A flight lock-in-place detection device and method

Abstract

This application discloses a flight lock positioning detection device and method. The device may include: a Hall effect sensor assembly disposed within the flight lock; a linear motor including a stator and a mover, the mover having mover magnetic poles, the mover being mounted on a movable latch of the flight lock, wherein, in response to the latch of the flight lock being in a target position, the mover magnetic poles align with the Hall effect sensor assembly such that the Hall voltage generated by the Hall effect sensor assembly is greater than or equal to a threshold; and a signal processing unit communicatively connected to the Hall effect sensor assembly, generating a monitoring signal based on the Hall voltage of the Hall effect sensor assembly, the monitoring signal being used to indicate the locking state of the flight lock. Using the embodiments of this application, it is possible to realize internal locking positioning detection, unlocking positioning detection, and detection of internal and external sensors of the flight lock under fault mode.

Description

Technical Field

[0001] This application relates to the field of aircraft, and in particular to a flight lock positioning detection device and method. Background Technology

[0002] In aircraft door systems employing linear flight locks, existing technologies typically rely on installing two proximity sensors externally to the flight lock to detect its locking and unlocking status. However, this external monitoring approach has significant drawbacks: firstly, the metal casing and supporting brackets of the independent sensors increase the system weight and make placement difficult in the confined space inside the door, severely limiting the system's lightweight design and integration; secondly, this approach only provides a binary "endpoint" signal, lacking real-time monitoring capabilities for the entire locking mechanism's movement and failing to identify abnormal conditions such as jamming or drive failure during locking and unlocking.

[0003] Because the flight lock body is located deep behind the cabin door interior panel, while the sensor is external, when the system reports a fault, maintenance personnel have difficulty distinguishing whether it is an electrical failure of the sensor or a mechanical jamming of the lock body without disassembling the interior panel. This situation, where fault characteristics are vague and isolation is difficult, not only significantly increases the time cost and disassembly risk of line maintenance, but also seriously affects the reliability of aircraft operations. Summary of the Invention

[0004] This disclosure aims to provide a flight lock positioning detection device and method.

[0005] In a first aspect, embodiments of this application provide a flight lock positioning detection device, which may include a Hall effect sensor assembly disposed within the flight lock; a linear motor comprising a stator and a mover, the mover having mover magnetic poles and mounted on a movable latch of the flight lock, wherein, in response to the latch of the flight lock being in a target position, the mover magnetic poles align with the Hall effect sensor assembly such that the Hall voltage generated by the Hall effect sensor assembly is greater than or equal to a threshold; and a signal processing unit communicatively connected to the Hall effect sensor assembly and generating a monitoring signal based on the Hall voltage of the Hall effect sensor assembly, the monitoring signal being used to indicate the locking state of the flight lock. Through this flight lock positioning detection device, both locking and unlocking positioning detection within the flight lock can be achieved.

[0006] In one optional implementation, the target position includes a locked position or an unlocked position. In response to the bolt of the flight lock being in the locked position, the monitoring signal indicates that the flight lock is in a locked state; or in response to the bolt of the flight lock being in the unlocked position, the monitoring signal indicates that the flight lock is in an unlocked state. By establishing a one-to-one correspondence between the physical position of the bolt and the monitoring signal, the status of the flight lock is monitored.

[0007] In one optional implementation, the Hall effect sensing component includes a first Hall element, the mover magnetic pole includes a first mover magnetic pole, and the monitoring signal includes a first locking monitoring signal. The signal processing unit generates the first locking monitoring signal based on a first Hall voltage of the first Hall element. Specifically, in response to the latch being in the locked position such that the first Hall element and the first mover magnetic pole are aligned, the first Hall voltage generated by the first Hall element is greater than or equal to a threshold, and the first locking monitoring signal indicates that the lock is engaged. Alternatively, in response to the latch not being in the locked position, the first Hall voltage is less than the threshold, and the first locking monitoring signal indicates that the lock is not engaged. Inside the flight lock, the Hall effect is used to generate a monitoring signal, enabling the monitoring of the flight lock's engaged and disengaged states.

[0008] In one optional embodiment, the Hall sensor assembly further includes a second Hall element, the mover magnetic pole further includes a second mover magnetic pole, and the monitoring signal further includes a first unlocking monitoring signal. The signal processing unit generates the first unlocking monitoring signal based on the second Hall voltage of the second Hall element. Specifically, in response to the latch being in the unlocked position such that the second Hall element and the second mover magnetic pole are aligned, and the second Hall voltage generated by the second Hall element is greater than or equal to a threshold, the first unlocking / locking monitoring signal indicates that the lock is fully unlocked. Alternatively, in response to the latch not being in the unlocked position and the second Hall voltage being less than the threshold, the first unlocking monitoring signal indicates that the lock is not fully unlocked. Inside the flight lock, the Hall effect is used to generate a monitoring signal, enabling the monitoring of the flight lock's unlocked and ununlocked states.

[0009] In an optional embodiment, the flight lock positioning detection device further includes: a proximity sensor disposed outside the flight lock and configured to generate a second locking monitoring signal; wherein, in response to the proximity sensor aligning with a target on the flight lock, the second locking monitoring signal indicates that the lock is in place, or in response to the proximity sensor not aligning with the target on the flight lock, the second locking monitoring signal indicates that the lock is not in place. By providing a monitoring device outside the flight lock, both external locking position detection and external locking position detection can be achieved.

[0010] In an optional embodiment, the flight lock positioning detection device further includes a door signal controller configured to determine the locking state of the flight lock based on the first locking monitoring signal, the first unlocking monitoring signal, and the second locking monitoring signal. The monitoring of the flight lock locking state is achieved by combining internal and external monitoring signals with the door controller.

[0011] In one optional implementation, the flight lock is determined to be locked in response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is in place; or the flight lock is determined to be unlocked in response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place. The different values ​​of the internal and external monitoring signals when the flight lock is locked and unlocked are explicitly defined.

[0012] In one optional implementation, in response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is not fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the first Hall element is disabled when the bolt of the flight lock is in the locked position; or in response to the first locking monitoring signal indicating that the lock is fully engaged, the first unlocking monitoring signal indicating that the lock is fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the second Hall element is disabled when the bolt of the flight lock is in the locked position; or in response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the proximity sensor is disabled or the first Hall element is disabled when the bolt of the flight lock is in the unlocked position. The flight lock's associated mechanism fails; or, in response to the first locking monitoring signal indicating locked, the first unlocking monitoring signal indicating not fully unlocked, and the second locking monitoring signal indicating not fully locked, it is determined that when the flight lock's bolt is in the locked position, the proximity sensor or the flight lock's associated mechanism fails; or, in response to the first locking monitoring signal indicating locked, the first unlocking monitoring signal indicating unlocked, and the second locking monitoring signal indicating not fully locked, it is determined that when the flight lock's bolt is in the unlocked position, the first Hall element fails; or, in response to the first locking monitoring signal indicating not fully locked, the first unlocking monitoring signal indicating not fully unlocked, and the second locking monitoring signal indicating not fully locked, it is determined that the flight lock is mechanically jammed during the unlocking process. Various scenarios in which internal sensors, external sensors, and mechanisms fail when the flight lock is in the unlocked or locked position are clearly defined.

[0013] Secondly, embodiments of this application provide a flight lock positioning detection method, the method comprising: receiving a Hall voltage from a Hall sensor component, the Hall sensor component being disposed in the flight lock, a linear motor mover mounted on a movable latch of the flight lock, the mover having mover magnetic poles, wherein in response to the latch of the flight lock being in a target position, the mover magnetic poles align with the Hall sensor component such that the Hall voltage generated by the Hall sensor component is greater than or equal to a threshold; and generating a monitoring signal based on the Hall voltage, the monitoring signal indicating the locking state of the flight lock.

[0014] In one alternative implementation, the target position includes a locked position or an unlocked position, wherein the monitoring signal indicates that the flight lock is locked in response to the bolt of the flight lock being in the locked position; or the monitoring signal indicates that the flight lock is unlocked in response to the bolt of the flight lock being in the unlocked position.

[0015] In one optional implementation, generating a monitoring signal based on the Hall voltage includes: generating a first locking monitoring signal based on a first Hall voltage of a first Hall element, wherein, in response to the latch being in the locked position such that the first Hall element and the first mover magnetic pole are aligned, the first Hall voltage generated by the first Hall element is greater than or equal to a threshold, and the first locking monitoring signal indicates that the lock is engaged; or in response to the latch not being in the locked position, the first Hall voltage is less than the threshold, and the first locking monitoring signal indicates that the lock is not engaged.

[0016] In one optional implementation, generating a monitoring signal based on the Hall voltage includes: generating a first unlocking monitoring signal based on the second Hall voltage of the second Hall element, wherein, in response to the latch being in the unlocked position such that the second Hall element and the second mover magnetic pole are aligned, the second Hall voltage generated by the second Hall element is greater than or equal to a threshold, and the first unlocking monitoring signal indicates that unlocking is complete; or in response to the latch not being in the unlocked position, the second Hall voltage is less than the threshold, and the first unlocking monitoring signal indicates that unlocking is not complete.

[0017] In an optional implementation, the flight lock positioning detection method further includes: receiving a second locking monitoring signal generated by a proximity sensor, the proximity sensor being disposed outside the flight lock; wherein, in response to the proximity sensor being aligned with a target on the flight lock, the second locking monitoring signal indicates that the lock is in place, or in response to the proximity sensor not being aligned with the target on the flight lock, the second locking monitoring signal indicates that the lock is not in place.

[0018] In an optional implementation, the flight lock positioning detection method further includes: determining the locking state of the flight lock based on the first locking monitoring signal, the first unlocking monitoring signal, and the second locking monitoring signal.

[0019] In one alternative implementation, the flight lock is determined to be locked in response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is in place; or the flight lock is determined to be unlocked in response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place.

[0020] In one optional implementation, in response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is not fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the first Hall element is disabled when the bolt of the flight lock is in the locked position; or in response to the first locking monitoring signal indicating that the lock is fully engaged, the first unlocking monitoring signal indicating that the lock is fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the second Hall element is disabled when the bolt of the flight lock is in the locked position; or in response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is fully engaged, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that the proximity sensor is disabled or the first Hall element is disabled when the bolt of the flight lock is in the unlocked position. The associated mechanism of the flight lock fails; or, in response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is not in place, it is determined that the proximity sensor or the associated mechanism of the flight lock fails when the bolt of the flight lock is in the locked position; or, in response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place, it is determined that the first Hall element fails when the bolt of the flight lock is in the unlocked position; or, in response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is not in place, it is determined that the flight lock is mechanically jammed during the unlocking process.

[0021] Thirdly, embodiments of this application provide an aircraft that includes a flight lock positioning detection device as described in any of the preceding claims.

[0022] The flight lock positioning detection device and method provided in this application have at least one of the following advantages: 1. Achieve structural integration and lightweight design This application utilizes a linear motor moving magnet as a detection target and integrates the Hall effect sensing circuit into the flight lock's internal control board, eliminating the need for an external proximity sensor and its associated mounting components (rocker arm, bushing, etc.). This design not only reduces system weight but also significantly reduces external space requirements, improving the system's structural compactness.

[0023] 2. Possesses multi-mode fault self-diagnosis capability

[0024] By comprehensively judging the logical relationship between internal and external monitoring signals, the solution provided in this application can accurately identify and distinguish various specific failure modes such as flight lock jamming, mechanical failure of the locking mechanism, false alarms of internal sensors, and failure of external sensors.

[0025] 3. Significantly improves maintenance efficiency and isolation.

[0026] With its precise fault location capabilities, maintenance personnel can quickly pinpoint the source of the fault (electrical or mechanical) without disassembling the cabin door interior panels, effectively avoiding blind disassembly operations, significantly shortening troubleshooting time, reducing maintenance costs, and improving aircraft operational reliability. Attached Figure Description

[0027] To gain a more detailed understanding of the above features of this application, reference can be made to various embodiments for a more specific description of the content briefly outlined above, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings only show certain typical aspects of this application and should not be considered as limiting its scope, as this description may allow for other equivalent aspects.

[0028] Figure 1 This is a schematic diagram of a flight lock positioning detection device according to one aspect of this application.

[0029] Figure 2 This is a schematic diagram of the flight lock being locked in place according to an embodiment of this application.

[0030] Figure 3 This is a schematic diagram showing the flight lock in place according to an embodiment of this application.

[0031] Figure 4 This is a flowchart of a flight lock positioning detection method according to another aspect of this application. Detailed Implementation

[0032] The present invention will be further described below with reference to specific embodiments and accompanying drawings, but this should not be construed as limiting the scope of protection of the present invention. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0033] The terms "first," "second," etc., used in this application are used to distinguish identical or similar items, without limiting the quantity or order. "At least one" as used in this application refers to one or more; "multiple" refers to two or more. The term "or" and its variations can mean "and / or." "And / or" as used in this application describes the relationship between related objects, and can represent the following situations: A exists alone, A and B exist simultaneously, or B exists alone, where A and B can be singular or plural. The character " / " used in this application can indicate that the preceding and following related objects are in an "or" relationship. Additionally, the symbol " / " can also represent a division sign.

[0034] As used in this application, "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent the following: a, b, c; a and b; a and c; b and c; a, b, and c. Each of a, b, and c can be an element or a set containing one or more elements.

[0035] This application proposes a flight lock positioning detection device, which sets a Hall sensor component inside the flight lock and uses the moving magnetic pole of the linear motor as a magnetic target. When the Hall sensor component is aligned with the moving magnetic pole, a Hall voltage greater than a threshold is generated. When the Hall sensor component is not aligned with the moving magnetic pole, a Hall voltage less than the threshold is generated. The Hall voltage is converted into a corresponding monitoring signal for flight lock positioning detection and unlocking positioning detection.

[0036] Figure 1 This is a schematic diagram of a flight lock positioning detection device according to one aspect of this application.

[0037] like Figure 1 As shown, the flight lock 106 may include a linear motor, a latch 109, a spring 110, and a latch drive linkage joint 111. The linear motor may include a stator and a mover. The stator includes a stator coil 105, and the mover includes multiple mover poles, such as a first mover pole 103, a second mover pole 104, etc.

[0038] The stator coil 105 surrounds the outer circumference of the latch 109 and is evenly distributed along the direction of movement, generating a controllable magnetic field when energized. The mover includes a drive shaft (not shown) and multiple magnetic poles located on the drive shaft, such as... Figure 1The N and S magnetic poles shown are connected to a drive shaft that can be mounted on the movable latch 109 of the flight lock. When the drive shaft moves, it drives the latch 109 and the moving magnetic pole to move synchronously. There is no mechanical contact between the moving magnetic pole and the stator coil 105; direct drive is achieved through electromagnetic force. Specifically, by applying a current of a specific direction and magnitude to the stator coil 105, the magnetic field generated by the stator coil 105 attracts or repels the moving magnetic pole, thereby driving the moving magnetic pole to move the latch 109 in a reciprocating motion, thus achieving locking and unlocking.

[0039] Spring 110 is spirally sleeved on the left side of the locking tongue 109. Specifically, the locking tongue 109 extends to the left with a guide section, the inner diameter of spring 110 is adapted to the guide section and sleeved on it, one end of spring 110 abuts against the fixed limiting surface (or motor housing), and the other end is used to provide elastic restoring force.

[0040] The latch drive linkage joint 111, serving as a mechanical linkage hub, is located on the left side of the spring 110. Spatially, along the axis of motion of the latch 109, the latch drive linkage joint 111 is positioned to the left of the spring 110. In terms of connection, the first end (inner or right end) of the latch drive linkage joint 111 is connected to the left tail end of the latch 109. This connection allows the latch drive linkage joint 111 to translate synchronously with the latch 109. The second end (outer or left end) of the latch drive linkage joint 111 is hinged to the rocker arm 112, thereby transmitting the linear displacement of the latch 109 to the rocker arm 112.

[0041] In an embodiment of this application, when the flight lock receives a locking command, the flight lock's control circuit (not shown) injects a current of a specific direction and amplitude into the stator coil, generating a directional magnetic field. Figure 1Taking the direction shown as an example, the magnetic field electromagnetically couples with the moving pole, generating an axial electromagnetic thrust to the right. This thrust drives the moving pole to move linearly to the right along the axial direction, rigidly causing the latch 109 to extend to the right until it is fully engaged in the corresponding slot of the locking mechanism, achieving mechanical locking. During this process, the left end of the latch 109 drives the latch drive linkage 111 to move synchronously to the right. At the same time, the spring 110 sleeved on the left side of the latch 109 undergoes elastic deformation (compression) as the latch moves, storing elastic potential energy; when the latch 109 reaches the locking limit position, the restoring force released by the spring 110 is converted into an axial preload on the transmission chain, effectively eliminating the fit gap between the components, ensuring that the flight lock can maintain a stable locking state under vibration environment, and preventing accidental loosening. In the embodiments of this application, when the flight lock receives an unlocking command, the control circuit reverses the current direction in the stator coil and adjusts its amplitude, causing the polarity of the stator magnetic field to reverse. At this moment, an opposing electromagnetic force is generated between the stator magnetic field and the mover magnetic pole, forming a restoring thrust to the left. Under the action of this force, the mover magnetic pole drives the latch 109 to quickly retract to the left, disengaging from the locking mechanism and completing the unlocking action. During this process, the retraction motion of the latch 109 pulls the latch drive linkage 111 to move synchronously in the opposite direction. The spring 110, which was previously in a deformed state, begins to release its stored elastic potential energy, and the direction of the restoring force it generates is consistent with the retraction direction of the latch 109.

[0042] According to one embodiment of the present invention, the flight lock positioning detection device 100 may include a Hall sensor assembly and a signal processing unit 108. The Hall sensor assembly may include at least one Hall element, such as a first Hall element 101, a second Hall element 102, etc. The Hall sensor assembly may be disposed inside the flight lock, for example, within the flight lock's housing. This is by way of example and not limitation. Figure 1 The diagram shows a configuration where the first Hall element 101 and the second Hall element 102 are positioned on the side of the flight lock's bolt. The first Hall element 101 and the second Hall element 102 can be positioned on the same side or different sides of the bolt. Figure 1 The diagram shows a configuration where the first Hall element 101 and the second Hall element 102 are located on the same side of the latch. The first Hall element 101 is embedded in the right-side fixing bracket 107, and the second Hall element 102 is embedded in the left-side fixing bracket 108. The fixing brackets 107 and 108 can be connected to the inner wall of the flight lock by means of injection molding, strong adhesive bonding, or screws, thereby fixing the first Hall element 101 and the second Hall element 102 inside the flight lock.

[0043] The first moving magnetic pole 103 and the second moving magnetic pole 104 can be mounted on the movable latch 109 of the flight lock. The mounting positions of the first Hall element 101 and the second Hall element 102 are associated with the positions of the first moving magnetic pole 103 and the second moving magnetic pole 104 when the latch of the flight lock is moved into position (e.g., locked or unlocked). Specifically, when the latch 109 of the flight lock is in the locked position (e.g., latch 109 is near the right side), the first Hall element 101 can be aligned with the first moving magnetic pole 103 on the latch 109; when the latch 109 of the flight lock is in the unlocked position (e.g., latch 109 is near the left side), the second Hall element 102 can be aligned with the second moving magnetic pole 104 on the latch 109.

[0044] The signal processing unit 108 can be installed inside or outside the flight lock and is communicatively connected to the Hall sensor assembly. The signal processing unit 108 can generate a monitoring signal based on the Hall voltage of the Hall sensor assembly. By way of example and not limitation, the signal processing unit 108 may include an amplifier, a shaping circuit, and a transistor. After receiving the Hall voltage from the Hall sensor assembly, the signal processing unit 108 can amplify the signal using the amplifier, shape the signal using the shaping circuit, and convert the signal into a monitoring signal using the transistor. For example, when the Hall voltage is greater than or equal to a threshold, the transistor generates signal 1; when the Hall voltage is less than the threshold, the transistor generates signal 0. The monitoring signal may include a first locking monitoring signal and / or a first unlocking monitoring signal. This monitoring signal is an internal monitoring signal of the flight lock, used to indicate whether the internal locking or unlocking status of the flight lock is in place.

[0045] In one embodiment, when the latch 109 of the flight lock is in the locked position, the first Hall element 101 aligns with the first mover magnetic pole 103, thereby generating a Hall voltage greater than or equal to a threshold. The Hall voltage greater than or equal to the threshold is processed by the signal processing unit 108 to generate a first locking monitoring signal, for example, a value of 1. This first locking monitoring signal indicates that the flight lock is in the locked state.

[0046] In one embodiment, when the latch 109 of the flight lock is in the unlocked position, the second Hall element 102 aligns with the second mover magnetic pole 104, thereby generating a Hall voltage greater than or equal to a threshold. The Hall voltage greater than or equal to the threshold is processed by the signal processing unit 108 to generate a first unlock monitoring signal, for example, a value of 1. This first unlock monitoring signal indicates that the flight lock is in the unlocked state.

[0047] In one embodiment, when the latch 109 of the flight lock is not in the locked position, the first Hall element 101 is misaligned with the first mover magnetic pole 103, thereby generating a Hall voltage less than a threshold. The signal processing unit 108 generates a first locking monitoring signal, for example, a value of 0. This first locking monitoring signal indicates that the flight lock is in the unlocked state.

[0048] In another embodiment, when the latch 109 of the flight lock is not in the unlocked position, the second Hall element 102 is misaligned with the second mover magnetic pole 104, thereby generating a Hall voltage less than a threshold. The signal processing unit 108 generates a first unlock monitoring signal, for example, a value of 0. This first unlock monitoring signal indicates that the flight lock is in the unlocked state.

[0049] In embodiments of this application, the flight lock positioning detection device 100 may further include a proximity sensor 114. The proximity sensor 114 can be used to detect the position of the target 113, thereby generating an external monitoring signal for the flight lock, i.e., a second locking monitoring signal. Figure 1 As shown, one end (lower end) of the rocker arm 112 is fixed to the latch drive linkage joint 111, and the other end (upper end) is provided with a target 113. When the latch drive linkage joint 111 moves axially along the latch 109, the target 113 also moves axially. Only one target 113 and one rocker arm 112 can be set on the outside of the flight lock. Therefore, only one proximity sensor 114 is required.

[0050] In one embodiment, when the lock cylinder 109 is in the locked position, the target 113 can be aligned with the proximity sensor 114, which can then generate a second locking monitoring signal, such as a value of 1, indicating that the lock is in place.

[0051] In another embodiment, when the lock cylinder 109 is in the unlocked position, the target 113 may be misaligned with the proximity sensor 109 (e.g., offset), and the proximity sensor 114 may thereby generate a second locking monitoring signal, such as a value of 0, indicating that the lock is not in place.

[0052] In embodiments of this application, the flight lock positioning detection device 100 may further include a door signal controller. The door signal controller may be configured to determine the locking state of the flight lock based on a first locking monitoring signal, a first unlocking monitoring signal, and a second locking monitoring signal. The diagram below illustrates the correspondence between the monitoring signals and the actual states of the flight lock and associated mechanisms (e.g., rocker arm 112 and target 113).

[0053]

[0054] Table 1

[0055] In Table 1, a second locking monitoring signal of 1 indicates that the external detection of locking is complete, a second locking monitoring signal of 0 indicates that the external detection of locking is not complete, a first locking monitoring signal of 1 indicates that the internal detection of locking is complete, a first locking monitoring signal of 0 indicates that the internal detection of locking is not complete, a first unlocking monitoring signal of 1 indicates that the internal detection of unlocking is complete, and a first unlocking monitoring signal of 0 indicates that the internal detection of unlocking is not complete.

[0056] When the second locking monitoring signal is 1, the first locking monitoring signal is 0, and the first unlocking monitoring signal is 1, both the first locking monitoring signal and the first unlocking monitoring signal indicate that the flight lock is unlocked. At this time, the second locking monitoring signal being 1 can indicate that the external sensor of the flight lock (e.g., the proximity sensor) is faulty or that the lock tongue drive linkage joint or rocker arm connected to the flight lock tongue is broken.

[0057] When the second locking monitoring signal is 1, the first locking monitoring signal is 0, and the first unlocking monitoring signal is 0, both the first unlocking monitoring signal and the second locking monitoring signal indicate that the flight lock is locked in place. At this time, the first locking monitoring signal being 0 indicates that the first Hall element inside the flight lock is faulty.

[0058] When the second locking monitoring signal is 1, the first locking monitoring signal is 1, and the first unlocking monitoring signal is 1, both the first locking monitoring signal and the second locking monitoring signal indicate that the flight lock is locked in place. At this time, the first unlocking monitoring signal being 1 can indicate that the second Hall element inside the flight lock is faulty.

[0059] When the second locking monitoring signal is 0, the first locking monitoring signal is 1, and the first unlocking monitoring signal is 0, both the first locking monitoring signal and the first unlocking monitoring signal indicate that the flight lock is locked in place. At this time, the second locking monitoring signal being 0 can indicate that the external sensor of the flight lock (e.g., the proximity sensor) is faulty or that the lock tongue drive linkage joint or rocker arm connected to the flight lock tongue is broken.

[0060] When the second locking monitoring signal is 0, the first locking monitoring signal is 0, and the first unlocking monitoring signal is 0, it can indicate that the flight lock is in a stuck state.

[0061] When the second locking monitoring signal is 0, the first locking monitoring signal is 1, and the first unlocking monitoring signal is 1, both the first unlocking monitoring signal and the second locking monitoring signal indicate that the flight lock is unlocked. At this time, the first locking monitoring signal being 1 indicates that the first Hall element inside the flight lock is faulty.

[0062] By combining the values ​​of the different sensors mentioned above, it is possible to monitor the fault modes of flight locks, associated mechanisms, and external locking sensors, isolate faults in individual components under various fault conditions, and issue alarms for up to two possible component failures under various fault conditions, which greatly improves the efficiency of fault resolution.

[0063] In embodiments of this application, the door signal controller can further monitor fault modes of the flight lock, associated mechanisms, and external locking sensors through a lock enable signal, a first lock monitoring signal, a first unlock monitoring signal, and a second lock monitoring signal. Fault modes may include one of the following: inability to unlock, inability to lock, flight lock jamming, or locking mechanism failure, as shown in the table below.

[0064]

[0065] Table 2

[0066] Existing flight lock positioning detection devices can only monitor whether the end mechanism of the flight lock is in position. The flight lock positioning detection device provided in this application, however, incorporates a Hall effect sensor component within the flight lock and utilizes the moving magnetic pole on the latch as a magnetic target for the Hall effect element. By converting the Hall voltage generated when the Hall effect sensor component is aligned with the magnetic target into a monitoring signal, it achieves the function of detecting whether the flight lock is locked or unlocked internally. Furthermore, by logically judging the internal and external locking signals, it adds monitoring for various fault modes such as flight lock jamming, inability to lock, inability to unlock, and locking mechanism failure. This facilitates the identification and isolation of faulty components and improves the maintainability of the flight lock. Simultaneously, the flight lock positioning detection device in this application eliminates the need for an external proximity sensor and corresponding sensor arm, target, and other structural components, reducing the weight of the detection device and saving external space on the flight lock.

[0067] Figure 2 A schematic diagram showing the flight lock in place according to an embodiment of this application is provided. Figure 2As shown, when the latch is in the locked position, the first Hall element 201 is close to (e.g., aligned with) the first moving magnetic pole 203, generating a Hall voltage greater than or equal to a threshold. This generates a first locking monitoring signal (i.e., the first locking monitoring signal is 1) indicating that the lock is in place, via the signal processing unit 207. The second Hall element 202 is far from (e.g., not aligned, offset from) the second moving magnetic pole 204, generating a Hall voltage less than the threshold. This generates a first unlocking monitoring signal (i.e., the first unlocking monitoring signal is 0) indicating that the unlock is not in place, via the signal processing unit 207. The proximity sensor 205 is close to (e.g., aligned with) the target 206, and generates a second locking monitoring signal (i.e., the second locking monitoring signal is 1) indicating that the lock is in place. The door signal controller determines that the flight lock and associated mechanisms are properly locked based on internal monitoring signals (first locked position monitoring signal, first unlock not in place monitoring signal) and external monitoring signals (second locked position monitoring signal).

[0068] Figure 3 A schematic diagram showing the flight lock in the unlocked position according to an embodiment of this application is shown. Figure 3 As shown, when the latch is in the unlocked position, the first Hall element 301 is far from the first moving magnetic pole 303 (e.g., misaligned, offset), generating a Hall voltage less than a threshold value. This voltage is then used by the signal processing unit 307 to generate a first locking monitoring signal indicating that the lock is not fully engaged (i.e., the first locking monitoring signal is 0). The second Hall element 302 is near the second moving magnetic pole 304 (e.g., aligned), generating a Hall voltage greater than or equal to the threshold value. This voltage is then used by the signal processing unit 307 to generate a first unlocking monitoring signal indicating that the lock is fully engaged (i.e., the first unlocking monitoring signal is 1). The proximity sensor 305 is far from the target 306 (e.g., misaligned), and generates a second locking monitoring signal indicating that the lock is not fully engaged (i.e., the second locking monitoring signal is 0). The door signal controller determines that the flight lock and associated mechanism are properly unlocked based on internal detection signals (the first locking monitoring signal with a value of 0 and the first unlocking monitoring signal with a value of 1) and external detection signals (the second locking monitoring signal with a value of 0).

[0069] Figure 4 A flowchart of a flight lock positioning detection method 400 according to another aspect of this application is shown.

[0070] In step 402, the Hall voltage of the Hall sensing component is received. The Hall sensing component is disposed in the flight lock. The movable latch of the flight lock is equipped with a mover of a linear motor. The mover has a mover magnetic pole. In response to the latch of the flight lock being in a target position, the mover magnetic pole is aligned with the Hall sensing component so that the Hall voltage generated by the Hall sensing component is greater than or equal to a threshold.

[0071] During the locking action of the flight lock, the stator coil of the linear motor drives the mover pole of the linear motor, causing the bolt to move in the locking direction. As the bolt gradually approaches and precisely reaches the preset locking position, the mover pole near the bolt moves to a spatial region relatively close to a Hall sensor component (e.g., the Hall sensor component near the bolt) located within the flight lock. At this time, the magnetic field strength generated by this mover pole passes through the sensing surface of the Hall sensor component and reaches a preset trigger threshold. The Hall sensor component then responds to this magnetic field change, generating a Hall voltage greater than or equal to the threshold. Simultaneously, the mover pole away from the bolt moves to a spatial region relatively far from the Hall sensor component located away from the bolt within the flight lock. At this time, the Hall sensor component responds to the magnetic field change, generating a Hall voltage less than the threshold.

[0072] During the unlocking process of the flight lock, the stator coil of the linear motor drives the mover pole of the linear motor, causing the latch to retract in the reset direction. As the latch gradually approaches and precisely reaches the preset unlock position, the mover pole away from the latch moves to a spatial region relatively close to the Hall sensor component away from the latch. At this time, the magnetic field of the mover pole away from the latch acts on the Hall sensor component away from the latch, causing it to generate a Hall voltage greater than or equal to a threshold in response to the change in the magnetic field. Simultaneously, the mover pole closer to the latch moves to a spatial region relatively far away from the Hall sensor component closer to the latch. At this time, the magnetic field of the mover pole closer to the latch acts on the Hall sensor component closer to the latch, causing it to generate a Hall voltage less than a threshold in response to the change in the magnetic field.

[0073] In step 404, a monitoring signal is generated based on the Hall voltage, indicating the locking status of the flight lock. Specifically, the signal processing unit generates internal monitoring signals for the flight lock based on the Hall voltage, including a first locking monitoring signal and a first unlocking monitoring signal. When the first Hall voltage generated by the first Hall element is greater than or equal to a threshold, the first locking monitoring signal indicates that the lock is in place; when the first Hall voltage generated by the first Hall element is less than the threshold, the first locking monitoring signal indicates that the lock is not in place. Similarly, when the second Hall voltage generated by the second Hall element is greater than or equal to a threshold, the first unlocking monitoring signal indicates that the lock is in place; when the second Hall voltage generated by the second Hall element is less than the threshold, the first unlocking monitoring signal indicates that the lock is not in place.

[0074] The foregoing description includes examples of various aspects of the claimed subject matter. It is certainly impossible to describe every conceivable combination of components or methods for the purpose of depicting the claimed subject matter, but those skilled in the art will recognize that many further combinations and arrangements of the claimed subject matter are possible. Thus, the disclosed subject matter is intended to cover all such changes, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A flight lock positioning detection device, characterized in that, include: Hall effect sensor components are installed in the flight lock; A linear motor, comprising a stator and a mover, wherein the mover is provided with mover magnetic poles and is mounted on a movable latch of the flight lock, wherein in response to the latch of the flight lock being in a target position, the mover magnetic poles are aligned with the Hall sensor assembly such that the Hall voltage generated by the Hall sensor assembly is greater than or equal to a threshold. as well as A signal processing unit is communicatively connected to the Hall sensor component and generates a monitoring signal based on the Hall voltage of the Hall sensor component. The monitoring signal is used to indicate the locking status of the flight lock.

2. The flight lock positioning detection device as described in claim 1, characterized in that, The target location includes a locked position or an unlocked position. In response to the flight lock's bolt being in the locked position, the monitoring signal indicates that the flight lock is in a locked state; or In response to the flight lock's latch being in the unlocked position, the monitoring signal indicates that the flight lock is in the unlocked state.

3. The flight lock positioning detection device as described in claim 2, characterized in that, The Hall sensor assembly includes a first Hall element, the mover magnetic pole includes a first mover magnetic pole, and the monitoring signal includes a first lock-up monitoring signal, wherein the signal processing unit generates the first lock-up monitoring signal based on the first Hall voltage of the first Hall element. Specifically, in response to the latch being in the locked position such that the first Hall element and the first mover magnetic pole are aligned, the first Hall voltage generated by the first Hall element is greater than or equal to a threshold, and the first locking monitoring signal indicates that the lock is in place; or in response to the latch not being in the locked position, the first Hall voltage is less than the threshold, and the first locking monitoring signal indicates that the lock is not in place.

4. The flight lock positioning detection device as described in claim 3, characterized in that, The Hall sensor assembly further includes a second Hall element, the mover magnetic pole further includes a second mover magnetic pole, and the monitoring signal further includes a first unlock monitoring signal, wherein the signal processing unit generates the first unlock monitoring signal based on the second Hall voltage of the second Hall element. Specifically, in response to the latch being in the unlocked position such that the second Hall element and the second moving magnetic pole are aligned, the second Hall voltage generated by the second Hall element is greater than or equal to a threshold, and the first unlock monitoring signal indicates that the unlock is complete; or in response to the latch not being in the unlocked position such that the second Hall voltage is less than the threshold, the first unlock monitoring signal indicates that the unlock is not complete.

5. The flight lock positioning detection device as described in claim 4, characterized in that, The flight lock positioning detection device further includes: A proximity sensor is disposed outside the flight lock and configured to generate a second lock-up monitoring signal; Specifically, in response to the proximity sensor aligning with the target on the flight lock, the second locking monitoring signal indicates that the lock is in place; or in response to the proximity sensor not aligning with the target on the flight lock, the second locking monitoring signal indicates that the lock is not in place.

6. The flight lock positioning detection device as described in claim 5, characterized in that, Also includes: A door signal controller is configured to determine the locking state of the flight lock based on the first lock monitoring signal, the first unlock monitoring signal, and the second lock monitoring signal.

7. The flight lock positioning detection device as described in claim 6, characterized in that, In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the unlock is not in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the flight lock is in place; Alternatively, in response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place, the flight lock is determined to be unlocked.

8. The flight lock positioning detection device as described in claim 6, characterized in that, Also includes: In response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the first Hall element is ineffective when the bolt of the flight lock is in the locked position; or In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the second Hall element is disabled when the bolt of the flight lock is in the locked position; or In response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is fully unlocked, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that when the bolt of the flight lock is in the unlocked position, the proximity sensor is malfunctioning or the associated mechanism of the flight lock is malfunctioning; or In response to the first locking monitoring signal indicating that the lock is engaged, the first unlocking monitoring signal indicating that the lock is not engaged, and the second locking monitoring signal indicating that the lock is not engaged, it is determined that when the bolt of the flight lock is in the locked position, the proximity sensor is malfunctioning or the associated mechanism of the flight lock is malfunctioning; or In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place, it is determined that the first Hall element is ineffective when the bolt of the flight lock is in the unlocked position; or In response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is not fully engaged, and the second locking monitoring signal indicating that the lock is not fully engaged, it is determined that the flight lock is mechanically jammed during the unlocking process.

9. A method for detecting the position of a flight lock, characterized in that, include: The Hall voltage of the Hall sensing component is received. The Hall sensing component is disposed in the flight lock. The movable bolt of the flight lock is equipped with a mover of a linear motor. The mover is provided with mover magnetic poles. In response to the bolt of the flight lock being in a target position, the mover magnetic poles are aligned with the Hall sensing component so that the Hall voltage generated by the Hall sensing component is greater than or equal to a threshold. A monitoring signal is generated based on the Hall voltage, and the monitoring signal indicates the locking status of the flight lock.

10. The flight lock positioning detection method as described in claim 9, characterized in that, The target location includes a locked position or an unlocked position. In response to the flight lock's bolt being in the locked position, the monitoring signal indicates that the flight lock is in a locked state; or In response to the flight lock's latch being in the unlocked position, the monitoring signal indicates that the flight lock is in the unlocked state.

11. The flight lock positioning detection method as described in claim 10, characterized in that, The generation of the monitoring signal based on the Hall voltage includes: A first lock-up monitoring signal is generated based on the first Hall voltage of the first Hall element. Specifically, in response to the latch being in the locked position such that the first Hall element and the first moving magnetic pole are aligned, the first Hall voltage generated by the first Hall element is greater than or equal to a threshold, and the first locking monitoring signal indicates that the lock is in place; or in response to the latch not being in the locked position such that the first Hall voltage is less than the threshold, the first locking monitoring signal indicates that the lock is not in place.

12. The flight lock positioning detection method as described in claim 11, characterized in that, Generating a monitoring signal based on the Hall voltage includes: The first unlock monitoring signal is generated based on the second Hall voltage of the second Hall element. Specifically, in response to the latch being in the unlocked position such that the second Hall element and the second moving magnetic pole are aligned, the second Hall voltage generated by the second Hall element is greater than or equal to a threshold, and the first unlock monitoring signal indicates that the unlock is complete; or in response to the latch not being in the unlocked position such that the second Hall voltage is less than the threshold, the first unlock monitoring signal indicates that the unlock is not complete.

13. The flight lock positioning detection method as described in claim 12, characterized in that, Further includes: Receive a second lock monitoring signal generated by a proximity sensor, the proximity sensor being disposed outside the flight lock; Specifically, in response to the proximity sensor aligning with the target on the flight lock, the second locking monitoring signal indicates that the lock is in place; or in response to the proximity sensor not aligning with the target on the flight lock, the second locking monitoring signal indicates that the lock is not in place.

14. The method as described in claim 13, characterized in that, Further includes: The locking state of the flight lock is determined based on the first locking monitoring signal, the first unlocking monitoring signal, and the second locking monitoring signal.

15. The method as described in claim 14, characterized in that, In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the unlock is not in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the flight lock is in place; Alternatively, in response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place, the flight lock is determined to be unlocked.

16. The method as described in claim 14, characterized in that, Also includes: In response to the first locking monitoring signal indicating that the lock is not in place, the first unlocking monitoring signal indicating that the lock is not in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the first Hall element is ineffective when the bolt of the flight lock is in the locked position; or In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is in place, it is determined that the second Hall element is disabled when the bolt of the flight lock is in the locked position; or In response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is fully unlocked, and the second locking monitoring signal indicating that the lock is fully engaged, it is determined that when the bolt of the flight lock is in the unlocked position, the proximity sensor is malfunctioning or the associated mechanism of the flight lock is malfunctioning; or In response to the first locking monitoring signal indicating that the lock is engaged, the first unlocking monitoring signal indicating that the lock is not engaged, and the second locking monitoring signal indicating that the lock is not engaged, it is determined that when the bolt of the flight lock is in the locked position, the proximity sensor is malfunctioning or the associated mechanism of the flight lock is malfunctioning; or In response to the first locking monitoring signal indicating that the lock is in place, the first unlocking monitoring signal indicating that the lock is in place, and the second locking monitoring signal indicating that the lock is not in place, it is determined that the first Hall element is ineffective when the bolt of the flight lock is in the unlocked position; or In response to the first locking monitoring signal indicating that the lock is not fully engaged, the first unlocking monitoring signal indicating that the lock is not fully engaged, and the second locking monitoring signal indicating that the lock is not fully engaged, it is determined that the flight lock is mechanically jammed during the unlocking process.

17. An aircraft comprising a flight lock-in detection device as claimed in any one of claims 1-8.

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