A lock alignment mechanism

Abstract

The present invention relates to an aircraft (2); at least one canopy (3) located on the aircraft (2) in a movable manner and allowing the user access into the aircraft (2); at least one bracket (B) located on the aircraft (2) and ensuring that the canopy (3) is mounted on it in a manner to move; the canopy (3) having an open position (O) to which it is brought by being moved on the aircraft (2) by means of the bracket and allowing the user access into the aircraft (2); the canopy (3) having a closed position (C) to which it is brought by being moved on the aircraft (2) by means of the bracket and almost completely preventing the user's access to the aircraft (2); the canopy (3) having a locked position (L) in which it is fixed onto the aircraft (2); at least one connection part (4) located on the canopy (3) and settling onto the aircraft (2) while the canopy (3) is being brought from the open position (O) to the closed position (C); at least one channel (5) located on the connection part (4) and being an opening; at least one lock pin (6) located on the aircraft (2) in a movable manner and settling into the channel (5) by being triggered, thereby allowing the transition of the canopy (3) from the closed position (C) to the locked position (L); and at least one bushing (7) placed inside the channel (5) in a manner to be form-compatible with the channel (5) and to leave a gap between them at a distance predetermined by the user, and allowing the bearing and / or alignment of the lock pin (6) inside the channel (5).

Description

[0001] DESCRIPTION

[0002] A LOCK ALIGNMENT MECHANISM

[0003] The present invention relates to the alignment of the lock mechanism enabling the locking of canopy systems located in aircraft onto the aircraft.

[0004] Canopies located on aircraft allow users to access the aircraft cockpit and / or the cabin regions therein. Canopies on aircraft are moved between open and closed positions by being slid or rotated. Since the canopy mechanism is designed to ensure pilot ingress / egress, it is quite sensitive. For this reason, canopy lock mechanisms are required to operate without jamming. In both actuation cases, the canopies are required to be locked after being brought to the closed position. The lock mechanisms are required to remain in the locked position during the flight of the aircraft and to have the strength to bear the aerodynamic loads that will occur during the flight. Therefore, the lock mechanisms of the canopies are flight-critical safety elements for aircraft. Additionally, the lock mechanisms are required to be moved between the locked and open positions smoothly after each flight of the aircraft. Bushings are used in lock mechanisms in order to ensure the mobility of the mechanism in a safe manner.

[0005] In the United States patent document numbered US5219232A, which is included in the prior art, a floating bushing roller bearing is mentioned. Within the scope of the document, a bushing roller bearing having a specific application for use in the raising or lowering of the wing in an aircraft wing assembly is mentioned. The bearing comprises metallic, coaxially aligned outer and inner races and a non-metallic intermediate layer placed between them. In the mechanism within the scope of the patent document, it is mentioned that the inner race is connected to a shaft with the wing flap and is rotated with this shaft. It is described that the intermediate layer is made of a self-lubricating composite material reducing wear and friction between the outer and inner rings. It is mentioned that there is a clearance between the intermediate layer and the races in a manner to allow the intermediate layer to be displaced laterally and radially, and that it can float inside the bearing. It is mentioned that thanks to the intermediate layer, the susceptibility of the bearing to excessive wear, locking, and possible failures is reduced. In the United States patent document numbered US20220364585 A1, which is included in the prior art, an eccentric bushing design designed for the redundancy of pins used for moved panels is mentioned. Within the scope of the document, it is explained that in cases where panels need to be connected in a vertical or generally vertical configuration, the loads formed on the panels are transferred from the panel to the substructure. In the document, it is mentioned that there are cases where multiple pins need to be used to connect the panels to the support structure for such applications. However, it is mentioned that due to normal variations resulting from the nominal or optimum position of each pin to be used, it mayconstrain the connection of the panel, and that friction between the panel and the support structure may be used in the transfer of the shear force from the panel to the substructure. It is mentioned that the eccentric bushing assembly developed with the invention included within the scope of the document is designed to be placed in an opening of a panel, that outer and inner eccentric bushings having a central axis with the opening are included, and that the bushings can move axially relative to this central axis.

[0006] Thanks to a lock alignment mechanism developed with this invention, it is ensured that the pins used in the lock mechanisms located on canopies enter into and exit from the lock holes more easily, thereby ensuring that the canopy transitions smoothly between the locked position and the non-locked position.

[0007] Another object of this invention is to develop a floating bushing design having ease of production and assembly; thanks to the use of the floating bushing in the lock mechanism located on the canopy, the minimization of lock-up risks that may occur in the locking mechanism is ensured.

[0008] A lock alignment mechanism defined in the first claim and the claims dependent on this claim, realized to achieve the object of the invention, comprises at least one canopy located on the aircraft, allowing the user and / or manufacturer access into the aircraft cockpit, and separating the aircraft cockpit from the external environment. Canopies are brought to the open position (O) or the closed position (C) by being moved in a direction predetermined by the user and / or manufacturer on the aircraft. The canopy is mounted onto the aircraft from one end in a rotatable manner by means of a bracket. The canopy is opened and closed in a manner to be moved from right to left or from left to right on the aircraft body. The canopy has an open position (O) to which it is brought by being moved by the user and manufacturer on the aircraft and in which it allows access into the aircraft cockpit. The canopy has a closed position (C) to which it is brought from the open position (O) by being triggered by the user and / or manufacturer. In the closed position (C), access into the aircraft is almost completely prevented. The canopy is brought from the open position (O) to the closed position (C) by means of the bracket to which it is connected from one end of the canopy. The bracket is connected to the aircraft body, and the canopy is connected onto the bracket in a rotatable manner between the open position (O) and the closed position (C). The canopy has a locked position (L) in which its movement on the body is restricted or it is ensured to be positioned in a manner not to move. The canopy is brought from the closed position (C) to the locked position (L) by means of a lock pin triggered by the user. At least one connection part in the form of a protrusion is located on the canopy in order to ensure its alignment at a predetermined position on the body when the canopy is brought from the open position (O) to the closed position (C).The connection part is positioned on the body surface remaining opposite to the bracket on the aircraft when the canopy is brought to the closed position (C). At least one channel is located on the connection part. In this way, the lock pin is moved by being triggered by the user and / or manufacturer and settles into the channel, ensuring the transition of the canopy from the closed position (C) to the locked position (L). At least one bushing is positioned inside the channel in order to ensure the bearing of the lock pin inside the channel and its easy entry into and removal from the channel. The bushing is designed to move within a tolerance range predetermined by the user and / or manufacturer inside the channel and to be form-compatible with the inner wall surface of the channel.

[0009] The lock alignment mechanism subject to the invention comprises at least one mounting surface located on the channel, being the inner wall surface of the channel and / or the connection part. The mounting surface is designed to be in an eccentric rectangular form with rounded corners. The lock alignment mechanism subject to the invention comprises a first surface forming the outer surface of the bushing and preferably being form-compatible with the mounting surface. The first surface forms the outer periphery of the bushing and, due to being form-compatible with the mounting surface, can be attached inside the channel in a removable manner by the user and / or manufacturer. The first surface is in the form of a square with rounded corners in a manner to be form-compatible with the mounting surface. In this way, the bushing is mounted in a removable manner inside the channel having the mounting surface having a rounded rectangular form, in a manner to be independent of the insertion direction. In this way, errors that may occur due to the assembly direction are prevented. The first surface is in an eccentric form having rounded corners in a manner to be form-compatible with the mounting surface. A second surface is located on the mounting surface, situated in a manner to be opposite to the first surface and to have a distance predetermined by the user between them. The second surface is a surface located on the mounting surface. Thanks to the gaps located between the second surface and the first surface, the bushing moves inside the channel within the scope of tolerances predetermined by the user. Within the scope of the lock alignment mechanism subject to the invention, a third surface is located on the mounting surface in a manner to be at a distance predetermined by the user from the second surface. The third surface is positioned on the mounting surface on the direction in which the second surface extends and in a manner to be opposite to the first surface. Additionally, the gap distance between the first surface and the second surface and the first surface and the third surface is not equal to each other. In this way, the movement of the bushing inside the channel within the tolerance values predetermined by the user, and in cases of non-coaxiality of the lock pin and the bushing while the canopy is being brought from the closed position to the locked position, the placement of the pin into the bushing in a manner to be coaxial with themovement of the bushing are ensured. Within the scope of the lock alignment mechanism subject to the invention, the bushing comprises a fourth surface being the inner wall surface and having a geometry different from the first surface. The fourth surface has a geometry to be form-compatible with the lock pin, preferably a cylinder form, in order to ensure the settling of the lock pin into the bushing. The lock pin must be coaxial with the bushing in order for the lock pin to settle smoothly into the channel located on the connection part while the canopy is being brought from the closed position (C) to the locked position (L). In cases where the lock pin is not coaxial with the bushing, the bushing can be moved inside the channel in a limited manner thanks to the gaps at different distances located between the first surface and the second surface, and the first surface and the third surface. In a preferred embodiment of the invention, a layer made of composite material is positioned in a manner to be located in the gaps located between the first surface and the second surface and / or between the first surface and the third surface in order to reduce friction. The layer is of a thickness not to cover the gap and not to prevent the moving of the bushing inside the channel. The bushing used within the scope of the lock alignment mechanism subject to the invention has a first surface being formcompatible with the second surface and the third surface, and a fourth surface being formcompatible with the lock pin outer wall surface. Its first surface forming the outer periphery of the bushing and its fourth surface forming the inner periphery have different geometric forms. In this way, the limited movement of the bushing is ensured, the lock pin is brought to a position to be coaxial with the bushing by being guided from the entrance of the bushing, and settles into the channel. As a result of the lock pin passing almost completely into the channel, the canopy transitions from the closed position (C) to the locked position (L).

[0010] In one embodiment of the invention, a lock alignment mechanism comprises at least one inlet mouth located at the end of the bushing remaining opposite to the lock pin in the closed position (C). While the canopy is being brought from the closed position (C) to the locked position (L), the lock pin is placed inside the bushing by being passed through the inlet mouth. At least one outlet mouth is located on the bushing in a manner to be symmetrical with the inlet mouth with respect to the direction in which the bushing extends. A lock alignment mechanism comprises at least one guide surface located on the fourth surface, having a form tapering in the direction extending from the inlet mouth towards the outlet mouth, in a manner to be on the inlet mouth. The inlet mouth is of a larger diameter compared to the outlet mouth. In this way, a guide surface is located on the inlet mouth. The guide surface is located on the fourth surface formed in a tapering form from the inlet mouth towards the outlet mouth. After the guide surface, the bushing inner wall extends towards the outlet mouth in a manner to have a constant diameter. Thanks to the guide surface, while the canopy is being brought from the closed position (C) to the locked position (L), the guiding of the lock pin triggered by the user into the bushing bybeing aligned in a manner to be concentric with the bushing is ensured. The axial misalignment that may occur between the tip of the lock pin and the bushing inlet mouth in the closed position (C) can be prevented by means of the guide surface when the lock pin is moved towards the locked position (L). In case there is an axial misalignment while the lock pin is being moved towards the locked position (L), it can be directed to come to a position coaxial with the bushing by contacting the walls of the guide surface. The bushing having the first and fourth surfaces contributes to the moving of the lock pin towards the coaxial position by being moved within certain tolerances.

[0011] In one embodiment of the invention, a lock alignment mechanism comprises a lock pin having a conical form tapering at its end opposite to the inlet mouth in the closed position (C) compared to its other end. The tapering end of the lock pin is the first end contacting the guide surface or the fourth surface while passing from the closed position (C) to the locked position (L). In this way, while the canopy is being brought from the closed position (C) to the locked position (L), the settling of the lock pin onto the guide surface and its guiding in a manner to be coaxial with the bushing are provided more easily.

[0012] In one embodiment of the invention, a lock alignment mechanism comprises at least one stopper in the form of a protrusion located in a manner to almost completely surround the bushing surface where the inlet mouth is located, and in a direction parallel to the direction in which the connection part extends from the surface where the inlet mouth is located. The stopper, being a flange, extends outwardly from the first surface on the inlet mouth in a manner to be monolithic with the first surface on the inlet mouth. When the bushing is placed inside the channel, the rear surface of the stopper is positioned to contact the surface of the connection part close to the inlet mouth. In this way, while the canopy is being brought from the closed position (C) to the locked position (L) or from the locked position (L) to the closed position (C), the bushing is prevented from coming out of the channel from the inlet mouth side. A lock alignment mechanism comprises an outlet mouth wall located on the outlet mouth. The outlet mouth wall is a structure in the form of a protrusion located on the outlet mouth of the bushing and being a bushing surface. A hollow in the form of a groove is located on the side of the outlet mouth wall close to the inlet mouth, in a manner to be in contact with and adjacent to the outlet mouth wall. The outlet mouth wall forms a protrusion form on the outlet mouth due to the groove located on the first surface. At least one snap ring is positioned inside the groove by the user and / or manufacturer. The snap ring preferably has a larger diameter than the outlet mouth and the outlet mouth wall. In this way, while the canopy is being brought from the closed position (C) to the locked position (L) or from the locked position (L) to the closed position (C), the bushing is prevented from coming out of the channel or moving axially outside thetolerances predetermined by the user. The snap ring is positioned on the outlet mouth by the user in a manner to contact the outlet wall almost completely from one of its surfaces.

[0013] In one embodiment of the invention, a lock alignment mechanism comprises at least one washer attached removably onto the groove in a manner to remain opposite to the stopper and positioned to be form-compatible with the groove. Thanks to the washer having an inner diameter larger than the channel and / or the bushing region where the outlet mouth is located, the axial movement of the bushing inside the channel is ensured on the outlet mouth together with the snap ring. The snap ring and the washer are located on the groove in a manner that their surfaces remaining opposite contact each other. In this way, while the canopy is being moved while being brought from the closed position (C) to the locked position (L) or from the locked position (L) to the closed position (C), the washer contacts the surface of the connection part, and the snap ring contacts the outlet mouth wall, thereby preventing the axial movements of the bushing inside the channel and the exiting of the bushing from inside the channel. In one embodiment of the invention, a lock alignment mechanism comprises at least one hinge mounted onto the aircraft body in a manner to be connected to the bracket from one end and to the canopy from the other end. Thanks to the hinge, it is ensured that the canopy is rotated on the aircraft around the bracket mounted on the aircraft and brought from the open position (O) to the closed position (C) or from the closed position (C) to the open position (O). In a preferred embodiment of the invention, plurality of brackets and / or hinges may be used on the aircraft in order to mount the canopy on the body, being the aircraft, in a manner to be rotatable to the right and left.

[0014] In one embodiment of the invention, a lock alignment mechanism comprises at least one recess located on the aircraft body, allowing the connection part to settle inside it with the bringing of the canopy from the open position (O) to the closed position (C), thereby allowing the alignment of the canopy relative to the aircraft body while being brought to the closed position (C). A lock alignment mechanism comprises plurality of frame fittings positioned inside the recess and inside the aircraft body. The frame fittings are located in a manner to be mutually opposite to each other and to have a tip in a forked form. The forked form of the frame fittings is provided by the distance between their ends remaining opposite changing along the direction in which they extend. Thanks to the forked form, when the canopy is brought from the open position (O) to the closed position (C), the connection part is positioned inside the aircraft body in a manner to remain between the frame fittings. Plurality of holes are located on the frame fittings, located in a manner to be mutually opposite to each other and to be coaxial with the channel and / or bushing in the closed position (C) and / or locked position (L). In this way, when the canopy is brought to the locked position (L), the lock pin can be positioned in amanner to remain inside the bushing and inside the holes, and the loads formed on the canopy and the lock pin during the flight of the aircraft can be transferred onto the aircraft body.

[0015] In one embodiment of the invention, a lock alignment mechanism comprises a lock pin moved to be passed through the holes, the channel, and the bushing being mutually opposite and almost completely coaxial, by being triggered by the user and / or automatically while the canopy is in the closed position (C). In this way, the transition of the canopy from the closed position (C) to the locked position (L) is ensured without any lock jamming.

[0016] In one embodiment of the invention, a lock alignment mechanism comprises at least one longeron fitting allowing the housing of the lock pin on it while the canopy is in the open position (O) or in the closed position (L). Thanks to the longeron fitting, it is ensured that the lock pin is borne by being moved in a manner to be almost coaxial with the holes and the bushing while the canopy is being brought from the closed position (C) to the locked position (L).

[0017] A lock alignment mechanism developed to achieve the object of the present invention is illustrated in the attached figures, these figures;

[0018] Figure 1 - A perspective view of the canopy in the open position (O).

[0019] Figure 2 - A perspective view of the canopy in the closed position (C).

[0020] Figure 3 - A side view of the aircraft, canopy, hinge, and bracket.

[0021] Figure 4 - A perspective view of the connection part and the recess.

[0022] Figure 5 - A perspective view of the connection part, the channel, and the mounting surface. Figure 6 - A side front view of the connection part and the channel.

[0023] Figure 7 - A side view of the connection part, lock pin, bushing, and lock alignment mechanism in the closed position (C).

[0024] Figure 8 - A perspective view of the lock pin, connection part, bushing, and washer.

[0025] Figure 9 - A side view of the connection part, lock pin, and frame fitting in the locked position (L).

[0026] Figure 10 - A side cross-sectional view of the bushing, inlet mouth, outlet mouth, guide surface, and fourth surface.

[0027] Figure 11 - A perspective view of the groove, guide surface, first surface, and fourth surface. Figure 12 - A perspective view of the stopper, groove, and outlet mouth wall.

[0028] Figure 13 - A perspective view of the second surface and third surface.Figure 14 - A side cross-sectional view of the third surface, first surface, and bushing.

[0029] Figure 15 - A front view of the second surface, bushing, fourth surface, and third surface. Figure 16 - A perspective view of the connection part, washer, snap ring, and outlet mouth. The parts in the figures are individually numbered, and the counterparts of these numbers are given below.

[0030] 1. Lock alignment mechanism

[0031] 2. Aircraft

[0032] 3. Canopy

[0033] 4. Connection part

[0034] 5. Channel

[0035] 6. Lock pin

[0036] 7. Bushing

[0037] 701. First surface

[0038] 702. Fourth surface

[0039] 8. Mounting surface

[0040] 801. Second surface

[0041] 802. Third surface

[0042] 9. Inlet mouth

[0043] 10. Outlet mouth

[0044] 11. Guide surface

[0045] 12. Stopper

[0046] 13. Groove

[0047] 14. Snap ring

[0048] 15. Washer

[0049] 16. Hinge

[0050] 17. Recess

[0051] 18. Frame fitting

[0052] 19. Hole

[0053] 20. Longeron fitting

[0054] (TW) Outlet mouth wall

[0055] (B) Bracket

[0056] (O) Open position

[0057] (C) Closed position

[0058] (L) Locked positionThe lock alignment mechanism (1) comprises an aircraft (2); at least one canopy (3) located on the aircraft (2) in a movable manner and allowing the user access into the aircraft (2); at least one bracket (B) located on the aircraft (2) and ensuring that the canopy (3) is mounted on it in a manner to move; the canopy (3) having an open position (O) to which it is brought by being moved on the aircraft (2) by means of the bracket and allowing the user access into the aircraft (2); the canopy (3) having a closed position (C) to which it is brought by being moved on the aircraft (2) by means of the bracket and almost completely preventing the user's access to the aircraft (2); the canopy (3) having a locked position (L) in which it is fixed onto the aircraft (2); at least one connection part (4) located on the canopy (3) and settling onto the aircraft (2) while the canopy (3) is being brought from the open position (O) to the closed position (C); at least one channel (5) located on the connection part (4) and being an opening; at least one lock pin (6) located on the aircraft (2) in a movable manner and settling into the channel (5) by being triggered, thereby allowing the transition of the canopy (3) from the closed position (C) to the locked position (L); and at least one bushing (7) placed inside the channel (5) in a manner to be form-compatible with the channel (5) and to leave a gap between them at a distance predetermined by the user, and allowing the bearing and / or alignment of the lock pin (6) inside the channel (5). (Figure 1, Figure 2, Figure 5, Figure 6, Figure 8, Figure 9)

[0059] The lock alignment mechanism (1) subject to the invention comprises at least one mounting surface (8) located on the channel (5) and being the inner wall of the connection part (4), being in an eccentric form with rounded corners; a first surface (701) forming the outer periphery of the bushing (7) and being form-compatible with the mounting surface (8) in a manner to ensure the positioning of the bushing (7) inside the channel (5); a second surface (801) located on the mounting surface (8) in a manner to be opposite to the first surface (701) and to leave a gap between them at a distance predetermined by the user; a third surface (802) located on the mounting surface (8) in a manner to be on the radial direction in which the second surface (801) extends, having a gap between itself and the first surface (701) at a distance different from the gap between the second surface (801) and the first surface (701), thereby allowing the bushing (7) to be partially rotated inside the channel (5) in a manner to ensure that the bushing (7) is concentric with the lock pin (6) while the canopy (3) is being brought from the closed position (C) to the locked position (L); a fourth surface (702) allowing the positioning of the lock pin (6) inside the bushing (7), forming the inner periphery of the bushing (7), and having a geometry different from the first surface (701); the lock pin (6) having an outer periphery in a form predetermined by the manufacturer or user; and the bushing (7) having the first surface (701) form-compatible with the second surface (801) and the third surface (802), and having the fourth surface (702) form-compatible with the lock pin (6), thereby allowing the lock pin (6) to settle inside it in a manner to be concentric while the canopy (3) is being broughtfrom the closed position (C) to the locked position (L), and allowing the transfer of the loads formed on the lock pin (6) onto the aircraft (2) by means of the connection part (4) when the canopy (3) is brought to the locked position (L). (Figure 1, Figure 2, Figure 5, Figure 6, Figure 8, Figure 9, Figure 10, Figure 11, Figure 13, Figure 14, Figure 15)

[0060] Canopies (3) located on aircraft (2) are moved on the aircraft (2) in order to provide access into the aircraft (2) for the user and / or manufacturer. Canopies (3) are required to be maintained in a manner to be in the locked position (L) on the aircraft (2) in order to ensure the protection of the user and / or the equipment of the aircraft (2) during the flight of the aircraft (2). A lock pin (6) and a connection part (4) are located inside and / or on the body of the aircraft (2) in order to enable the canopy (3) to be brought from the closed position (C) to the locked position (L). A bushing (7) is positioned, preferably with an interference fit, inside the channel (5) located on the connection part (4). The canopy (3) transitions to the locked position (L) thanks to the positioning of the lock pin (6) inside the bushing (7) located on the connection part (4) by being moved.

[0061] The first surface (701) is in an eccentric form having rounded corners in a manner to be formcompatible with the mounting surface (8). A second surface (801) is located on the mounting surface (8), situated in a manner to be opposite to the first surface (701) and to have a distance predetermined by the user between them. The second surface (801) is a surface located on the mounting surface (8). Thanks to the gaps located between the second surface (801) and the first surface (701), the bushing (7) moves inside the channel (5) within the scope of tolerances predetermined by the user. The third surface (802) is positioned on the mounting surface (8) on the direction in which the second surface (801) extends and in a manner to be opposite to the first surface (701). Additionally, the gap distance between the first surface (701) and the second surface (801) and the first surface (701) and the third surface (802) is not equal to each other. In this way, the movement of the bushing (7) inside the channel (5) within the tolerance values predetermined by the user, and in cases of non-coaxiality of the lock pin (6) and the bushing (7) while the canopy (3) is being brought from the closed position (C) to the locked position (L), the placement of the pin into the bushing (7) in a manner to be coaxial with the movement of the bushing (7) are ensured. The fourth surface (702) has a geometry to be form-compatible with the lock pin (6), preferably a cylinder form, in order to ensure the settling of the lock pin (6) inside the bushing (7). In this way, while the canopy (3) is being brought from the closed position (C) to the locked position (L), the lock pin (6) and the bushing (7) become coaxial in order for the lock pin (6) to settle smoothly into the channel (5) located on the connection part. The bushing (7) can be moved radially in a limited manner within the distance tolerances predetermined inside the channel (5) thanks to the gaps at different distanceslocated between the first surface (701) and the second surface (801) and the first surface (701) and the third surface (802). Its first surface (701) forming the outer periphery of the bushing (7) and its fourth surface (702) forming the inner periphery have different geometric forms. In this way, thanks to the limited movement of the bushing (7), the lock pin (6) is guided from the entrance of the bushing (7), brought to a position to be coaxial with the bushing (7), and settles into the channel (5). As a result of the lock pin (6) passing almost completely into the channel (5), the canopy (3) transitions from the closed position (C) to the locked position (L). (Figure 1, Figure 2, Figure 5, Figure 6, Figure 8, Figure 9, Figure 10, Figure 11, Figure 13, Figure 14, Figure 15)

[0062] In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one inlet mouth (9) being an opening located on the bushing (7) and allowing the lock pin (6) to pass into the bushing (7); at least one outlet mouth (10) located on the bushing (7) in a manner to be opposite to the inlet mouth (9) with respect to the direction in which the bushing (7) extends; and at least one guide surface (11) in the form of a ramp located on the inlet mouth (9) in a manner to be in a form tapering from the inlet mouth (9) towards the outlet mouth (10), ensuring the guiding of the lock pin (6) triggered by the user while the canopy (3) is being brought from the closed position (C) to the locked position (L) into the bushing (7) by being aligned in a manner to be concentric with the bushing (7) in the locked position (L). Thanks to the guide surface (11), the guiding of the lock pin (6) triggered by the user into the bushing (7) by being aligned in a manner to be concentric with the bushing (7) while the canopy (3) is being brought from the closed position (C) to the locked position (L) is ensured. The axial misalignment that may occur between the tip of the lock pin (6) and the bushing (7) inlet mouth (9) in the closed position (C) can be prevented by means of the guide surface (11) when the lock pin (6) is moved towards the locked position (L). In case there is an axial misalignment while the lock pin (6) is being moved towards the locked position (L), it can be directed to come to a position coaxial with the bushing (7) by contacting the walls of the guide surface (11). (Figure 7, Figure 8, Figure 10)

[0063] In one embodiment of the invention, the lock alignment mechanism (1) comprises a lock pin (6) having a tip in a tapering form remaining opposite to the inlet mouth (9) in the closed position (L), thereby being brought to a position concentric with the bushing (7) by settling onto the guide surface (11) while the canopy (3) is being brought from the closed position (C) to the locked position (L). In this way, while the canopy (3) is being brought from the closed position (C) to the locked position (L), the settling of the lock pin (6) onto the guide surface (11) and its guiding in a manner to be coaxial with the bushing (7) are provided more easily. (Figure 9, Figure 10)In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one stopper (12) located on the bushing (7) in a manner to extend outwardly from the inlet mouth (9) parallel to the direction in which the connection part (4) extends, contacting the connection part (4) from at least one of its surfaces and being a flange, thereby allowing the bushing (7) to remain inside the channel (5) by preventing it from coming out of the channel (5); an outlet mouth wall (TW) located on the outlet mouth (10) in a manner to surround the outlet mouth (10) almost completely and being a surface of the bushing (7); at least one groove (13) located in a manner to be one after another with the outlet mouth wall (TW) and to surround the first surface (701); and at least one snap ring (14) located on the groove (13) in a manner to contact the outlet mouth wall (TW), thereby preventing the bushing (7) from coming out of the channel (5) while the canopy (3) is being brought from the closed position (C) to the locked position (L). In this way, while the canopy (3) is being brought from the closed position (C) to the locked position (L) or from the locked position (L) to the closed position (C), the bushing (7) is prevented from coming out of the channel (5) or moving axially outside the tolerances predetermined by the user. The snap ring (14) is positioned by the user on the outlet mouth (10) in a manner to contact the outlet wall almost completely from one of its surfaces. (Figure 12, Figure 16)

[0064] In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one washer (15) attached removably into the groove (13), positioned in a manner to remain opposite to the stopper (12) and to be located one after another with the snap ring (14), having an outer diameter larger than the channel (5) and located in a manner to contact the connection part (4), thereby allowing the positioning of the bushing (7) on the connection part (4) in a manner to remain inside the channel (5) while the canopy (3) is being brought from the closed position (C) to the locked position (L) or from the locked position to the closed position (C). The snap ring (14) and the washer (15) are located on the groove (13) in a manner that their surfaces remaining opposite contact each other. In this way, during the movement of the canopy (3) while being brought from the closed position (C) to the locked position (L) or from the locked position (L) to the closed position (C), the washer (15) contacts the surface of the connection part (4), and the snap ring (14) contacts the outlet mouth wall (TW), thereby preventing the axial movements of the bushing (7) inside the channel (5) and the exiting of the bushing (7) from inside the channel (5). (Figure 8)

[0065] In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one hinge (16) located on the bracket (B) and moved around the point where it is mounted on the bracket (B) in a manner to ensure the rotation of the canopy (3) on the aircraft (2) relative to the aircraft (2). Thanks to the hinge (16), it is ensured that the canopy (3) is rotated around thebracket (B) where it is mounted to the aircraft (2) on the aircraft (2) and brought from the open position (O) to the closed position (C) or from the closed position (C) to the open position (O). (Figure 3)

[0066] In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one recess (17) located on the aircraft (2), into which the connection part (4) settles in a manner to allow alignment on the aircraft (2) with the moving of the canopy (3) from the open position (O) to the closed position (C); plurality of frame fittings (18) mounted onto the aircraft (2) inside the recess (17) in a manner to remain mutually opposite to each other and to form a forked form, thereby allowing the positioning of the connection part (4) inside the recess (17); and plurality of holes (19) located on the frame fittings (18) in a manner to remain mutually opposite to each other, thereby being positioned in a manner to be almost concentric with the channel (5) and / or bushing (7) when the canopy (3) is brought to the locked position (L). Thanks to the forked form, when the canopy (3) is brought from the open position (O) to the closed position (C), the connection part (4) is positioned inside the aircraft (2) body in a manner to remain between the frame fittings (18). Thanks to the holes (19), when the canopy (3) is brought to the locked position (L), the lock pin (6) can be positioned in a manner to remain inside the bushing (7) and inside the holes (19), and the loads formed on the canopy (3) and the lock pin (6) during the flight of the aircraft (2) can be transferred onto the aircraft (2) body. (Figure 3, Figure 4, Figure 7)

[0067] In one embodiment of the invention, the lock alignment mechanism (1) comprises a lock pin (6) triggered by the user and / or automatically when the canopy (3) is brought to the closed position (C), positioned inside the bushing (7) by being passed through the holes (19), thereby allowing the canopy (3) to be brought to the locked position (L) on the aircraft (2). In this way, the transition of the canopy (3) from the closed position (C) to the locked position (L) is ensured without any lock jamming. (Figure 7)

[0068] In one embodiment of the invention, the lock alignment mechanism (1) comprises at least one longeron fitting (20) located on the aircraft (2), allowing the bearing of the lock pin (6) on it while the canopy (3) is in the open position (O) or in the closed position (C), and allowing the moving of the lock pin (6) inside it by being triggered by the user in the locked position (L). Thanks to the longeron fitting (20), it is ensured that the lock pin (6) is borne by being moved in a manner to be almost coaxial with the holes (19) and the bushing (7) while the canopy (3) is being brought from the closed position (C) to the locked position (L). (Figure 7)

Claims

CLAIMS1. A lock alignment mechanism (1) comprising an aircraft (2); at least one canopy (3) located on the aircraft (2) in a movable manner and allowing the user access into the aircraft (2); at least one bracket (B) located on the aircraft (2) and ensuring that the canopy (3) is mounted on it in a manner to move; the canopy (3) having an open position (O) to which it is brought by being moved on the aircraft (2) by means of the bracket and allowing the user access into the aircraft (2); the canopy (3) having a closed position (C) to which it is brought by being moved on the aircraft (2) by means of the bracket and almost completely preventing the user's access to the aircraft (2); the canopy (3) having a locked position (L) in which it is fixed onto the aircraft (2); at least one connection part (4) located on the canopy (3) and settling onto the aircraft (2) while the canopy (3) is being brought from the open position (O) to the closed position (C); at least one channel (5) located on the connection part (4) and being an opening; at least one lock pin (6) located on the aircraft (2) in a movable manner and settling into the channel (5) by being triggered, thereby allowing the transition of the canopy (3) from the closed position (C) to the locked position (L); and at least one bushing (7) placed inside the channel (5) in a manner to be form-compatible with the channel (5) and to leave a gap between them at a distance predetermined by the user, and allowing the bearing and / or alignment of the lock pin (6) inside the channel (5); characterized in that it comprises; at least one mounting surface (8) located on the channel (5) and being the inner wall of the connection part (4), being in an eccentric form with rounded corners; a first surface (701) forming the outer periphery of the bushing (7) and being form-compatible with the mounting surface (8) in a manner to ensure the positioning of the bushing (7) inside the channel (5); a second surface (801) located on the mounting surface (8) in a manner to be opposite to the first surface (701) and to leave a gap between them at a distance predetermined by the user; a third surface (802) located on the mounting surface (8) in a manner to be on the radial direction in which the second surface (801) extends, having a gap between itself and the first surface (701) at a distance different from the gap between the second surface (801) and the first surface (701), thereby allowing the bushing (7) to be partially rotated inside the channel (5) in a manner to ensure that the bushing (7) is concentric with the lock pin (6) while the canopy (3) is being brought from the closed position (C) to the locked position (L); a fourth surface (702) allowing the positioning of the lock pin (6) inside the bushing (7), forming the inner periphery of the bushing (7), and having a geometry different from the first surface (701); and the bushing (7) having the first surface (701) formcompatible with the second surface (801) and the third surface (802), having the fourth surface (702) form-compatible with the lock pin (6) having an outer periphery in a form predetermined by the manufacturer or user, thereby allowing the lock pin (6) to settle inside it in a manner to be concentric while the canopy (3) is being brought from the closed position (C) to the lockedposition (L), and allowing the transfer of the loads formed on the lock pin (6) onto the aircraft (2) by means of the connection part (4) when the canopy (3) is brought to the locked position (L).

2. The lock alignment mechanism (1) according to claim 1 , characterized in that it comprises; at least one inlet mouth (9) located on the bushing (7), being an opening allowing the lock pin (6) to pass into the bushing (7); at least one outlet mouth (10) located on the bushing (7) in a manner to be opposite to the inlet mouth (9) with respect to the direction in which the bushing (7) extends; and at least one guide surface (11) in the form of a ramp located on the inlet mouth (9) in a manner to be in a form tapering from the inlet mouth (9) towards the outlet mouth (10), ensuring the guiding of the lock pin (6) triggered by the user while the canopy (3) is being brought from the closed position (C) to the locked position (L), into the bushing (7) in the locked position (L) by being aligned in a manner to be concentric with the bushing (7).

3. The lock alignment mechanism (1) according to claim 2, characterized in that it comprises a lock pin (6) having a tip in a tapering form remaining opposite to the inlet mouth (9) in the closed position (L), thereby being brought to a position concentric with the bushing (7) by settling onto the guide surface (11) while the canopy (3) is being brought from the closed position (C) to the locked position (L).

4. The lock alignment mechanism (1) according to claim 2 or claim 3, characterized in that it comprises at least one stopper (12) located on the bushing (7) in a manner to extend outwardly from the inlet mouth (9) parallel to the direction in which the connection part (4) extends, contacting the connection part (4) from at least one of its surfaces and being a flange, thereby allowing the bushing (7) to remain inside the channel (5) by preventing it from coming out of the channel (5); an outlet mouth wall (TW) located on the outlet mouth (10) in a manner to surround the outlet mouth (10) almost completely and being a surface of the bushing (7); at least one groove (13) located in a manner to be one after another with the outlet mouth wall (TW) and to surround the first surface (701); and at least one snap ring (14) located on the groove (13) in a manner to contact the outlet mouth wall (TW), thereby preventing the bushing (7) from coming out of the channel (5) while the canopy (3) is being brought from the closed position (C) to the locked position (L).

5. The lock alignment mechanism (1) according to claim 4, characterized in that it comprises at least one washer (15) removably attached to the groove (13), positioned in a manner to remain opposite to the stopper (12) and to be located one after another with the snap ring (14), having an outer diameter larger than the channel (5) and located in a manner to contact the connection part (4), thereby allowing the positioning of the bushing (7) on the connection part(4) in a manner to remain inside the channel (5) while the canopy (3) is being brought from the closed position (C) to the locked position (L) or from the locked position to the closed position (C).

6. The lock alignment mechanism (1) according to any of the preceding claims, characterized in that it comprises at least one hinge (16) located on the bracket (B) and moved around the point where it is mounted on the bracket (B) in a manner to ensure the rotation of the canopy (3) on the aircraft (2) relative to the aircraft (2).

7. The lock alignment mechanism (1) according to any of the preceding claims, characterized in that it comprises; at least one recess (17) located on the aircraft (2), into which the connection part (4) settles in a manner to allow alignment on the aircraft (2) with the moving of the canopy (3) from the open position (O) to the closed position (C); plurality of frame fittings (18) mounted onto the aircraft (2) inside the recess (17) in a manner to remain mutually opposite to each other and to form a forked form, thereby allowing the positioning of the connection part (4) inside the recess (17); and plurality of holes (19) located on the frame fittings (18) in a manner to remain mutually opposite to each other, thereby being positioned in a manner to be almost concentric with the channel (5) and / or bushing (7) when the canopy (3) is brought to the locked position (L).

8. The lock alignment mechanism (1) according to claim 7, characterized in that it comprises a lock pin (6) triggered by the user and / or automatically when the canopy (3) is brought to the closed position (C), positioned inside the bushing (7) by being passed through the holes (19), thereby allowing the canopy (3) to be brought to the locked position (L) on the aircraft (2).

9. The lock alignment mechanism (1) according to any of the preceding claims, characterized in that it comprises at least one longeron fitting (20) located on the aircraft (2), allowing the bearing of the lock pin (6) on it while the canopy (3) is in the open position (O) or in the closed position (C), and allowing the moving of the lock pin (6) inside it by being triggered by the user in the locked position (L).

Images