WO2024055505A1

WO2024055505A1 - Blocking mechanism, lock and locking device

Info

Publication number: WO2024055505A1
Application number: PCT/CN2023/076087
Authority: WO
Inventors: 陈进宏; 李成行; 王俊盛; 刘宪宏; 庄彬真
Original assignee: 玉环天润航空机械制造有限公司
Priority date: 2022-09-16
Filing date: 2023-02-15
Publication date: 2024-03-21
Also published as: CN117759102A

Abstract

The present invention belongs to the technical field of locking instruments, and relates to a blocking mechanism, a lock and a locking device. The blocking mechanism comprises: a lock pin linkage member; and a blocking member, which is used for blocking the lock pin linkage member when a lock pin retracts to an unlocking position in an unlocking direction, wherein the blocking member can at least rotate between a first position through which the lock pin linkage member passes and a second position at which the lock pin linkage member is blocked after passing therethrough; a rotation reset member; and a locking trigger member. By means of the present invention, the lock pin is kept at the unlocking position by means of blocking and limiting on the lock pin after the lock is unlocked, and the blocking and limiting on the lock pin are revoked during a closing process of a cockpit door, such that a locking action is achieved. Therefore, the locking action is achieved without the need of collision between the lock pin and other components, such that the wear and the damage possibility of the lock pin can be effectively reduced, thereby greatly prolonging the service life of the lock pin.

Description

Blocking mechanisms, locks and locking devices

Technical field

The invention relates to a blocking mechanism, a lock and a locking device, and belongs to the technical field of locking devices.

Background technique

The locking device of the helicopter cockpit door is used by the pilot and ground maintenance personnel to open and close the cockpit door on the inside and outside of the helicopter. The existing Chinese patent number is 201721336288.5, and the patent title is a patent for a practical lock and a cockpit door assembly. The practical lock includes a lock seat assembly, a lock body assembly and a warning device. The lock body assembly includes a lock body shell, The lock tongue, the first elastic member and the swing arm member are provided with a telescopic cavity in the lock body shell. The lock tongue is movably connected to the lock body shell through the first elastic member and can extend or retract into the telescopic cavity. The swing arm member It is installed on the lock body shell and is rotationally connected with the lock body shell. The swing arm member is connected to the first elastic member. The swing arm member can compress the first elastic member to drive the lock tongue to retract into the telescopic cavity. The lock seat assembly includes a lock seat. Shell and trigger piece, the lock seat shell is provided with an accommodation cavity, the position of the accommodation cavity corresponds to the position of the telescopic cavity, the trigger piece is movably installed in the accommodation cavity, and is connected to the warning device. When the lock When the tongue extends into the accommodation cavity and comes into contact with the trigger, the trigger controls the warning device to issue a warning. The beneficial effect is that it can intuitively remind the user whether the hatch is in an open or closed state, providing a good user experience and strong practicability.

However, it also has the following shortcomings: during the closing process of the cockpit door, the locking action is achieved by the impact of the lock tongue and the lock seat in the lock body, which will not only increase the wear of the lock tongue, but also easily cause damage to the lock tongue, resulting in the use of the lock tongue Lifespan is greatly reduced.

Contents of the invention

The object of the present invention is to provide a blocking mechanism, a lock and a locking device that realize the locking action by canceling the blocking limit on the lock pin during the closing process of the cockpit door.

The invention provides a blocking mechanism, which is provided in a lock of a cockpit door and is used to block and limit the lock pin in the lock. It has the following characteristics: a lock pin linkage, which is indirectly or directly connected to the lock pin. Connection; blocking member, used to block the locking pin linkage when the locking pin retracts to the unlocking position along the unlocking direction, and the blocking member can at least be in a first position that allows the locking pin linkage to pass and rotate between the second position where the lock pin linkage is blocked after passing; a rotating reset member used to drive the blocking member from the first position to the third position after the lock pin linkage passes. a two-position rotation reset; and a locking trigger for driving the blocking member to rotate from the second position to the first position during the closing of the cockpit door, and for driving the blocking member to rotate when the blocking member is in the When the lock pin linkage is retracted along the unlocking direction with the lock pin, the blocking member rotates from the second position to the first position. After the lock pin linkage passes, the blocking member rotates and resets from the first position to the second position.

The blocking mechanism provided by the present invention may also have the following features: wherein the blocking member has: a blocking part, is formed on the first end of the blocking member and is used to block the lock pin linkage when in the second position; a driving part is formed on the side of the blocking member and is used to block the lock pin linkage when the lock pin When the lock pin retracts along the unlocking direction, the linkage cooperates with the lock pin linkage to drive the blocking member to rotate from the second position to the first position; and a trigger portion is formed on The second end of the blocking member opposite to the first end is used to collide with the locking trigger during the closing process of the cockpit door to drive the blocking member from the second position to the The first position is rotated to cancel the blocking, and for abutment with the locking trigger when the blocking member is in the second position.

The blocking mechanism provided by the present invention may also have such a feature: wherein the rotation return member is a torsion spring, the first end of which is stuck on the side of the blocking member opposite to the side where the driving part is located. The side part has its second end in contact with the surface of the lock. When the blocking member is in the second position, the rotating reset member is in a pre-compression accumulating state, and the triggering part is in contact with the locking member. The triggering piece is in elastic contact state.

The invention provides a lock, which is arranged in a locking device of a cockpit door and is used to lock the cockpit door. It includes: a lock body component, which is fixedly arranged on the cockpit door and has a lock body and a lock pin; and a lock seat. The component is fixedly arranged on the cockpit door frame and has a lock seat and a lock hole for cooperating with the lock pin; and a blocking mechanism, which is the blocking mechanism as described above; wherein the lock pin linkage and the lock pin linkage are The lock pin is fixedly connected, the blocking member is rotatably provided on the lock body, and the locking triggering member is fixedly provided on the lock seat.

The lock provided by the present invention may also have the following feature: the lock body component further has: a linkage rod, which is slidably provided in the lock body and is used to drive the lock pin back along the unlocking direction. It can be contracted to pull out the lock hole or extended in the locking direction to be inserted into the lock hole; and an elastic member is used to drive the lock pin to extend in the locking direction and reset.

The invention provides a locking device, which includes: an upper lock set at the top of the cockpit door; a lower lock set at the bottom of the cockpit door; and an unlocking component used to unlock the upper lock set and the lower lock set in a linked manner. ; The inner handle component is used to drive the unlocking component to unlock the upper lock and the lower lock in a coordinated manner; and the outer handle component is used to drive the unlocking component to unlock the upper lock and the lower lock in a coordinated manner, wherein, One or both of the upper lock and the lower lock are the locks as described above. When the former is selected, the other lock includes a lock body part and a lock seat part. The lock body part and the lock seat The components are all lock body components and lock base components as mentioned above.

The locking device provided by the present invention may also have the following feature: wherein the unlocking component includes: a swing arm member having a first rotation fulcrum, a first swing end, a second swing end and a third swing end. ; The driving rod is used to connect with the inner handle part and the outer handle part to achieve lateral movement; the driven rod has a first end hinged with the end of the driving rod, and a second end connected with The first swing end of the swing arm member is hinged and used to drive the swing arm member to rotate around the first rotation fulcrum in the unlocking direction; the first pull rod member has a first end connected with the swing arm The second swing end of part one is hinged, and its second end is indirectly or directly connected to the lock pin in the upper lock set for driving the lock in the upper lock set. The pin retracts along the unlocking direction to unlock the upper lock; and a second pull rod member, the first end of which is hinged with the third swing end of the swing arm member one, and the second end of which is indirectly or directly connected to the third swing end of the swing arm member. The lock pin in the lower lock is connected to drive the lock pin in the lower lock to retract along the unlocking direction to unlock the lower lock.

The locking device provided by the present invention may also have the following features: wherein the inner handle component includes: an inner handle plate; an inner handle that is hinged in the inner handle plate and has a first rotating end; and a swing arm. Part two has a second rotation fulcrum, a fourth swing end and a fifth swing end; the moving rod has a first end hinged to the fifth swing end of the swing arm part two, and a second end connected to the The middle part of the driving rod is hinged; and the lifting rod has a first end that passes through the inner handle plate and is hinged with the first rotating end of the inner handle, and a second end that is connected to the swing arm member. The fourth swing end is hinged.

The locking device provided by the present invention may also have the following feature: the inner handle plate is fixedly arranged at the armrest position of the cockpit door, and the inner handle is embedded in the groove on the top of the inner handle plate. , the plane where the rotation direction of the inner handle is located and the plane where the cockpit door opening and closing direction is located are perpendicular to each other.

The locking device provided by the present invention may also have the following feature: wherein the outer handle component includes: an outer handle plate; an outer handle, hinged in the outer handle plate, having a second rotating end, the The second rotating end of the outer handle movably passes through the outer handle plate and is hingedly connected with both ends of the driving rod.

Therefore, the present invention has the following advantages compared with the prior art:

According to the blocking mechanism, lock and locking device of the present invention, the locking device includes an upper lock, a lower lock, an unlocking part, an inner handle part and an outer handle part, and the lower lock includes a lock body part, a lock seat part and a blocking mechanism. , wherein the blocking mechanism includes a lock pin linkage, a blocking piece, a rotation reset piece and a locking trigger. When the lock pin linkage retracts along the unlocking direction with the lock pin, the blocking piece rotates from the second position to the first position, After the lock pin linkage retracts and passes along the unlocking direction, the blocking member rotates and resets from the first position to the second position under the action of the rotating reset member, so that the blocking member can limit the passing of the lock pin linkage. position, thereby keeping the lock pin linkage in the blocked position, thereby keeping the lock pin in the lower lock set in the unlocked position; during the closing process of the cockpit door, the blocking member is driven from the second The position is rotated to the first position to cancel the blocking limit on the lock pin linkage. At this time, the lock pin in the lower lock automatically extends and resets along the locking direction due to the reset function of the lock itself, thereby realizing the locking action. After the lock is unlocked, the lock pin is kept in the unlocked position by blocking the limit. During the closing process of the cockpit door, the blocking limit on the lock pin is canceled to realize the locking action. Therefore, there is no need for the lock pin to collide with other components to achieve the locking action, which can effectively reduce the wear and tear of the lock pin and the possibility of damage to the lock pin, thus greatly extending the service life of the lock pin.

Description of drawings

Figure 1 is a schematic diagram of the overall three-dimensional structure of the present invention;

Figure 2 is a schematic three-dimensional structural diagram of the lower lock in one direction according to the embodiment of the present invention;

Figure 3 is a schematic three-dimensional structural diagram of the lower lock in another direction according to the embodiment of the present invention;

Figure 4 is a schematic structural diagram of the unlocking stroke of the lock pin in the embodiment of the present invention;

Figure 5 is a schematic three-dimensional structural diagram of the locking device in one direction according to the embodiment of the present invention;

Figure 6 is a schematic three-dimensional structural diagram of the locking device from another direction in the embodiment of the present invention;

Figure 7 is a schematic front structural view of the locking device in the embodiment of the present invention;

Figure 8 is a schematic front structural view of the swing arm member 1 in the embodiment of the present invention.
The symbols in the drawings are described as follows: locking device 100; upper lock 1; lower lock 2; lock body part 21; lock body 211; moving limit slot 211a; rotation limit slot 211b; lock pin 212; linkage lever 213 ; Elastic member 214; lock seat component 22; lock seat 221; lock hole 222; blocking mechanism 23; lock pin linkage 231; blocking member 232; blocking part 232a; driving part 232b; trigger part 232c; rotation reset part 233; lock Close trigger 234; trigger plane 234a; fixed shaft 235; unlocking component 3; swing arm member 31; first rotation fulcrum 311; first swing end 312; second swing end 313; third swing end 314; driving rod 32; driven rod member 33; first main body part 331; first connecting part 332; first pull rod member 34; second pull rod member 35; inner handle part 4; inner handle plate 41; inner handle 42; first rotating end 421; swing arm member two 43; second rotation fulcrum 431; fourth swing end 432; fifth swing end 433; moving rod 44; second main body part 441; second connecting part 442; lifting rod 45; outer handle Part 5; outer handle plate 51; outer handle 52; second rotating end 521.

Detailed ways

In order to make it easy to understand the technical means, creative features, objectives and effects of the present invention, the blocking mechanism, lock and locking device of the present invention will be described in detail below with reference to the embodiments and drawings.

This embodiment provides a blocking mechanism, a lock and a locking device that realize the locking action by canceling the blocking limit on the lock pin during the closing process of the cockpit door.

Figure 1 is a schematic diagram of the overall three-dimensional structure of the present invention.

As shown in FIG. 1 , the locking device 100 of this embodiment includes an upper lock 1 , a lower lock 2 , an unlocking part 3 , an inner handle part 4 and an outer handle part 5 . The lock is used to realize the locking connection between the cockpit door and the cockpit door frame (not shown in the figure), wherein the upper lock 1 is arranged on the top of the cockpit door, and the lower lock 2 is arranged on the bottom of the cockpit door. In this embodiment, the upper lock 1 and the lower lock 2 are both located at the far end of the hinged end of the cockpit door and the cockpit door frame, and the upper lock 1 is also at the corner position on the top of the cockpit door, here is the cockpit door The position with the highest strength is more conducive to ensuring the stability of the cockpit door lock. In this embodiment, both the upper lock 1 and the lower lock 2 have an automatic reset function, that is, the lock can automatically reset from the unlocked state to the locked state after the external force is removed. The unlocking component 3 is used to unlock the upper lock 1 and the lower lock 2 in a coordinated manner. The inner handle component 4 is used to drive the unlocking component 3 to unlock the upper lock 1 and the lower lock 2 in a coordinated manner. The outer handle component 5 is used to drive the unlocking component 3 to unlock the upper lock 1 and the lower lock 2 in a coordinated manner. Thus, the operator can operate the inner handle part 4 or the outer handle part Part 5 opens and closes the cockpit door on the inside and outside of the helicopter respectively.

FIG. 2 is a schematic three-dimensional structural diagram of the lower lock in one direction according to the embodiment of the present invention; FIG. 3 is a schematic three-dimensional structural diagram of the lower lock in another direction according to the embodiment of the present invention.

As shown in FIG. 2 , the lower lock 2 includes a lock body component 21 , a lock seat component 22 and a blocking mechanism 23 . Among them, the lock body component 21 is fixedly arranged on the cockpit door, and the lock seat component 22 is fixedly arranged on the cockpit door frame. Through the cooperation between the lock body component 21 and the lock seat component 22, the connection between the cockpit door and the cockpit door frame is realized. locking connection to lock the cockpit door. The blocking mechanism 23 is provided in the lower lock 2 and is used to block and limit the lock pin 212 in the lower lock 2 .

As shown in FIGS. 2 and 3 , the blocking mechanism 23 includes a locking pin linkage part 231 , a blocking part 232 , a rotation reset part 233 and a locking trigger part 234 . The lock pin linkage 231 is connected to the lock pin 212 indirectly or directly. The blocking member 232 is used to block the locking pin linkage 231 when the locking pin 212 retracts to the unlocking position along the unlocking direction. The blocking member 232 can at least be in a first position for the locking pin linkage 231 to pass through. 231 rotates between the second position after being blocked. The rotation reset member 233 is used to drive the blocking member 232 to rotate and reset from the first position to the second position after the lock pin linkage 231 passes. The locking trigger 234 is used to drive the blocking member 232 to rotate from the second position to the first position to cancel the blocking during the closing process of the cockpit door, and is used to abut and cooperate with the blocking member 232 when it is in the second position.

When the locking pin linkage 231 retracts along with the locking pin 212 in the unlocking direction (the direction indicated by arrow B in FIG. 2 ), the blocking member 232 rotates from the second position to the first position, and the locking pin linkage 231 waits for the locking pin linkage 231 to move in the unlocking direction. After retracting and passing, the blocking member 232 is rotated and reset from the first position to the second position under the action of the rotating reset member 233, so that the passing lock pin linkage member 231 can be blocked and limited by the blocking member 232, so that The lock pin linkage 231 remains in the blocked position, thereby causing the lock pin 212 in the lower lock 2 to remain in the unlocked position; during the closing process of the cockpit door, the blocking member 232 is driven from the first locking trigger 234. The second position is rotated to the first position to cancel the blocking limit of the lock pin linkage 231. At this time, the lock pin 212 in the lower lock 2 automatically extends and resets along the locking direction due to the reset function of the lock itself, thereby realizing the locking action. After the lock is unlocked, the lock pin is kept in the unlocked position by blocking the limit. During the closing process of the cockpit door, the blocking limit on the lock pin is canceled to realize the locking action. Therefore, there is no need for the lock pin to collide with other components to achieve the locking action, which can effectively reduce the wear and tear of the lock pin and the possibility of damage to the lock pin, thus greatly extending the service life of the lock pin.

As shown in FIG. 2 , in this embodiment, the lock pin linkage 231 is in the shape of a rod and is fixedly connected to the lock pin 212 in the lower lock 2 . Specifically, the lock pin linkage 231 passes through the lock pin 212 in a direction perpendicular to the axis of the lock pin. The surface of the lock pin linkage 231 is formed with a limiting portion that abuts one side surface of the lock pin 212. The lock pin linkage 231 231 is detachably fixed with a limiting sleeve that is in contact with the other side surface opposite to the lock pin 212. The detachable method may be a threaded connection or a locking piece connection.

As shown in FIGS. 2 and 3 , the blocking member 232 has a blocking part 232a, a driving part 232b and a triggering part 232c. block The portion 232a is formed on the first end of the blocking member 232 for blocking the locking pin linkage 231 in the second position. The driving part 232b is formed on the side of the blocking member 232 and is used to cooperate with the locking pin linkage 231 when the locking pin 231 retracts along the unlocking direction to drive the blocking member 232 from the second position to the first position. Turn. The trigger portion 232c is formed at the second end of the blocking member 232 opposite to the first end, and is used to collide with the locking trigger member 234 during the closing process of the cockpit door to drive the blocking member 232 to rotate from the second position to the first position. The blocking is thereby released and used to abut and engage the locking trigger 234 when the blocking member 232 is in the second position. The locking pin linkage 231 can be blocked by the blocking portion 232a to keep the locking pin in the unlocking position. The driving part 232b can drive the blocking member 232 to rotate from the second position to the first position when the lock pin linkage 231 retracts along the unlocking direction with the lock pin, so that the lock pin linkage 231 can smoothly follow the lock pin back along the unlocking direction. retract, allowing the lock pin to retract to the unlocking position along the unlocking direction. The trigger portion 232c can collide with the locking trigger 234 during the closing process of the cockpit door, thereby driving the blocking member 232 to rotate from the second position to the first position, thereby allowing the lock pin in the lower lock 2 to move in the lock itself. The reset function automatically extends along the locking direction to achieve the locking action, and the locking action is achieved by hitting the non-locking pin components without affecting the locking pin. In addition, the impact drives the blocking member 232 to rotate. Compared with the prior art of sliding under the action of an inclined plane through impact, the wear of components during the impact can be reduced.

In this embodiment, the first position of the blocking member 232 is an instantaneous position, that is, when the blocking member 232 rotates from the second position to the first position, once it reaches the first position, the external force is removed, and the blocking member 232 immediately rotates the reset member 233 Rotate and reset from the first position to the second position under the action of . The second position of the blocking member 232 has two gears: upper and lower. When the cockpit door is in a locked state, the blocking member 232 is in the lower gear of the second position. At this time, the cylindrical surface of the lock pin linkage 231 is in contact with the blocking member 232 side. The vertical surface located below the driving part 232b abuts; when the cockpit door is in the unlocked state, the blocking member 232 is in the upper gear of the second position. At this time, the cylindrical surface of the lock pin linkage 231 and the blocking part of the blocking member 232 232a butt.

As shown in Figures 2 and 3, the lock body component 21 is arranged opposite to the lock seat component 22. The lock body component 21 has a lock body 211 and a lock pin 212. The lock seat component 22 has a lock seat 221 and is used to cooperate with the lock pin 212. keyhole 222. The lock body 211 is fixed on the cockpit door, and the lock pin 212 is slidably disposed in the lock body 211. The sliding direction of the lock pin 212 is the axis direction of the lock pin 212, and the axis direction includes the unlocking direction and the locking direction. As shown in Figure 2, the direction indicated by B is the unlocking direction, and the opposite direction of B is the locking direction. The locking end of the lock pin 212 extends from the side close to the lock seat 221 to the outside of the lock body 211 so as to lock and cooperate with the lock hole 222 . In this embodiment, the surface of the locking end of the lock pin 212 is a circumferential curved surface.

Among them, the lock seat 221 is fixed on the cockpit door frame, and the lock hole 222 is provided on the lock seat 221 and penetrates both ends of the lock seat 221. In this embodiment, the axis of the lock pin 212 coincides with the center line of the lock hole 222 , and the cross-sectional size of the lock hole 222 is larger than the diameter of the lock pin 212 . In this embodiment, the cockpit door adopts a hinge rotating shaft opening method, and then the locking pin 212 cooperates with the locking pin 212 to realize the locking point structure of the latch, thereby limiting the freedom of rotation of the cockpit door.

As shown in FIG. 3 , the lock body component 21 also has a linkage rod 213 and an elastic member 214 . The linkage rod 213 is slidingly arranged on Inside the lock body 211, it is used to drive the lock pin 212 to retract in the unlocking direction to pull it out of the lock hole 222 or to extend in the locking direction to insert it into the lock hole 222, so as to realize the unlocking and locking actions. In this embodiment, the axis of the linkage rod 213 coincides with the axis of the lock pin 212, and the end of the linkage rod 213 extends into the lock pin 212 and is fixedly connected with it. The elastic member 214 is used to drive the lock pin 212 to extend and reset along the locking direction, so that the lock pin 212 can automatically reset from the unlocking position to the locking position after the external force is removed. In this embodiment, the elastic member 214 is a spring. The elastic member 214 is sleeved on the moving rod 44, one end is in contact with the lock body 211, and the other end is in indirect contact with the lock pin 212.

In this embodiment, the lock body 211 has a step surface for limiting the lock pin 212 to prevent the lock pin 212 from sliding out of the lock body 211 under the action of the elastic member 214 .

In this embodiment, the lock pin 212, the lock body 211 and the lock seat 221 are made of 05Cr17Ni4Cu4Nb.

Figure 4 is a schematic structural diagram of the unlocking stroke of the lock pin in the embodiment of the present invention.

As shown in Figure 4, in order to ensure the safety of the cockpit door, the lock pin 212 needs to ensure a certain extension amount, and the locking end of the lock pin 212 needs to completely pass through the lock seat 221 and be relatively away from the outer surface of the lock body 211. In this embodiment, in this state, the height of the lock pin 212 protruding from the lock body 211 relatively close to the inner surface of the lock seat 221 is D1, and the value of D1 is 23 mm. Therefore, the unlocking stroke of the lock is 23mm.

As shown in FIG. 2 , the blocking member 232 is rotatably disposed on the lock body 211 and located radially outside the lock pin 212 . In this embodiment, the blocking member 232 is a swing arm structure. Specifically, the middle part of the blocking member 232 forms a rotational connection with the lock body 211 through the fixed shaft 235. The fixed shaft 235 is fixedly provided on the lock body 211, and the blocking member 232 is rotatably sleeved on the fixed shaft 235, so that the blocking member 232 can rotate around the lock body 211. The fixed shaft 235 is rotated to rotate between the first position and the second position.

In this embodiment, the lock body 211 has a moving limit groove 211 a for the lock pin linkage 231 to slide through. The moving limit groove 211 a penetrates both ends of the lock body 211 and extends parallel to the axis direction of the lock pin 212 . The two side walls of the limiting groove 211a located in the moving direction of the locking pin linkage 231 can offset the cylindrical surface of the locking pin linkage 231, thereby limiting the rotation distance of the locking pin linkage 231. When the cylindrical surface of the locking pin linkage 231 is in contact with one side wall of the moving limiting groove 211a, the locking pin 212 is in the locked position; when the cylindrical surface of the locking pin linkage 231 is in contact with the other side wall of the moving limiting groove 211a When they offset each other, the lock pin 212 is in the unlocked position.

As shown in Figures 2 and 3, in this embodiment, the blocking portion 232a is formed on the upper end of the blocking member 232, the triggering portion 232c is formed on the lower end of the blocking member 232, and the driving portion 232b is formed on the side of the upper half of the blocking member 232. . Specifically, the upper end surface of the blocking portion 232a forms the blocking portion 232a, and the blocking portion 232a is a flat surface. When the blocking member 232 is in the second position, the blocking portion 232a is a horizontal surface. The upper end surface of the blocking part 232a forms the triggering part 232c, and the triggering part 232c is an arc surface. The side surface of the blocking member 232 forms the driving portion 232b, and the driving portion 232b is an inclined surface. One end of the locking pin linkage 231 extends horizontally to one side of the blocking member 232. The cylindrical surface of the locking pin linkage 231 and the side of the blocking member 232 are located vertically below the driving part 232b. The upper end of the driving portion 232b is in direct contact with the lock pin 212 and is inclined toward one side of the lock pin 212 . The triggering part 232c movablely passes through the lock body 211 and extends to the lock seat 221 side. When the cockpit door is closed, the triggering part 232c abuts and cooperates with the locking trigger 234. The lock body 211 has a rotation limiting groove 211b for the trigger part 232c to move through. The two side walls of the rotation limiting groove 211b located in the rotation direction of the blocking member 232 can offset the side surfaces of the blocking member 232, thereby limiting the rotation of the blocking member 232. angle.

In this embodiment, the locking trigger 234 is fixedly disposed on the side of the lock base 221 close to the lock body 211 , and the locking trigger 234 has a triggering plane 234a that abuts the triggering portion 232c.

As shown in Figures 2 and 3, the rotary return member 233 is a torsion spring. The rotary return member 233 is sleeved on the fixed shaft 235, and the first end is stuck on the side of the blocking member 232 opposite to the side where the driving part 232b is located. The second end is in contact with the surface of the lock. Specifically, the second end is in contact with the surface of the lock body 211 . Therefore, the blocking member 232 always has a tendency to rotate toward the second position, so as to realize the rotational reset of the blocking member 232 from the first position to the second position.

When the blocking member 232 is in the second position, the rotating reset member 233 is in a pre-compression accumulating state, and the triggering part 232c and the locking triggering member 234 are in an elastic contact state. After the cockpit door is opened, the trigger portion 232c on the blocking member 232 is out of contact with the locking trigger 234. Therefore, the blocking member 232 can continue to move closer to the locking trigger 234 under the action of the rotating reset member 233. Laterally rotate a certain angle so that the trigger part 232c is closer to the locking trigger 234 relative to the abutment position, so as to ensure that during the closing process of the cockpit door, the locking trigger 234 can hit the triggering part 232c so that the blocking part 232 moves from the second The position is rotated to the first position to cancel the blocking, thereby ensuring that the locking action can be achieved during the closing process of the cockpit door.

FIG. 5 is a schematic three-dimensional structural diagram from one direction of the locking device 100 in the embodiment of the present invention.

As shown in Figures 2 and 5, in this embodiment, the difference between the upper lock 1 and the lower lock 2 is that there is no blocking mechanism 23 in the upper lock 1, and other structures are the same, so they will not be described again here. In other alternative embodiments, the blocking mechanism 23 may also be provided only in the upper lock 1 or both the upper lock 1 and the lower lock 2 may be provided with the blocking mechanism 23 .

FIG. 6 is a schematic three-dimensional structural view of the locking device 100 from another direction in the embodiment of the present invention; FIG. 7 is a schematic structural view of the locking device 100 from the front in the embodiment of the present invention.

As shown in FIGS. 5 to 7 , the unlocking component 3 includes a swing arm member 31 , a driving rod member 32 , a driven rod member 33 , a first pulling rod member 34 and a second pulling rod member 35 . The swing arm member 31 is rotatably disposed on the outer handle member 5. The swing arm member 31 has a first rotation fulcrum 311, a first swing end 312, a second swing end 313 and a third swing end 314. The driving rod 32 is used to connect with the inner handle part 4 and the outer handle part 5 to achieve lateral movement. The first end of the driven rod 33 is hinged to the end of the driving rod 32, and the second end is hinged to the first swing end 312 of the swing arm member 31, which is used to drive the swing arm member 31 around the first rotation fulcrum 311. Turn in the unlocking direction. As shown in Figure 7, the direction indicated by A is the unlocking direction. The first end of the first lever member 34 is hingedly connected to the second swing end 313 of the swing arm member 31, and the second end is indirectly or directly connected to the lock pin 212 in the upper lock 1, which is used to drive the lock in the upper lock 1. The pin 212 retracts in the unlocking direction to unlock the upper lock 1 . The first end of the second tie rod member 35 It is hinged with the third swing end 314 of the swing arm member 31, and the second end is indirectly or directly connected to the lock pin 212 in the lower lock 2, which is used to drive the lock pin 212 in the lower lock 2 to retract in the unlocking direction to unlock. Lower lock 2. Therefore, the inner handle part 4 or the outer handle part 5 can drive the driving rod 32 to move laterally and act on the first swing end 312 of the swing arm member 31 through the driven rod 33, thereby driving the swing arm member 31 to rotate around the first swing arm 31. The rotation fulcrum 311 rotates in the unlocking direction. When the swing arm member 31 rotates around the first rotation fulcrum 311 in the unlocking direction, it can not only drive the first pull rod member 34 to move through the second swing end 313, but also drive the lock pin 212 in the upper lock 1. To retract in the unlocking direction to unlock the upper lock 1, the third swing end 314 can also be used to drive the second pull rod member 35 to move, thereby driving the lock pin 212 in the lower lock 2 to retract in the unlocking direction to unlock the lower lock 2. This is achieved by The upper lock 1 and the lower lock 2 are unlocked in a coordinated manner.

In this embodiment, the second end of the first tension rod 34 is fixedly connected to the linkage rod 213 in the upper lock 1 , and the second end of the second tension rod 35 is fixedly connected to the linkage rod 213 in the lower lock 2 . Specifically, the second end of the second tension rod member 35 is hinged with the end of the linkage rod member 213 to ensure that when the swing arm member 31 rotates, it can drive the lock pin 212 to move along its own axis.

In this embodiment, the first tension rod member 34 is a hard rod member, and the second tension rod member 35 is a soft rod member. In other alternative implementations, the first tension rod member 34 and the second tension rod member 35 may both be hard rod members or both may be soft rod members.

In this embodiment, the driven rod 33 includes a first main body part 331 and two first connecting parts 332 located at both ends of the first main body part 331. The two first connecting parts 332 are both hingedly installed on the first main body part 331. At both ends of the main body part 331, the first end of the first main body part 331 is hingedly connected to the end of the driving rod 32 through one of the first connecting parts 332, and the second end of the first main body part 331 is connected to the end of the driving rod 32 through the other first connecting part 332. The first swing end 312 of the swing arm member 31 is hinged. Since the driving rod 32 moves laterally along an arc, the driven rod 33 is configured as a three-section structure, and each section is connected in a hinged manner, so that when the driving rod 32 moves laterally, the first main body portion 331 and the first connecting part 332 can be misaligned, thereby ensuring smoothness and stability during motion transmission.

As shown in FIGS. 6 and 7 , the inner handle part 4 includes an inner handle plate 41 , an inner handle 42 , a swing arm member 43 , a moving rod 44 and a lifting rod 45 . The inner handle panel 41 is fixedly arranged on the inside of the cockpit door. The inner handle 42 is hinged in the inner handle plate 41 and has a first rotating end 421 . The second swing arm member 43 has a second rotation fulcrum 431, a fourth swing end 432 and a fifth swing end 433. The first end of the moving rod 44 is hinged with the fifth swing end 433 of the second swing arm 43 , and the second end is hinged with the middle part of the driving rod 32 . The first end of the lifting rod 45 moves through the inner handle plate 41 and is hinged with the first rotating end 421 of the inner handle 42, and the second end is hinged with the fourth swing end 432 of the swing arm member 43. When the operator pulls the inner handle 42 outward, the inner handle 42 can rotate around the hinge point and drive the lifting rod 45 to move upward through the first rotating end 421, thereby acting on the fourth swing end 432 of the swing arm member 43 and driving the swing arm. The second arm member 43 rotates around the second rotation fulcrum 431. When the second swing arm member 43 rotates around the second rotation fulcrum 431, it can drive the moving rod 44 to move laterally through the fifth swing end 433, thus driving the driving rod 32 to move away from the swing arm. One side of the piece 31 moves laterally, thereby driving the unlocking component 3 to unlock the upper lock 1 and the lower lock Tool 2 enables the cockpit door to be opened from the inside.

In this embodiment, the second swing arm member 43 is rotatably disposed on the outer handle plate 51 , and the moving rod member 44 is slidably supported on the outer handle plate 51 . The inner handle component 4 also includes a return spring for moving and resetting the moving rod 44. The return spring is sleeved on the moving rod, with one end in contact with the outer handle plate 51 and the other end in contact with the surface of the moving rod 44.

In this embodiment, the moving rod 44 includes a second main body part 441 and a second connecting part 442 . The second main body part 441 and the second connecting part 442 are connected in a hinged manner. One end of the second main body part 441 is hingedly connected to the fifth swing end 433 of the swing arm member 43 through the second connecting part 442. The second main body part 441 The other end is hinged with the middle part of the driving rod 32 . Since the driving rod 32 moves laterally along an arc, the moving rod 44 is configured as a two-section structure, and the two sections are hingedly connected, so that when the driving rod 32 moves laterally, the second body portion 441 It can be misaligned with the second connecting portion 442, thereby ensuring smoothness and stability during motion transmission.

As shown in Figures 1 and 6, the inner handle plate 41 is fixedly installed at the armrest position of the cockpit door. The inner handle 42 is embedded in the groove on the top of the inner handle plate 41. The plane where the inner handle 42 rotates is in line with the direction of the cockpit door. The planes in which the door opening and closing directions are located are perpendicular to each other. By arranging the inner handle 42 at the armrest position of the cockpit door, the door opening operation method is an upward pull method, which is convenient for the driver to open the cockpit door and then push the cockpit door outwards, thereby realizing the opening of the cockpit door. At the same time, the inner handle 42 arranged at the armrest has a good hiding effect, which can avoid the possibility of accidentally opening the cockpit door due to scratches by people, clothes, etc.

As shown in FIGS. 5 and 6 , the outer handle part 5 includes an outer handle plate 51 and an outer handle 52 . The outer handle panel 51 is fixed on the outside of the cockpit door. The outer handle 52 is hinged in the outer handle plate 51 and has a second rotating end 521 . The second rotating end 521 of the outer handle 52 moves through the outer handle plate 51 and is hingedly connected with both ends of the driving rod 32 . When the operator pulls the outer handle 52 outward, the outer handle 52 can rotate around the hinge point and drive the driving rod 32 to move laterally to the side away from the swing arm member 31 through the second rotating end 521, thereby driving the unlocking component 3 to be linked. Unlock the upper lock 1 and the lower lock 2, and then the cockpit door can be opened from the outside.

Figure 8 is a schematic front structural view of the swing arm member 1 in the embodiment of the present invention.

In this embodiment, according to the ergonomic design requirements of the outer handle 52, the angle at which the outer handle 52 is operated to open the cockpit door should be 20°. As shown in Figure 8, in order to ensure that the opening angle of the outer handle 52 matches the opening stroke of the lock pin 212, the distance between the second swing end 313, the third swing end 314 of the swing arm member 31 and the first rotation fulcrum 311 They are all equal to D2, and the value of D2 is 44mm, so that the movement strokes of the lock pins 212 in the upper lock 1 and the lower lock 2 remain consistent. In addition, the distance between the first swing end 312 of the swing arm member 31 and the first rotation fulcrum 311 is D3, and the value of D3 is 25mm. The unlocking stroke of the lock is reduced to 13mm through the leverage ratio of 44:25. The movement stroke is transmitted to the outer handle 52 and the inner handle 42 respectively through the conversion of the swing arm member 31. Specifically, the outer handle 52 achieves an opening angle of 20° through a conversion. The inner handle 42 achieves an opening angle of 33° through the conversion of the swing arm member 43 .

In this embodiment, the inner handle plate 41, the inner handle 42, the outer handle plate 51, the outer handle 52, the first swing arm member 31 and the second swing arm member 43 are all made of 7075-T7351 aluminum alloy material.

Functions and effects of embodiments

Claims

A blocking mechanism is provided in the lock of the cockpit door and is used to block and limit the lock pin in the lock. It is characterized in that it includes:

The lock pin linkage (231) is indirectly or directly connected to the lock pin (212);

The blocking member (232) is used to block the locking pin linkage (231) when the locking pin (212) retracts to the unlocking position in the unlocking direction. The blocking member (232) can at least allow the Rotate between a first position where the locking pin linkage (231) passes and a second position where the locking pin linkage (231) is blocked after passing;

A rotational reset member (233), used to drive the blocking member (232) to rotate and reset from the first position to the second position after the lock pin linkage (231) passes; and

A locking trigger (234) for driving the blocking member (232) to rotate from the second position to the first position during closing of the cockpit door, and for driving the blocking member (232) when the blocking member (232) When in the second position, it abuts and cooperates with it,

Wherein, when the lock pin linkage (231) retracts along the unlocking direction with the lock pin (212), the blocking member (232) rotates from the second position to the first position. After the lock pin linkage (231) passes, the blocking member (232) rotates and resets from the first position to the second position.
The blocking mechanism according to claim 1, characterized in that:

Wherein, the blocking member (232) has:

A blocking portion (232a) is formed on the first end of the blocking member (232) and is used to block the locking pin linkage member (231) in the second position;

The driving part (232b) is formed on the side of the blocking member (232), and is used to interact with the locking pin linkage (231) when the locking pin (212) retracts along the unlocking direction. The locking pin linkage (231) cooperates to drive the blocking member (232) to rotate from the second position to the first position; and

The trigger part (232c) is formed on the second end of the blocking member (232) opposite to the first end, and is used to collide with the locking trigger member (234) during the closing process of the cockpit door, so as to driving the blocking member (232) to rotate from the second position to the first position to cancel the blocking, and for communicating with the locking trigger when the blocking member (232) is in the second position (234) Butt fit.
The blocking mechanism according to claim 2, characterized in that:

Wherein, the rotation return member (233) is a torsion spring, its first end is stuck on the side of the blocking member (232) opposite to the side where the driving part (232b) is located, and its second end Contact with the surface of the lock,

When the blocking member (232) is in the second position, the rotating reset member (233) is in a pre-compression accumulating state, and the triggering part (232c) and the locking triggering member (234) are in an elastic state. Butt status.
A lock set in a locking device of a cockpit door for locking the cockpit door, characterized by: include:

The lock body component (21) is fixedly installed on the cockpit door and has a lock body (211) and a lock pin (212);

The lock seat component (22) is fixedly provided on the cockpit door frame and has a lock seat (221) and a lock hole (222) for cooperating with the lock pin (212); and

The blocking mechanism (23) is the blocking mechanism described in any one of claims 1-3,

Wherein, the lock pin linkage (231) is fixedly connected to the lock pin (212),

The blocking member (232) is rotatably installed on the lock body (211),

The locking trigger (234) is fixedly mounted on the lock base (221).
The lock according to claim 4, characterized in that:

Wherein, the lock body component (21) also has:

The linkage rod (213) is slidably provided in the lock body (211) and is used to drive the lock pin (212) to retract along the unlocking direction so that it can be pulled out of the lock hole (222) or along the lock body. Extend in the closed direction to insert into the lock hole (222); and

The elastic member (214) is used to drive the lock pin (212) to extend and reset along the locking direction.
A locking device, characterized in that it includes:

The upper lock (1) is set on the top of the cockpit door;

The lower lock (2) is set at the bottom of the cockpit door;

An unlocking component (3), used to unlock the upper lock (1) and the lower lock (2) in a coordinated manner;

The inner handle component (4) is used to drive the unlocking component (3) to jointly unlock the upper lock (1) and the lower lock (2); and

The outer handle component (5) is used to drive the unlocking component (3) to jointly unlock the upper lock (1) and the lower lock (2),

Wherein, one or both of the upper lock (1) and the lower lock (2) are the locks described in any one of claims 4-5, and when the former is selected, the other lock includes a lock body component ( 21) and the lock seat component (22), the lock body component (21) and the lock seat component (22) are both the lock body component (21) and the lock seat component according to any one of claims 4-5 (twenty two).
The locking device according to claim 6, characterized in that:

Wherein, the unlocking component (3) includes:

The swing arm member one (31) has a first rotation fulcrum (311), a first swing end (312), a second swing end (313) and a third swing end (314);

A driving rod (32) used to connect with the inner handle part (4) and the outer handle part (5) to achieve lateral movement;

The driven rod (33) has its first end hinged with the end of the driving rod (32), and its second end with the first swing end (312) of the swing arm member (31). Hinged, used to drive the swing arm member one (31) to rotate around the first rotation fulcrum (311) in the unlocking direction;

The first pull rod member (34) has a first end that is hingedly connected to the second swing end (313) of the swing arm member one (31), and a second end of which is indirectly or directly connected to the inner side of the upper lock (1). The lock pin (212) is connected to drive the lock pin (212) in the upper lock (1) to retract along the unlocking direction to unlock the upper lock (1); and

The second pull rod member (35) has a first end that is hingedly connected to the third swing end (314) of the swing arm member one (31), and a second end that is indirectly or directly connected to the inner side of the lower lock (2). The lock pin (212) is connected and used to drive the lock pin (212) in the lower lock (2) to retract along the unlocking direction to unlock the lower lock (2).
The locking device according to claim 7, characterized in that:

Wherein, the inner handle component (4) includes:

Inner handle plate(41);

The inner handle (42) is hinged in the inner handle plate (41) and has a first rotating end (421);

The second swing arm member (43) has a second rotation fulcrum (431), a fourth swing end (432) and a fifth swing end (433);

The moving rod (44) has a first end that is hinged with the fifth swing end (433) of the second swing arm member (43), and a second end that is hinged with the middle part of the driving rod (32); as well as

The lifting rod (45) has a first end that movablely passes through the inner handle plate (41) and is hingedly connected with the first rotating end (421) of the inner handle (42), and a second end of which is connected with the first rotating end (421) of the inner handle (42). The fourth swing end (432) of the second swing arm member (43) is hinged.
The locking device according to claim 8, characterized in that:

Among them, the inner handle plate (41) is fixedly installed at the armrest position of the cockpit door, and the inner handle (42) is embedded in the groove on the top of the inner handle plate (41). The inner handle (42) The plane in which the rotation direction is located and the plane in which the cockpit door opens and closes are located are perpendicular to each other.
The locking device according to claim 7, characterized in that:

Wherein, the outer handle part (5) includes:

outer handle plate(51);

The outer handle (52) is hinged in the outer handle plate (51) and has a second rotating end (521).

The second rotating end (521) of the outer handle (52) movably passes through the outer handle plate (51) and is hingedly connected with both ends of the driving rod (32).