An aircraft door lock assembly

Abstract

An aircraft cabin door lock assembly relates to the field of cabin door lock technology. It addresses the problems of existing aircraft cabin door lock assemblies having a single structural form, insufficient vibration resistance and load-bearing capacity, and poor adaptability to high-altitude low-pressure, drastic temperature changes, and condensation environments. Cabin door closing: When the cabin door closes to the other side, the latch on the other side door contacts the guide slope of the lock hook, overcoming the pre-tension force of the first torsion spring inside the lock hook, causing the lock hook to temporarily deflect. After the cabin door is fully closed, the latch slides into the lock hook's groove, and the lock hook automatically resets under the force of the first torsion spring, forming a mechanical engagement with the latch, completing the initial locking of the cabin door. Button interlocking and double locking: After the lock hook resets to its position, its end flange automatically aligns with the upper hook of the button. The button, under its own reset force, engages with the limiting groove of the lock hook flange, locking the lock hook's deflection freedom and preventing the lock hook from accidentally disengaging due to external force / vibration. This invention is applicable to cabin door locks.

Description

Technical Field

[0001] This invention relates to the field of cabin door lock technology, and more specifically to an aircraft cabin door lock assembly. Background Technology

[0002] Aircraft doors are a crucial structural component of aircraft, widely used in various aviation equipment such as civil airliners, military aircraft, and general aviation aircraft. The operational stability, sealing performance, and reliability of their locking components directly affect flight safety and overall aircraft performance, making them one of the core critical components in aircraft design and manufacturing. During high-altitude cruise flight, the extreme atmospheric pressure difference between the inside and outside of the cabin creates significant external pressure loads on the doors. This necessitates that the door locking components possess core capabilities such as high-strength locking, prevention of accidental unlocking, and airtight protection. Simultaneously, they must meet the stringent airworthiness standards of the aviation industry, including lightweight design, resistance to high and low temperatures, vibration fatigue resistance, and compatibility with precision assembly. Currently, most aircraft cabin door lock components adopt traditional mechanical latches and snap-lock structures, which are simple in design and have many technical defects in actual assembly and use. First, the operation mode is limited, with most locks only supporting opening from inside the cabin. During ground loading and unloading or emergency rescue, they cannot be quickly unlocked from the outside, seriously affecting operational efficiency and rescue response speed. Second, their vibration resistance and load-bearing capacity are insufficient. During takeoff, landing, and cruise, aircraft experience severe vibrations and alternating loads, and traditional latch engagement structures are prone to fatigue and loosening, posing a significant safety hazard of accidental door opening. Third, their environmental adaptability is poor. In high-altitude, low-pressure, drastic temperature changes, and condensation environments, the locks are prone to icing or jamming, leading to opening and closing failures. Fourth, there is a conflict between lightweight design and maintainability. To ensure strength, heavy structures are often used, increasing the aircraft's weight. The modularity is low, and partial failures require complete disassembly, resulting in high maintenance costs.

[0003] In summary, existing aircraft cabin door lock components have a single structural form, insufficient vibration resistance and load-bearing capacity, and poor adaptability to high-altitude low-pressure, drastic temperature changes and condensation environments. Summary of the Invention

[0004] This invention addresses the problems of existing aircraft cabin door lock components having a single structural form, insufficient vibration resistance and load-bearing capacity, and poor adaptability to high-altitude low-pressure, drastic temperature changes and condensation environments, and proposes an aircraft cabin door lock component.

[0005] The present invention provides an aircraft cabin door lock assembly, comprising a first lock box 1, a housing 2, a second lock box 3, a handle 5, a first sleeve 6, a lock hook 7, a second sleeve 8, a first torsion spring 9, a lock tongue 10, a lock tongue fixing seat 11, an adjusting nut 12, a lock hook 15, a button 16, a crank 17, a guide bar 20, and a second torsion spring 21.

[0006] Lock box 1 and lock box 3 are horizontally opposite each other. Lock box 3 has a shell 2 at its top. The end of the shell 2 is hinged to one end of lock box 3. Lock box 1 has a handle 5 inside. One end of handle 5 is hinged to the hookless end of hook 15 through a guide bar 20. A torsion spring 21 is fitted in the middle of the outer surface of guide bar 20. The handle 5 has waist-shaped holes machined in the middle of both sides. A sleeve 6 is provided between the two waist-shaped holes. The end of sleeve 6 is connected to the end of guide bar 20 through a crank 17. A hook 7 is provided in the middle of the two sides of hook 15. Button 16 is hinged to the other end of handle 5 through sleeve 8. A torsion spring 9 is fitted in the middle of the outer surface of sleeve 8. A hook is provided on both sides of the top of button 16. The hook of button 16 is in contact with hook 7.

[0007] The second lock box 3 is provided with a lock tongue fixing seat 11 inside. The optical axis section of one end of the lock tongue 10 passes through the center hole of the lock tongue fixing seat 11 and is connected to the adjusting nut 12. The other end of the lock tongue 10 is connected to the hook end of the lock hook 15.

[0008] Furthermore, the latch fixing seat 11 is fixedly connected to the inside of the second lock box 3 through two pairs of second bushings 14;

[0009] Furthermore, a strip-shaped gasket 13 is provided between the end face of the lock tongue fixing seat 11 and the inner wall of the second lock box 3;

[0010] Furthermore, the adjusting nut 12 includes a spline shaft section and a hexagonal prism optical shaft section, which are integrally formed. After the end face of the spline shaft section of the adjusting nut 12 passes through the optical shaft section of the locking tongue 10, it is inserted into the center hole of the locking tongue fixing seat 11. The top surface of the locking tongue fixing seat 11 is provided with a through hole, and a pin 19 is provided inside the through hole. The bottom end of the pin 19 is inserted into the keyway of the spline shaft section on the adjusting nut 12.

[0011] Furthermore, the cross-sectional diameter of the hexagonal prism optical axis section on the adjusting nut 12 is smaller than the cross-sectional diameter of the spline shaft section;

[0012] Furthermore, a nut baffle 18 is provided on the end face of the center hole of the latch fixing seat 11;

[0013] Furthermore, the inner diameter of the nut baffle 18 is smaller than the cross-sectional diameter of the hexagonal prism optical axis section on the adjusting nut 12;

[0014] Furthermore, the nut stop 18 is fixedly connected to the side end face of the latch fixing seat 11 by a pair of bolts;

[0015] Furthermore, a through hole is machined at the center of each of the two sides of the No. 1 lock box 1, and a No. 1 bushing 4 is provided inside each through hole;

[0016] Furthermore, the ends of the first bushing 4 and the first sleeve 6 are connected in a mating connection.

[0017] Furthermore, during use, lock box 1 and lock box 3 are installed on the cabin door and the aircraft fuselage, respectively;

[0018] I. Locking Operation Procedure of the Door Lock Assembly:

[0019] hatch closing and initial engagement

[0020] When the hatch closes to the other hatch, the latch 10 on the other hatch contacts the guide slope of the hook 7, overcoming the preload of the first torsion spring 9 inside the hook 7, causing the hook 7 to deflect temporarily; after the hatch is fully closed, the latch 10 slides into the slot of the hook 7, and the hook 7 automatically resets under the action of the first torsion spring 9, forming a mechanical engagement with the latch, thus completing the initial locking of the hatch.

[0021] Button interlock and double locking

[0022] After the locking hook 7 is reset to the position, the flange at its end automatically aligns with the upper hook of the button 16. Under the action of its own reset elasticity, the button 16 is locked into the limiting groove of the locking hook flange, locking the degree of freedom of the locking hook's deflection and preventing the locking hook from accidentally coming off due to external force / vibration. At the same time, the linkage mechanism of the button 16 restricts the misoperation of the handle 5. At this time, the hatch completes the double locking state of "locking hook engagement + button interlock".

[0023] Institutional status confirmed

[0024] In the internal transmission mechanism, the through bar 20 and crank 17 are in the initial reset position. Lock box 1, housing 2 and lock box 3 provide dustproof and waterproof protection for the internal mechanism to prevent impurities from affecting subsequent operations.

[0025] II. Door Unlocking and Opening Operation Procedure

[0026] Front unlock: Disengages button interlock

[0027] Pressing button 16 overcomes the elastic force of the first torsion spring 9 inside the button, causing the upper hook of the button to slide out of the limiting groove of the flange of the locking hook 7, thus releasing the mechanical lock on the locking hook; at the same time, the linkage structure of button 16 unlocks the operating stroke of handle 5, allowing the handle to be moved, preventing accidental operation of the handle when the button is not pressed.

[0028] Handle drive: Axial sliding of the sprue

[0029] Pull the handle 5 and rotate it about 65° to disengage the locking hook. The square shaft of the handle drives the internal main slider, i.e. the scouring rod 20, to slide linearly along the axial direction of the housing, converting the rotational motion of the handle into the linear power of the scouring rod.

[0030] Crank drive: power conversion and amplification

[0031] The axial sliding of the scouring bar 20 drives the crank 17 mechanism to rotate. Through the stroke amplification effect of the connecting rod mechanism, the small stroke linear motion of the scouring bar is converted into a deflection thrust on the locking hook 15, ensuring a sufficient deflection angle of the locking hook.

[0032] Lock hook release: Releases the locking tongue engagement.

[0033] The thrust of crank 17 overcomes the elastic force of torsion spring 21, pushing the lock hook 7 to deflect around the fixed shaft, causing the lock hook's slot to disengage from the latch on the door frame, and the mechanical connection between the hatch and the other hatch is completely released; sleeve 6 limits the maximum stroke of the crank to prevent the mechanism from over-trapping and jamming.

[0034] hatch opening and mechanism reset

[0035] After the locking hook 7 is completely disengaged from the locking tongue, the hatch loses its locking constraint and can be opened normally; after the handle 5 is released, the handle 5 automatically returns to its original position under the action of the second torsion spring 21, and the guide bar 20 and crank 17 mechanism reset synchronously, preparing for the next locking.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1. Convenient and efficient operation: The external handle drive structure allows for direct unlocking from the outside during ground loading and unloading operations, eliminating the need to enter the cargo hold and significantly improving loading and unloading efficiency; it can also be quickly opened from the outside during emergency rescue operations, ensuring the safety of personnel and cargo.

[0038] 2. High load and vibration resistance: The locking hook and locking tongue adopt a high-strength engagement, combined with a double torsion spring pre-tightening reset structure, which can effectively resist the severe vibration and alternating load during the take-off, landing and cruise phases of the aircraft, and completely avoid the risk of accidental unlocking.

[0039] 3. Lightweight modular design: Key components are made of high-strength aluminum alloy or titanium alloy, achieving lightweighting while ensuring structural strength and reducing the aircraft's weight; each functional component is independently modularized, and local damage can be replaced individually, making maintenance convenient and cost-effective.

[0040] 4. Compact structure and high adaptability: It has a high degree of overall integration and a small size, which perfectly fits the limited installation space of the tail hatch of air cargo aircraft and does not affect the aerodynamic shape and cargo loading and unloading channel. Attached Figure Description

[0041] Figure 1 This is a three-dimensional structural diagram of an aircraft cabin door lock assembly according to the present invention;

[0042] Figure 2This is a three-dimensional structural diagram of an aircraft cabin door lock assembly according to the present invention, after removing the first lock box 1, the shell 2, and the second lock box 3.

[0043] Figure 3 This is a three-dimensional structural diagram of an aircraft cabin door lock assembly according to the present invention, after removing the first lock box 1, the shell 2, the second lock box 3 and the handle 5.

[0044] Figure 4 This is a three-dimensional structural diagram of an aircraft cabin door lock assembly according to the present invention, after removing the first lock box 1, the shell 2, the second lock box 3, the handle 5, and the lock tongue fixing seat 11.

[0045] Figure 5 This is an axial side view of an aircraft cabin door lock assembly according to the present invention, with the first lock box 1, the shell 2, the second lock box 3, the handle 5, and the lock tongue fixing seat 11 removed. Detailed Implementation

[0046] Specific implementation method one: Combining Figures 1 to 5 This embodiment describes an aircraft cabin door lock assembly, which comprises a first lock box 1, a housing 2, a second lock box 3, a handle 5, a first sleeve 6, a lock hook 7, a second sleeve 8, a first torsion spring 9, a lock tongue 10, a lock tongue fixing seat 11, an adjusting nut 12, a lock hook 15, a button 16, a crank 17, a guide bar 20, and a second torsion spring 21.

[0047] Lock box 1 and lock box 3 are horizontally opposite each other. Lock box 3 has a shell 2 at its top. The end of the shell 2 is hinged to one end of lock box 3. Lock box 1 has a handle 5 inside. One end of handle 5 is hinged to the hookless end of hook 15 through a guide bar 20. A torsion spring 21 is fitted in the middle of the outer surface of guide bar 20. The handle 5 has waist-shaped holes machined in the middle of both sides. A sleeve 6 is provided between the two waist-shaped holes. The end of sleeve 6 is connected to the end of guide bar 20 through a crank 17. A hook 7 is provided in the middle of the two sides of hook 15. Button 16 is hinged to the other end of handle 5 through sleeve 8. A torsion spring 9 is fitted in the middle of the outer surface of sleeve 8. A hook is provided on both sides of the top of button 16. The hook of button 16 is in contact with hook 7.

[0048] The second lock box 3 is provided with a lock tongue fixing seat 11 inside. The optical axis section of one end of the lock tongue 10 passes through the center hole of the lock tongue fixing seat 11 and is connected to the adjusting nut 12. The other end of the lock tongue 10 is connected to the hook end of the lock hook 15.

[0049] This specific implementation method consists of two processes during use;

[0050] I. Locking Operation Procedure of the Door Lock Assembly:

[0051] hatch closing and initial engagement

[0052] When the hatch closes to the other hatch, the latch 10 on the other hatch contacts the guide slope of the hook 7, overcoming the preload of the first torsion spring 9 inside the hook 7, causing the hook 7 to deflect temporarily; after the hatch is fully closed, the latch 10 slides into the slot of the hook 7, and the hook 7 automatically resets under the action of the first torsion spring 9, forming a mechanical engagement with the latch, thus completing the initial locking of the hatch.

[0053] Button interlock and double locking

[0054] After the locking hook 7 is reset to the position, the flange at its end automatically aligns with the upper hook of the button 16. Under the action of its own reset elasticity, the button 16 is locked into the limiting groove of the locking hook flange, locking the degree of freedom of the locking hook's deflection and preventing the locking hook from accidentally coming off due to external force / vibration. At the same time, the linkage mechanism of the button 16 restricts the misoperation of the handle 5. At this time, the hatch completes the double locking state of "locking hook engagement + button interlock".

[0055] Institutional status confirmed

[0056] In the internal transmission mechanism, the through bar 20 and crank 17 are in the initial reset position. Lock box 1, housing 2 and lock box 3 provide dustproof and waterproof protection for the internal mechanism to prevent impurities from affecting subsequent operations.

[0057] II. Door Unlocking and Opening Operation Procedure

[0058] Front unlock: Disengages button interlock

[0059] Pressing button 16 overcomes the elastic force of the first torsion spring 9 inside the button, causing the upper hook of the button to slide out of the limiting groove of the flange of the locking hook 7, thus releasing the mechanical lock on the locking hook; at the same time, the linkage structure of button 16 unlocks the operating stroke of handle 5, allowing the handle to be moved, preventing accidental operation of the handle when the button is not pressed.

[0060] Handle drive: Axial sliding of the sprue

[0061] Pull the handle 5 and rotate it about 65° to disengage the locking hook. The square shaft of the handle drives the internal main slider, i.e. the scouring rod 20, to slide linearly along the axial direction of the housing, converting the rotational motion of the handle into the linear power of the scouring rod.

[0062] Crank drive: power conversion and amplification

[0063] The axial sliding of the scouring bar 20 drives the crank 17 mechanism to rotate. Through the stroke amplification effect of the connecting rod mechanism, the small stroke linear motion of the scouring bar is converted into a deflection thrust on the locking hook 15, ensuring a sufficient deflection angle of the locking hook.

[0064] Lock hook release: Releases the locking tongue engagement.

[0065] The thrust of crank 17 overcomes the elastic force of torsion spring 21, pushing the lock hook 7 to deflect around the fixed shaft, causing the lock hook's slot to disengage from the latch on the door frame, and the mechanical connection between the hatch and the other hatch is completely released; sleeve 6 limits the maximum stroke of the crank to prevent the mechanism from over-trapping and jamming.

[0066] hatch opening and mechanism reset

[0067] After the locking hook 7 is completely disengaged from the locking tongue, the hatch loses its locking constraint and can be opened normally; after the handle 5 is released, the handle 5 automatically returns to its original position under the action of the second torsion spring 21, and the guide bar 20 and crank 17 mechanism reset synchronously, preparing for the next locking.

[0068] Specific Implementation Method Two: Combining Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment 1. In this embodiment, the latch fixing seat 11 of an aircraft cabin door lock assembly is fixedly connected to the inside of the second lock box 3 through two pairs of second bushings 14.

[0069] Specific implementation method three: Combining Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment Two. In this embodiment, a strip-shaped gasket 13 is provided between the end face of the lock tongue fixing seat 11 and the inner wall of the second lock box 3.

[0070] Specific implementation method four: Combination Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment 1. In this embodiment, an aircraft cabin door lock assembly is provided, wherein the adjusting nut 12 comprises a spline shaft segment and a hexagonal prism optical shaft segment, which are integrally formed. The end face of the spline shaft segment of the adjusting nut 12 passes through the optical shaft segment of the latch 10 and is inserted into the center hole of the latch fixing seat 11. A through hole is provided in the center of the top surface of the latch fixing seat 11, and a pin 19 is provided inside the through hole. The bottom end of the pin 19 is inserted into the keyway of the spline shaft segment on the adjusting nut 12.

[0071] In this specific embodiment, this structure is used to stably fix the latch 10 on the latch fixing seat 11, effectively preventing the latch 10 from separating from the latch fixing seat 11.

[0072] Specific Implementation Method Five: Combining Figures 1 to 5This embodiment further defines the door lock assembly described in Specific Embodiment 4. In this embodiment, the cross-sectional diameter of the hexagonal optical axis segment on the adjusting nut 12 is smaller than the cross-sectional diameter of the spline shaft segment.

[0073] Specific Implementation Method Six: Combination Figures 1 to 5 This embodiment is a further limitation of the door lock assembly described in Specific Embodiment 5. In this embodiment, a door lock assembly for an aircraft cabin is provided with a nut baffle 18 on the end face of the center hole of the lock tongue fixing seat 11.

[0074] In this specific embodiment, a nut baffle 18 is provided on the end face of the center hole of the locking tongue fixing seat 11, and the nut baffle 18 is used to limit the end face of the spline shaft section of the adjusting nut 12.

[0075] Specific implementation method seven: Combination Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment Six. In this embodiment, the inner diameter of the nut baffle 18 is smaller than the cross-sectional diameter of the hexagonal optical axis section on the adjusting nut 12.

[0076] Specific implementation method eight: Combination Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment Seven. In this embodiment, the nut baffle 18 is fixedly connected to the side end face of the latch fixing seat 11 by a pair of bolts.

[0077] Specific Implementation Method Nine: Combining Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment 1. In this embodiment, an aircraft cabin door lock assembly has a through hole machined at the center of each of the two sides of the No. 1 lock box 1, and a No. 1 bushing 4 is provided inside each through hole.

[0078] Specific Implementation Method Ten: Combining Figures 1 to 5 This embodiment further defines the door lock assembly described in Specific Embodiment Nine. In this embodiment, the first bushing 4 and the first sleeve 6 are connected at their ends.

[0079] Working principle

[0080] When in use, lock box 1 and lock box 3 are installed on the cabin door and the aircraft fuselage, respectively;

[0081] I. Locking Operation Procedure of the Door Lock Assembly:

[0082] hatch closing and initial engagement

[0083] When the hatch closes to the other hatch, the latch 10 on the other hatch contacts the guide slope of the hook 7, overcoming the preload of the first torsion spring 9 inside the hook 7, causing the hook 7 to deflect temporarily; after the hatch is fully closed, the latch 10 slides into the slot of the hook 7, and the hook 7 automatically resets under the action of the first torsion spring 9, forming a mechanical engagement with the latch, thus completing the initial locking of the hatch.

[0084] Button interlock and double locking

[0085] After the locking hook 7 is reset to the position, the flange at its end automatically aligns with the upper hook of the button 16. Under the action of its own reset elasticity, the button 16 is locked into the limiting groove of the locking hook flange, locking the degree of freedom of the locking hook's deflection and preventing the locking hook from accidentally coming off due to external force / vibration. At the same time, the linkage mechanism of the button 16 restricts the misoperation of the handle 5. At this time, the hatch completes the double locking state of "locking hook engagement + button interlock".

[0086] Institutional status confirmed

[0087] In the internal transmission mechanism, the through bar 20 and crank 17 are in the initial reset position. Lock box 1, housing 2 and lock box 3 provide dustproof and waterproof protection for the internal mechanism to prevent impurities from affecting subsequent operations.

[0088] II. Door Unlocking and Opening Operation Procedure

[0089] Front unlock: Disengages button interlock

[0090] Pressing button 16 overcomes the elastic force of the first torsion spring 9 inside the button, causing the upper hook of the button to slide out of the limiting groove of the flange of the locking hook 7, thus releasing the mechanical lock on the locking hook; at the same time, the linkage structure of button 16 unlocks the operating stroke of handle 5, allowing the handle to be moved, preventing accidental operation of the handle when the button is not pressed.

[0091] Handle drive: Axial sliding of the sprue

[0092] Pull the handle 5 and rotate it about 65° to disengage the locking hook. The square shaft of the handle drives the internal main slider, i.e. the scouring rod 20, to slide linearly along the axial direction of the housing, converting the rotational motion of the handle into the linear power of the scouring rod.

[0093] Crank drive: power conversion and amplification

[0094] The axial sliding of the scouring bar 20 drives the crank 17 mechanism to rotate. Through the stroke amplification effect of the connecting rod mechanism, the small stroke linear motion of the scouring bar is converted into a deflection thrust on the locking hook 15, ensuring a sufficient deflection angle of the locking hook.

[0095] Lock hook release: Releases the locking tongue engagement.

[0096] The thrust of crank 17 overcomes the elastic force of torsion spring 21, pushing the lock hook 7 to deflect around the fixed shaft, causing the lock hook's slot to disengage from the latch on the door frame, and the mechanical connection between the hatch and the other hatch is completely released; sleeve 6 limits the maximum stroke of the crank to prevent the mechanism from over-trapping and jamming.

[0097] hatch opening and mechanism reset

[0098] After the locking hook 7 is completely disengaged from the locking tongue, the hatch loses its locking constraint and can be opened normally; after the handle 5 is released, the handle 5 automatically returns to its original position under the action of the second torsion spring 21, and the guide bar 20 and crank 17 mechanism reset synchronously, preparing for the next locking.

Claims

1. An aircraft cabin door lock assembly, characterized in that: It includes a first lock box (1), a housing (2), a second lock box (3), a handle (5), a first sleeve (6), a lock hook (7), a second sleeve (8), a first torsion spring (9), a lock tongue (10), a lock tongue fixing seat (11), an adjusting nut (12), a lock hook (15), a button (16), a crank (17), a cleaning bar (20), and a second torsion spring (21). Lock box 1 (1) and lock box 2 (3) are arranged horizontally opposite each other. Lock box 2 (3) has a shell (2) at its top. The end of the shell (2) is hinged to one end of lock box 2 (3). Lock box 1 (1) has a handle (5) inside. One end of the handle (5) is hinged to the hookless end of the lock hook (15) through a guide bar (20). A torsion spring (21) is fitted in the middle of the outer surface of the guide bar (20). The handle (5) has waist-shaped holes machined in the middle of both sides. A first sleeve (6) is provided, and the end of the first sleeve (6) is connected to the end of the rod (20) through the crank (17). A locking hook (7) is provided on the middle of the two sides of the locking hook (15). The button (16) is hinged to the other end of the handle (5) through the second sleeve (8). A first torsion spring (9) is sleeved on the middle of the outer surface of the second sleeve (8). A hook is provided on both sides of the top of the button (16), and the hook of the button (16) is in contact with the locking hook (7). The second lock box (3) is provided with a lock tongue fixing seat (11). The end of the optical axis section of one end of the lock tongue (10) passes through the center hole of the lock tongue fixing seat (11) and is connected to the adjusting nut (12). The other end of the lock tongue (10) is connected to the hook end of the lock hook (15).

2. The aircraft cabin door lock assembly according to claim 1, characterized in that: The lock tongue fixing seat (11) is fixedly connected to the inside of the second lock box (3) through two pairs of second bushings (14).

3. The aircraft cabin door lock assembly according to claim 2, characterized in that: A strip gasket (13) is provided between the end face of the lock tongue fixing seat (11) and the inner wall of the second lock box (3).

4. The aircraft cabin door lock assembly according to claim 1, characterized in that: The adjusting nut (12) includes a spline shaft section and a hexagonal prism optical shaft section. The spline shaft section and the hexagonal prism optical shaft section are integrally formed. After the end face of the spline shaft section of the adjusting nut (12) passes through the optical shaft section of the locking tongue (10), it is inserted into the center hole of the locking tongue fixing seat (11). The top surface of the locking tongue fixing seat (11) is provided with a through hole, and a pin (19) is provided inside the through hole. The bottom end of the pin (19) is inserted into the keyway of the spline shaft section on the adjusting nut (12).

5. The aircraft cabin door lock assembly according to claim 4, characterized in that: The cross-sectional diameter of the hexagonal prism optical axis section on the adjusting nut (12) is smaller than the cross-sectional diameter of the spline shaft section.

6. The aircraft cabin door lock assembly according to claim 5, characterized in that: The locking tongue fixing seat (11) is provided with a nut baffle (18) on the end face of the center hole.

7. The aircraft cabin door lock assembly according to claim 6, characterized in that: The inner diameter of the nut baffle (18) is smaller than the cross-sectional diameter of the hexagonal optical axis section on the adjusting nut (12).

8. The aircraft cabin door lock assembly according to claim 7, characterized in that: The nut stop (18) is fixedly connected to the side end face of the locking tongue fixing seat (11) by a pair of bolts.

9. The aircraft cabin door lock assembly according to claim 1, characterized in that: The No. 1 lock box (1) has a through hole machined at the center of each of its two sides, and a No. 1 bushing (4) is provided inside each through hole.

10. An aircraft cabin door lock assembly according to claim 9, characterized in that: The ends of the first bushing (4) and the first sleeve (6) are connected in a mating manner.

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