking mechanism has automatically reset, making it safer and more efficient.

[0031] The beneficial effects of this invention are as follows: Compared to traditional aircraft sliding window locking methods, this automatic locking device exhibits significant technological advantages in several aspects. Traditional mechanical locks typically employ complex gear and pin structures, which are not only structurally complex but also prone to jamming due to wear and foreign object ingress during frequent opening and closing, affecting the normal operation of the sliding window. In contrast, this device's spring-driven lever-type locking tongue structure is simple and ingeniously designed, utilizing the elastic force of the spring to achieve automatic locking, reducing complex transmission between mechanical components and significantly lowering the risk of jamming.

[0032] During flight, aircraft safety is paramount, especially the stability and reliability of sliding windows. This device, through the combination of double latches and double through holes, effectively restricts the bidirectional movement of roller 5 on slide rail 4, ensuring the sliding window is securely locked in both open and closed positions. This design significantly enhances the safety of aircraft sliding windows during flight, preventing safety hazards caused by accidental movement. For example, when the aircraft encounters turbulence, traditional locking methods may not be effective in securing the sliding window, while this device's bidirectional locking mechanism ensures the sliding window remains in its original position, providing reliable protection for flight safety.

[0033] From an operational convenience perspective, traditional mechanical locks require manual locking and unlocking, which is not only cumbersome but may also compromise flight safety in emergencies due to delayed action. This device, however, automatically locks the sliding window when open and easily unlocks it when closed. The pilot can open or close the window with a simple push or pull, and unlock it easily by moving the reset lever 6, greatly improving operational convenience and efficiency. In emergencies, the pilot can quickly open or close the sliding window to ensure flight safety. Furthermore, the cooperation between the arc-shaped guide groove 12 and the guide pin ensures the stability and accuracy of the reset action, further enhancing the overall performance of the device.

[0034] The above description is merely a specific embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any substitution of equivalent components or equivalent changes and modifications made within the scope of protection of this patent should still fall within the scope of this patent. Furthermore, the technical features, technical features and technical solutions, and technical solutions in this invention can be freely combined and used.

Claims

1. An automatic locking device for an open position, characterized in that, include: Install base plate (1); The locking assembly (2) is hinged to the mounting base plate (1) at the middle via a hinge point (21). The locking assembly (2) includes a first locking tongue (22), a second locking tongue (23), and a first hook point (24). The first locking tongue (22) and the second locking tongue (23) are located on both sides of the hinge point (21), and the first hook point (24) is located between the end of the first locking tongue (22) and the end of the second locking tongue (23). One end of the spring (3) is connected to the first hanging point (24), and the other end of the spring is connected to the second hanging point (11) on the mounting base plate (1).

2. The automatic locking device for the open position according to claim 1, characterized in that, The locking assembly (2) also includes a reset point (25), which is located on the side of the hinge point (21) away from the first hook point (24), and the reset point (25) is connected to the reset lever (6).

3. The automatic locking device for the open position according to claim 2, characterized in that, The mounting base plate (1) is provided with an arc-shaped guide groove (12), and a guide pin is provided at the reset hanging point (25). The guide pin is placed in the arc-shaped guide groove (12), and the reset hanging point (25) can slide along the arc-shaped guide groove (12).

4. An aircraft sliding window, comprising an automatic locking device for an open position, characterized in that, The automatic locking device for the open position is the automatic locking device for the open position as described in any one of claims 1 to 3.

5. The aircraft sliding window according to claim 4, characterized in that, The aircraft sliding window includes a slide rail (4). The slide rail (4) and the side wall of the automatic locking device for the open position are provided with a first through hole and a second through hole distributed at intervals. The end of the first locking tongue (22) can extend into the slide rail (4) through the first through hole, and the end of the second locking tongue (23) can extend into the slide rail (4) through the second through hole.

6. A method for opening and closing an aircraft sliding window, implemented using the aircraft sliding window as described in claim 4 or 5, characterized in that, Includes the following steps: When the aircraft sliding window needs to be opened, the pilot pushes the aircraft sliding window backward, so that the roller (5) moves backward along the extension direction of the slide rail (4) with the aircraft sliding window; The end of the first locking tongue (22) is normally placed in the slide rail (4). When the roller (5) comes into contact with the end of the first locking tongue (22), it will push the first locking tongue (22) out of the first through hole. When the roller (5) passes through the first through hole, the first locking tongue (22) is reset under the action of the spring (3), so that the end of the first locking tongue (22) extends into the slide rail (4), and the roller (5) is locked at this time.

7. The method for opening and closing an aircraft sliding window according to claim 6, characterized in that, Includes the following steps: When the aircraft sliding window needs to be closed, the pilot moves the reset lever (6), which drives the end of the first locking tongue (22) out of the first through hole through the reset hook point (25), and at the same time causes the end of the second locking tongue (23) to extend into the slide rail (4) through the second through hole. The pilot pulls the aircraft sliding window forward, causing the roller (5) to move forward along the extension direction of the slide rail (4) with the aircraft sliding window; When the roller (5) abuts against the end of the second latch (23), it will push the second latch (23) out of the second through hole. At this time, the roller (5) can continue to slide forward to the closed position of the aircraft sliding window.

8. The method for opening and closing an aircraft sliding window according to claim 7, characterized in that, Includes the following steps: After the second latch (23) is squeezed out of the second through hole, under the action of the spring (3), the second latch (23) continues to be placed outside the second through hole, while the end of the first latch (22) extends out of the first through hole into the slide rail (4).

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