Aircraft double-pull rod cabinet door lock

Abstract

This utility model discloses an aircraft double-lever locker door lock, comprising: a lock cylinder mechanism and a shell assembly including a lock block, the lock block having a lock cylinder protective cover and a back main board, the two being connected by fixing screws to form a protective cover covering the lock cylinder; an outer lock plate being fixed to the back main board by screws; a handle assembly including an upper handle and a lower handle symmetrically arranged on the outer lock plate; a linkage transmission mechanism including a connecting shaft fixed on the back main board, and a first link and a second link rotatably connected through the connecting shaft, the second link being connected to the bottom end of the upper and lower levers through a rotating block, and the first link being connected to a horizontal lever through a rotating block. This utility model provides double-layer protection with the lock cylinder protective cover and the back main board, effectively resisting the intrusion of lock picking tools. The door lock has double handles, with each handle controlling the opening and closing of a single-sided bolt, providing a dual locking function. The upper and lower bolts move synchronously in opposite directions through symmetrical linkages, suitable for bidirectional door locking requirements, improving security.

Description

Technical Field

[0001] This utility model relates to the field of aircraft locker technology, and in particular to an aircraft double-lever locker door lock. Background Technology

[0002] With the rapid development of aviation technology, the design of aircraft interior facilities increasingly emphasizes lightweight, high reliability, and ease of operation. As an important functional component of the cabin, the locker's door locking mechanism must meet the stringent requirements of aviation operating conditions: on the one hand, it must have vibration and shock resistance to adapt to the flight environment; on the other hand, it must reduce structural weight through compact design while ensuring durability under frequent opening and closing.

[0003] However, existing aircraft locker door lock technology still has the following prominent problems:

[0004] 1. Structural complexity and maintenance challenges

[0005] Traditional aircraft locker locks typically employ a single-sided latch with an independent handle. Their transmission mechanisms rely on multi-stage gears or complex linkages, resulting in a large number of parts and high assembly precision requirements. This type of structure not only increases the weight of the lock body but also makes it prone to jamming due to component wear after frequent use. Maintenance requires the disassembly of numerous components, severely impacting the efficiency of cabin equipment maintenance.

[0006] 2. One-way locking and security limitations

[0007] Most existing locks are only equipped with a one-way latch, which causes the force to be concentrated when the cabinet door is closed. During aircraft take-off and landing or turbulence, the latch on one side is prone to deformation and failure due to excessive force, which poses a risk of the cabinet door being opened unexpectedly.

[0008] 3. Insufficient reset performance and durability

[0009] Traditional lock handles often rely on a single spring for reset, which can lead to spring fatigue after prolonged use, causing delayed handle return or jamming. Furthermore, the transmission mechanism lacks a cushioning design, making it susceptible to deformation of the linkage or loosening of connecting parts due to the impact of rapid handle operation, further reducing the lock's lifespan.

[0010] 4. Aviation compatibility defects

[0011] Existing locks mostly use a generic lock body structure and are not optimized for aviation scenarios. For example, the lock cylinder has weak protection and is difficult to resist luggage collisions or tool intrusion; the material selection does not take into account both lightweight and strength, resulting in a bulky lock body or insufficient impact resistance; in addition, the lack of modular design makes it impossible to quickly adapt to the installation needs of cabinet doors of different sizes.

[0012] To address the aforementioned issues, there is an urgent need to develop a double-lever door lock specifically designed for aircraft lockers, thereby meeting the technical requirements of the aviation industry for highly reliable locks. Utility Model Content

[0013] (a) Technical problems to be solved

[0014] To address the shortcomings of existing technologies, this utility model provides an aircraft double-lever locker door lock, solving the technical problem of stable locking.

[0015] (II) Technical Solution

[0016] To achieve the above objectives, this utility model provides the following technical solution:

[0017] A double-lever locker door lock for aircraft, comprising:

[0018] Lock cylinder mechanism and housing assembly, handle assembly, linkage mechanism and bolt assembly;

[0019] The lock cylinder mechanism and housing assembly includes a lock block, which has a lock cylinder protective cover and a back main board. The two are connected by fixing screws to form a protective cover covering the lock cylinder to isolate external impacts. The back main board is fixed with an outer lock plate by screws. The outer lock plate serves as the mounting base for the upper and lower handles, providing support and fixation for the handle assembly.

[0020] The handle assembly includes an upper handle and a lower handle symmetrically arranged on the outer lock plate. Both are rotatably mounted on the outer lock plate via a handle shaft with a built-in handle spring. The handle spring drives the handle to automatically return to the initial position. Washers are provided on both sides of the handle shaft to reduce rotational wear.

[0021] Preferably, the linkage transmission mechanism includes a connecting shaft fixed on the back main board, and a first link and a second link rotatably connected through the connecting shaft to form a linkage to transmit the handle action; the second link is hinged to the bottom end of the upper and lower pull rods through a rotating block, and the first link is hinged to the horizontal pull rod through a rotating block.

[0022] Preferably, the lateral pull rod is linked to the pull rod connecting block at the rear end of the handle through the first fixed latch, so as to convert the rotational motion of the handle into the horizontal linear motion of the lateral pull rod.

[0023] Preferably, the locking tongue assembly includes an upper locking block and a lower locking block arranged symmetrically. The upper locking block includes an upper locking tongue, which is hinged to the upper connector of the upper pull rod through a third fixing bolt. The upper pull rod is hinged to the lower connector of the upper pull rod through a second fixing bolt, thereby realizing the lifting and locking of the locking tongue driven by the upper and lower pull rods.

[0024] Preferably, the rotating block is composed of a flat-headed shaft, a washer, and a cotter pin, which is used to achieve multi-directional rotational connection and lock the axial displacement of the rotating block by a first fixed latch.

[0025] Preferably, a spring is sleeved on the outer side of the transverse tie rod to provide elastic restoring force or absorb motion impact during transmission.

[0026] Preferably, a bushing is fitted at the end of the connecting shaft to reduce rotational friction between the connecting shaft and the connecting rod, thereby improving transmission efficiency.

[0027] Preferably, the upper and lower locking blocks are linked by symmetrically arranged upper and lower levers to achieve synchronous reverse movement of the upper and lower locking tongues, so as to meet the requirements of bidirectional locking.

[0028] (III) Beneficial Effects

[0029] Impact and anti-theft: The lock cylinder protective cover and the back main board form a double layer of protection, effectively resisting the intrusion of lock picking tools. The door lock is equipped with double handles, with each handle controlling the opening and closing of a single side bolt, providing a double locking function. The internal structure is reliable and can be applied to various aircraft cabinet doors.

[0030] Smooth operation: Bushings and washers reduce transmission friction, and handle springs provide dual restoring force, ensuring that the handle returns to its original position quickly and without jamming.

[0031] Reliable two-way locking: The upper and lower locking tongues move synchronously in opposite directions through symmetrical connecting rods, which is suitable for two-way locking requirements of the door, improves security, has high strength, and can better fix tall cabinet doors.

[0032] This utility model designs a double-lever locker door lock for aircraft. The lock is equipped with two handles. Each handle opens and closes a single bolt. The upper handle controls the opening and closing of the upper bolt, and the lower handle controls the opening and closing of the lower bolt, thus achieving a dual locking function. It can maintain its function without failure under the inertial load conditions of an aircraft emergency landing. Attached Figure Description

[0033] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings.

[0034] Figure 1 This is an overall structural diagram of an aircraft double-lever locker door lock according to the present invention;

[0035] Figure 2 This is an installation structure diagram of an aircraft double-lever locker door lock according to the present invention;

[0036] Figure 3 This is a partially enlarged structural view of the locking block in a double-lever locker door lock of an aircraft according to this utility model;

[0037] Figure 4 This is a structural diagram of the locking block in a double-lever locker door of an aircraft according to the present invention;

[0038] Figure 5This is an exploded structural diagram of the upper locking block in an aircraft double-lever locker door lock according to this utility model;

[0039] Figure 6 This is an exploded structural diagram of the locking block in an aircraft double-lever locker door lock according to this utility model.

[0040] Legend:

[0041] 1. Lock block; 11. Lock cylinder protective cover; 12. Upper handle; 13. Handle spring; 14. Lower handle; 15. Handle pivot; 16. Outer lock disc; 17. Pull rod connecting block; 18. First fixed latch; 19. Rotating block; 20. Second fixed latch; 21. Lower connector of upper pull rod; 22. Bushing; 23. Connecting shaft; 24. First connecting rod; 25. Second connecting rod; 26. Lateral pull rod; 27. Spring; 28. Back main plate; 29. ​​Fixing screw;

[0042] 3. Locking block; 31. Locking tongue; 32. Washer; 33. Cotter pin; 34. Rotating block; 35. Upper connector of upper pull rod; 36. Third fixing latch; 4. Upper and lower pull rods. Detailed Implementation

[0043] This application provides an aircraft double-lever locker door lock that solves the problem of stable locking in the prior art. The lock cylinder protective cover and the back main board form a double layer of protection, effectively resisting the intrusion of lock picking tools. The door lock is equipped with double handles, with each handle controlling the opening and closing of a single-sided bolt, providing a dual locking function and a reliable internal structure.

[0044] Example 1

[0045] The technical solution in this application embodiment is to solve the problem of stable locking in the aforementioned locker, and the overall approach is as follows:

[0046] To address the problems existing in the prior art, this utility model provides an aircraft double-lever locker door lock, including...

[0047] The lock cylinder mechanism is connected to the outer casing assembly, handle assembly, linkage transmission mechanism, and bolt assembly.

[0048] Lock cylinder mechanism and housing assembly

[0049] Lock block 1 is the main frame of the overall lock structure, including a lock cylinder protective cover 11, which is connected to the back main board 28 by fixing screws 29. The lock cylinder protective cover 11 and the back main board 28 cover the protective cover of the lock cylinder. The back main board 28 has an outer lock plate 16 by screws, which is used as a base to fix the upper and lower handles.

[0050] Handle component

[0051] The outer locking disc 16 is symmetrically provided with an upper handle 12 and a lower handle 14. The upper handle 12 and the lower handle 14 are rotatably mounted on the outer locking disc 16 via a handle shaft 15. The handle shaft 15 has a built-in handle spring 13 to realize automatic handle reset. The handle shaft 15 is provided with washers on both sides of the handle spring 13 to reduce rotational wear. The rotating block 19 includes a combination of a flat-headed shaft, washers and cotter pins. The first fixing latch 18 is used to lock the rotating block 19.

[0052] Linkage transmission mechanism

[0053] The back main board 28 is fixedly mounted with a connecting shaft 23, which rotatably connects a first connecting rod 24 and a second connecting rod 25 to form a linkage structure. Both ends of the first connecting rod 24 and the second connecting rod 25 are provided with mounting holes. The second connecting rod 25 is rotatably mounted on the bottom end of the upper and lower pull rods 4 through a rotating block 19. The other end of the first connecting rod 24 is rotatably mounted with a horizontal pull rod 26 through a rotating block 19. The horizontal pull rod 26 is connected to the pull rod connecting block 17 at the rear end of the handle through a first fixing latch 18 and moves horizontally with the movement of the handle.

[0054] A spring 27 is sleeved on the outer side of the transverse tie rod 26 and is located in the transmission mechanism to assist in reset or buffering.

[0055] Locking tongue assembly

[0056] The upper locking block 3 and the lower locking block have symmetrical structures. Taking the upper locking block 3 as an example:

[0057] The upper locking block 3 includes an upper locking tongue 31, which is connected to the upper connector 35 of the upper pull rod via a third fixing bolt 36 to achieve up and down movement;

[0058] The upper pull rod 4 is connected to the lower pull rod connector 21 via the second fixing latch 20. The lower pull rod has the same structure. The following description will use the upper pull rod 4 as an example. The bushing 22 is sleeved on the end of the connecting shaft 23 to reduce rotational friction.

[0059] Working principle

[0060] Unlocking process: The user presses down the upper handle 12, the pull rod connecting block 17 drives the horizontal pull rod 26 to move horizontally to the right, compressing the spring 27; the horizontal pull rod 26 pulls the first connecting rod 24 to swing clockwise around the connecting shaft 23, and the second connecting rod 25 swings counterclockwise accordingly, driving the upper pull rod 4 to move down, and the upper locking tongue 31 to retract; at the same time, the lower pull rod moves up under the reverse linkage, and the lower locking tongue extends, completing the single-sided unlocking and the other-sided locking, which is suitable for bidirectional operation inside / outside the door.

[0061] Reset process: After the handle is released, the handle spring 13 drives the upper handle 12 to return to its original position, and the horizontal pull rod 26 moves to the left with the assistance of the spring 27, which drives the lock tongue to return to the initial locked state.

[0062] Operating handle: Pushing the upper handle 12 or the lower handle 14 outward will push the pull rod connecting block 17 to move backward, thereby causing the horizontal pull rod 26 to move horizontally backward.

[0063] Linkage transmission: The transverse tie rod 26 drives the first link 24 to rotate clockwise around the connecting shaft 23. Since the connecting shaft 23 is square, the second link 25 rotates synchronously, forcing the upper connector 35 of the upper tie rod to move downward.

[0064] Lock tongue control: The upper connector 35 of the upper pull rod drives the upper lock tongue 31 to move down through the upper and lower pull rods 4, thereby releasing the cabinet door lock; after the handle is released, the handle spring 13 returns to its original position, and the lock tongue rebounds and closes.

[0065] In summary:

[0066] Impact resistance and anti-theft: The lock cylinder protective cover 11 and the back main board 28 form a double layer of protection, effectively resisting the intrusion of lock picking tools. The door lock is equipped with double handles, with each handle controlling the opening and closing of a single side bolt, providing a double locking function. The internal structure is reliable and can be applied to various aircraft cabinet doors.

[0067] Smooth operation: Bushing 22 and gasket reduce transmission friction, and handle spring 13 and spring 27 provide dual reset force to ensure that the handle returns to its original position quickly and without jamming.

[0068] Reliable two-way locking: The upper and lower locking tongues move synchronously in opposite directions through symmetrical connecting rods, which is suitable for two-way locking requirements of the door, improves security, has high strength, and can better fix tall cabinet doors.

[0069] Finally, it should be noted that the above embodiments are merely examples for clearly illustrating the present invention and are not intended to limit the implementation. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A double-lever locker door lock for aircraft, characterized in that, include: Lock cylinder mechanism and housing assembly, handle assembly, linkage mechanism and bolt assembly; The lock cylinder mechanism and housing assembly include a lock block (1), which is provided with a lock cylinder protective cover (11) and a back main board (28). The two are connected by fixing screws (29) to form a protective cover covering the lock cylinder. The back main board (28) is fixed with an outer lock plate (16) by screws. The outer lock plate (16) serves as the mounting base for the upper and lower handles. The handle assembly includes an upper handle (12) and a lower handle (14) symmetrically arranged on the outer lock plate (16); The linkage transmission mechanism includes a connecting shaft (23) fixed on the back main board (28), and a first link (24) and a second link (25) rotatably connected through the connecting shaft (23).

2. The aircraft double-lever locker door lock according to claim 1, characterized in that, The second connecting rod (25) is connected to the bottom end of the upper and lower pull rods (4) through the rotating block (19), and the first connecting rod (24) is connected to the horizontal pull rod (26) through the rotating block (19); the horizontal pull rod (26) is linked to the pull rod connecting block (17) at the rear end of the handle through the first fixing latch (18).

3. The aircraft double-lever locker door lock according to claim 1, characterized in that, Both are rotatably mounted on the outer lock plate (16) via the handle shaft (15) of the built-in handle spring (13), and gaskets are provided on both sides of the handle shaft (15).

4. The aircraft double-lever locker door lock according to claim 1, characterized in that, It also includes a locking tongue assembly, which includes an upper locking block (3) and a lower locking block arranged symmetrically. The upper locking block (3) includes an upper locking tongue (31), which is connected to the upper connector (35) of the upper pull rod through a third fixing bolt (36). The upper and lower pull rods (4) are connected to the lower connector (21) of the upper pull rod through a second fixing bolt (20).

5. The aircraft double-lever locker door lock according to claim 1, characterized in that, The washer of the handle shaft (15) is located on both sides of the handle spring (13). The rotating block (19) is composed of a flat-head shaft, washer and cotter pin, and is locked by the first fixing latch (18).

6. The aircraft double-lever locker door lock according to claim 1, characterized in that, The washer of the handle shaft (15) is located on both sides of the handle spring (13). The rotating block (19) is composed of a flat-head shaft, washer and cotter pin, and is locked by the first fixing latch (18).

7. The aircraft double-lever locker door lock according to claim 1, characterized in that, The end of the connecting shaft (23) is fitted with a bushing (22) to reduce rotational friction.

8. The aircraft double-lever locker door lock according to claim 1, characterized in that, The upper and lower pull rods (4) are symmetrical in structure with the lower pull rod, and the upper locking block (3) and the lower locking block move synchronously through the linkage of the upper and lower pull rods.

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