CN211258180U - Aircraft tail door lock and aircraft - Google Patents

Abstract

The utility model provides an airborne vehicle tail-gate lock and airborne vehicle relates to the aeronautical equipment field, and this airborne vehicle tail-gate lock includes lock body and lock seat, and arbitrary one is used for installing on the tail-gate in lock body and the lock seat, and another is used for installing on the door frame, and the lock body internal rotation is provided with the latch hook that the part stretches out the lock body, is provided with the lock cylinder on the lock seat, and the lock cylinder is used for stretching into the lock body when the locking and detains mutually with the latch hook and break away from the latch hook when the unblock, and the length of lock cylinder is greater than the. The lock point adopts the structural style of latch hook and lock post, and the length of lock post is greater than the thickness of lock body for the clearance of tail-gate and door frame can not influence the locking effect, thereby makes the clearance requirement of tail-gate and door frame low, need not to do extra the injecing to the clearance between tail-gate and the door frame. Compared with the prior art, the utility model provides an aircraft tail door lock need not to do the special limitation to the clearance of tail-gate and door frame, and the installation requires lowly, and adaptability is high.

Description

Aircraft tail door lock and aircraft

Technical Field

The utility model relates to an aeronautical equipment field particularly, relates to an aircraft tail lock and airborne vehicle.

Background

The tail door lock is used for a locking mechanism of the tail cabin door of the helicopter and is used for opening the tail cabin door or keeping the tail cabin door locked. The lock point structure type of the common tail cabin door lock is a bolt lock. When the door is opened, the swinging arm is pulled to rotate through a soft control mechanism such as a steel wire rope, the swinging arm rotates to drive the lock pin to move backwards into the lock shell to realize unlocking, the structure has higher requirement on the gap between the tail door and the door frame, if the gap is too large, the stretching amount of the lock pin is insufficient, the locking safety is influenced, and if the gap is too small, the lock body can interfere with the tail door to collide. Therefore, the existing tail door lock has high installation requirement and is inconvenient to install.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an aircraft tail door lock, it need not to be injectd the clearance between tail-gate and the door frame, has guaranteed that locking safety can not take place simultaneously and has interfered the collision phenomenon, and the installation requirement is low, simple to operate.

Another object of the utility model is to provide an airborne vehicle, it need not to do to limit the installation requirement to the clearance between tail-gate and the door frame low, simple to operate has promoted the packaging efficiency and the equipment quality of airborne vehicle.

The embodiment of the utility model is realized like this:

in a first aspect, an embodiment provides an aircraft tail door lock, including a lock body and a lock seat, where either one of the lock body and the lock seat is configured to be installed on a tail door, and the other one is configured to be installed on a door frame, a locking hook partially extending out of the lock body is rotatably disposed in the lock body, a lock cylinder is disposed on the lock seat, the lock cylinder is configured to extend into the lock body when locked and engage with the locking hook and disengage from the locking hook when unlocked, and a length of the lock cylinder is greater than a thickness of the lock body.

In an optional embodiment, the lock hook is rotatably disposed on the lock body, the lock body is further rotatably disposed with an operating swing arm, one end of the operating swing arm is disposed with a first limit tooth, the lock hook is disposed with a second limit tooth, and the first limit tooth is selectively engaged with the second limit tooth for limiting the lock hook during locking.

In an optional implementation manner, a first shaft hole is formed in the middle of the lock hook, a first pin shaft is arranged in the first shaft hole, the first pin shaft is connected with the lock body, and the lock hook is rotatably arranged on the lock body through the first pin shaft.

In an optional embodiment, a first torsion spring is sleeved on the first pin shaft, and the first torsion spring is connected with the lock body and the locking hook respectively and used for providing elastic force for the locking hook to rotate in an unlocking direction.

In an optional implementation manner, a second shaft hole is formed in the middle of the operating swing arm, a second pin shaft is arranged in the second shaft hole, the second pin shaft is connected with the lock body and arranged in parallel with the first pin shaft, and the operating swing arm is rotatably arranged on the lock body through the second pin shaft.

In an optional implementation manner, a second torsion spring is sleeved on the second pin shaft, and the second torsion spring is respectively connected with the lock body and the control swing arm and used for providing elastic force for the control swing arm to rotate in a direction away from the lock hook.

In an optional embodiment, a first bushing is further arranged on the first shaft hole in an interference fit manner, and the first bushing is rotatably sleeved on the first pin shaft; and a second bushing is arranged on the second shaft hole in an interference fit manner and is rotatably sleeved on the second pin shaft.

In an optional implementation manner, the lock body is further provided with a microswitch, the microswitch is provided with a switch elastic sheet, the lock hook is provided with a supporting lug, and the supporting lug is used for rotating relative to the lock body along with the lock hook and supporting against the switch elastic sheet when the lock body is locked.

In an optional embodiment, the lock body is further provided with a limiting convex block, and the limiting convex block is arranged on a rotation path of the abutting convex block and used for abutting against the abutting convex block and limiting the lock hook when the lock body is locked.

In a second aspect, embodiments provide an aircraft comprising a tailgate, a door frame and an aircraft tailgate lock according to any preceding embodiment, either of the lock body and the lock holder being mounted on the tailgate and the other being mounted on the door frame.

The embodiment of the utility model provides a beneficial effect is:

the utility model provides an aircraft tail door lock, the structural style of lock hook and lock post is adopted to the lock point, and the length of lock post is greater than the thickness of lock body for the clearance of tail-gate and door frame can not influence the locking effect, thereby makes the clearance requirement of tail-gate and door frame low, need not to do additionally to injectedly to the clearance between tail-gate and the door frame. Compared with the prior art, the utility model provides an aircraft tail door lock need not to do the special limitation to the clearance of tail-gate and door frame, and the installation requires lowly, and adaptability is high.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic overall structure diagram of an aircraft tail gate lock provided in a first embodiment of the present invention at a first viewing angle;

fig. 2 is a schematic overall structural diagram of an aircraft tail gate lock provided in a second viewing angle according to a first embodiment of the present invention;

FIG. 3 is a schematic view of the internal structure of the lock body in FIG. 1 in an unlocked state;

FIG. 4 is a schematic view of the internal structure of the lock body of FIG. 1 in a locked state;

fig. 5 is a schematic overall structure diagram of an aircraft tail gate lock provided in a third viewing angle according to the first embodiment of the present invention;

FIG. 6 is a cross-sectional view A-A of FIG. 5;

fig. 7 is a sectional view of B-B in fig. 5.

Icon: 100-aircraft tail door lock; 110-a lock body; 111-a front panel; 113-a rear panel; 115-a mount; 117-micro switch; 118-a switch dome; 119-a spacing bump; 130-a lock seat; 131-a mounting portion; 133-a locking part; 135-a mounting arm; 150-latch hook; 151-second limit teeth; 153-a first pin; 155-a first torsion spring; 157-a first bushing; 158-bolt; 159 — holding bumps; 170-locking columns; 190-operating the swing arm; 191-a first limit tooth; 193-second pin; 195-a second torsion spring; 197-second liner.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. 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 should be noted that the terms "center", "upper", "vertical", "horizontal", "inner", "outer", etc. indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship that the products of the present invention are usually placed when in use, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element to which the term refers 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 also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "connected," "mounted," and "connected" are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Just as disclose in the background art, current tail hatch door's locking mechanism, its lock point structure adopts the bolt lock usually, and the mode that the tail hatch door adopted the flat-open simultaneously opens and shuts, and this kind of setting mode has higher to the installation clearance of tail door and door frame, and the installation clearance is too big then can't guarantee locking safety, and the clearance undersize then can take place to interfere the collision phenomenon, and the installation degree of difficulty is high and use the back clearance for a long time and be difficult to control, leads to the locking effect not good easily. The utility model provides an aircraft tail lock, its lock point structure adopt the form of lock post and latch hook, and the tail hatch door adopts the mode of push-and-pull to open and shut simultaneously, and this kind of mode that sets up requires lowerly to the installation clearance of tail door and door frame, and the length of lock post is far more than very big that the installation clearance can be done under the condition of the thickness of latch hook, greatly reduced the installation degree of difficulty.

Some embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Features in the embodiments described below may be combined with each other without conflict.

First embodiment

With combined reference to fig. 1 and fig. 2, the present embodiment provides an aircraft tail door lock 100, which has low requirements on installation gaps between a tail door and a door frame, low installation difficulty, good locking effect, and ensured locking safety.

The aircraft tail door lock 100 provided by the embodiment comprises a lock body 110 and a lock holder 130, wherein any one of the lock body 110 and the lock holder 130 is used for being installed on a tail door, the other one is used for being installed on a door frame, a lock hook 150 partially extending out of the lock body 110 is rotatably arranged in the lock body 110, a lock cylinder 170 is arranged on the lock holder 130, the lock cylinder 170 is used for extending into the lock body 110 when being locked and being buckled with the lock hook 150 and being separated from the lock hook 150 when being unlocked, and the length of the lock cylinder 170 is greater than the thickness of the lock body 110.

In this embodiment, the lock body 110 is installed in a door frame shape, the lock seat 130 is installed on the tail gate, and the tail gate and the door frame open and close the door by means of push-pull impact. Specifically, when the door is closed, the back door drives the lock holder 130 to strike against the lock body 110, the lock cylinder 170 on the lock holder 130 extends into the lock body 110 and is fastened with the lock hook 150, and when the door is opened, the back door drives the lock holder 130 to separate from the lock body 110, and the lock cylinder 170 on the lock holder 130 separates from the lock hook 150. Because the length of lock post 170 is greater than the thickness of lock body 110, so when the installation only need with lock seat 130 with lock body 110 installation counterpoint can, need not to consider the installation clearance between tail door and the door frame, as long as can guarantee that tail door and door frame are in the installation scope of lock seat 130 and lock body 110 can, so this embodiment requires lowly to the installation clearance of tail door and door frame, the installation degree of difficulty compare in current bolt structure greatly reduced.

In the present embodiment, the length of the lock cylinder 170 refers to the length of the lock cylinder 170 in the extending direction, and the thickness of the lock body 110 refers to the thickness of the lock body 110 in the direction inside and outside the rear compartment after the lock body 110 is installed in place, i.e. the thickness in the same direction as the extending direction of the lock cylinder 170, so that the lock cylinder 170 can be easily aligned with the lock body 110 by defining the length of the lock cylinder 170 and can extend into the lock body 110 when locked.

In this embodiment, the lock body 110 has a locking slot, and the locking hook 150 partially extends into the locking slot, specifically, the locking slot has a through slot structure and is U-shaped, and the locking column 170 can extend into the locking slot along the opening and is fastened with the locking hook 150.

In this embodiment, the lock holder 130 includes an integrated mounting portion 131 and a locking portion 133, the lock cylinder 170 is fixedly disposed on the locking portion 133, the mounting portion 131 is configured to be mounted on a tail gate or a door frame, and the locking portion 133 can partially extend into the locking slot and deliver the lock cylinder 170 to a position where it is fastened with the lock hook 150. Specifically, the locking portion 133 extends to form two mounting arms 135, two ends of the lock cylinder 170 are respectively connected to the two mounting arms 135, and the lock cylinder 170 and the two mounting arms 135 form a locking frame for being fastened to the locking hook 150.

The locking hook 150 is rotatably disposed on the locking body 110, the locking body 110 is further rotatably disposed with a control swing arm 190, one end of the control swing arm 190 is disposed with a first limit tooth 191, the locking hook 150 is disposed with a second limit tooth 151, and the first limit tooth 191 is selectively engaged with the second limit tooth 151 for limiting the locking hook 150 during locking.

In the embodiment, the lock body 110 includes a front panel 111, a rear panel 113 and a mounting member 115, the front panel 111 covers and is fixed on the rear panel 113 through bolts, a locking cavity is formed between the front panel 111 and the rear panel 113, the locking hook 150 and the operating swing arm 190 are both disposed in the locking cavity, and the mounting member 115 is integrally disposed at the top end of the rear panel 113 and is used for being mounted on a tailgate or a doorframe.

Referring to fig. 3 to 7, the middle of the operating swing arm 190 is rotatably connected to the lock body 110, one end of the operating swing arm 190 is engaged with the first limiting tooth 191 and the second limiting tooth 151 to limit the position of the lock hook 150, the other end of the operating swing arm 190 extends out of the lock body 110 and is provided with a connecting hole at the end, a steel rope is bolted to the connecting hole, and the operating swing arm 190 is rotated by pulling the steel rope during unlocking, so that the engagement and the limitation between the operating swing arm and the lock hook 150 are released, and the lock cylinder 170 is conveniently released from the lock hook 150.

In this embodiment, the operation swing arm 190 is bent and includes a head portion and a tail portion, the head portion is provided with a first limit tooth 191, and the tail portion extends out of the lock body 110, so that when the operation swing arm 190 is pulled by a steel rope, the movable range of the tail portion is large, and the head portion is driven to be separated from the second limit tooth 151 as much as possible.

It should be noted that, in this embodiment, the first limiting tooth 191 is a single-tooth structure, the second limiting tooth 151 is a multi-tooth structure, the first limiting tooth 191 abuts against the tooth socket on the upper portion of the second limiting tooth 151 in the locking state, the first limiting groove abuts against the tooth socket on the lower portion of the second limiting tooth 151 in the unlocking state, and no matter in the locking state or the unlocking state, by the structural arrangement of the locking hook 150 and the control swing arm 190, the locking hook 150 cannot autonomously rotate in the unlocking rotation direction when the first limiting tooth 191 abuts against the second limiting tooth 151, so that the first limiting tooth 191 and the second limiting tooth 151 can realize a self-locking structure in the locking state, and the locking safety is ensured.

The middle part of the latch hook 150 is provided with a first shaft hole, a first pin 153 is arranged in the first shaft hole, the first pin 153 is connected with the lock body 110, and the latch hook 150 is rotatably arranged on the lock body 110 through the first pin 153.

In this embodiment, the first pin 153 is sleeved with a first torsion spring 155, the first torsion spring 155 is connected to the lock body 110 and the locking hook 150 respectively, and is configured to provide an elastic force for the locking hook 150 to rotate in the unlocking direction, that is, the first torsion spring 155 is configured to rotate the locking hook 150 in the counterclockwise direction shown in the figure, the operating swing arm 190 is disengaged from the locking hook 150 after the operating swing arm 190 is pulled by a steel cable, and the locking hook 150 rotates in the counterclockwise direction shown in the figure under the elastic force of the first torsion spring 155, so that the locking column 170 can be disengaged from the locking hook 150.

A second shaft hole is formed in the middle of the control swing arm 190, a second pin 193 is arranged in the second shaft hole, the second pin 193 is connected with the lock body 110 and arranged in parallel with the first pin 153, and the control swing arm 190 is rotatably arranged on the lock body 110 through the second pin 193.

In this embodiment, the second pin 193 is sleeved with a second torsion spring 195, the second torsion spring 195 is respectively connected to the lock body 110 and the operating swing arm 190, and is configured to provide an elastic force for the operating swing arm 190 to rotate in a direction away from the locking hook 150, that is, the second torsion spring 195 is configured to enable the operating swing arm 190 to rotate in a clockwise direction as shown in the figure, when the lock is locked, under the elastic force of the second torsion spring 195, the first limit tooth 191 of the operating swing arm 190 is engaged with the second limit tooth 151 at the upper end, so as to achieve a limiting action, when the lock is unlocked, the operating swing arm 190 is disengaged from the locking hook 150 after the operating swing arm 190 is pulled by the steel cable, so that the lock cylinder 170 can be disengaged from the locking hook 150, after the lock cylinder 170 is disengaged from the locking hook 150, the steel cable is released, and under the elastic force of the first torsion spring 155, the operating swing.

In this embodiment, a first bushing 157 is further disposed on the first shaft hole in an interference fit manner, and the first bushing 157 is rotatably sleeved on the first pin 153. A second bushing 197 is arranged on the second shaft hole in an interference fit manner, and the second bushing 197 is rotatably sleeved on the second pin shaft 193. Through the arrangement of the bushing, the connection between the pin shaft and the latch hook 150 or the operating swing arm 190 is more stable and reliable.

In this embodiment, the lock body 110 is further provided with a micro switch 117, the micro switch 117 has a switch elastic sheet 118, the lock hook 150 is provided with a holding protrusion 159, and the holding protrusion 159 is used for rotating relative to the lock body 110 following the lock hook 150 and holding on the switch elastic sheet 118 when locking. Specifically, the micro switch 117 is used to transmit a switch electrical signal, and when the locking device is locked, the abutting protrusion 159 abuts against the switch elastic sheet 118 and enables the micro switch 117 to obtain the switch electrical signal through the switch elastic sheet 118 and transmit the switch electrical signal to the controller of the aircraft, so that the cabin personnel can know the closing state of the tail cabin door. The specific structure and implementation principle of the micro switch 117 can be referred to the existing micro switch 117, and will not be described in detail here.

In the embodiment, the switch elastic piece 118 is obliquely arranged on the micro switch 117, and a micro button is arranged on the micro switch 117, and the switch elastic piece 118 deforms under the abutting of the abutting bump 159 and presses the micro button, so that the micro switch 117 generates a switch electrical signal. Specifically, a roller structure is disposed at an end of the switch elastic sheet 118, and the roller structure is used for abutting against the abutting protrusion 159 and rolling on the surface of the abutting protrusion 159, so that the limit and locking effect of the switch elastic sheet 118 on the abutting protrusion 159 can be avoided, and the smooth rotation of the abutting protrusion 159 can be ensured.

In the present embodiment, the latch hook 150 has a latch tongue 158 for stopping the lock cylinder 170, and a U-shaped stopping groove is formed between the latch tongue 158 and the abutting projection 159, and when the lock cylinder 170 is locked, the lock cylinder extends into the stopping groove and is locked by the latch tongue 158, thereby locking the rear hatch door. It should be noted that the latch tongue 158 is a portion of the latch hook 150 extending into the locking slot, and the latch tongue 158 crosses the locking slot in the locked state, that is, the end of the latch tongue 158 extends into the lock body 110, so that the latch tongue 158 and the locking slot form a closed annular space to limit the lock cylinder 170, and the stop slot and the locking slot share an opening in the unlocked state, so that the lock cylinder 170 can be disengaged from the opening, and thus disengaged from the latch hook 150.

In this embodiment, the lock body 110 is further provided with a limiting protrusion 119, and the limiting protrusion 119 is disposed on a rotation path of the abutting protrusion 159 and is used for abutting against the abutting protrusion 159 and limiting the lock hook 150 when locking. Specifically, the limiting protrusion 119 is integrally disposed at an upper position of the lock body 110, so as to limit the locking hook 150 in the locked state, and prevent the locking hook 150 from rotating excessively.

In addition, a limiting column is also arranged at the lower position of the lock body 110, so that the locking hook 150 in an unlocked state can be limited, the locking hook 150 is prevented from excessively rotating under the action of the first torsion spring 155, and meanwhile, the locking hook 150 is stopped at a proper position due to the arrangement position of the limiting column, namely, after the steel rope is loosened, the first limiting tooth 191 on the control swing arm 190 can just abut against the lower position of the second limiting tooth 151.

In summary, the operation principle of the aircraft tail door lock 100 provided in this embodiment is as follows: during unlocking, a soft operating mechanism such as a steel rope acts on the operating swing arm 190 to drive the operating swing arm 190 to rotate so that the first limit tooth 191 is separated from the second limit tooth 151, the lock hook 150 rotates and opens along the counterclockwise direction shown in the figure under the action of the first torsion spring 155, the steel rope is released after the operating swing arm 190 rotates to the opening position, the operating swing arm 190 returns along the clockwise direction shown in the figure under the action of the second torsion spring 195 to re-lock the lock hook 150, and meanwhile, the micro switch 117 loses the switching electric signal transmitted by limiting; when the lock is locked, the lock holder 130 moves towards the lock body 110, the lock cylinder 170 extends into the locking slot on the lock body 110, the impact lock hook 150 rotates clockwise to a locking state, the first limit tooth 191 on the operating swing arm 190 is engaged with the upper part of the second limit tooth 151 and locks the lock hook 150, and the micro switch 117 generates a switching electrical signal transmitted by limiting. Because the length of lock cylinder 170 is far greater than the thickness of latch hook 150 and is greater than the thickness of lock body 110 to the clearance of tail-gate and door frame can not influence the locking effect when the installation, thereby makes the clearance requirement of tail-gate and door frame low, need not to do extra the injecing to the clearance between tail-gate and the door frame, and the installation requirement is low, and the adaptability is high, realizes unblock and locking through the combination of manipulation swing arm 190 and latch hook 150 simultaneously, and the locking is effectual, the security is high.

Second embodiment

The present embodiment provides an aircraft, which includes a tail door, a door frame and an aircraft tail door lock 100, wherein the basic structure and principle of the aircraft tail door lock 100 and the generated technical effects are the same as those of the first embodiment, and for the sake of brief description, the corresponding contents in the first embodiment may be referred to where the present embodiment is not mentioned in part.

Aircraft tail-gate lock 100, including lock body 110 and lock seat 130, lock body 110 and lock seat 130 any one is used for installing on the tail-gate, and the other is used for installing on the door frame, lock body 110 rotates and is provided with latch hook 150 that partly stretches out lock body 110, is provided with lock post 170 on lock seat 130, lock post 170 is used for stretching into lock body 110 when locking and with latch hook 150 looks lock and break away from latch hook 150 when unblock, and the length of lock post 170 is greater than the thickness of lock body 110.

In this embodiment, the lock housing 130 is mounted on the tailgate, the lock body 110 is mounted on the door frame, and the tailgate and the door frame open and close the door by means of push-pull impact. When the lock is locked, the lock holder 130 is driven by the tail door to be close to the lock body 110, the tail door drives the lock holder 130 to impact the lock body 110, the lock cylinder 170 on the lock holder 130 extends into the lock body 110 and is buckled with the lock hook 150, when the door is opened, the tail door drives the lock holder 130 to be separated from the lock body 110, and the lock cylinder 170 on the lock holder 130 is separated from the lock hook 150. Because the length of lock post 170 is greater than the thickness of lock body 110, so when the installation only need with lock seat 130 with lock body 110 installation counterpoint can, need not to consider the installation clearance between tail door and the door frame, as long as can guarantee that tail door and door frame are in the installation scope of lock seat 130 and lock body 110 can, so this embodiment requires lowly to the installation clearance of tail door and door frame, the installation degree of difficulty compare in current bolt structure greatly reduced.

In this embodiment, the aircraft may be a helicopter, a jet plane, or the like, and is not particularly limited herein.

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 (10)

1. An aircraft tail door lock is characterized by comprising a lock body and a lock seat, wherein any one of the lock body and the lock seat is used for being installed on a tail door, the other one of the lock body and the lock seat is used for being installed on a door frame, a lock hook partially extending out of the lock body is rotatably arranged in the lock body, a lock cylinder is arranged on the lock seat and used for extending into the lock body when being locked, being buckled with the lock hook and being separated from the lock hook when being unlocked, and the length of the lock cylinder is larger than the thickness of the lock body.

2. The aircraft tail door lock of claim 1, wherein the locking hook is rotatably disposed on the lock body, the lock body is further rotatably disposed with an operating swing arm, one end of the operating swing arm is disposed with a first limit tooth, the locking hook is disposed with a second limit tooth, and the first limit tooth is selectively engaged with the second limit tooth for limiting the locking hook when locked.

3. The aircraft tail door lock of claim 2, wherein a first shaft hole is formed in a middle portion of the locking hook, a first pin shaft is disposed in the first shaft hole, the first pin shaft is connected to the lock body, and the locking hook is rotatably disposed on the lock body through the first pin shaft.

4. The aircraft tail door lock as claimed in claim 3, wherein a first torsion spring is sleeved on the first pin, and the first torsion spring is connected to the lock body and the latch hook respectively, and is configured to provide an elastic force to the latch hook to rotate in an unlocking direction.

5. The aircraft tail door lock of claim 3, wherein a second shaft hole is formed in the middle of the operating swing arm, a second pin shaft is arranged in the second shaft hole, the second pin shaft is connected with the lock body and is arranged in parallel with the first pin shaft, and the operating swing arm is rotatably arranged on the lock body through the second pin shaft.

6. The aircraft tail door lock as claimed in claim 5, wherein a second torsion spring is sleeved on the second pin, and the second torsion spring is respectively connected with the lock body and the operating swing arm and is used for providing elastic force for the operating swing arm to rotate in a direction of disengaging from the locking hook.

7. The aircraft tail door lock according to claim 5, wherein a first bushing is further arranged on the first shaft hole in an interference fit mode, and the first bushing is rotatably sleeved on the first pin shaft; and a second bushing is arranged on the second shaft hole in an interference fit manner and is rotatably sleeved on the second pin shaft.

8. The aircraft tail door lock of claim 2, wherein the lock body is further provided with a microswitch, the microswitch is provided with a switch leaf spring, and the latch hook is provided with a holding lug which is used for rotating relative to the lock body along with the latch hook and is held against the switch leaf spring when the latch hook is locked.

9. The aircraft tail door lock of claim 8, wherein the lock body is further provided with a limiting projection, and the limiting projection is arranged on a rotation path of the abutting projection and is used for abutting against the abutting projection and limiting the lock hook when the lock body is locked.

10. An aircraft comprising a tail gate, a door frame and an aircraft tail gate lock as claimed in any one of claims 1 to 9, wherein either of the lock body and the lock housing is mounted on the tail gate and the other is mounted on the door frame.

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