WO2024055506A1 - 用于直升机尾舱门的锁闭机构 - Google Patents

用于直升机尾舱门的锁闭机构 Download PDF

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Publication number
WO2024055506A1
WO2024055506A1 PCT/CN2023/076090 CN2023076090W WO2024055506A1 WO 2024055506 A1 WO2024055506 A1 WO 2024055506A1 CN 2023076090 W CN2023076090 W CN 2023076090W WO 2024055506 A1 WO2024055506 A1 WO 2024055506A1
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WO
WIPO (PCT)
Prior art keywords
swing arm
lock
assembly
tail
locking mechanism
Prior art date
Application number
PCT/CN2023/076090
Other languages
English (en)
French (fr)
Inventor
陈进宏
乐美健
郝欣欣
廖红亮
庄丰恺
Original Assignee
玉环天润航空机械制造有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 玉环天润航空机械制造有限公司 filed Critical 玉环天润航空机械制造有限公司
Publication of WO2024055506A1 publication Critical patent/WO2024055506A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B51/00—Operating or controlling locks or other fastening devices by other non-mechanical means
    • E05B51/02—Operating or controlling locks or other fastening devices by other non-mechanical means by pneumatic or hydraulic means
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B63/00—Locks or fastenings with special structural characteristics
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B65/00—Locks or fastenings for special use

Definitions

  • the invention relates to the field of aviation machinery manufacturing, and in particular to a locking mechanism for a helicopter tail hatch.
  • the tail hatch is located at the tail of the helicopter and is usually designed for large vehicles and personnel to enter and exit the helicopter. Therefore, the tail hatch has the characteristics of a large structure and heavy weight.
  • the locking mechanism of the tail hatch is used to provide support for opening and locking the tail hatch of the helicopter. It locks the tail hatch during the flight of the helicopter to ensure that the helicopter is flying in a safe state. Due to the large shape and weight of the tail hatch, coupled with the acceleration of the helicopter and the turbulence of the tail blades, the tail hatch will bear a large helicopter aerodynamic load, so the locking mechanism of the tail hatch requires a high locking force. reliability.
  • Tail hatches at home and abroad usually use a horizontal pin structure designed on the tail hatch, and a lock hook is designed in the door frame of the tail hatch.
  • the tail hatch is locked by the lock hook and the horizontal pin.
  • it is usually hydraulic or Unlocking in the form of a manually driven latch.
  • the manual unlocking mechanism is usually set near the locking point. Since the locking point of the tail hatch is usually located at the end of the tail hatch, there is a certain risk in manually opening the tail hatch.
  • the present invention is made to solve the above problems, and aims to provide a locking mechanism for a helicopter tail hatch.
  • the invention provides a locking mechanism for a helicopter tail cabin door, which is used to lock the tail cabin and the tail cabin door of the helicopter.
  • the tail cabin is provided with a tail cabin door frame corresponding to the tail cabin door, and has Such features include: two lock box assemblies, respectively installed on both sides of the tail hatch door frame; two lock seat assemblies, respectively installed on both sides of the tail hatch door, and cooperate with the lock box components on the same side , to realize locking or unlocking the locking mechanism;
  • the manual unlocking component is installed in the tail cabin;
  • the hydraulic unlocking component is installed in the tail cabin;
  • the swing arm component is installed in the tail cabin, including the swing arm base and the swing arm base.
  • the first swing arm and the second swing arm on the upper swing arm, the first swing arm and the second swing arm are engaged and driven; and the transmission assembly; wherein, a lock box assembly and a manual unlocking assembly are respectively connected to the first swing arm through the transmission assembly, Another lock box component and a hydraulic unlocking component are respectively connected to the second swing arm through a transmission component; the locking point formed by each matching lock box component and lock seat component is away from the tail hatch door frame and the hinge end axis of the tail hatch door set up.
  • the locking mechanism for the helicopter tail hatch may also have the following features: the lock box assembly package It includes a lock box, a lock tongue, a lock tongue swing arm, and a first spring.
  • the lock box is installed on the tail hatch door frame and has a parallel lock tongue slide groove and a first convex shaft slide groove.
  • the lock tongue is slidably installed on the In the lock tongue slide groove, the side surface of the lock tongue has a convex shaft arranged in the first convex shaft slide groove.
  • the lock tongue swing arm includes a short arm portion and a long arm portion that are connected and arranged at an angle.
  • the connection point of the arm is hinged on the lock box.
  • the short arm is provided with a second convex shaft chute that drives the convex shaft movement.
  • the free end of the long arm is connected to the transmission assembly.
  • the first spring is installed in the lock tongue chute. , and provide locking force for locking the lock tongue and the lock seat assembly by resisting the lock tongue.
  • a roller for reducing friction on the contact surface may be provided between the lock tongue and the lock tongue slide groove.
  • the locking mechanism for the helicopter tail hatch may also have the following feature: the lock seat assembly includes a lock seat, and the lock seat is installed on the tail hatch and has a lock hole for the lock bolt to be inserted.
  • the lock base assembly also includes a micro switch contact rod, a micro switch, and a second spring.
  • the micro switch contact rod is movably installed on the lock base along its axis, and one end is embedded in the lock hole for being used.
  • the lock tongue is pushed, the micro switch is installed on the lock seat and matches the micro switch contact rod, and the second spring is installed on the lock seat for resetting the micro switch contact rod.
  • the locking mechanism for the helicopter tail door may also have the following features: the first swing arm includes a first gear part and a first short arm that are connected and arranged at an angle in the circumferential direction. and the first long arm part. The connection between the first gear part, the first short arm part and the first long arm part is hinged on the swing arm seat. The free end of the first short arm part is connected to the swing arm through the transmission assembly.
  • a lock box assembly is transmission connected, and the free end of the first long arm part is transmission connected with the manual unlocking assembly through the transmission assembly;
  • the second swing arm includes a second gear part connected and arranged at an angle in the circumferential direction, a second short arm
  • the connection point of the arm part, the second long arm part, the second gear part, the second short arm part and the second long arm part is hinged on the swing arm base, and the second gear part meshes with the first gear part
  • the free end of the second short arm part is drivingly connected to the hydraulic unlocking assembly through the transmission assembly
  • the free end of the second long arm part is drivingly connected to another lock box assembly through the transmission assembly.
  • the locking mechanism for the helicopter tail door may also have the following feature: the swing arm assembly further includes a tension spring, one end of the tension spring is connected to the swing arm seat, and the other end is connected to the first swing arm seat. On the first swing arm or the second swing arm, the tension spring is used to drive the first swing arm and the second swing arm to rotate and reset after the locking mechanism is unlocked.
  • the locking mechanism for a helicopter tail hatch may also have the following feature: the manual unlocking assembly includes a handle base and a handle, and the handle is connected to the transmission assembly and can be pulled on the handle base.
  • the locking mechanism for the helicopter tail door may also have the following features: the hydraulic unlocking assembly includes a hydraulic cylinder and a control switch, the output end of the hydraulic cylinder is connected to the transmission assembly, and the control switch is installed in the cockpit Inside, for remote control of hydraulic cylinders.
  • the locking mechanism for the helicopter tail door may also have the following features: the transmission assembly includes a wire rope, a pulley, and a wire rope protective cover, and a plurality of pulleys are distributed at the turning point positions of the path of the wire rope, A wire rope protective cover is installed on each pulley.
  • the wire rope protective cover is used to prevent the wire rope from falling off and has an annular side wall covering the circumferential surface of the pulley.
  • a plurality of grid grooves for wire ropes to pass through are evenly distributed along the circumferential direction on the shaped side wall.
  • the locking mechanism for the helicopter tail door of the present invention since it includes a manual unlocking component and a hydraulic unlocking component, when it is necessary to unlock the locking mechanism, the manual unlocking component can be directly manually operated or the hydraulic unlocking component can be remotely controlled.
  • the two lock box assemblies installed on both sides of the tail hatch door frame are synchronously driven to separate from the lock seat components installed on both sides of the tail hatch door to achieve unlocking.
  • this locking mechanism has manual unlocking and hydraulic unlocking methods, which are easy and flexible to operate; because the locking point formed by the lock box assembly and the lock seat assembly is set far away from the tail hatch door frame and the hinged end axis of the tail hatch door, this locking mechanism can provide a higher locking Tightening torque for higher locking safety.
  • Figure 1 is a schematic structural diagram of a locking mechanism for a helicopter tail hatch in an embodiment of the present invention
  • Figure 2 is a perspective view of the locking mechanism for the helicopter tail cabin door on the tail cabin frame in an embodiment of the present invention
  • Figure 3 is a side view of the locking mechanism for the helicopter tail cabin door on the tail cabin frame in an embodiment of the present invention
  • Figure 4 is a front view of a locking mechanism for a helicopter tail hatch in an embodiment of the present invention
  • Figure 5 is a partial enlarged view of position A in Figure 4.
  • Figure 6 is a schematic structural view of the lock box and the lock seat in Figure 5 after hiding part of the lock box;
  • Figure 7 is a side view of a locking mechanism for a helicopter tail hatch in an embodiment of the present invention.
  • Figure 8 is a partial enlarged view of B in Figure 7;
  • Figure 9 is a bottom view of a locking mechanism for a helicopter tail hatch in an embodiment of the present invention.
  • Figure 10 is a partial enlarged view of C in Figure 9;
  • Figure 11 is a schematic diagram of the changes in the initial state and final state of the swing arm assembly in the embodiment of the present invention.
  • Figure 12 is a schematic diagram of the principle of the swing arm assembly when driven by the manual unlocking assembly in the embodiment of the present invention.
  • Figure 13 is a schematic diagram of the principle of the swing arm assembly when driven by the hydraulic unlocking assembly in the embodiment of the present invention
  • Figure 14 is a partial structural schematic diagram of the transmission assembly in the embodiment of the present invention.
  • Figure 15 is a schematic structural diagram of the steel cable protective cover in the embodiment of the present invention.
  • Figure 1 is a schematic structural diagram of a locking mechanism 100 for a helicopter tail door.
  • Figures 2 and 3 are respectively a perspective view and a side view of the locking mechanism 100 for a helicopter tail door on the tail cabin frame 3.
  • this embodiment provides a locking mechanism 100 for a helicopter tail door, including two lock box assemblies 10, two lock seat assemblies 20, a manual unlocking assembly 30, and a hydraulic unlocking assembly. Assembly 40, swing arm assembly 50, and transmission assembly 60.
  • Two lock box assemblies 10 are respectively installed on both sides of the tail hatch door frame 1, and two lock seat assemblies 20 are respectively installed on both sides of the tail hatch door 2.
  • the lock box assembly 10 and the lock base assembly 20 are located on the same side.
  • the locking mechanism 100 is locked or unlocked.
  • the manual unlocking assembly 30, the hydraulic unlocking assembly 40, and the swing arm assembly 50 are all installed in the tail cabin frame 3, and are usually located at the top.
  • the two lock box assemblies 10 , the manual unlocking assembly 30 , and the hydraulic unlocking assembly 40 are respectively connected to the swing arm assembly 50 through the transmission assembly 60 .
  • the manual unlocking assembly 30 or the hydraulic unlocking assembly 40 is operated, and the two lock box assemblies 10 are synchronously driven to separate from the matching lock seat assembly 20 through the linkage of the swing arm assembly 50 and the transmission assembly 60. Unlocking achieved.
  • one end of the tail hatch door frame 1 and the tail hatch door 2 is a hinged end that is hinged to each other, and the other end of the tail hatch door frame 1 and the tail hatch door 2 is an opening and closing end that cooperates with each other.
  • the lock box assembly 10 and the lock seat assembly 20 are both arranged away from the axis of the hinge end. Such a lock point position setting can provide a higher locking torque and have higher locking safety.
  • the length L of the tail hatch 2 is 2647 mm
  • the distance a from the locking point A formed by the lock box assembly 10 and the lock seat assembly 20 to the hinge point B of the tail hatch door frame 1 and the tail hatch 2 is 1816 mm. .
  • Figure 4 is a front view of the locking mechanism 100 for the helicopter tail door.
  • Figure 5 is a partial enlarged view of position A in Figure 4.
  • Figure 6 is a schematic structural view of the lock box 11 and the lock seat 21 in Figure 5 after hiding part of the lock box 11 and the lock seat 21.
  • each lock box assembly 10 mainly includes a lock box 11, a lock tongue 12, a lock tongue swing arm 13, and a third One spring 14.
  • the lock box 11 is installed on the tail hatch door frame 1.
  • the lock box 11 has parallel lock tongue slide grooves (not shown in the figure) and a first convex shaft slide groove 111.
  • the lock tongue 12 is slidably installed in the lock tongue chute.
  • the head end of the lock tongue 12 is used to be inserted into the lock hole 211 of the lock base 21 to achieve the locking function.
  • the side of the lock tongue 12 has a lock tongue for driving the lock tongue swing arm 13
  • the convex shaft 121 is disposed in the first convex shaft slide groove 111 .
  • the lock tongue swing arm 13 includes a short arm portion 131 and a long arm portion 132 that are connected and arranged at an angle.
  • the connection point between the short arm portion 131 and the long arm portion 132 is hinged on the lock box 11 , and the lock tongue swing arm 13 revolves around the lock box 11 .
  • the hinge joint is rotatable, and the short arm portion 131 is provided with a second convex shaft chute 1321 along the length direction that matches the convex shaft 121.
  • the short arm portion 131 drives the convex shaft 121 along the first convex shaft through the second convex shaft chute 1321.
  • the chute 111 slides, thereby driving the lock tongue 12 to slide along the lock tongue chute.
  • the free end of the long arm 132 is connected to the wire rope of the transmission assembly and is used to be driven by the power transmitted by the transmission assembly.
  • the first spring 14 is disposed in the lock tongue slide groove, and its two ends are respectively against the rear end of the lock tongue 12 and the lock box 11. The first spring 14 is used to provide locking to keep the lock tongue 12 in the lock hole 211. force.
  • the free end of the long arm portion 132 of the lock tongue swing arm 13 is driven by the transmission assembly, so that the lock tongue swing arm 13 rotates around the hinge with the lock box 11, and the short arm portion 131 passes through the second
  • the convex shaft chute 1321 drives the convex shaft 121 to slide along the first convex shaft chute 111, and then drives the lock tongue 12 to retreat along the lock tongue chute.
  • the head end of the lock tongue 12 is separated from the lock hole 211 of the lock seat 21, and the lock tongue 12 is realized. Unlocked.
  • the head end of the lock tongue 12 is inserted into and held in the lock hole 211 under the elastic force of the first spring 14, thereby achieving locking.
  • each lock box assembly 10 in order to reduce the frictional resistance between the lock tongue 12 and the lock tongue slide groove, each lock box assembly 10 also includes a roller 15 .
  • a roller 15 is installed in each groove.
  • the roller 15 is in rolling contact with the lock tongue 12 and the lock tongue slide groove respectively, so that the lock tongue There is rolling friction between the tongue 12 and the lock tongue slide groove. Compared with sliding friction, the friction resistance is greatly reduced, and the lock tongue 12 moves faster in the lock tongue slide groove.
  • each lock seat assembly 20 mainly includes a lock seat 21 , and also includes a micro switch contact rod 22 , a micro switch 23 , and a second spring 24 .
  • the lock seat 21 is installed on the tail hatch 2 and has a lock hole 211 .
  • the micro switch contact rod 22 is movably mounted on the lock seat 21 along its axis, and one end is embedded in the lock hole 211 , and this end is used to be pushed by the head end of the lock tongue 12 of the lock box assembly 10 .
  • the micro switch 23 is installed on the lock base 21 and cooperates with the micro switch contact rod 22.
  • the micro switch 23 can be electrically connected to a prompt device for prompting the opening and closing status of the locking mechanism 100.
  • the second spring 24 is sleeved on the micro switch contact rod 22, and its two ends are respectively pressed against the step surface of the micro switch contact rod 22 and the lock seat 21. The second spring 24 is used to drive the micro switch contact rod 22 to reset.
  • the micro switch contact rod 22 moves due to one end being pushed by the lock tongue 12, and the micro switch contact rod 22 contacts and moves during the movement.
  • the prompting device prompts that the locking mechanism 100 is in a locked state, and during this process, the second spring 24 is squeezed.
  • the micro switch contact rod 22 is reset under the elastic force of the second spring 24, and the micro switch contact rod 22 is reset. The switch contact rod 22 is disconnected from the micro switch 23, and the prompting device prompts that the locking mechanism 100 is in an unlocked state.
  • the overlap amount of the lock tongue 12 and the lock seat 21 is an important design parameter to ensure the locking of the tail hatch 2.
  • the extension b of the lock tongue 12 is designed to be 18 mm.
  • the stroke S1 of 12 is designed to be 20mm, leaving a margin of 2mm; the short arm portion 131 and the long arm portion 132 of the lock tongue swing arm 13 are perpendicular, and the lengths are designed to be 24mm and 60mm respectively.
  • the leverage ratio is 1:2.5.
  • the tongue swing arm 13 further enlarges the stroke of the lock tongue 12 to 50mm, see S2.
  • Figure 7 is a side view of a locking mechanism 100 for a helicopter tail door.
  • the manual unlocking assembly 30 includes a handle base 31 and a handle 32 .
  • the handle seat 31 is arranged in the tail cabin and installed on the top of the tail cabin frame.
  • the handle 32 is connected to the wire rope of the transmission assembly and can be pulled on the handle seat 31 . When the handle 32 is pulled, the handle 32 drives the transmission assembly to transmit power.
  • the operating force of the handle 32 should be between 50 and 100N, and the downward pulling stroke should not be greater than 150mm.
  • the operating force is designed to be 80 to 85N, and the stroke design is 100mm.
  • Figure 8 is a partial enlarged view of B in Figure 7;
  • the hydraulic unlocking assembly 40 includes a hydraulic cylinder 41 and a control switch (not shown in the figures).
  • the hydraulic cylinder 41 is arranged in the tail cabin and installed on the top of the tail cabin frame.
  • the output end of the hydraulic cylinder 41 is connected to the wire rope of the transmission assembly.
  • the control switch is installed in the cockpit and is used to remotely control the hydraulic cylinder 41. When the control switch is operated, the output end of the hydraulic cylinder 41 retracts and drives the transmission assembly to transmit power.
  • the stroke of the hydraulic cylinder 41 is designed according to its external dimensions. Since the hydraulic cylinder 41 has a large acting force and a limited hydraulic oil capacity, the stroke of the hydraulic cylinder 41 is designed to be as small as possible. In this embodiment, the stroke S3 of the hydraulic cylinder 41 is 33.8mm.
  • FIG. 9 is a bottom view of the locking mechanism 100 for a helicopter tail door in an embodiment of the present invention
  • FIG. 10 is a partial enlarged view of position C in FIG. 9 .
  • the swing arm assembly 50 mainly includes a swing arm base 51 , a first swing arm 52 , and a second swing arm 53 .
  • the swing arm base 51 is arranged in the tail cabin and installed on the top of the tail cabin frame.
  • the first swing arm 52 and the second swing arm 53 are both installed on the swing arm base 51 .
  • the first swing arm 52 includes a first gear portion 521 , a first short arm portion 522 and a first long arm portion 523 that are connected and arranged at an angle in the circumferential direction.
  • the first gear portion 521 and the first short arm portion The connection point between the first long arm portion 522 and the first long arm portion 523 is hinged on the swing arm base 51, and the first swing arm 52 is rotatable around the hinge joint.
  • the second swing arm 53 includes a second gear portion 531 , a second short arm portion 532 and a second long arm portion 533 that are connected and arranged at an angle in the circumferential direction.
  • the second gear portion 531 and the second short arm portion The connection point between the first part 532 and the second long arm part 533 is hinged on the swing arm base 51, and the second swing arm 53 is rotatable around the hinge point.
  • the first gear part 521 and the second gear part 531 mesh with each other and both are in the shape of sector gears.
  • the free end of the first short arm portion 522 is connected to the free end of the long arm portion 132 of the lock tongue swing arm 13 of the lock box assembly 10 through the wire rope of the transmission assembly.
  • the free end of the first long arm portion 523 is connected to the handle 32 of the manual unlocking assembly 30 through the wire rope of the transmission assembly.
  • the free end of the second short arm portion 532 is connected to the output end of the hydraulic cylinder 41 of the hydraulic unlocking assembly 40 through the wire rope of the transmission assembly.
  • the free end of the second long arm portion 533 is connected to another lock box assembly through the wire rope of the transmission assembly.
  • the free end of the long arm portion 132 of the lock bolt swing arm 13 of 10 is connected.
  • the swing arm assembly 50 also includes a tension spring 54, one end of the tension spring 54 It is connected to the swing arm base 51, and the other end can be connected to any swing arm, as long as it can drive the first swing arm 52 and the second swing arm 53 to rotate and reset after the locking mechanism is unlocked.
  • the other end of the tension spring 54 is connected to the second gear portion 531 of the second swing arm 53 .
  • FIG. 11 is a schematic diagram of the changes between the initial state and the final state of the swing arm assembly 50 .
  • the left part is the initial state of the first swing arm 52 and the second swing arm 53
  • the right part is the final state after the first swing arm 52 and the second swing arm 53 rotate.
  • the radius of the indexing circle of the first gear part 521 and the second gear part 531 are both 40 mm
  • the central angle is 50°
  • ⁇ in the figure is 25°
  • the long arm portion 523 is perpendicular to each other and has a length of 60mm and 120mm respectively.
  • the leverage ratio of the first short arm portion 522 and the first long arm portion 523 is 1:2
  • the second short arm portion 532 and the second long arm portion 532 are 1:2.
  • the arm portions 533 are vertical and have lengths of 40 mm and 60 mm respectively.
  • the leverage ratio of the second short arm portion 532 and the second long arm portion 533 is 2:3.
  • the leverage ratio of the short arm portion 131 and the long arm portion 132 of the lock tongue swing arm 13 is 1:2.5.
  • the force transmitted from a single locking point to the lock tongue swing arm 13 and then to the swing arm assembly 50 is 80N.
  • the force transmitted to the swing arm assembly 50 from two locking points is 160N.
  • the force of the tension spring 54 Compared with this, it can be ignored. Therefore, the first swing arm 52 adopts a labor-saving arm design, and the leverage ratio of the first short arm part 522 and the first long arm part 523 is designed to be 1:2.
  • the manual unlocking calculated from this The operating force required for the handle 32 of the component 30 is 80 ⁇ 85N, which meets the design specification requirements of 50 ⁇ 100N in the ergonomic design. It is also based on the movement stroke S2 of each locking point being 50mm. After being amplified by the first swing arm 52, the operating force is manually The operating stroke S4 is 100mm.
  • the second swing arm 53 adopts a laborious arm design.
  • the leverage ratio of the second short arm part 532 and the second long arm part 533 is 2:3. Calculated in this way, the hydraulic stroke S3 is 33.8mm.
  • the first swing arm 52 and the second swing arm 53 are made of stainless steel 05Cr17Ni4Cu4Nb.
  • the fatigue strength of the material after heat treatment is 500MPa.
  • the design is based on a safety factor of 2 times, that is, the gear meshing position.
  • the ultimate bearing capacity shall not be greater than 250MPa. This design can ensure the fatigue life of the swing arm.
  • FIG. 12 is a schematic diagram of the principle of the swing arm assembly 50 when driven by the manual unlocking assembly.
  • the free end of the first long arm portion 523 of the first swing arm 52 is driven by the power transmitted by the transmission assembly to move in the direction shown in the figure, causing the first swing arm 52 to rotate around the hinge.
  • the second swing arm 53 is driven to rotate around its hinge point through the meshing gear part, so that the free end of the first short arm part 522 of the first swing arm 52 and the second long arm part 533 of the second swing arm 53
  • the free end of the lock box moves in the direction shown in the figure, and transmits power to the two lock box components through the transmission component respectively, and then cooperates with the two lock seat components to realize the unlocking of the locking mechanism.
  • Figure 13 is a schematic diagram of the principle of the swing arm assembly 50 when driven by the hydraulic unlocking assembly.
  • FIG. 14 is a partial structural diagram of the transmission assembly 60
  • FIG. 15 is a structural diagram of the steel cable protective cover 63 .
  • the transmission assembly 60 mainly includes a wire rope 61 , a pulley 62 , and a wire rope protective cover 63 .
  • a wire rope 61 There are at least four wire ropes 61 , and each of the two lock box assemblies 10 , the manual unlocking component 30 , and the hydraulic unlocking component 40 can be connected to the swing arm assembly 50 through one wire rope 61 .
  • a wire rope protective cover 63 is set on each pulley 62.
  • the wire rope protective cover 63 limits the path of the wire rope 61 and prevents the wire rope 61 from falling off the pulley 62.
  • the transmission assembly 60 may also include a universal connecting rod 63.
  • the universal connecting rod 63 is used to connect the steel wire rope 61, which can improve the stability of the transmission and better cope with different flight conditions of the helicopter.
  • the wire rope protective cover 63 has an annular side wall covering the circumferential surface of the pulley 62.
  • the annular side wall is evenly provided with a plurality of grid grooves 631 for the wire rope 61 to pass through.
  • the height of the pulley 631 matches the thickness of the pulley 62.
  • the grid groove 631 limits the path of the wire rope 61 and prevents the wire rope 61 from falling off the pulley 62.
  • the number and size of the grid grooves 631 are designed according to the diameter of the steel wire rope 61 and all possible path angles. In this embodiment, the diameter of the steel wire rope 61 is 2mm, and the height of the grid grooves 631 and the thickness of the pulley 62 are designed to be 7mm.
  • the number of grid grooves 631 is 10 and the width is 8.3mm, so that the wire rope protective cover 63 can match the path angles of all wire ropes 61 in this solution.
  • the wire rope protective cover 63 In normal use, the wire rope protective cover 63 only needs to protect the wire rope 61 from coming out, and there is no load-bearing requirement.
  • the wire rope protective cover 63 is made of high-strength aviation aluminum alloy 7075-T7351.
  • the surface is anodized with sulfuric acid, which can meet the three prevention requirements such as salt spray, heat and humidity, and mold.
  • the locking mechanism for the helicopter tail door of the present invention since it includes a manual unlocking component and a hydraulic unlocking component, when it is necessary to unlock the locking mechanism, the manual unlocking component can be directly manually operated or the hydraulic unlocking component can be remotely controlled.
  • the two lock box assemblies installed on both sides of the tail hatch door frame are synchronously driven to separate from the lock seat components installed on both sides of the tail hatch door to achieve unlocking.
  • this locking mechanism has manual unlocking and hydraulic unlocking methods, which are easy and flexible to operate; because the locking point formed by the lock box assembly and the lock seat assembly is set far away from the tail hatch door frame and the hinged end axis of the tail hatch door, this locking mechanism can provide a higher locking Tightening torque for higher locking safety.

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  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Structural Engineering (AREA)
  • Lock And Its Accessories (AREA)

Abstract

本发明提供了一种用于直升机尾舱门的锁闭机构，涉及航空机械领域，包括：两个锁盒组件，分别安装在尾舱门门框的两侧上；两个锁座组件，分别安装在尾舱门的两侧上；手动解锁组件、液压解锁组件、摆臂组件，均安装在尾舱内，其中摆臂组件包括摆臂座及铰接在其上的第一摆臂和第二摆臂，第一摆臂和第二摆臂啮合传动；一个锁盒组件和手动解锁组件分别通过传动组件与第一摆臂传动连接，另一个锁盒组件和液压解锁组件分别通过传动组件与第二摆臂传动连接。本锁闭机构具有手动解锁和液压解锁两种方式，操作方便、灵活。锁盒组件和锁座组件构成的锁点远离尾舱门门框和尾舱门的铰接端轴线设置，可提供较高的锁紧力矩，具有更高的锁闭安全性。

Description

用于直升机尾舱门的锁闭机构 技术领域
本发明涉及航空机械制造领域，具体涉及一种用于直升机尾舱门的锁闭机构。
背景技术
尾舱门位于直升机的尾部，通常用于大型车辆、人员进出直升机设计，因此尾舱门具有结构大、重量重的特点。尾舱门的锁闭机构用于提供直升机尾舱门的开启操作和锁紧支持，其在直升机飞行过程中对尾舱门锁闭，保证直升机飞行处于安全状态。由于尾舱门的外形、重量均较大，并且附加直升机的加速度以及尾部桨叶乱流，尾舱门会承受较大的直升机气动载荷，因此尾舱门的锁闭机构需要较高的锁闭可靠性。
现有国内外的尾舱门通常采用在尾舱门上设计横销结构，在尾舱门的门框内设计锁钩，通过锁钩和横销配合锁紧尾舱门，开启时通常采用液压或手动驱动锁钩的形式解锁。这种结构方案中，手动解锁的机构通常设置在锁点附近，由于尾舱门的锁点通常位于尾舱门的末端，因此，手动开启尾舱门的方式具备一定的危险性。
发明内容
本发明是为了解决上述问题而进行的，目的在于提供一种用于直升机尾舱门的锁闭机构。
本发明提供了一种用于直升机尾舱门的锁闭机构，用于对直升机的尾舱和尾舱门进行锁闭，尾舱上设有与尾舱门相对应的尾舱门门框，具有这样的特征，包括：两个锁盒组件，分别安装在尾舱门门框的两侧上；两个锁座组件，分别安装在尾舱门的两侧上，并与同侧的锁盒组件配合，实现锁闭或解锁锁闭机构；手动解锁组件，安装在尾舱内；液压解锁组件，安装在尾舱内；摆臂组件，安装在尾舱内，包括摆臂座及铰接在摆臂座上的第一摆臂和第二摆臂，第一摆臂和第二摆臂啮合传动；以及传动组件；其中，一个锁盒组件和手动解锁组件分别通过传动组件与第一摆臂传动连接，另一个锁盒组件和液压解锁组件分别通过传动组件与第二摆臂传动连接；每个相配合的锁盒组件和锁座组件构成的锁点远离尾舱门门框和尾舱门的铰接端轴线设置。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：锁盒组件包 括锁盒、锁舌、锁舌摆臂、以及第一弹簧，锁盒安装在尾舱门门框上且具有相平行的锁舌滑槽和第一凸轴滑槽，锁舌可滑动地安装在锁舌滑槽内，锁舌的侧面具有设置在第一凸轴滑槽内的凸轴，锁舌摆臂包括相连接且呈夹角设置的短臂部和长臂部，短臂部和长臂部的连接处铰接在锁盒上，短臂部上设有带动凸轴运动的第二凸轴滑槽，长臂部的自由端与传动组件连接，第一弹簧安装在锁舌滑槽内，并且通过抵住锁舌提供使锁舌与锁座组件锁闭的锁紧力。
进一步地，锁舌和锁舌滑槽之间可设有用于降低接触面摩擦力的滚轴。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：锁座组件包括锁座，锁座安装在尾舱门上且具有供锁舌插入的锁孔。
进一步地，锁座组件还包括微动开关触杆、微动开关、以及第二弹簧，微动开关触杆沿其轴线可移动地安装在锁座上，并且一端嵌入锁孔内，用于被锁舌推动，微动开关安装在锁座上且与微动开关触杆相配合，第二弹簧安装在锁座上，用于使微动开关触杆复位。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：第一摆臂包括相连接且在周向呈夹角设置的第一齿轮部、第一短支臂部以及第一长支臂部，第一齿轮部、第一短支臂部、第一长支臂部的连接处铰接在摆臂座上，第一短支臂部的自由端通过传动组件与一个锁盒组件传动连接，第一长支臂部的自由端通过传动组件与手动解锁组件传动连接；第二摆臂包括相连接且在周向呈夹角设置的第二齿轮部、第二短支臂部以及第二长支臂部，第二齿轮部、第二短支臂部、第二长支臂部的连接处铰接在摆臂座上，第二齿轮部与第一齿轮部相啮合，第二短支臂部的自由端通过传动组件与液压解锁组件传动连接，第二长支臂部的自由端通过传动组件与另一个锁盒组件传动连接。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：摆臂组件还包括拉簧，拉簧的一端连接在摆臂座上，另一端连接在第一摆臂或第二摆臂上，拉簧用于在锁闭机构解锁后带动第一摆臂和第二摆臂转动复位。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：手动解锁组件包括把手座和把手，把手与传动组件连接，并可被拉动地配置在把手座上。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：液压解锁组件包括液压缸和控制开关，液压缸的输出端与传动组件连接，控制开关安装在驾驶舱内，用于远程控制液压缸。
在本发明提供的用于直升机尾舱门的锁闭机构中，还可以具有这样的特征：传动组件包括钢丝绳、滑轮、以及钢索防护罩，多个滑轮分布在钢丝绳的路径的折点位置，每个滑轮上安装有钢索防护罩，钢索防护罩用于防止钢丝绳脱落且具有罩住滑轮圆周面的环形侧壁，环 形侧壁上沿周向均匀分布有多个供钢丝绳穿过的栅槽。
发明的作用与效果
根据本发明所涉及的用于直升机尾舱门的锁闭机构，因为包括手动解锁组件和液压解锁组件，当需要解锁锁闭机构时，直接手动操作手动解锁组件或远程控制液压解锁组件，就能通过摆臂组件和传动组件的联动同步带动安装在尾舱门门框两侧的两个锁盒组件分别脱离安装在尾舱门两侧的锁座组件，实现解锁，所以本锁闭机构具有手动解锁和液压解锁两种方式，操作方便、灵活；因为锁盒组件和锁座组件构成的锁点远离尾舱门门框和尾舱门的铰接端轴线设置，所以本锁闭机构可提供较高的锁紧力矩，具有更高的锁闭安全性。
附图说明
图1是本发明的实施例中用于直升机尾舱门的锁闭机构的结构示意图；
图2是本发明的实施例中用于直升机尾舱门的锁闭机构在尾舱框架上的立体图；
图3是本发明的实施例中用于直升机尾舱门的锁闭机构在尾舱框架上的侧视图；
图4是本发明的实施例中用于直升机尾舱门的锁闭机构的主视图；
图5是图4中A处的局部放大图；
图6是图5隐藏部分锁盒和锁座后的结构示意图；
图7是本发明的实施例中用于直升机尾舱门的锁闭机构的侧视图；
图8是图7中B处的局部放大图；
图9是本发明的实施例中用于直升机尾舱门的锁闭机构的仰视图；
图10是图9中C处的局部放大图；
图11是本发明的实施例中摆臂组件的初始状态和最终状态的变化示意图；
图12是本发明的实施例中摆臂组件在被手动解锁组件驱动时的原理示意图；
图13是本发明的实施例中摆臂组件在被液压解锁组件驱动时的原理示意图；
图14是本发明的实施例中传动组件的部分结构示意图；
图15是本发明的实施例中钢索防护罩的结构示意图。
附图标记说明：
1尾舱门门框；2尾舱门；3尾舱框架；A锁点；B铰接点；100锁闭机构；10锁盒组件；11
锁盒；111第一凸轴滑槽；12锁舌；121凸轴；13锁舌摆臂；131短臂部；132长臂部；1321第二凸轴滑槽；14第一弹簧；15滚轴；20锁座组件；21锁座；211锁孔；22微动开关触杆； 23微动开关；24第二弹簧；30手动解锁组件；31把手座；32把手；40液压解锁组件；41液压缸；50摆臂组件；51摆臂座；52第一摆臂；521第一齿轮部；522第一短支臂部；523第一长支臂部；53第二摆臂；531第二齿轮部；532第二短支臂部；533第二长支臂部；54拉簧；60传动组件；61钢丝绳；62滑轮；63钢索防护罩；631栅槽；64万向连杆。
具体实施方式
为了使本发明实现的技术手段、创作特征、达成目的与功效易于明白了解，以下实施例结合附图对本发明作具体阐述。
实施例
图1是用于直升机尾舱门的锁闭机构100的结构示意图，图2和图3分别是用于直升机尾舱门的锁闭机构100在尾舱框架3上的立体图和侧视图。
如图1至图3所示，本实施例提供了一种用于直升机尾舱门的锁闭机构100，包括两个锁盒组件10、两个锁座组件20、手动解锁组件30、液压解锁组件40、摆臂组件50、以及传动组件60。
两个锁盒组件10分别安装在尾舱门门框1的两侧上，两个锁座组件20分别安装在尾舱门2的两侧上，位于同侧的锁盒组件10和锁座组件20相配合，实现锁闭或解锁锁闭机构100。手动解锁组件30、液压解锁组件40、以及摆臂组件50均安装在尾舱框架3内，并且通常设置在顶部。两个锁盒组件10、手动解锁组件30、液压解锁组件40分别通过传动组件60与摆臂组件50连接。当需要解锁锁闭机构100时，操作手动解锁组件30或液压解锁组件40，通过摆臂组件50和传动组件60的联动同步带动两个锁盒组件10分别脱离相配合的锁座组件20，就实现了解锁。
如图3所示，尾舱门门框1和尾舱门2的一端为相铰接的铰接端，尾舱门门框1和尾舱门2的另一端为启闭配合的启闭端，锁盒组件10和锁座组件20均远离铰接端轴线设置，这样的锁点位置设置可以提供较高的锁紧力矩，具有更高的锁闭安全性。在本实施例中，尾舱门2的长度L为2647mm，锁盒组件10和锁座组件20构成的锁点A到尾舱门门框1和尾舱门2的铰接点B的距离a为1816mm。
图4是用于直升机尾舱门的锁闭机构100的主视图，图5是图4中A处的局部放大图，图6是图5隐藏部分锁盒11和锁座21后的结构示意图。
如图4至图6所示，每个锁盒组件10主要包括锁盒11、锁舌12、锁舌摆臂13、以及第 一弹簧14。锁盒11安装在尾舱门门框1上，锁盒11具有相平行的锁舌滑槽(图中未示出)和第一凸轴滑槽111。锁舌12可滑动地安装在锁舌滑槽内，锁舌12的头端用于插入锁座21的锁孔211内实现锁闭功能，锁舌12的侧面具有供锁舌摆臂13驱动的凸轴121，该凸轴121设置在第一凸轴滑槽111内。锁舌摆臂13包括相连接且呈夹角设置的短臂部131和长臂部132，短臂部131和长臂部132的连接处铰接在锁盒11上，锁舌摆臂13绕该铰接处可转动，短臂部131上沿长度方向开设有与凸轴121配合的第二凸轴滑槽1321，短臂部131通过第二凸轴滑槽1321带动凸轴121沿第一凸轴滑槽111滑动，进而带动锁舌12沿锁舌滑槽滑动，长臂部132的自由端与传动组件的钢丝绳连接，用于受传动组件所传递动力的驱动。第一弹簧14设置在锁舌滑槽内，并且两端分别抵在锁舌12的尾端和锁盒11上，第一弹簧14用于提供使锁舌12保持在锁孔211内的锁紧力。
当需要解锁锁闭机构100时，锁舌摆臂13的长臂部132的自由端受传动组件驱动，使得锁舌摆臂13绕与锁盒11的铰接处转动，短臂部131通过第二凸轴滑槽1321带动凸轴121沿第一凸轴滑槽111滑动，进而带动锁舌12沿锁舌滑槽回退，锁舌12的头端脱离锁座21的锁孔211，就实现了解锁。当尾舱门2关闭到位，需要锁闭锁闭机构100时，锁舌12在第一弹簧14的弹力作用下，头端插入并保持在锁孔211内，就实现了锁闭。
如图6所示，为了降低锁舌12和锁舌滑槽之间的摩擦阻力，每个锁盒组件10还包括滚轴15。具体地，锁舌12的上表面和下表面均开设有多个凹槽，每个凹槽内安装一根滚轴15，滚轴15分别与锁舌12和锁舌滑槽滚动接触，这样锁舌12和锁舌滑槽之间为滚动摩擦，与滑动摩擦相比，摩擦阻力大幅降低，锁舌12在锁舌滑槽内的移动更迅速。
如图4至图6所示，每个锁座组件20主要包括锁座21，还包括微动开关触杆22、微动开关23、以及第二弹簧24。锁座21安装在尾舱门2上，锁座21具有锁孔211。微动开关触杆22沿其轴线可移动地安装在锁座21上，并且一端嵌入锁孔211内，该端用于被锁盒组件10的锁舌12的头端推动。微动开关23安装在锁座21上且与微动开关触杆22相配合，微动开关23可电连接至用于提示锁闭机构100启闭状态的提示装置。第二弹簧24套在微动开关触杆22上，并且两端分别抵在微动开关触杆22的台阶面和锁座21上，第二弹簧24用于带动微动开关触杆22复位。
当锁盒组件10的锁舌12插入锁座21的锁孔211进行锁闭时，微动开关触杆22因一端被锁舌12推动发生移动，微动开关触杆22在移动过程中接触并触发微动开关23，提示装置提示锁闭机构100处于锁闭状态，此过程中第二弹簧24被挤压。当锁盒组件10的锁舌12脱离锁座21的锁孔211进行解锁时，微动开关触杆22在第二弹簧24的弹力作用下复位，微动 开关触杆22与微动开关23断开接触，提示装置提示锁闭机构100处于解锁状态。
如图5所示，锁舌12和锁座21的搭接量是保证尾舱门2锁闭的重要设计参数，在本实施例中，锁舌12的伸入量b设计为18mm，锁舌12的行程S1设计为20mm，预留有2mm的余量；锁舌摆臂13的短臂部131和长臂部132相垂直，长度分别设计为24mm和60mm，杠杆比为1:2.5，锁舌摆臂13进一步将锁舌12的行程放大到50mm，见S2。
图7是用于直升机尾舱门的锁闭机构100的侧视图。
如图7所示，手动解锁组件30包括把手座31和把手32。把手座31设置在尾舱内且安装在尾舱框架的顶部，把手32与传动组件的钢丝绳连接，并可被拉动地配置在把手座31上。当拉动把手32时，把手32带动传动组件传递动力。
考虑人工操作作用力和行程的舒适性，把手32的操作力应介于50～100N之间，向下拉动的行程不宜大于150mm，在本实施例中，操作力设计为80～85N，行程设计为100mm。
图8是图7中B处的局部放大图；
图7和图8所示，液压解锁组件40包括液压缸41和控制开关(图中为示出)。液压缸41设置在尾舱内且安装在尾舱框架的顶部，液压缸41的输出端与传动组件的钢丝绳连接。控制开关安装在驾驶舱内，控制开关用于远程控制液压缸41。当操作控制开关时，液压缸41的输出端缩回，并带动传动组件传递动力。
液压缸41的行程根据其外形尺寸进行设计，由于液压缸41的作用力大，液压油容量有限，因此液压缸41的行程尽量按小行程设计，在本实施例中，液压缸41的行程S3为33.8mm。
图9是本发明的实施例中用于直升机尾舱门的锁闭机构100的仰视图，图10是图9中C处的局部放大图。
如图9和图10所示，摆臂组件50主要包括摆臂座51、第一摆臂52、以及第二摆臂53。摆臂座51设置在尾舱内且安装在尾舱框架的顶部，第一摆臂52和第二摆臂53均安装在摆臂座51上。第一摆臂52包括相连接且在周向呈夹角设置的第一齿轮部521、第一短支臂部522以及第一长支臂部523，第一齿轮部521、第一短支臂部522、第一长支臂部523的连接处铰接在摆臂座51上，第一摆臂52绕该铰接处可转动。第二摆臂53包括相连接且在周向呈夹角设置的第二齿轮部531、第二短支臂部532以及第二长支臂部533，第二齿轮部531、第二短支臂部532、第二长支臂部533的连接处铰接在摆臂座51上，第二摆臂53绕该铰接处可转动。
其中，第一齿轮部521和第二齿轮部531相啮合且均呈扇形齿轮状。第一短支臂部522的自由端通过传动组件的钢丝绳与一个锁盒组件10的锁舌摆臂13的长臂部132的自由端连 接，第一长支臂部523的自由端通过传动组件的钢丝绳与手动解锁组件30的把手32连接。第二短支臂部532的自由端通过传动组件的钢丝绳与液压解锁组件40的液压缸41的输出端连接，第二长支臂部533的自由端通过传动组件的钢丝绳与另一个锁盒组件10的锁舌摆臂13的长臂部132的自由端连接。
为了让第一摆臂52和第二摆臂53复位，进而让手动解锁组件30的把手32和液压解锁组件40的液压缸41复位，摆臂组件50还包括拉簧54，拉簧54的一端连接在摆臂座51上，另一端可连接在任一摆臂上，只要在本锁闭机构解锁后能带动第一摆臂52和第二摆臂53转动复位即可。在本实施例中，拉簧54的另一端连接在第二摆臂53的第二齿轮部531上。当失去手动解锁组件或液压解锁组件的动力后，拉簧54通过拉力带动第二摆臂53转动进行复位，第一摆臂52在第二摆臂53带动下转动进行复位。
图11是摆臂组件50的初始状态和最终状态的变化示意图。
如图11所示，左侧部分为第一摆臂52和第二摆臂53的初始状态，右侧部分为第一摆臂52和第二摆臂53转动后的最终状态。在本实施例中，第一齿轮部521和第二齿轮部531的分度圆半径均为40mm，圆心角均为50°，图中α为25°；第一短支臂部522和第一长支臂部523相垂直，并且长度分别为60mm和120mm，第一短支臂部522和第一长支臂部523的杠杆比为1:2；第二短支臂部532和第二长支臂部533相垂直，并且长度分别为40mm和60mm，第二短支臂部532和第二长支臂部533的杠杆比为2:3。
因为本实施例中单处锁盒组件10和锁座组件20构成的锁点的复位力设计为200N，锁舌摆臂13的短臂部131和长臂部132的杠杆比为1:2.5，从单处锁点传递到锁舌摆臂13，再传递到摆臂组件50的作用力为80N，两处锁点则其传递到摆臂组件50的作用力为160N，拉簧54的作用力与之相比可以忽略，所以，第一摆臂52采用省力臂设计，第一短支臂部522和第一长支臂部523的杠杆比设计为1:2，由此计算得到的手动解锁组件30的把手32所需操作力为80～85N，符合人机工程设计里50～100N的设计规范要求，还根据每处锁点的运动行程S2为50mm，经第一摆臂52放大后手动操作的行程S4为100mm。
因为液压缸41的作用力较大，同时要求开启反应迅速，因此第二摆臂53采用费力臂设计，第二短支臂部532和第二长支臂部533的杠杆比为2:3，如此计算得到液压的行程S3为33.8mm。
综合考虑材料性能、寿命要求等因素，第一摆臂52和第二摆臂53均采用不锈钢05Cr17Ni4Cu4Nb，该材料热处理后疲劳强度为500MPa，设计时按2倍的安全系数进行设计，即齿轮啮合位置极限承力不得大于250MPa，如此设计可以保证摆臂的疲劳寿命。
图12是摆臂组件50在被手动解锁组件驱动时的原理示意图。
当拉动手动解锁组件的把手时，第一摆臂52的第一长支臂部523的自由端受传动组件所传递动力的驱动按图示方向运动，使第一摆臂52绕铰接处转动，并通过相啮合的齿轮部带动第二摆臂53绕自身铰接处转动，如此第一摆臂52的第一短支臂部522的自由端和第二摆臂53的第二长支臂部533的自由端按图示方向运动，分别通过传动组件传递动力至两个锁盒组件，即可与两个锁座组件配合，实现本锁闭机构的解锁。
图13是摆臂组件50在被液压解锁组件驱动时的原理示意图。
当操作液压解锁组件的控制开关控制液压缸41动作时，第二摆臂53的第二短支臂部532的自由端受传动组件所传递动力的驱动按图示方向运动，使第二摆臂53绕铰接处转动，并通过相啮合的齿轮部带动第一摆臂52绕自身铰接处转动，如此第二摆臂53的第二长支臂部533的自由端和第一摆臂52的第一长支臂部523的自由端按图示方向运动，分别通过传动组件传递动力至两个锁盒组件，即可与两个锁座组件配合，实现本锁闭机构的解锁。
图14是传动组件60的部分结构示意图，图15是钢索防护罩63的结构示意图。
如图14所示，同时结合图1、4、7、9，传动组件60主要包括钢丝绳61、滑轮62、以及钢索防护罩63。钢丝绳61至少为四根，两个锁盒组件10、手动解锁组件30、液压解锁组件40各可通过一根钢丝绳61与摆臂组件50连接。滑轮62为多个且安装在尾舱框架上，滑轮62设置在钢丝绳61路径的折点位置。每个滑轮62上套设一个钢索防护罩63，钢索防护罩63起到对钢丝绳61的路径进行限制及防止钢丝绳61从滑轮62上脱落的作用。传动组件60还可包括万向连杆63，采用万向连杆63连接钢丝绳61，能提高传动的稳定性，更好地应对直升机不同的飞行状况。
其中，如图15所示，钢索防护罩63具有罩住滑轮62圆周面的环形侧壁，该环形侧壁上沿周向均匀开设有多个供钢丝绳61穿过的栅槽631，栅槽631的高度与滑轮62的厚度相匹配，栅槽631起到对钢丝绳61的路径进行限制及防止钢丝绳61从滑轮62上脱落的作用。栅槽631的数量、尺寸是根据钢丝绳61的直径、所有可能的路径角度进行设计的，在本实施例中，钢丝绳61的直径为2mm，栅槽631的高度和滑轮62的厚度设计为7mm，栅槽631的数量为10个且宽度为8.3mm，如此使得钢索防护罩63能匹配本方案所有钢丝绳61的路径角度。钢索防护罩63在正常使用时仅需防护钢丝绳61脱出即可，无承力要求，为尽量减少设计重量，在本实施例中，钢索防护罩63采用高强度航空铝合金7075-T7351，表面硫酸阳极氧化处理，能满足盐雾、湿热、霉菌等三防要求。
实施例的作用与效果
根据本发明所涉及的用于直升机尾舱门的锁闭机构，因为包括手动解锁组件和液压解锁组件，当需要解锁锁闭机构时，直接手动操作手动解锁组件或远程控制液压解锁组件，就能通过摆臂组件和传动组件的联动同步带动安装在尾舱门门框两侧的两个锁盒组件分别脱离安装在尾舱门两侧的锁座组件，实现解锁，所以本锁闭机构具有手动解锁和液压解锁两种方式，操作方便、灵活；因为锁盒组件和锁座组件构成的锁点远离尾舱门门框和尾舱门的铰接端轴线设置，所以本锁闭机构可提供较高的锁紧力矩，具有更高的锁闭安全性。
上述实施方式为本发明的优选案例，并不用来限制本发明的保护范围。

Claims (10)

  1. 一种用于直升机尾舱门的锁闭机构，用于对直升机的尾舱和尾舱门进行锁闭，所述尾舱上设有与所述尾舱门相对应的尾舱门门框，其特征在于，包括：
    两个锁盒组件，分别安装在所述尾舱门门框的两侧上；
    两个锁座组件，分别安装在所述尾舱门的两侧上，并与同侧的所述锁盒组件配合，实现锁闭或解锁所述锁闭机构；
    手动解锁组件，安装在所述尾舱内；
    液压解锁组件，安装在所述尾舱内；
    摆臂组件，安装在所述尾舱内，包括摆臂座及铰接在所述摆臂座上的第一摆臂和第二摆臂，所述第一摆臂和所述第二摆臂啮合传动；以及
    传动组件；
    其中，一个所述锁盒组件和所述手动解锁组件分别通过所述传动组件与所述第一摆臂传动连接，另一个所述锁盒组件和所述液压解锁组件分别通过所述传动组件与所述第二摆臂传动连接；
    每个相配合的所述锁盒组件和所述锁座组件构成的锁点远离所述尾舱门门框和所述尾舱门的铰接端轴线设置。
  2. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述锁盒组件包括锁盒、锁舌、锁舌摆臂、以及第一弹簧，
    所述锁盒安装在所述尾舱门门框上且具有相平行的锁舌滑槽和第一凸轴滑槽，
    所述锁舌可滑动地安装在所述锁舌滑槽内，所述锁舌的侧面具有设置在所述第一凸轴滑槽内的凸轴，
    所述锁舌摆臂包括相连接且呈夹角设置的短臂部和长臂部，所述短臂部和所述长臂部的连接处铰接在所述锁盒上，所述短臂部上设有带动所述凸轴运动的第二凸轴滑槽，所述长臂部的自由端与所述传动组件连接，
    所述第一弹簧安装在所述锁舌滑槽内，并且通过抵住所述锁舌提供使所述锁舌与所述锁座组件锁闭的锁紧力。
  3. 根据权利要求2所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述锁舌和所述锁舌滑槽之间设有用于降低接触面摩擦力的滚轴。
  4. 根据权利要求2所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述锁座组件包括锁座，
    所述锁座安装在所述尾舱门上且具有供所述锁舌插入的锁孔。
  5. 根据权利要求4所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述锁座组件还包括微动开关触杆、微动开关、以及第二弹簧，
    所述微动开关触杆沿其轴线可移动地安装在所述锁座上，并且一端嵌入所述锁孔内，用于被所述锁舌推动，
    所述微动开关安装在所述锁座上且与所述微动开关触杆相配合，
    所述第二弹簧安装在所述锁座上，用于使所述微动开关触杆复位。
  6. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述第一摆臂包括相连接且在周向呈夹角设置的第一齿轮部、第一短支臂部以及第一长支臂部，
    所述第一齿轮部、所述第一短支臂部、所述第一长支臂部的连接处铰接在所述摆臂座上，
    所述第一短支臂部的自由端通过所述传动组件与一个所述锁盒组件传动连接，
    所述第一长支臂部的自由端通过所述传动组件与所述手动解锁组件传动连接；
    所述第二摆臂包括相连接且在周向呈夹角设置的第二齿轮部、第二短支臂部以及第二长支臂部，
    所述第二齿轮部、所述第二短支臂部、所述第二长支臂部的连接处铰接在所述摆臂座上，
    所述第二齿轮部与所述第一齿轮部相啮合，
    所述第二短支臂部的自由端通过所述传动组件与所述液压解锁组件传动连接，
    所述第二长支臂部的自由端通过所述传动组件与另一个所述锁盒组件传动连接。
  7. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述摆臂组件还包括拉簧，
    所述拉簧的一端连接在所述摆臂座上，另一端连接在所述第一摆臂或所述第二摆臂上，所述拉簧用于在所述锁闭机构解锁后带动所述第一摆臂和所述第二摆臂转动复位。
  8. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述手动解锁组件包括把手座和把手，
    所述把手与所述传动组件连接，并可被拉动地配置在所述把手座上。
  9. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述液压解锁组件包括液压缸和控制开关，
    所述液压缸的输出端与所述传动组件连接，
    所述控制开关安装在驾驶舱内，用于远程控制所述液压缸。
  10. 根据权利要求1所述的用于直升机尾舱门的锁闭机构，其特征在于：
    其中，所述传动组件包括钢丝绳、滑轮、以及钢索防护罩，
    多个所述滑轮分布在所述钢丝绳的路径的折点位置，每个所述滑轮上安装有所述钢索防护罩，
    所述钢索防护罩用于防止所述钢丝绳脱落且具有罩住所述滑轮圆周面的环形侧壁，所述环形侧壁上沿周向均匀分布有多个供所述钢丝绳穿过的栅槽。
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