CN112627653A - Door lock device of passenger plane - Google Patents
Door lock device of passenger plane Download PDFInfo
- Publication number
- CN112627653A CN112627653A CN202011496270.8A CN202011496270A CN112627653A CN 112627653 A CN112627653 A CN 112627653A CN 202011496270 A CN202011496270 A CN 202011496270A CN 112627653 A CN112627653 A CN 112627653A
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- crank
- lock
- locked
- latch
- bolt
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
- E05C19/00—Other devices specially designed for securing wings, e.g. with suction cups
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Lock And Its Accessories (AREA)
Abstract
The invention relates to the field of cabin door mechanisms of passenger planes, in particular to a cabin door lock device of a passenger plane, which comprises a lock shaft, a lock crank, a locked crank, a lock spring, a limit crank, a limit stopper, a driving bolt crank, a bolt shaft, a bolt driving groove and a bolt spring; the lock shaft is hinged with the cabin door structure, and the lock crank and the driving bolt crank are respectively and fixedly connected with the lock shaft; the latch shaft is hinged with the cabin door structure, is positioned below the lock shaft, and is fixedly connected to the latch shaft by the locked crank and the latch driving groove; the locking crank corresponds to the locked crank position and the driving latch crank corresponds to the latch driving slot position. The invention provides a door lock device for passenger aircraft, which has the function of locking a latch at a latching position and a complete unlatching position respectively, and the lock can not be locked when the latch is not latched. Compared with the traditional lock device which only locks the position of the bolt and prevents the bolt from being separated, the invention avoids the bolt from being mistakenly locked and improves the reliability of the cabin door.
Description
Technical Field
The invention relates to the field of cabin door mechanisms of passenger planes, in particular to a cabin door lock device for a passenger plane, which is arranged on a cabin door and used for locking the position of a cabin door bolt.
Background
Seaworthy CCAR25.783(d) (4) specifically requires that each door that is opened first moves inward and that unlatching may cause danger must have a locking means that prevents the unlatching. (d) (5) it is particularly desirable that the lock not be in the locked position if the latch and latch mechanism are not in the latched position. Currently, passenger aircraft doors are specially designed with locking devices to meet this airworthiness provision.
Disclosure of Invention
The invention aims to provide a device which can be applied to a cabin door of a passenger plane, can respectively lock a cabin bolt in a fully latched position and a fully unlatched position, and cannot be locked without latching.
The technical scheme of the invention is as follows:
a door lock device for passenger aircraft, comprising a lock shaft 4, a lock crank 5, a locked crank 6, a lock spring crank 7, a lock spring 8, a limit crank 9, a limit stop 10, a drive latch crank 11, a latch shaft 12, a latch drive slot 13 and a latch spring 14; wherein, the lock shaft 4 is hinged with the cabin door structure 1, and the lock crank 5 and the driving bolt crank 11 are respectively and fixedly connected with the lock shaft 4; the latch shaft 12 is hinged with the cabin door structure 1, is positioned below the lock shaft 4, and is fixedly connected to the latch shaft 12 by the lock crank 6 and the latch driving groove 13; the locking crank 5 corresponds in position to the locked crank 6 and the driving latch crank 11 corresponds in position to the latch driving slot 13.
The lock crank 5 is a fan-shaped component with 2 sections of arc surfaces and 1 stop block, the arc surfaces comprise a starting arc surface 501 and an ending arc surface 502, and the stop block is of a fan-shaped structure; the locked crank 6 is a sector member having 3 arc surfaces, and includes a start locked arc surface 601, an end locked arc surface 602, and an anti-mislocking arc surface 603.
When the cabin door is closed, the starting arc surface 501 and the starting locked arc surface 601 are concentric arcs, and the circle center is concentric with the axis of the lock shaft 4, so that the rotating torque of the locked crank 6 cannot drive the locked crank 5 to rotate, and the locked crank 6 is locked; when the cabin door is in an open state, the ending arc surface 502 and the ending locked arc surface 602 are concentric arcs, and the circle center is concentric with the axis of the lock shaft 4, so that the rotation torque of the locked crank 6 cannot drive the lock crank 5 to rotate, and the effect of locking the locked crank 6 is achieved; when the door is not completely latched during closing, the stopper hits the anti-mislocking circular arc surface 603 centered on the axis of the latch shaft 12, so that the lock crank 5 cannot be locked. The driving bolt crank 11 is an L-shaped component with a roller, and the bolt driving groove 13 is a U-shaped component; the roller collides with the inner surface of the U-shaped member to drive the U-shaped member to rotate.
The lock spring crank 7 is fixedly connected with the lock shaft 4, is positioned at the outer side of the lock crank 5 and is far away from one end of the driving bolt crank 11; the limit crank 9 is fixedly connected with the lock shaft 4, is positioned at the outer side of the drive bolt crank 11 and is far away from one end of the lock crank 5, and is matched with the limit crank 9 to limit the limit stopper 10 and is fixedly connected with the cabin door structure 1; two ends of the lock spring 8 are respectively hinged on the cabin door structure 1 and the lock spring crank 7 of the lock shaft 4; the two ends of the latch spring 14 are respectively hinged with the latch driving groove 13 and the cabin door structure 1.
Furthermore, the limit crank 9 is a V-shaped member fixedly connected to the lock shaft 4, and the limit stopper 10 is a bolt or a support fixedly connected to the cabin door structure 1; in the turning of the lock shaft 4 to the closed and open positions, the two arms of the V-shaped limit crank 9 are in contact with the limit stoppers 10, respectively, and are limited to the closed and open positions, i.e. the angle between the two arms of the V-shaped limit crank 9 determines the turning range of the lock shaft 4.
The invention has the advantages that:
the invention provides a door lock device for passenger aircraft, which has the function of locking a latch at a latching position and a complete unlatching position respectively, and the lock can not be locked when the latch is not latched. Compared with the traditional lock device which only locks the position of the bolt and prevents the bolt from being separated, the invention avoids the bolt from being mistakenly locked and improves the reliability of the cabin door. Compared with devices which are designed or added with wrong latching devices at other positions, the invention realizes multiple functional requirements through 1 device, and has the characteristics of small size, light weight and small occupied space.
Drawings
Fig. 1 is a schematic view of the overall assembly of the present invention.
Fig. 2A and 2B are schematic views of the mechanism of the present invention in a fully closed state.
Fig. 3 is a schematic view of an unlocked state.
Fig. 4 is a schematic view of the mechanism in a fully open state.
FIG. 5 is a schematic view of the lock being unlocked without latching.
In the figure: 1, a cabin door structure; 2 passenger plane cabin door lock device; 3, a handle; 4, locking the shaft; 5, locking a crank; 6 locking a crank; 7 locking the spring crank; 8, a lock spring; 9, a limit crank; 10 limit stoppers; 11 driving the latch crank; 12 a latch shaft; 13 a latch drive slot; 14 a latch spring; 501, starting to form an arc surface; 502 ending the arc surface; 601, starting to be locked by the arc surface; 602 ending locked arc surface; 603 to prevent false locking of the circular arc surface.
Detailed Description
The following further describes a specific embodiment of the present invention with reference to the drawings and technical solutions.
It is to be understood that the appended drawings are not to scale, but are merely drawn with appropriate simplifications to illustrate various features of the basic principles of the invention. Specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, locations, and configurations, will be determined in part by the particular intended application and use environment.
In the several figures of the drawings, identical or equivalent components (elements) are referenced with the same reference numerals.
In the description of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
Referring to fig. 1 to 5, in this embodiment a passenger aircraft door lock arrangement comprises a lock shaft 4, a lock crank 5, a locked crank 6, a lock spring crank 7, a lock spring 8, a limit crank 9, a limit stop 10, a drive latch crank 11, a latch shaft 12, a latch drive slot 13 and a latch spring 14.
Wherein, the lock shaft 4 is hinged with the cabin door structure 1, and the lock crank 5 and the driving bolt crank 11 are respectively and fixedly connected with the lock shaft 4; the latch shaft 12 is hinged with the door structure 1 below the latch shaft 4, and is fixedly connected to the latch shaft 12 by the locked crank 6 and the latch driving slot 13, wherein the locked crank 5 corresponds to the locked crank 6, and the driving latch crank 11 corresponds to the latch driving slot 13.
The lock crank 5 is a sector shaped member with 2 arc surfaces and 1 stop, the arc being divided into a starting arc surface 501 and an ending arc surface 502, the stop also being a small sector.
The locked crank 6 is a sector member having 3 arc surfaces, and includes a start locked arc surface 601, an end locked arc surface 602, and an anti-mislocking arc surface 603.
Under the state that the cabin door is closed, the starting arc surface 501 and the starting locked arc surface 601 are concentric arcs, and the circle center is concentric with the axis of the lock shaft 4, so that the rotating torque of the locked crank 6 cannot drive the locked crank 5 to rotate, and the effect of locking the locked crank 6 is achieved. Under the state that the cabin door is opened, the ending arc surface 502 and the ending locked arc surface 602 are concentric arcs, and the circle center is concentric with the axis of the lock shaft 4, so that the rotation torque of the locked crank 6 cannot drive the locked crank 5 to rotate, and the effect of locking the locked crank 6 is achieved. When the door is not completely latched during closing, the stopper may hit the anti-mislocking circular arc 603 centered on the axis of the latch shaft 12, so that the lock crank 5 having the stopper cannot be locked. And an assembly gap is reserved between the arc surfaces of the locking crank 5 and the locked crank 6.
The drive latch crank 11 is an L-shaped member with rollers and the latch drive slot 13 is a U-shaped member. The roller collides with the inner surface of the U-shaped member to drive the U-shaped member to rotate. Specifically, the driving latch crank 11 fixedly attached to the lock shaft 4 is an active member, and when rotated, contacts the groove surface of the latch driving groove 13, driving the latch driving groove 13 to rotate about the latch shaft 12. In the locked state, a gap is reserved or not reserved between the driving bolt crank 11 and the bolt driving groove 13.
The lock spring crank 7 is fixedly connected with the lock shaft 4, is positioned at the outer side of the lock crank 5 and is far away from one end of the driving bolt crank 11; the limit crank 9 is fixedly connected with the lock shaft 4, is positioned at the outer side of the drive bolt crank 11 and is far away from one end of the lock crank 5, and is matched with the limit crank 9 to limit the limit stopper 10 to be fixedly connected with the cabin door structure 1. Two ends of the lock spring 8 are respectively hinged on the cabin door structure 1 and the lock spring crank 7 of the lock shaft 4.
In particular, the limit crank 9 is a V-shaped member fixedly connected to the lock shaft 4, and the limit stop 10 is a bolt or a seat fixedly attached to the door structure 1. In the turning of the lock shaft 4 to the closed and open positions, the two arms of the V-shaped limit crank 9 are in contact with the limit stoppers 10, respectively, and are limited to the closed and open positions, i.e. the angle between the two arms of the V-shaped limit crank 9 determines the turning range of the lock shaft 4.
The lock shaft 4 drives the lock crank 5 to rotate, and the driving bolt crank 11 fixed on the lock shaft 4 drives the grooved wheel fixed on the bolt shaft 12 to drive the bolt shaft 12 to rotate. The latch spring 14 is hinged at both ends to the latch drive slot 13 and the door structure 1, respectively.
The design principle of the device is as follows. The hatch in the closed position is shown in figure 1, with the handle 3 fixedly connected to the latch shaft 4, the handle 3 being in the closed position. As shown in fig. 2A and 2B, the lock spring 8 is a compression spring, the lock spring crank 7 is driven to press the limit crank 9 against the limit stopper 10, and the start locked circular arc 601 on the locked crank 6 when it rotates collides with the start circular arc 501 of the lock crank 5 on the axis of the lock shaft 4 at the center of the circle so as not to be unlocked counterclockwise, and thus the latch is in the fully locked state and the lock is in the fully locked state. Pulling down on the handle 3 drives the starting arc surface 501 of the locking crank 5 to disengage the starting locked arc surface 601 of the locked crank 6, driving the latch crank 11 into contact with the latch driving slot 13 to start driving the latch shaft 12 to rotate, as shown in fig. 3. The latch driving groove 13 drives the latch shaft 12 to rotate to the full unlatching position, as shown in fig. 4, the end circular arc surface 502 of the lock crank 5 locks the end locked circular arc surface 602 of the lock crank 6, and the lock spring 8 and the lock spring crank 7 rotate over the center position to press the other end of the limit crank 9 against the limit stopper 10, so that the latch is in the full unlatching and locked against the erroneous rotation. When the latch driving is failed, for example, the driving latch crank 11 is broken and cannot drive the latch driving slot 13 to rotate, as shown in fig. 5, the locking crank 5 collides with the anti-mislocking arc surface 603 of the locked crank 6 during the counterclockwise locking process of the lock shaft 4, and the locked state cannot be locked, so as to achieve the safety purpose that the locked state cannot be locked without latching.
Compared with the prior art, the invention has the advantages that:
1. the reliability of the hatch door is improved. The existing lock device only locks the latching position, prevents the latching from separating to open the cabin door, does not lock the unlatching position, meets the minimum requirement, also avoids the accident that the door cannot be closed or the aircraft structure is damaged by forced closing due to the mistaken latching, and improves the reliability of the cabin door;
2. small size, light weight and small occupied space. The invention has simple mechanism transmission relationship and small occupied space, realizes multiple functional requirements through 1 device, and can be widely applied to various passenger plane cabin doors.
The above description of exemplary embodiments has been presented only to illustrate the technical solution of the invention and is not intended to be exhaustive or to limit the invention to the precise form described. Obviously, many modifications and variations are possible in light of the above teaching to those skilled in the art. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to thereby enable others skilled in the art to understand, implement and utilize the invention in various exemplary embodiments and with various alternatives and modifications. It is intended that the scope of the invention be defined by the following claims and their equivalents.
Claims (2)
1. A door lock device for passenger aircraft, characterized in that it comprises a lock shaft (4), a lock crank (5), a locked crank (6), a lock spring crank (7), a lock spring (8), a limit crank (9), a limit stopper (10), a drive latch crank (11), a latch shaft (12), a latch drive slot (13) and a latch spring (14); wherein, the lock shaft (4) is hinged with the cabin door structure (1), and the lock crank (5) and the driving bolt crank (11) are respectively and fixedly connected with the lock shaft (4); the latch shaft (12) is hinged with the cabin door structure (1), is positioned below the lock shaft (4), and is fixedly connected to the latch shaft (12) by a locked crank (6) and a latch driving groove (13); the locking crank (5) corresponds to the locked crank (6) in position, and the driving bolt crank (11) corresponds to the bolt driving groove (13) in position;
the lock crank (5) is a fan-shaped component with 2 sections of arc surfaces and 1 stop block, the arc surfaces comprise a starting arc surface (501) and an ending arc surface (502), and the stop blocks are of fan-shaped structures; the locked crank (6) is a sector-shaped member with 3 arc surfaces and comprises a locking starting arc surface (601), a locking ending arc surface (602) and an anti-false locking arc surface (603);
under the closing state of the cabin door, the starting arc surface (501) and the starting locked arc surface (601) are concentric arcs, and the circle center is concentric with the axis of the lock shaft (4), so that the rotating torque of the locked crank (6) cannot drive the locked crank (5) to rotate, and the effect of locking the locked crank (6) is achieved; under the state that the cabin door is opened, the ending arc surface (502) and the ending locked arc surface (602) are concentric arcs, and the circle center is concentric with the axis of the lock shaft (4), so that the rotating torque of the locked crank (6) cannot drive the locked crank (5) to rotate, and the effect of locking the locked crank (6) is achieved; when the door is not completely latched during closing, the stop block impacts an anti-false-locking arc surface (603) with the circle center on the axis of the latch shaft (12), so that the lock crank (5) cannot be locked;
the lock spring crank (7) is fixedly connected with the lock shaft (4), is positioned at the outer side of the lock crank (5) and is far away from one end of the drive bolt crank (11); the limiting crank (9) is fixedly connected with the lock shaft (4), is positioned at the outer side of the driving bolt crank (11), is far away from one end of the lock crank (5), and is matched with the limiting crank (9) to limit a limiting stopper (10) to be fixedly connected with the cabin door structure (1); the driving bolt crank (11) is an L-shaped component with a roller, and the bolt driving groove (13) is a U-shaped component; the roller collides with the inner surface of the U-shaped member to drive the U-shaped member to rotate; two ends of the lock spring (8) are respectively hinged on the cabin door structure (1) and the lock spring crank (7) of the lock shaft (4); and two ends of the bolt spring (14) are respectively hinged with the bolt driving groove (13) and the cabin door structure (1).
2. A door lock device for passenger aircraft according to claim 1, characterized in that the limit crank (9) is a V-shaped member fixedly attached to the lock shaft (4) and the limit stop (10) is a bolt or a seat fixedly attached to the door structure (1); when the lock shaft (4) rotates to the closed position and the open position, two arms of the V-shaped limit crank (9) are respectively contacted with the limit stopper (10) and are limited to the closed position and the open position, namely, the included angle of the two arms of the V-shaped limit crank (9) determines the rotating range of the lock shaft (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011496270.8A CN112627653B (en) | 2020-12-17 | 2020-12-17 | Door lock device of passenger plane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011496270.8A CN112627653B (en) | 2020-12-17 | 2020-12-17 | Door lock device of passenger plane |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112627653A true CN112627653A (en) | 2021-04-09 |
| CN112627653B CN112627653B (en) | 2022-03-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011496270.8A Active CN112627653B (en) | 2020-12-17 | 2020-12-17 | Door lock device of passenger plane |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112627653B (en) |
Cited By (2)
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| CN113202345A (en) * | 2021-05-21 | 2021-08-03 | 中国商用飞机有限责任公司 | Latch mechanism device |
| CN115182655A (en) * | 2022-07-19 | 2022-10-14 | 中航沈飞民用飞机有限责任公司 | Non-danger emergency door on civil aircraft wing |
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| CN115182655A (en) * | 2022-07-19 | 2022-10-14 | 中航沈飞民用飞机有限责任公司 | Non-danger emergency door on civil aircraft wing |
| CN115182655B (en) * | 2022-07-19 | 2023-10-31 | 中航沈飞民用飞机有限责任公司 | Non-danger emergency door on civil aircraft wing |
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| Publication number | Publication date |
|---|---|
| CN112627653B (en) | 2022-03-18 |
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