An upturned aircraft luggage case door lock and upturned aircraft luggage case
By employing a concealed latch design and a rotary lock assembly, the problems of external door locks occupying space and bolt deformation are solved, achieving efficient space utilization and reliable locking for the top-loading suitcase.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- FESHER AVIATION COMPONENTS ZHENJIANG
- Filing Date
- 2025-04-07
- Publication Date
- 2026-06-02
AI Technical Summary
The external locks on existing flip-up suitcases occupy the effective volume of the suitcase, affecting the efficiency of luggage layout, and luggage hitting the external lock tongue may cause the lock to fail.
Featuring a concealed latch design, the latch hook is positioned below the latch, and the locking operation is achieved by rotating the lock assembly, preventing the latch hook from contacting luggage. The latch is also hidden under the profile, making the design simple and reliable.
It improves the space utilization of the suitcase, reduces the risk of plastic deformation of the lock tongue, and ensures the reliability and security of the lock.
Smart Images
Figure CN224314733U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of luggage door lock technology, and in particular to a flip-up aircraft luggage door lock and a flip-up aircraft luggage. Background Technology
[0002] In the interior systems of civil aircraft, the overhead bins serve as a crucial load-bearing structure within the cabin, and their mechanical performance directly impacts flight safety and passenger experience. This structure must meet multiple mechanical requirements during its design: firstly, it must withstand the static load of the maximum permissible weight; secondly, it must resist potential overload impacts during flight; and thirdly, it must ensure structural integrity during emergency landings.
[0003] Current top-loading suitcases generally employ a hinge-lock composite connection mechanism, with the lock system playing a crucial role in maintaining the closed state of the hatch. While the mainstream cam-type external locks can meet basic locking requirements, two significant problems have been exposed in engineering practice: First, the external lock body occupies an average of 8%-12% of the effective volume of the suitcase, affecting the efficiency of luggage layout; second, luggage impacting the external lock tongue may cause plastic deformation, increasing the probability of locking failure. Utility Model Content
[0004] Therefore, it is necessary to provide a top-loading aircraft luggage lock to address the problems of existing external door locks affecting luggage placement and impacting the locking mechanism when collided with luggage.
[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: a flip-up aircraft luggage compartment door lock, including a rotary lock assembly and a latch.
[0006] The rotary lock assembly includes a lock base, a first rotating shaft, a second rotating shaft, a first cam, a second cam, and a lock hook. The first rotating shaft and the second rotating shaft are rotatably mounted on the lock base, with the first rotating shaft located below the second rotating shaft. The first cam is fixed to the outer surface of the first rotating shaft, and the second cam is fixed to the second rotating shaft. The first cam and the second cam are offset from each other, and each of their opposite ends has an opening. The openings are nested together to make their rotation directions opposite. The lock hook is located at the end of the second cam that is away from the first cam.
[0007] The latch is located within the rotation area of the hook; the first shaft acts as the drive shaft, and the first cam drives the second cam to rotate in the opposite direction until the hook is screwed into the latch.
[0008] Furthermore, a handle for driving its rotation is connected to the outer surface of the first shaft.
[0009] Furthermore, a fixing block is fitted on the outer circumferential surface of the first rotating shaft. The fixing block is located at the end of the first cam that is away from the second cam and is engaged with it. The fixing block is fixedly installed on the inside of the handle.
[0010] Furthermore, the latch is detachably mounted on the bottom of the profile, and an opening is provided on the surface of the profile for the latch hook to be screwed into the latch.
[0011] Furthermore, one end of the first and second rotating shafts extends radially to form a limiting end, and the other end is provided with a clamp for limiting.
[0012] Furthermore, the lock seat includes a main body and support blocks; the main body is provided with two sets of support blocks on the side facing the handle, with two support blocks in each set. The gap between the two support blocks in each set is less than the axial length of the first rotating shaft and the second rotating shaft. A through hole one is horizontally opened on the support block for the first rotating shaft and the second rotating shaft to pass through. A through hole two is opened on the surface of the main body and between the gaps of the two support blocks in each set, for the lock hook to pass through the main body and screw into the lock latch.
[0013] Furthermore, retaining rings are provided at the connection points between the first rotating shaft, the second rotating shaft, and the support block.
[0014] Furthermore, the main body has a supporting block on one side edge that extends laterally outward to form a shielding part, and the handle is flush with the outer wall of the shielding part.
[0015] This utility model also relates to a flip-up aircraft luggage case, including a case body and a case door connected to the case body in a flip-up manner. A rotary lock assembly is provided on the handle at the bottom of the case door. A latch is detachably installed at the bottom of the case body near the rotary lock assembly. The rotary lock assembly and the latch adopt the rotary lock assembly and latch structure of the aforementioned flip-up aircraft luggage case door lock.
[0016] Furthermore, when the handle is inside the lock seat, the lock hook and latch are in the locked state; when the handle is turned outward to the outside of the lock seat, the lock hook and latch are in the unlocked state.
[0017] Compared with the prior art, the beneficial effects of this utility model include:
[0018] By placing the locking hook below the latch, direct contact between the locking hook and luggage is avoided, which would affect the locking operation of the locking hook. The hidden latch design, with the latch located at the bottom of the profile, prevents passengers from interfering with the protruding latch when placing luggage. The entire door lock structure is simple and reliable, and can be applied to various types of top-opening luggage doors. Attached Figure Description
[0019] The disclosure of this utility model is illustrated with reference to the accompanying drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of this utility model. In the drawings, the same reference numerals are used to refer to the same parts. Wherein:
[0020] Figure 1 A perspective view of a flip-up aircraft luggage compartment door lock as described in Embodiment 1 of this utility model;
[0021] Figure 2 For based on Figure 1 A schematic diagram showing the connection between the locking hook and the locking bolt;
[0022] Figure 3 For based on Figure 2 A schematic diagram showing the connection between the first rotating shaft, the second rotating shaft, and the fixed block;
[0023] Figure 4 For based on Figure 1 A perspective view of the rotary lock assembly;
[0024] Figure 5 For based on Figure 4 A schematic diagram of the nesting of the first and second cams;
[0025] Figure 6 based on Figure 4 A 3D view of the lock base;
[0026] Figure 7 A schematic diagram of a structure in which the latch is placed inside the profile;
[0027] Figure 8 This is a perspective view of a flip-up aircraft luggage compartment as described in Embodiment 2 of this utility model.
[0028] The following are the labels in the diagram: 1. Rotary lock assembly; 11. Lock seat; 111. Main body; 112. Support block; 12. First rotating shaft; 13. Second rotating shaft; 14. First cam; 15. Second cam; 16. Lock hook; 2. Lock bolt; 3. Fixing block; 4. Handle; 5. Clamp; 6. Profile; 7. Box body; 8. Box door. Detailed Implementation
[0029] It is readily understood that, based on the technical solution of this utility model, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this utility model. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative descriptions of the technical solution of this utility model and should not be considered as the entirety of this utility model or as limitations or restrictions on the technical solution of this utility model.
[0030] Example 1
[0031] like Figure 1 As shown in the figure, this embodiment introduces an upward-opening aircraft luggage compartment door lock, which mainly includes a rotary lock assembly 1 and a latch 2.
[0032] The latch 2 is installed inside the profile 6 by bolts or other parts to achieve concealment, such as... Figure 7As shown, the top of profile 6 has an opening that matches the hole in latch 2, without affecting normal locking or unlocking operations. In actual application, profile 6 is installed at the bottom of the case 7. Since latch 2 is hidden inside profile 6, it does not come into direct contact with luggage, thus avoiding the possibility of damage by luggage.
[0033] like Figure 3-4 As shown, the rotary lock assembly 1 mainly consists of a lock base 11, a first rotating shaft 12, a second rotating shaft 13, a first cam 14, a second cam 15, and a lock hook 16. The lock base 11 consists of a main body 111 and a support block 112. Since the lock base 11 is installed on the door 8 in actual application, the shape of the main body 111 is designed to fit the shape of the door 8. The main body 111 is embedded in the bottom side of the door 8. The outer side of the main body 111 has at least two sets of support blocks 112, with two blocks in each set. The gap between the two support blocks 112 is less than the length of the first rotating shaft 12 and the second rotating shaft 13. A through hole is provided on the support block 112 for the first rotating shaft 12 and the second rotating shaft 13 to pass through. The first rotating shaft 12 and the second rotating shaft 13 pass through the through hole and are placed horizontally on the support block 112. The first rotating shaft 12, as the drive shaft, is located below, and the second rotating shaft 13 is located diagonally above the first rotating shaft 12. To prevent the first rotating shaft 12 and the second rotating shaft 13 from detaching, one end of the first rotating shaft 12 and the second rotating shaft 13 extends radially to form a limiting end, and the other end is provided with a clamp 5 for limiting. To further improve the anti-detachment effect, a retaining ring (not shown in the figure) is provided at the connection between the first rotating shaft 12, the second rotating shaft 13 and the support block 112.
[0034] A first cam 14 is fixedly connected to the outer circumferential surface of the first rotating shaft 12, and a second cam 15 is fixedly connected to the outer circumferential surface of the second rotating shaft 13. Openings are formed at opposite ends of the first cam 14 and the second cam 15, allowing them to rotate in opposite directions through mutual nesting. Figure 5 As shown, specifically, the end of the first cam 14 has an opening with an arc of less than 180°. The inner wall of the opening end of the second cam 15 is in contact with the inner wall of the opening end of the first cam 14. When the first cam 14 rotates outward, it pushes the second cam 15 to rotate inward, and vice versa. The locking hook 16 is located at the end of the second cam 15 that is away from the first cam 14, so the locking hook 16 rotates with the second cam 15.
[0035] Since the locking hook 16 needs to engage with the latch 2, to prevent the main body 111 of the lock seat 11 from obstructing the rotation of the locking hook 16, a through hole is provided on the surface of the main body 111 between the gaps of the two support blocks 112 in each group, so that the locking hook 16 can pass through the main body 111 and screw into the latch 2. The first rotating shaft 12 can be driven by the handle 4, so the handle 4 is installed on the first rotating shaft 12. Specifically, the inner side of the handle 4 has a fixing block 3, and the middle of the fixing block 3 has a hole for fitting onto the outer surface of the first rotating shaft 12. The end of the fixing block 3 facing the first cam 14 has a protrusion, and the corresponding first cam 14 has a groove. The two are engaged by the convex-concave fit. Therefore, when the handle 4 is rotated outward, the fixing block 3 drives the first cam 14 to rotate synchronously, thereby driving the first rotating shaft 12.
[0036] To improve the overall aesthetics and prevent accidental touches on the handle 4, the main body 111 has a side edge with a support block 112 that extends laterally outward to form a shielding part. The handle 4 is flush with the outer wall of the shielding part, and there is a gap between the top of the handle 4 and the extended part, so that passengers can turn the handle 4 outward to unlock the door.
[0037] This embodiment avoids direct contact between the hook 16 and luggage, thus preventing the hook 16 from affecting its locking operation, by placing the hook 16 below the latch 2. It also adopts a hidden latch 2 design, placing the latch 2 at the lower part of the profile 6 to prevent passengers from interfering with the protruding latch 2 when placing luggage. The entire door lock structure is simple and reliable, and can be applied to various types of flip-up luggage doors 8.
[0038] Example 2
[0039] like Figure 8 As shown, this embodiment introduces a flip-up aircraft luggage compartment, including a compartment body 7 and a compartment door 8 connected to the compartment body 7 in a flip-up manner. A rotary lock assembly 1 is provided on the handle 4 at the bottom of the compartment door 8. A latch 2 is detachably installed on the bottom of the compartment body 7 near the rotary lock assembly 1. The rotary lock assembly 1 and the latch 2 adopt the rotary lock assembly 1 and latch 2 structure of the flip-up aircraft luggage compartment door lock described above. When the handle 4 is inside the lock seat 11, the lock hook 16 and the latch 2 are in the locked state; when the handle 4 is turned outward to the outside of the lock seat 11, the lock hook 16 and the latch 2 are in the unlocked state.
[0040] The technical scope of this utility model is not limited to the content described above. Those skilled in the art can make various modifications and variations to the above embodiments without departing from the technical concept of this utility model, and all such modifications and variations should fall within the protection scope of this utility model.
Claims
1. A flip-up aircraft luggage compartment door lock, characterized in that, It includes: A rotary lock assembly (1) includes a lock seat (11), a first rotating shaft (12), a second rotating shaft (13), a first cam (14), a second cam (15), and a lock hook (16). The first rotating shaft (12) and the second rotating shaft (13) are rotatably mounted on the lock seat (11), with the first rotating shaft (12) located below the second rotating shaft (13). The first cam (14) is fixed to the outer surface of the first rotating shaft (12), and the second cam (15) is fixed to the second rotating shaft (13). The first cam (14) and the second cam (15) are offset from each other, and each of them has an opening at one end. The openings are nested together to make their rotation directions opposite. The lock hook (16) is located at the end of the second cam (15) away from the first cam (14). A latch (2) is positioned above the hook (16) and within the rotation area of the hook (16); a first rotating shaft (12) serves as a drive shaft, and a first cam (14) drives a second cam (15) to rotate in the opposite direction until the hook (16) is screwed into the latch (2).
2. The flip-up aircraft luggage compartment door lock according to claim 1, characterized in that, The outer surface of the first rotating shaft (12) is connected to a handle (4) for driving its rotation.
3. The flip-up aircraft luggage compartment door lock according to claim 2, characterized in that, The outer circumferential surface of the first rotating shaft (12) is fitted with a fixing block (3). The fixing block (3) is located at the end of the first cam (14) away from the second cam (15) and is engaged with it. The fixing block (3) is fixedly installed inside the handle (4).
4. The flip-up aircraft luggage compartment door lock according to claim 1, characterized in that, The latch (2) is detachably mounted on the bottom of the profile (6), and an opening is provided on the surface of the profile (6) for the latch (2) to be screwed into the hook (16).
5. The flip-up aircraft luggage compartment door lock according to claim 1, characterized in that, One end of the first rotating shaft (12) and the second rotating shaft (13) extends radially to form a limiting end, and the other end is provided with a clamp (5) for limiting.
6. The flip-up aircraft luggage compartment door lock according to claim 1, characterized in that, The lock seat (11) includes a main body (111) and a support block (112); two sets of support blocks (112) are provided on one side of the main body (111), and there are two support blocks (112) in each set. The gap between the two support blocks (112) in each set is less than the axial length of the first rotating shaft (12) and the second rotating shaft (13). A through hole I is opened horizontally on the support block (112) for the first rotating shaft (12) and the second rotating shaft (13) to pass through. A through hole II is opened on the surface of the main body (111) and between the gaps of the two support blocks (112) in each set, so that the lock hook (16) passes through the main body (111) and is screwed into the latch (2).
7. The flip-up aircraft luggage compartment door lock according to claim 6, characterized in that, A retaining ring is provided at the connection between the first rotating shaft (12), the second rotating shaft (13) and the support block (112).
8. The flip-up aircraft luggage compartment door lock according to claim 6, characterized in that, The main body (111) has a support block (112) on one side edge that extends laterally outward to form a shielding part, and the handle (4) is flush with the outer wall of the shielding part.
9. A flip-up airplane luggage compartment, characterized in that, It includes a case (7) and a case door (8) connected to the case (7) in an upward-folding manner. A handle (4) is provided at the bottom of the case door (8). A rotary lock assembly (1) is provided on the handle (4). A latch (2) is detachably installed at the bottom of the case (7) near the rotary lock assembly (1). The rotary lock assembly (1) and the latch (2) adopt the rotary lock assembly (1) and latch (2) structure of the upward-folding aircraft luggage door lock as described in any one of claims 1-8.
10. The flip-up aircraft luggage compartment according to claim 9, characterized in that, When the handle (4) is inside the lock seat (11), the lock hook (16) and the lock bolt (2) are locked; when the handle (4) is turned outward to the outside of the lock seat (11), the lock hook (16) and the lock bolt (2) are unlocked.