Airplane cabin door locking mechanism

Abstract

The utility model discloses an aircraft cabin door locking mechanism. The aircraft cabin door locking mechanism comprises a base; one end of the spring bolt is rotationally mounted on the base, and the spring bolt is provided with a locking working position and an unlocking working position; the linkage pull rod is rotationally mounted on the base, and the linkage pull rod is provided with a first rotating position and a second rotating position; one end of the connecting rod is rotationally matched with the spring bolt, the other end of the connecting rod is rotationally matched with the linkage pull rod, and the linkage pull rod can drive the connecting rod and the spring bolt to rotate when rotating; when the linkage pull rod is located at the first rotating position, the spring bolt is located at the locking working position, the connecting rod abuts against the base, the rotating axis of the connecting rod and the linkage pull rod is located between the rotating axis of the connecting rod and the spring bolt and the rotating axis of the linkage pull rod and the base, and when the spring bolt is subjected to force in the unlocking direction, the spring bolt cannot rotate. The device has the advantages of simple structure, low cost and no accidental opening, and the manufacturing cost and the later maintenance cost of the aircraft can be effectively reduced.

Description

Technical Field

[0001] The utility model relates to the field of aircraft, in particular to an aircraft cabin door locking mechanism. Background Art

[0002] Accidental opening of the hatch in mid-flight can lead to mission failure or cause harm to personnel. Therefore, ensuring that the hatch does not accidentally open in mid-flight is a prerequisite for flight safety.

[0003] Currently, cabin door lock mechanisms of light sports aircraft generally use two sets of locking mechanisms to prevent accidental opening, which not only increases design difficulties but also increases design and manufacturing costs. Utility Model Content

[0004] In view of the above problems, the utility model proposes an aircraft cabin door locking mechanism.

[0005] The technical solutions adopted by this utility model are as follows:

[0006] An aircraft cabin door locking mechanism, comprising:

[0007] base;

[0008] A lock tongue, one end of which is rotatably mounted on the base, and the lock tongue has a locking working position and an unlocking working position;

[0009] a linkage pull rod rotatably mounted on the base, the linkage pull rod having a first rotation position and a second rotation position; and

[0010] A connecting rod, one end of which is in rotational cooperation with the lock tongue, and the other end of which is in rotational cooperation with the linkage pull rod, so that when the linkage pull rod rotates, the connecting rod and the lock tongue can be driven to rotate;

[0011] When the linkage pull rod is in the first rotation position, the lock tongue is in the locking working position, and the connecting rod abuts against the base. The rotation axis of the connecting rod and the linkage pull rod is located between the rotation axis of the connecting rod and the lock tongue and the rotation axis of the linkage pull rod and the base. When the lock tongue is subjected to a force in the unlocking direction, the lock tongue will not rotate.

[0012] When the linkage pull rod is in the second rotation position, the connecting rod is no longer in contact with the base, and the locking tongue is in the unlocking working position.

[0013] When the linkage rod is in the first rotational position, the rotation axis a between the connecting rod and the linkage rod is located between the rotation axis b between the connecting rod and the lock tongue and the rotation axis c between the linkage rod and the base, that is, a is located between b and c. At this time, when the lock tongue is subjected to a force in the unlocking direction (which causes the lock tongue to have a force to rotate toward the unlocking working position), it will be doubly restricted by the connecting rod and the linkage rod, and the lock tongue will not rotate, and will not be accidentally opened. The present application has the advantages of simple structure, low cost, and no accidental opening, which can effectively reduce the manufacturing cost and subsequent maintenance cost of the aircraft.

[0014] When the lock tongue of the present application is in the unlocking working position, the lock tongue can only be rotated and unlocked by rotating the linkage pull rod.

[0015] In one embodiment of the present invention, the lock tongue has a first stop area, and the base has a second stop area. When the linkage pull rod is in the second rotation position, the first stop area and the second stop area contact to prevent the lock tongue from further rotating.

[0016] The rotation range of the lock tongue can be limited by the cooperation of the first stop area and the second stop area.

[0017] In one embodiment of the present invention, the first stopping area is an inclined surface, and the second stopping area is a protrusion.

[0018] In one embodiment of the present invention, the base has a groove, and when the linkage pull rod is in the first rotation position, the end of the linkage rod away from the lock tongue abuts against the bottom wall of the groove.

[0019] In one embodiment of the present invention, the base has two parallel mounting plates, the lock tongue is rotatably mounted between the two mounting plates, and the linkage pull rod is rotatably mounted between the two mounting plates;

[0020] The groove is arranged on the mounting plate, and there are two connecting rods, which are respectively located on both sides of the lock tongue.

[0021] The double mounting plate structure ensures more uniform and reliable force distribution.

[0022] In one embodiment of the present invention, a spacer is further included;

[0023] There are two linkage rods, which are rotatably installed between two mounting plates through a rotating shaft. The two linkage rods correspond to the two connecting rods one by one. The spacer sleeve is arranged on the rotating shaft and is located between the two linkage rods. One side of the linkage rod is in contact with the mounting plate, and the other side is in contact with the spacer sleeve.

[0024] The double linkage pull rod and double connecting rod structure ensures more uniform and reliable force distribution.

[0025] In one embodiment of the present invention, the lock tongue is L-shaped, and the lock tongue includes a first part and a second part connected to each other, the first part is rotatably engaged with the base, the connecting rod is rotatably engaged with the first part, and the connecting rod is engaged with the first part and is located between the second part and the base.

[0026] In one embodiment of the present invention, an end of the second portion away from the first portion has a locking protrusion.

[0027] In one embodiment of the present invention, the base has a plurality of fixing holes, and the fixing holes are used to fix the base to the structure of the aircraft through fasteners.

[0028] In one embodiment of the present invention, the linkage rod has a mounting hole, and the mounting hole is used to connect with the action element.

[0029] The beneficial effect of the present invention is that when the linkage rod is in the first rotational position, the rotation axis a between the connecting rod and the linkage rod is located between the rotation axis b between the connecting rod and the lock tongue and the rotation axis c between the linkage rod and the base, that is, a is located between b and c. At this time, when the lock tongue is subjected to a force in the unlocking direction (which causes the lock tongue to have a force to rotate toward the unlocking working position), it will be subject to dual restrictions by the connecting rod and the linkage rod, and the lock tongue will not rotate and will not be accidentally opened. The present application has the advantages of simple structure, low cost, and no accidental opening, which can effectively reduce the manufacturing cost and subsequent maintenance cost of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a schematic diagram of the aircraft door locking mechanism when the lock tongue is in the unlocked working position;

[0031] Figure 2 This is a schematic diagram of the aircraft door locking mechanism from another angle when the lock tongue is in the unlocked working position;

[0032] Figure 3 is a front view of the aircraft door locking mechanism with the lock tongue in the locked working position;

[0033] Figure 4 is a schematic diagram of the aircraft door locking mechanism when the lock tongue is in the locked working position;

[0034] Figure 5 This is an exploded view of the aircraft door locking mechanism.

[0035] The reference numerals in the figures are:

[0036] 1. Base; 11. Mounting plate; 111. Groove; 12. Second stop area; 13. Fixing hole; 2. Lock tongue; 21. First part; 211. First stop area; 22. Second part; 221. Locking protrusion; 3. Linkage rod; 31. Mounting hole; 4. Connecting rod; 5. Spacer; 6. Rotating shaft. DETAILED DESCRIPTION

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0038] In the description of this application, it should be noted that the terms "inner" and "outer" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or the orientations or positional relationships in which the product of this application is typically placed when in use. These terms are intended solely to facilitate the description of this application and simplify the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" and the like are used solely for distinction and should not be construed as indicating or implying relative importance.

[0039] It should also be noted that, in the description of this application, unless otherwise expressly specified or limited, the terms "disposed" and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0040] The present invention will be described in detail below with reference to the accompanying drawings.

[0041] like Figures 1 to 5 As shown, an aircraft door locking mechanism includes:

[0042] Base 1;

[0043] The lock tongue 2 has one end rotatably mounted on the base 1, and the lock tongue 2 has a locking working position and an unlocking working position;

[0044] A linkage rod 3 is rotatably mounted on the base 1, and the linkage rod 3 has a first rotation position and a second rotation position; and

[0045] The connecting rod 4 has one end that rotates with the lock tongue 2 and the other end that rotates with the linkage rod 3. When the linkage rod 3 rotates, it can drive the connecting rod 4 and the lock tongue 2 to rotate;

[0046] See Figure 3 and 4 When the linkage pull rod 3 is in the first rotation position, the lock tongue 2 is in the locking working position, and the connecting rod 4 is in contact with the base 1. The rotation axis 6 of the connecting rod 4 and the linkage pull rod 3 is located between the rotation axis 6 of the connecting rod 4 and the lock tongue 2 and the rotation axis 6 of the linkage pull rod 3 and the base 1. When the lock tongue 2 is subjected to the force in the unlocking direction, the lock tongue 2 will not rotate;

[0047] See Figure 1 and 2 When the linkage pull rod 3 is in the second rotation position, the connecting rod 4 is no longer in contact with the base 1, and the lock tongue 2 is in the unlocking working position.

[0048] When the linkage rod 3 is in the first rotation position, the rotation axis 6 line a between the connecting rod 4 and the linkage rod 3 is located between the rotation axis 6 line b between the connecting rod 4 and the lock tongue 2 and the rotation axis 6 line c between the linkage rod 3 and the base 1, that is, a is located between b and c. At this time, when the lock tongue 2 is subjected to a force in the unlocking direction (which forces the lock tongue 2 to rotate toward the unlocking working position), it will be doubly restricted by the connecting rod 4 and the linkage rod 3, and the lock tongue 2 will not rotate and will not be accidentally opened. The present application has the advantages of simple structure, low cost and no accidental opening, which can effectively reduce the manufacturing cost and subsequent maintenance cost of the aircraft.

[0049] When the lock tongue 2 of the present application is in the unlocking working position, the lock tongue 2 can only be rotated and unlocked by rotating the linkage pull rod 3.

[0050] like Figure 2 and 5 As shown, in this embodiment, the lock tongue 2 has a first stop area 211, and the base 1 has a second stop area 12. When the linkage rod 3 is in the second rotation position, the first stop area 211 and the second stop area 12 contact to prevent the lock tongue 2 from rotating further.

[0051] The rotation range of the lock tongue 2 can be limited by the cooperation between the first stop area 211 and the second stop area 12 .

[0052] In this embodiment, the first stopping area 211 is a slope, and the second stopping area 12 is a protrusion.

[0053] like Figures 1 to 5 As shown, in this embodiment, a groove 111 is provided on the base 1 . When the linkage pull rod 3 is in the first rotation position, the end of the connecting rod 4 away from the lock tongue 2 abuts against the bottom wall of the groove 111 .

[0054] like Figure 5As shown, in this embodiment, the base 1 has two parallel mounting plates 11, the lock tongue 2 is rotatably mounted between the two mounting plates 11, and the linkage rod 3 is rotatably mounted between the two mounting plates 11;

[0055] The groove 111 is provided on the mounting plate 11 , and there are two connecting rods 4 , which are respectively located on both sides of the locking tongue 2 .

[0056] The structure of the double mounting plates 11 provides more uniform and reliable force.

[0057] like Figure 4 and 5 As shown, in this embodiment, a spacer 5 is also included;

[0058] There are two linkage rods 3, which are rotatably installed between two mounting plates 11 through a rotating shaft 6. The two linkage rods 3 correspond to the two connecting rods 4 one by one. The spacer 5 is outermost on the rotating shaft 6 and is located between the two linkage rods 3. One side of the linkage rod 3 is in contact with the mounting plate 11, and the other side is in contact with the spacer 5.

[0059] The structure of the double linkage pull rod 3 and the double connecting rod 4 allows for more uniform and reliable force.

[0060] like Figure 5 As shown, in this embodiment, the lock tongue 2 is L-shaped, and the lock tongue 2 includes a first part 21 and a second part 22 connected to each other, the first part 21 is rotatably engaged with the base 1, the connecting rod 4 is rotatably engaged with the first part 21, and the connecting rod 4 is engaged with the first part 21 and is located between the second part 22 and the base 1.

[0061] like Figure 5 As shown, in this embodiment, the second portion 22 has a locking protrusion 221 at one end away from the first portion 21 .

[0062] like Figure 5 As shown, in this embodiment, the base 1 has a plurality of fixing holes 13 , and the fixing holes 13 are used to fix the base 1 to the structure of the aircraft through fasteners.

[0063] like Figure 5 As shown, in this embodiment, the linkage pull rod 3 has a mounting hole 31, and the mounting hole 31 is used to connect with the action element.

[0064] In summary, the present application has the advantages of simple structure, low cost and no accidental opening, which can effectively reduce the manufacturing cost and subsequent maintenance cost of the aircraft.

[0065] The above description is only a preferred embodiment of the present invention and does not limit the scope of patent protection of the present invention. Any equivalent structural transformation made by using the contents of the description and drawings of the present invention, directly or indirectly applied in other related technical fields, is also included in the scope of protection of the present invention.

Claims

1. An aircraft door locking mechanism, characterized in that: include: Base; A lock tongue, one end of which is rotatably mounted on the base, and the lock tongue has a locking working position and an unlocking working position; A linkage pull rod is rotatably mounted on the base, and the linkage pull rod has a first rotation position and a second rotation position; as well as A connecting rod, one end of which is rotatably matched with the locking tongue, and the other end of which is rotatably matched with the linkage pull rod, and when the linkage pull rod rotates, it can drive the connecting rod and the locking tongue to rotate; When the linkage pull rod is in the first rotation position, the lock tongue is in the locking working position, and the connecting rod abuts against the base, and the rotation axis of the connecting rod and the linkage pull rod is located between the rotation axis of the connecting rod and the lock tongue and the rotation axis of the linkage pull rod and the base, when the lock tongue is subjected to a force in the unlocking direction, the lock tongue will not rotate; When the linkage pull rod is in the second rotation position, the connecting rod is no longer in contact with the base, and the locking tongue is in the unlocking working position.

2. The aircraft door locking mechanism according to claim 1, characterized in that: The lock tongue has a first stop area, and the base has a second stop area. When the linkage pull rod is in the second rotation position, the first stop area and the second stop area are in contact to prevent the lock tongue from further rotating.

3. The aircraft door locking mechanism according to claim 2, characterized in that: The first stopping area is an inclined surface, and the second stopping area is a convex block.

4. The aircraft door locking mechanism according to claim 1, wherein: The base is provided with a groove, and when the linkage pull rod is in the first rotation position, one end of the connecting rod away from the locking tongue abuts against the bottom wall of the groove.

5. The aircraft door locking mechanism according to claim 4, characterized in that: The base is provided with two parallel mounting plates, the locking tongue is rotatably mounted between the two mounting plates, and the linkage pull rod is rotatably mounted between the two mounting plates; The groove is arranged on the mounting plate, and there are two connecting rods, which are respectively located on both sides of the locking tongue.

6. The aircraft door locking mechanism according to claim 5, characterized in that: Also included are spacers; There are two linkage rods, which are rotatably installed between two mounting plates through a rotating shaft. The two linkage rods are matched with two connecting rods one by one. The spacer sleeve is arranged on the rotating shaft and is located between the two linkage rods. One side of the linkage rod is in contact with the mounting plate, and the other side is in contact with the spacer sleeve.

7. The aircraft door locking mechanism according to claim 1, wherein: The locking tongue is L-shaped and includes a first part and a second part connected to each other. The first part is rotatably matched with the base, the connecting rod is rotatably matched with the first part, and the connecting rod is matched with the first part and is located between the second part and the base.

8. The aircraft door locking mechanism according to claim 7, characterized in that: An end of the second part away from the first part has a locking protrusion.

9. The aircraft door locking mechanism according to claim 1, wherein: The base is provided with a plurality of fixing holes, and the fixing holes are used to fix the base to the structure of the aircraft through fasteners.

10. The aircraft door locking mechanism according to claim 1, wherein: The linkage pull rod is provided with a mounting hole, and the mounting hole is used to be connected with the action element.

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