CN211115293U

CN211115293U - Aircraft flap lock and aircraft

Info

Publication number: CN211115293U
Application number: CN201922057777.2U
Authority: CN
Inventors: 吴蜀豫; 李成行; 何东升; 郑环
Original assignee: Yuhuan Tianrun Aviation Machinery Manufacturing Co ltd
Current assignee: Yuhuan Tianrun Aviation Machinery Manufacturing Co ltd
Priority date: 2019-11-25
Filing date: 2019-11-25
Publication date: 2020-07-28
Anticipated expiration: 2029-11-25

Abstract

The utility model discloses an aircraft flap lock and airborne vehicle relates to airborne vehicle technical field. The aircraft opening cover lock comprises a shell, a locking key and a transmission assembly, wherein the shell is provided with a sliding rail, the locking key is in sliding fit with the sliding rail, and the transmission assembly is respectively in rotating connection with the shell and the locking key and is used for rotating relative to the shell under the action of external force so as to drive the locking key to slide along the sliding rail and extend out of or retract into the shell. The utility model provides an aircraft flap lock's key activity space is less, has wider suitability.

Description

Aircraft flap lock and aircraft

Technical Field

The utility model relates to an airborne vehicle technical field particularly, relates to an aircraft flap lock and airborne vehicle.

Background

Flap locks are used for locking and unlocking maintenance flaps of aircraft, and existing flap locks generally adopt a swing-type locking key, and the flap is locked or unlocked by rotating the locking key (usually 90 degrees).

The locking key of the flap lock has large moving space, and the flap lock is not suitable for certain aircrafts with small sizes and limited space at the flap.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an aircraft flap lock, its activity space that can reduce the catch.

Another object of the present invention is to provide an aircraft, which can reduce the activity space of the latch.

The utility model provides a technical scheme:

the utility model provides an aircraft flap lock, includes casing, catch and drive assembly, the casing is provided with the slide rail, the catch with slide rail sliding fit, drive assembly respectively with the casing reaches the catch rotates to be connected for relative under the effect of external force the casing rotates, in order to drive the catch along the slide rail slides and stretches out or retract the casing.

Furthermore, the slide rail is provided with first end and second end respectively, the catch with first end sliding fit, the transmission assembly with the second end rotates to be connected, and with the catch is close to the one end rotation connection of second end, the catch is used for under transmission assembly's drive by first end stretches out or retracts the casing.

Furthermore, the transmission assembly comprises a lever member and a pressing member, the pressing member is provided with a pressing portion, a positioning portion and a connecting portion, the positioning portion is rotatably connected with the second end, the pressing portion and the connecting portion are respectively arranged on two sides of the positioning portion, the connecting portion is rotatably connected with one end of the lever member, and one end of the lever member, which is far away from the connecting portion, is rotatably connected with one end of the lock key, which is close to the second end.

Further, the transmission assembly further comprises a reset torsion spring, the reset torsion spring is arranged on the positioning portion, one end of the reset torsion spring abuts against the pressing portion, and the other end of the reset torsion spring abuts against the shell.

Further, when the lock key extends out of the shell from the first end, the connection positions of the positioning portion, the connecting portion, the lever member and the lock key are in a first linear direction, and the first linear direction is parallel to the extending direction of the slide rail.

Furthermore, an included angle is formed between a connecting line of the pressing part and the positioning part and between the connecting part and the positioning part.

Furthermore, the pressing piece is further provided with a groove, the extending direction of the groove is parallel to the linear direction from the connecting portion to the positioning portion, the pressing portion is arranged at one end of the groove, the lever piece is convexly provided with a sealing cover, and when the lock key extends out of the shell from the first end, the sealing cover covers the groove and is in the same plane with the pressing portion.

Further, the transmission assembly rotates in a first plane relative to the housing, and the extending direction of the slide rail is in the first plane.

Furthermore, a slot is formed in the housing, the extending direction of the slot is located in the first plane, the transmission assembly is rotatably connected with the side walls on two sides of the slot, and the slot is used for allowing the transmission assembly to rotate in the first plane.

The utility model provides an aircraft, be provided with on the aircraft mouth lid lock, aircraft mouth lid lock includes casing, catch and drive assembly, the casing is provided with the slide rail, the catch with slide rail sliding fit, drive assembly respectively with the casing reaches the catch rotates to be connected for relative under the effect of external force the casing rotates, in order to drive the catch is followed the slide rail slides and stretches out or retract the casing.

Compared with the prior art, the utility model provides an aircraft flap lock is provided with the slide rail on its casing, its catch and slide rail sliding fit, its drive assembly rotate with casing and catch respectively and be connected for relative casing rotates under the effect of external force, slides and stretch out or retract the casing along the slide rail in order to drive the catch. In practical application, the transmission assembly rotates under the action of external force to realize the push-and-pull of the locking key so as to drive the locking key to stretch out and draw back on the sliding rail relative to the shell, namely the locking key stretches out and draws back linearly relative to the shell, the moving space is greatly reduced, and the aircraft locking mechanism is suitable for aircrafts with different sizes. Therefore, the utility model provides an aircraft flap lock's beneficial effect includes: the lock key has smaller moving space and wider applicability.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments will be briefly described below. It is appreciated that the following drawings depict only certain embodiments of the invention and are therefore not to be considered limiting of its scope. For a person skilled in the art, it is possible to derive other relevant figures from these figures without inventive effort.

Fig. 1 is a cross-sectional view of an aircraft flap lock with the catch extended, in accordance with a first embodiment of the present invention;

fig. 2 is a schematic structural view of an aircraft flap lock according to a first embodiment of the present invention when a latch is retracted;

FIG. 3 is a schematic view of the structure of FIG. 2 at a first viewing angle;

fig. 4 is a schematic structural view of the housing in fig. 1.

Icon: 100-aircraft flap lock; 110-a housing; 111-a slide rail; 1111-a first end; 1113-second end; 113-slotting; 130-a locking key; 150-a transmission assembly; 151-pressing member; 1511-pressing part; 1513-positioning part; 1515-a connecting part; 1517-groove; 153-a lever member; 1531-sealing; 155-reset torsion spring.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings in the embodiments of the present invention are combined below to clearly and completely describe the technical solutions in the embodiments of the present invention. It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "inner", "outer", "left", "right", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, or orientations or positional relationships that are conventionally placed when the products of the present invention are used, or orientations or positional relationships that are conventionally understood by those skilled in the art, and are merely for convenience of description of the present invention and simplifying the description, but do not indicate or imply that the device or element that is referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

Furthermore, the terms "first," "second," and the like are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed" and "connected" are to be interpreted broadly, and for example, "connected" may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; the connection may be direct or indirect via an intermediate medium, and may be a communication between the two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The following describes in detail embodiments of the present invention with reference to the accompanying drawings.

First embodiment

Referring to fig. 1, an aircraft door lock 100 according to the present embodiment is applied to locking or unlocking a maintenance door of an aircraft. In the aircraft flap lock 100 provided by this embodiment, the locking key 130 moves linearly in an extending and contracting manner, and the movement space is small, so that the aircraft flap lock has wider applicability.

The aircraft flap lock 100 provided by this embodiment includes a housing 110, a key 130, and a transmission assembly 150, a slide rail 111 is provided in the housing 110, the key 130 is in sliding fit with the slide rail 111, and the transmission assembly 150 is respectively connected with the housing 110 and the key 130 in a rotating manner, and is configured to rotate relative to the housing 110 under the action of an external force, and push and pull the key 130 in the rotating process, so as to drive the key 130 to slide along the slide rail 111 and extend out of or retract into the housing 110. In practice, latching of the service flap is accomplished when catch 130 extends out of housing 110, and unlatching of the service flap is accomplished when catch 130 retracts into housing 110. In the aircraft flap lock 100 provided in this embodiment, the locking key 130 extends and retracts linearly relative to the housing 110, and thus requires a smaller movement space compared to a flap lock configured with a swinging locking key, and is suitable for aircraft with a smaller size and a smaller space at the flap.

In this embodiment, the sliding rail 111 extends along a straight line on the housing 110 and is respectively provided with a first end 1111 and a second end 1113, the locking key 130 is slidably engaged with the first end 1111, and the transmission assembly 150 is rotatably connected with the second end 1113 and rotatably connected with an end of the locking key 130 close to the second end 1113. When the transmission assembly 150 rotates relative to the housing 110 under the action of an external force, one end of the transmission assembly 150 connected to the locking key 130 drives the locking key 130 to move, the locking key 130 is offset by an action of the slide rail 111, the action of the action forming an included angle with the extending direction of the slide rail 111 is offset, and the force of the transmission assembly 150 acting on the locking key 130 is only a pushing force or a pulling force parallel to the extending direction of the slide rail 111, so as to drive the locking key 130 to extend out of or retract into the housing 110 from the first end 1111 along the slide rail 111.

The transmission assembly 150 includes a pressing member 151, a lever member 153 and a reset torsion spring 155, the pressing member 151 is rotatably connected to the second end 1113 and rotatably connected to the lever member 153, the lever member 153 is rotatably connected to one end of the latch 130 close to the second end 1113, the reset torsion spring 155 is disposed between the pressing member 151 and the housing 110, and when no other external force acts on the pressing member 151, the latch 130 keeps extending out of the housing 110 under the action of the reset torsion spring 155. When an external force acts on the pressing member 151, the pressing member 151 rotates relative to the housing 110 under the external force, and during the rotation, the return torsion spring 155 is compressed, and the lever member 153 pushes and pulls the key 130.

In this embodiment, the pressing member 151 is provided with a pressing portion 1511, a positioning portion 1513 and a connecting portion 1515, the positioning portion 1513 is rotatably connected to the second end 1113, the pressing portion 1511 and the connecting portion 1515 are respectively disposed at two sides of the positioning portion 1513, one end of the restoring torsion spring 155 abuts against the pressing portion 1511, and the other end abuts against the housing 110. The connecting portion 1515 is rotatably connected to one end of the lever member 153, and one end of the lever member 153 remote from the connecting portion 1515 is rotatably connected to one end of the latch 130 close to the second end 1113.

In this embodiment, for convenience of operation and further reduction of the volume, the pressing portion 1511, the positioning portion 1513 and the connecting portion 1515 on the pressing member 151 are not distributed in the same straight direction, that is, the connecting line between the pressing portion 1511 and the positioning portion 1513 and the connecting line between the connecting portion 1515 and the positioning portion 1513 form an included angle.

When no other external force acts on the pressing portion 1511, the latch 130 is kept protruding from the first end 1111 of the housing 110 under the action of the return torsion spring 155, which is to keep the maintenance door locked in practical applications. In this state, the connection positions of the positioning portion 1513, the connection portion 1515 and the lever 153 with the key 130 are in the first linear direction, and the first linear direction is parallel to the extending direction of the slide rail 111, that is, the first linear direction is the same as the extending direction of the key 130. That is, in this state, the extending direction of the latch 130, the extending direction of the lever member 153, and the line connecting direction between the connecting portion 1515 and the positioning portion 1513 are in the first straight line direction.

As shown in fig. 1, fig. 2 and fig. 3, the pressing member 151 is further provided with a groove 1517, an extending direction of the groove 1517 is parallel to a linear direction from the connecting portion 1515 to the positioning portion 1513, the pressing portion 1511 is disposed at one end of the groove 1517, the lever member 153 is provided with a sealing cover 1531 in a protruding manner, and when the key 130 extends out of the housing 110 from the first end 1111, the sealing cover 1531 covers the groove 1517 and is in the same plane as the pressing portion 1511. When actually installed at the maintenance flap of the aircraft, in the locked state, the cover 1531 of the lever member 153 covers the groove 1517 of the pressing member 151, and the pressing portion 1511 and the cover 1531 are in the same plane, so that the maintenance cover 1531 has a complete and more beautiful appearance.

When the operator presses the pressing portion 1511, the pressing member 151 rotates relative to the housing 110 with the positioning portion 1513 as a central axis, at this time, an included angle is formed between a connecting line direction of the connecting portion 1515 and the positioning portion 1513 and an extending direction of the lever member 153, and the lever member 153 is driven by the connecting portion 1515 to form an included angle with the extending direction of the lock key 130. In this process, the restoring torsion spring 155 is compressed, the cover 1531 of the lever 153 is separated from the groove 1517 of the pressing member 151, the lever 153 is driven by the pressing member 151 to pull the locking key 130 to slide on the sliding rail 111 toward the second end 1113, and the locking key 130 gradually retracts into the housing 110.

In practical applications, the latch 130 retracts into the housing 110, and after the maintenance door is opened, the pressing force is removed, the restoring torsion spring 155 releases elastic potential energy to restore, and the pressing member 151 is pushed to rotate in the opposite direction until the connection positions of the positioning portion 1513, the connection portion 1515, the lever member 153 and the latch 130 are in the first linear direction, that is, the latch 130 extends out of the housing 110 again.

Referring to fig. 1, fig. 2, fig. 3 and fig. 4, in the present embodiment, a slot 113 is formed on the housing 110 from the second end 1113 to the first end 1111, an extending direction of the slot 113 is in a first plane, and both the first linear direction and the extending direction of the sliding rail 111 are in the first plane. The pressing member 151 and the lever member 153 are both disposed in a first plane, the positioning portion 1513 is rotatably connected to the sidewalls of the two sides of the slot 113, when the pressing portion 1511 receives an external force, the pressing member 151 rotates in the first plane with the positioning portion 1513 as a central axis, and the slot 113 provides a passage for the rotation of the pressing member 151 and the lever member 153 in the first plane.

In practical applications, the aircraft flap lock 100 provided in this embodiment is mounted to a maintenance flap of an aircraft. In the natural state, the catch 130 extends from the first end 1111 out of the housing 110 under the influence of the return torsion spring 155, locking the service flap. When the maintenance opening cover needs to be opened, the pressing portion 1511 of the pressing member 151 is pressed to make the pressing member 151 rotate relative to the housing 110 with the positioning portion 1513 as the central axis, the restoring torsion spring 155 compresses and accumulates elastic potential energy to drive the lever member 153 to move and rotate at the same time, so as to drive the locking key 130 to slide on the sliding rail 111 towards the second end 1113 to retract into the housing 110, and at this time, the maintenance opening cover is opened. When the pressing force is released, the return torsion spring 155 releases the elastic potential energy to push the pressing member 151 to rotate in the opposite direction until the locking key 130 protrudes from the first end 1111 out of the housing 110 again. It can be seen that during the locking and unlocking of the aircraft door lock 100, the catch 130 slides linearly along the slide rail 111, extending or retracting from the housing 110.

In summary, in the aircraft flap lock 100 provided in the embodiment, the lock key 130 linearly extends and retracts relative to the housing 110, and compared with the swing-shaped lock key 130, a smaller moving space is required, and the application range is wider.

Second embodiment

The present embodiment provides an aircraft on which the aircraft flap lock 100 provided in the first embodiment is provided.

The catch 130 of the aircraft door lock 100 occupies a small space, is convenient to operate, and saves space at the aircraft maintenance door. Therefore, the aircraft provided by the embodiment has more available space at the maintenance opening cover.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. The utility model provides an aircraft flap lock which characterized in that, includes casing, catch and drive assembly, the casing is provided with the slide rail, the catch with slide rail sliding fit, drive assembly respectively with the casing reaches the catch rotates to be connected for relative under the effect of external force the casing rotates, in order to drive the catch along the slide rail slides and stretches out or retract the casing.

2. The aircraft bonnet lock of claim 1 wherein the slide track has a first end and a second end, the key slidably engages the first end, the transmission assembly is rotatably coupled to the second end and rotatably coupled to an end of the key adjacent the second end, and the key is configured to extend from the first end or retract into the housing under the drive of the transmission assembly.

3. The aircraft bonnet lock as claimed in claim 2, wherein the transmission assembly comprises a lever member and a pressing member, the pressing member is provided with a pressing portion, a positioning portion and a connecting portion, the positioning portion is rotatably connected to the second end, the pressing portion and the connecting portion are respectively disposed at two sides of the positioning portion, the connecting portion is rotatably connected to one end of the lever member, and one end of the lever member, which is far away from the connecting portion, is rotatably connected to one end of the lock key, which is close to the second end.

4. The aircraft bonnet lock of claim 3, wherein the transmission assembly further comprises a return torsion spring, the return torsion spring being disposed at the positioning portion, one end of the return torsion spring abutting against the pressing portion, and the other end of the return torsion spring abutting against the housing.

5. The aircraft flap lock of claim 3 wherein when the catch protrudes from the housing from the first end, the connection locations of the detent, the connecting portion, and the lever member to the catch are in a first linear direction that is parallel to the direction of extension of the slide rail.

6. The aircraft bonnet lock of claim 3 wherein a line connecting the pressing portion to the positioning portion and a line connecting the connecting portion to the positioning portion form an included angle.

7. The aircraft bonnet lock as claimed in claim 6, wherein the pressing member further comprises a groove extending in a direction parallel to a straight line from the connecting portion to the positioning portion, the pressing portion is disposed at one end of the groove, and the lever member further comprises a cover protruding therefrom, wherein when the key protrudes from the housing from the first end, the cover covers the groove and is in the same plane as the pressing portion.

8. The aircraft door lock of any of claims 1-7, wherein the transmission assembly rotates relative to the housing in a first plane, and the sliding track extends in the first plane.

9. The aircraft bonnet lock as claimed in claim 8, wherein the housing defines a slot, the slot extends in the first plane, the transmission assembly is rotatably connected to sidewalls on both sides of the slot, and the slot is configured to allow the transmission assembly to rotate in the first plane.

10. An aircraft, characterized in that an aircraft flap lock according to any of claims 1-9 is provided on the aircraft.