Bolt type spring lock for airplane
By designing a pin-type spring lock, the combination of the conical head and springs is used to solve the problem of complex structure and slow response of the existing aircraft pressure relief port cover lock, and the function of quickly responding to differential loads during flight is realized, improving the Flight safety.
Patent Information
- Application Number
- CN202323542901.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2023-12-25
- Publication Date
- 2025-02-18
- Estimated Expiration
- 2033-12-25
AI Technical Summary
The existing aircraft pressure relief port cover lock structure has the problem of complex structure and slow response, and it is difficult to quickly respond to differential pressure loads during flight, which may cause local structure failure and flight safety accidents.
A pin-type spring lock is designed, including a limit stop, a lock body, a pin and a spring. Through the cooperation of the tapered head and the spring, the function of rapid disengagement under differential pressure load is achieved.
The pin-type spring lock can automatically bounce open in a short time when the aircraft cargo compartment loses pressure, quickly break away from the pressure relief cover, achieving pressure balance and improving flight safety.
Smart Images
Figure CN222501372U_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the field of aircraft structure design, and in particular relates to a latch-type spring lock used in aircraft. Background Art
[0002] If the cargo hold of an aircraft is accidentally damaged during flight, the air pressure in the hold will suddenly leak out, and a pressure differential load will occur between the cargo hold and the passenger cabin. This load may cause partial failure of the structure, thereby endangering the load-bearing capacity of the fuselage. It may also cause failure of aircraft control or operation due to deformation of the fuselage, ultimately causing an aircraft safety accident. The pressure relief cover is a pressure relief channel set between two relatively independent airtight cabins and is closed during safe flight. When a large pressure difference occurs between the two cabins and reaches a predetermined threshold, the pressure relief cover needs to be able to open quickly to achieve pressure balance between the two cabins.
[0003] It is necessary to design a lock structure on the pressure relief cover, so that the pressure relief cover can be opened quickly under a certain pressure difference. The lock structure in the prior art also has the defects of complex structure and slow response.
[0004] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Utility Model Content
[0005] The purpose of the present application is to provide a latch-type spring lock for use in aircraft to solve at least one problem existing in the prior art.
[0006] The technical solution of this application is:
[0007] A latch-type spring lock for use in an aircraft, comprising:
[0008] A limit stopper, wherein a lock hole is provided on the limit stopper;
[0009] A lock body, wherein a receiving cavity is formed on the lock body, a first through hole communicating with the receiving cavity is formed at one end of the lock body, and a blocking piece is installed at the other end of the lock body, wherein the blocking piece is formed with a second through hole communicating with the receiving cavity;
[0010] A latch, the latch being installed in the accommodating cavity, one end of which passes through the first through hole and is inserted into the lock hole of the limit stopper, and the other end of which passes through the second through hole, and a gasket is provided on the latch;
[0011] A spring is sleeved on the latch, and two ends of the spring are respectively limited by the gasket and the lock body.
[0012] In at least one embodiment of the present application, the limit stopper is fixedly mounted on a positioning frame of the pressure relief cover.
[0013] In at least one embodiment of the present application, the lock body is fixedly mounted on the pressure relief plate of the pressure relief port cover.
[0014] In at least one embodiment of the present application, one end of the latch pin that cooperates with the lock hole of the limit stop block has a conical head.
[0015] In at least one embodiment of the present application, the conical head is in contact with the edge of the lock hole of the limit stopper.
[0016] In at least one embodiment of the present application, the disengagement load of the spring lock is:
[0017] Fx=Fy / tan(α)
[0018] Among them, Fx is the disengagement load of the spring lock, Fy is the compression load of the spring when the spring compression amount is a+b, a is the depth of the conical head inserted into the lock hole of the limit stopper, b is the pre-compression amount of the spring itself, and α is the cone angle of the conical head.
[0019] The utility model has at least the following beneficial technical effects:
[0020] The pin-type spring lock used in the aircraft of the present application can automatically pop open in a short time when the aircraft cargo compartment loses pressure, thereby causing the pressure relief cover to fall off and release pressure. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] Figure 1 is a schematic diagram of a latch-type spring lock used in an aircraft according to one embodiment of the present application;
[0022] Figure 2 yes Figure 1 AA view;
[0023] Figure 3 This is a schematic diagram of a usage scenario of a latch-type spring lock used in an aircraft according to an embodiment of the present application.
[0024] in:
[0025] 1-limit block; 2-lock body; 3-latch pin; 4-spring; 5-positioning frame; 6-pressure relief plate. DETAILED DESCRIPTION
[0026] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.
[0027] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the scope of protection of the present application.
[0028] The following is combined with Figures 1 to 3 This application is described in further detail.
[0029] The present application provides a latch-type spring lock for use in an aircraft, comprising: a limit stopper 1, a lock body 2, a latch 3 and a spring 4.
[0030] Specifically, Figure 1 As shown, a lock hole is provided on the limit stopper 1, a accommodating cavity is provided on the lock body 2, a first through hole communicating with the accommodating cavity is provided at one end of the lock body 2, and a blocking plate is installed at the other end of the lock body 2, and the blocking plate has a second through hole communicating with the accommodating cavity; a latch 3 is installed in the accommodating cavity, one end of which passes through the first through hole of the lock body 2 and is inserted into the lock hole of the limit stopper 1 to achieve stopping, and the other end passes through the second through hole of the blocking plate, and a gasket is provided on the latch 3; a spring 4 is sleeved on the latch 3, and both ends of the spring 4 are limited by the gasket and the cavity wall plate of the lock body 2 respectively.
[0031] The latch-type spring lock used in the aircraft of the present application has a conical head at one end of the latch 3 that matches the lock hole of the limit stopper 1. The conical surface of the conical head contacts the edge of the lock hole of the limit stopper 1. The conical angle of the conical head is α. During manufacturing, the disengagement load of the latch-type spring lock needs to be designed. Its contact fit is as follows: Figure 2As shown, the spring 4 in the lock body 2 holds the bolt 3 in a fixed position, and the pre-compression of the spring 4 itself is b; the force F between the bolt 3 and the limit stopper 1 is normal to the cone surface, and can be decomposed into Fx and Fy. Fy cancels out the spring compression force; the disengagement load distributed on each spring lock is Fx. The depth of the conical head of the bolt 3 inserted into the lock hole of the limit stopper 1 is a, and combined with the pre-compression of the spring itself b, the required spring compression amount during pressure relief is a+b, and the corresponding compression load on the spring is Fy. Then the thrust applied to the spring lock is Fx=Fy / tan(α), which is the theoretical disengagement load of a spring lock. By adjusting the cone angle of the conical surface of the conical head of the bolt 3 or changing the depth of the bolt 3 in the lock hole of the limit stopper 1, the disengagement load of the spring lock can be changed.
[0032] The latch-type spring lock used in the aircraft of the present application is suitable for the pressure relief cover on the aircraft, such as Figure 3 As shown, the limit stopper 1 is fixedly mounted on the positioning frame 5 of the pressure relief cover by welding or a connector, and the lock body 2 is fixedly mounted on the pressure relief plate 6 of the pressure relief cover by welding or a connector. During normal flight, the latch-type spring lock can prevent the pressure relief plate 6 from moving backward, and the pressure relief plate 6 remains in a fixed position to achieve isolation between the two cabins. When the pressure differential load on the pressure relief plate 6 is too large, the latch 3 will slip out of the lock hole of the limit stopper 1, and the pressure relief plate 6 is no longer blocked and slips out backward. At this time, the front and rear cabins are connected to achieve pressure relief.
[0033] The latch-type spring lock used in the aircraft of the present application generates resistance through the spring to limit the movement of the latch, and the limit block forms a conical contact with the spring latch to provide a support reaction force for the compression spring, and the magnitude of the unlocking force is determined by changing the angle of the conical surface and cooperating with the spring. The latch-type spring lock can be applied to the pressure relief cover of the aircraft. In the case of a loss of pressure in the aircraft cargo compartment, the latch-type spring lock can automatically pop open in a short time, thereby causing the pressure relief cover to fall off and release pressure.
[0034] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.
Claims
1. A latch-type spring lock for use in an aircraft, characterized in that: include: A limit stopper (1), wherein a lock hole is provided on the limit stopper (1); A lock body (2), wherein a receiving cavity is formed on the lock body (2), a first through hole communicating with the receiving cavity is formed at one end of the lock body (2), and a blocking piece is installed at the other end of the lock body (2), wherein the blocking piece is formed with a second through hole communicating with the receiving cavity; A latch (3), the latch (3) being installed in the accommodating cavity, one end of which passes through the first through hole and is inserted into the lock hole of the limit stopper (1), and the other end of which passes through the second through hole, and a gasket is provided on the latch (3); A spring (4), wherein the spring (4) is sleeved on the latch (3), and the two ends of the spring (4) are respectively limited by the gasket and the lock body (2).
2. The latch-type spring lock for aircraft according to claim 1, characterized in that: The limit stopper (1) is fixedly mounted on a positioning frame (5) of the pressure relief port cover.
3. The latch-type spring lock for aircraft according to claim 2, characterized in that: The lock body (2) is fixedly mounted on the pressure relief plate (6) of the pressure relief port cover.
4. The latch-type spring lock for aircraft according to claim 1, characterized in that: One end of the latch pin (3) that cooperates with the lock hole of the position limiting block (1) has a conical head.
5. The latch-type spring lock for aircraft according to claim 4, characterized in that: The conical head is in contact with the edge of the lock hole of the limit stopper (1).
6. The latch-type spring lock for aircraft according to claim 5, characterized in that: The disengagement load of the spring lock is: Fx=Fy / tan(α) Among them, Fx is the disengagement load of the spring lock, Fy is the compression load of the spring when the spring compression amount is a+b, a is the depth of the conical head inserted into the lock hole of the limit stopper, b is the pre-compression amount of the spring itself, and α is the cone angle of the conical head.