• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An assembly system (100) of cabin door (1) on an aircraft longitudinal fuselage (2) according to the invention provides access to or out of a cabin (101). The door (1) and the fuselage (2) have opposite longitudinal edges (11, 12; 21, 22) and side edges (13, 14; 23, 24). This assembly (100) comprises actuators (V1, V2), and two pairs of upper and lower guide means (31, 32) of door movements relative to the fuselage (2). The guiding means (31, 32) define a door opening kinematic by a sequence of three movements: a first pivoting movement of the upper door edge (11) towards the interior of the passenger cabin (101) and of its lower edge (12) out of the cabin (101) by pivoting about a fixed longitudinal axis (R1); a second vertical translational movement of the door (1) creating a clearance space (D2) between the upper door edge (11) and the corresponding fuselage edge (21) and a covering of the lower door edge (12); ) on the corresponding lower fuselage edge (22); and a third lifting movement of the door (1) by rotation about a longitudinal axis in connection with the upper guide means (31).
    公开号:FR3018064A1
    申请号:FR1451665
    申请日:2014-03-01
    公开日:2015-09-04
    发明作者:Patrick Lamat；Fabian Louvel
    申请人:Latecoere SA；
    IPC主号:
    专利说明:

    [0001] METHOD FOR OPENING / CLOSING AN AIRCRAFT CAR DOOR AND CABIN DOOR ASSEMBLY SYSTEM IN AN AIRCRAFT FUSELAGE DESCRIPTION TECHNICAL FIELD [0001] The invention relates to a method for opening / closing an aircraft cabin. an aircraft cabin door, in particular an emergency door of an aircraft, and to a cabin door assembly system in a fuselage adapted to implement such a method. A cabin door is a passenger entry / exit door or an emergency door located above the aircraft wing ("overwing emergency exit door" in English terminology). Such doors above the sails can be used to receive / remove material or goods. In general, the opening of an aircraft door, for example a passenger or service door, can be broken down into several movements that follow one another: unlocking and releasing a safety catch, lifting pivoting and disengaging the door by a hinge arm hinging the door. For closure, the movements take place in the reverse order and in inverse kinematics. In emergency situations, it should be possible to trigger the opening of the door in a minimum of operations, ideally in one. STATE OF THE ART Patent document EP 0 592 317 discloses an emergency door composed of two elements, an upper element capable of pivoting towards the inside of the cabin, and a lower element which is also suitable for rotate inward of the cabin. The upper element and the lower element are equipped with seals to preserve the confinement of the cabin vis-à-vis the outside when the emergency exit is closed. Furthermore, patent document EP 0 876 954 describes an aircraft emergency door equipped with two arms fixed on a door panel and mounted hinge on the fuselage above the door to lift the door. door in upper position. While being articulated on the fuselage, the arms are also led by guide means on integral mounting panels of the door panel. To accompany the movement of the door, actuators and mounted on the fuselage at the top of the door exert a thrust on the hinge arm. A damper is also present in a similar position to regulate the speed of movement of the door. In addition, in order to maintain the seal between the inside and the outside of the aircraft, it is necessary to provide a sealing strip at the periphery of the door which abuts against the fuselage. [0007] The hinge arm and door frame guide assemblies define a typical door opening kinematics: at the beginning of lifting, the upper and lower edges of the door move both towards the door. inside the fuselage and up. In general, the cabin doors use sealing strips for their junction with the fuselage, the flap may have a flexible flap applied to the outside of the fuselage after being prestressed towards the fuselage, as described in Patent FR 2 975 966. The opening and closing phases of the door then require a kinematics adapted for the correct positioning of the flap. These solutions generate the implementation of complex kinematics with means having substantial disadvantages, such as hinge arms - bulky, expensive and non-negligible masses, or prestressed sealing flanges.
    [0002] SUMMARY OF THE INVENTION The invention aims to remedy this complexity and these drawbacks of the state of the art by proposing a door without bib sealing, without hinge arm, and not requiring kinematics complex, while achieving a safe and effective opening and closing. To do this, the invention provides a kinematic door opening by lateral guidance, defining pivoting phases inwardly of the fuselage, translation downhill, and lifting by rotation. As such, the present invention relates to a method of opening / closing a cabin door of an aircraft, in particular an aircraft, having a longitudinal fuselage and wherein the door by its opening / closing allows access to / from a passenger cabin delimited by the fuselage. The door being divided longitudinally by a medial portion parallel and midway of its longitudinal edges to define an upper half and a lower half of the door, the method comprises performing, by at least two upper and lower guides between each of the side edges. of the door and the edge vis-à-vis the fuselage, an opening kinematic comprising the following successive phases from an initial state of the door in closed position with longitudinal edges, upper and lower, flush longitudinal edges fuselage located opposite: - a phase of pivoting I towards the interior of the cabin, in which a longitudinal edge of the door enters the cabin to a predetermined position forming, with the corresponding fuselage edge a lateral offset of predetermined amplitude; a translational phase II of the door along the fuselage releasing sufficiently abutments-door abutments-aircraft as well as the upper and lower edges of the corresponding fuselage edges to allow the execution of the following phase III; and a phase of disengagement III of a main part of the door outside the cabin, in which the door rotates about a longitudinal axis until reaching a position of predetermined extreme opening, these phases of kinematics of opening also defining, taken in reverse order starting from an initial state of open door, an inverted kinematics of door closing. Under these conditions, the phase I of pivoting and the phase III of rotation advantageously make it possible to overcome the use of the functions respectively performed by a flap and a hinge arm. According to preferred embodiments: - the pivoting in phase I is performed around the lower guides, the translation in phase II is a descent, and the rotation in the clearance phase III is performed around the guides upper performing lifting of the door in the upper position until its extreme opening; - The pivoting in the pivoting phase I is performed around the upper guides, the translation in the displacement phase II is a rise, and the rotation in the clearance phase III is performed around the lower guides making a lowering of the door. lower position until its extreme opening; the pivoting in the phase I is carried out around the lower guides, the translation in the phase II is a descent, and the rotation in the disengagement phase III is carried out around the lower guides making a lowering of the door in the lower position until at its extreme opening. In these last two embodiments, the lowered door in the lower position can be advantageously used as a stairway descent or climb in the aircraft. The invention also relates to a cabin door assembly system in an aircraft longitudinal fuselage, in particular an aircraft, the door being positioned in a cutout made in the fuselage to access / exit from said cabin. The door and the fuselage vis-à-vis have corresponding edges, namely longitudinal edges and side edges joining the longitudinal edges. This assembly system comprises at least one actuator, fixed at the ends to a side edge of the door and the corresponding fuselage side edge, and at least two pairs of upper and lower guide means adapted to perform door movements. relative to the fuselage corresponding to the opening / closing phases of the method according to the invention. Each guiding means is composed of means fixed on a side edge of the door and on the fuselage side edge situated opposite each other so as to cooperate by complementary engagement, the pairs of guiding means being respectively in the upper and lower positions. relative to a middle door portion, according to guiding arrangements parallel to the longitudinal edges. These guide means define a door opening kinematic by a sequence of three successive movements of the door, according to amplitudes predetermined respectively by guide sequences adapted in shape and length. From a closed door position in continuity of curvature of the outer skins of the door and the fuselage, the guide means make it possible in particular to carry out: a first pivoting movement of a longitudinal edge of the door towards the inside; of the passenger cabin to take off the upper guide means, respectively lower, of abutments and, simultaneously, pivot its lower edge, respectively upper, out of the cabin by pivoting the door about a longitudinal axis passing through the guide means lower, respectively higher; a second movement of vertical translation of the door substantially parallel to the outer skin of the fuselage creating a clearance space between the longitudinal edges of the corresponding door and fuselage, upper or lower, and a covering, at a determined distance, of the other longitudinal edges of corresponding door and fuselage, lower or upper, disengagement of the guide means, lower or upper, then being operated, and - a third movement of disengagement, raising or lowering, the door by rotation about an axis longitudinal in connection with the respectively upper or lower guiding means. Under these conditions, the actuators and the guide means advantageously to overcome the use of flap and hinge arm. According to preferred embodiments: - each upper and lower guide means respectively comprises an upper and lower slide, in particular a roller, engaged in a ramp, in particular in a slide, having a configuration adapted to the sequence predetermined amplitude movements; - The upper guide rails have a portion "7" standing in the closed door position, respectively to perform the first and second movements when the slider successively traverses a horizontal portion and a vertical portion of the slider portion "7"; - During the third movement, the door is rotated about a longitudinal axis passing through the upper slides abutting against the upper ends of the ramps; - The lower guide ramps have an "r" shape to perform the second movement, an opening being formed at the upper end of these ramps so that the sliders can be released from the guide ramps to perform the third movement; the actuator or actuators extend substantially parallel to the lateral edges in an upper or lower half respectively of the door according to the door opening kinematics. In the present text, the term "slider" designates both a rolling part, such as a roller, movable in rotation when moving in a ramp (a cam track, track, track or equivalent), a non-rotating finger, moving in translation in a ramp. The terms "upper" and "lower" refer to a median position of the door, the terms "horizontal" and "vertical" refer to positions of elements with reference to the airplane on the ground and in accordance with the direction of gravitation the term "longitudinal" refers to the principal direction of the fuselage of the airplane. Moreover, "transversal" refers to a plane extending perpendicularly to this longitudinal direction of the fuselage.
    [0003] PRESENTATION OF THE FIGURES [0022] Other data, characteristics and advantages of the present invention will appear on reading the following nonlimited description, with reference to the appended figures which represent, respectively, FIGS. 1a and 1b, views. schematic, in perspective and in cross section along a fuselage edge of an example of an aircraft emergency door assembly system in the closed position - with enlargements 1C and 1D lateral guide means -, the door being mounted on the fuselage according to the present invention; FIGS. 2a and 2b are diagrammatic views in perspective and in cross-section of the example of a previous door assembly system, with an enlargement 2C of the upper lateral guide means, at the end of the pivoting of its upper edge; towards the inside of the cabin according to a first phase of movement according to the invention; FIGS. 3a and 3b are diagrammatic views in perspective and in cross-section of the example of a previous door assembly system with 3C and 3D enlargements of the lateral guide means, at the end of its translation descending by report to the fuselage according to a second phase of movement according to the invention; FIGS. 4a and 4b are perspective and cross-sectional views of the example of a previous door assembly system during its rotation in an intermediate lift position in a third movement phase according to the invention. and FIGS. 5a and 5b are perspective and cross-sectional views according to FIGS. 4a and 4b at the end of the apode rotation in an extreme lifting position of the third movement phase. DETAILED DESCRIPTION [0023] In the figures, identical reference signs refer to the same elements carrying out the same functions, as well as to the paragraphs which describe them. The doors and fuselages illustrated are represented in transparency in order to better reveal the constituent elements. Referring to the schematic views, in perspective and in cross section, of the example of assembly system 100 aircraft emergency door in closed position as shown in Figures 1a and 1b, an emergency door 1 (hereinafter "the door") is mounted in a cutout 9 (which appears in FIGS. 4a or 5) made in the fuselage 2 of the aircraft to access or leave the passenger cabin 101 made in the fuselage 2. The door 1, of generally rectangular shape traversed by a porthole 30, and the fuselage 2 vis-à-vis have respectively corresponding edges: the assembly system 100 thus has upper edges 11, 21 and lower edges 12, 22, as well as side edges 13, 23 and 14, 24 joining in end the upper edges 11, 21 and lower 12, 22 corresponding. In the closed door position, there appears a continuity of curvature of the outer skins 10 and 20 of the door 1 and the fuselage 2. In the example, the assembly system 100 comprises two jacks, V1 and V2, fixed in ends, respectively, at each side edge 13, 14 of the door 1 and the corresponding fuselage side edge 23, 24, to facilitate the movement of the door 1. The cylinders are mounted parallel to each other and extend along the edges lateral, in an upper half 10s of the door 1 relative to a middle portion of the door 1M, located midway between the upper longitudinal edges 11 and lower 12. Stop-door 43 and abutments-plane 53, in contact with adjustment, are respectively fixed on the lateral edges of the door 13, 14 and fuselage 23, 24. The assembly system 100 also comprises two couples C1 and C2 for guiding the movement of the door 1 relative to the fuselage 2, respectively a couple upper C1 and a lower torque C2, each consisting of two lateral guide means, respectively upper 31 and lower 32, Figure lb illustrating enlargements 1C and 1D of these lateral guide means. These pairs C1 and C2 are arranged in upper and lower position, respectively in the upper half 10s and in the lower half 10i of the door 1, on either side of the central portion 1M. Each of the pairs of guide means C1, C2, located in the example near the longitudinal edges 11 and 12, forms an arrangement generally parallel to said longitudinal edges 11 and 12. Each guide means 31, 32 consists of elements capable of cooperating together to define a sequence of movements constituting the phases of an opening kinematic gate 1 from its closed position or vice versa. In the example, the lateral guiding means of the couples C1 and C2 - upper guide means 31 and lower 32 - consist of upper and lower rollers, respectively 3a and 3b, respectively engaged in upper slides G1 and lower G2. These slides G1 and G2 have configuration sections adapted in shape and length depending on the sequence of movements provided - rotations and translation - with predetermined amplitudes. Thus, the upper rails G1 generally have a shape "7" (symbolized by dashed lines), substantially straight in the closed door position 1, and the lower rails G2 generally have a shape "7" returned said in "F" (also symbolized by dashed lines), substantially straight in the closed door position. These lower rails G2 are open at their upper end to release the rollers when lifting the door (see lifting phase III below). For the pair C1, the rollers 3a are fixed on the lateral edges 13, 14 of the door 1 by supports 3s and the guides G1 are fixed directly on the corresponding side edges 23, 24 of the door 1. In a manner alternating, the lower rollers 3b of the pair C2 are fixed on the lateral edges of the fuselage 23, 24 by supports 3s of the same type as the upper rollers 3a, and the lower guides G2 are fixed directly on the corresponding lateral edges 13, 14 of As a variant, the fastenings of the slideways and rollers of the same upper or lower guide means may be reversed on the lateral edges of the door and fuselage edges. The slides are then fixed on the same edge, door or fuselage, and the rollers on the other edge, respectively fuselage or door. In the closed position of the door 1, the upper rollers 3a are positioned on the abutments 33a located at the end of the substantially horizontal curved portion P1 (in the closed door position) of the "7" shape of the slides Gl, at most near the outside of the cabin 101. And the lower rollers 3b are positioned on the abutments 33b located at the lower end of the lower rails G2. Referring to perspective and transverse views of Figures 2a and 2b, the door 1 is positioned at the end of phase I of the opening kinematics. During this phase I, the upper edge 11 of the door 1 pivots (arrow F1) towards the interior of the cabin 101 by the exercise of a thrust. To do this, the upper rollers 3a are first released from their initial position on the counterbeats 33a, as illustrated by the enlargements 2C of the upper guide means 31 of Figure 2b. Then this thrust causes the simultaneous displacement of the upper rollers 3a in the generally horizontal curved portions P1 of the portion "7" of the rails G1, from the abutments 33a to reach the other end E2 of said portions P1 of the slides G1 (the end E2 also constituting the upper end of the vertical portion P2 of the slider portion "7"). The upper edge 11 of the door 1 then enters the cabin 101 to a predetermined position by the length of said linear portions P1, the upper edges 11, 21 - of the door 1 and the corresponding fuselage - then forming a lateral shift higher AL of amplitude equal to a predetermined ceiling value, of the order of 2 cm in the embodiment. Of course, the values quoted are variable depending on the size of the door and the shape of the fuselage. During this movement, the lower rollers 3b remain on the counterbeats 33b lower slides G2 (as shown in Figure 1b and the enlargement 1D), the pivoting (arrow F1) of the door 1 being made around these lower rollers 3b. The longitudinal axis of rotation R1 of this pivoting passes through the centers of said rollers 3b. Simultaneously, this pivoting also moves the lower edge 12 of the door 1 out of the cabin 101, so that a lower lateral offset D1 - width resulting from the predetermined amplitude of pivoting - appears between the side edges 12 and 22, respectively of the door 1 and the fuselage 2. In the example, D1 is of the order of 1 cm. During the movement described above (phase I), the cylinders are first compressed - which ensures stability of the door - then pass (in phase II of descent) by a neutral ("max compressed dead center "in English terminology) to then relax and help the opening during the last phase (lifting phase III below). During phase II of the opening kinematics, said offset D1 is of sufficient width to allow the lower edge 12 of the door 1 to descend - in a substantially vertical translation and parallel to the skin 20 of the fuselage 2 - the along this outer skin 20 and at a distance equal to the offset D1. This movement makes it possible to disengage the abutments 43 from the abutments 53, initially in adjustment contact. The opening and lowering are initiated by an independent means (handle, motor, etc.) and assisted by the thrust of the cylinders V1, V2 once the dead point has passed. The upper rollers 3a then run through the linear vertical portion P2 of the "7" portions of the upper guides G1 while, simultaneously, the lower rollers 3b vertically traverse the lower guides G2 in "F". The vertical portions P2 and P3 of the slides G1 and G2 have the same length (see the enlargement 3C of the guide means 31 of Figure 3b). At the end of the descent phase II, as shown more precisely in FIGS. 3a and 3b (and the enlargements 3C and 3D of the upper guide means 31 and lower 32), the upper rollers 3a have reached the lower end El vertical portions "7" of the slides Gl. Simultaneously, the lower rollers 3b have reached the upper ends E3 of the G2 slides at "F", facing transverse openings E4 turned towards the inside of the cabin 101 (along the upper portion P4 of the rails G2 in "r"). "). A clearance space D2 also appears between the upper edge 11 of the door 1 and the corresponding fuselage edge 21, and a distance covering - with a difference equal to the offset D1 - of the lower edge 12 of the door 1 on the corresponding lower fuselage edge 22. t2 The clearance space D2 is determined from the equal lengths of the vertical portions of the upper slides 3a and lower 3b. This clearance space D2 is then sufficient to allow, with the disengagement of the rollers_31; 14ns the lower rails G2, the execution of the lifting phase III of the door opening kinematics. The perspective and transverse views of FIGS. 4a and 4b illustrate this lifting phase III of the door 1 in an intermediate position during its rotation (arrow F2). At the beginning of this lifting phase III, the thrust of the cylinders V1, V2 causes the release of the rollers 3b of the lower rails G2 and the beginning of rotation of the door 1 about a longitudinal axis R2 passing through the centers of the upper rollers 3a . The axis of rotation R2 passes through the door 1 in its upper half 10s located above the middle portion 1M which allows a lifting of the door on a main part of its extent. During lifting (Figures 4a and 4b), the upper rollers 3a remain on the abutment formed by the lower end El of the upper slides 3a (Figure 3b). Said axis of rotation R2 is then also fixed. [0043] The rotation (arrow F2) continues until reaching a predetermined extreme lifting position, illustrated by the perspective and cross-sectional views of FIGS. 5a and 5b. This extreme position is defined by the maximum extension of the cylinders V1 and V2. In the example, the position of the lower edge 12 of the door is substantially at the upper edge 21 of the fuselage frame 2. In other implementations, the lower edge 12 may be 25 a level above the edge 21 of the fuselage 2. [0045] The invention is not limited to the embodiments described and shown. The three successive opening phases can be adapted independently of one another, then combined, so as to achieve other kinematics. Thus, each phase of the illustrated kinematics can be reversed in direction and in rotation by a substitution between the "7" and "F" guiding means, the guide means and the actuators "being permuted in symmetry by relative to a horizontal plane passing through the middle portion of the door: the pivoting of the door can be carried out at the upper edge - or respectively lower -, followed by a translation of the door downhill - respectively uphill -, followed by lifting or lowering the door - respectively a lowering - by rotation about an axis at the upper guide means - respectively lower. In addition, the axes of rotation and pivoting can be vertical and not horizontal as in the illustrated example. The guide means and the actuators are then configured by permutation of 90 ° and the resulting kinematics is then also permuted by 90 °: the opening is "on the side". Other slider profiles or ramps are possible to adapt the door opening kinematics to different fuselage configurations or to different modes of use. Moreover, it is possible to provide a single jack fixed for example on the door and on the upper edge of the fuselage. In other exemplary embodiments, more than two pairs of lateral guiding means according to the template of the door can be implemented. The actuators can be cylinders, as in the detailed example, or any type of energy source: torsion bar, electromechanical motor or equivalent. Although the position of the door is stabilized by the compression of the jack or cylinders, it can be advantageously provided means for locking / unlocking the door, specially adapted to the assembly system according to the invention to secure its closing. In addition, the portion "7" of the upper guide rails may be followed by a portion in a circular arc, curvature facing the cab in the closed door position so that, during the third movement, the sliders run through these portions in an arc while the door is being lifted by rotation around a longitudinal axis passing through the centers of the arcuate portions. The aircraft is generally an aircraft but could be, more generally, any flying machine capable of transporting passengers.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of opening / closing a cabin door (1) of an aircraft, in particular an aircraft, comprising a longitudinal fuselage (2) and wherein the door (1) by its opening / closing allows accessing / leaving a passenger cabin (101) delimited by the fuselage (2), characterized in that, the door (1) being divided longitudinally by a middle portion (1M) parallel and halfway its longitudinal edges (11, 12) for defining an upper half (10s) and a lower half of the door (10i), the method 4 consists in carrying out, by at least two upper and lower guides (31, 32) between each of the lateral edges (13, 14) of the door (1) and the edge (23, 24) vis-à-vis the fuselage (2), an opening kinematic comprising the following successive phases from an initial state of the door (1) in closed position with longitudinal edges, upper (11) and lower (12), flush with longitudinal edges of fusela ge (21, 22) located vis-à-vis: - a phase of pivoting I towards the inside of the cabin (101), in which a longitudinal edge (11, 12) of the door (1) enters the cabin (101) to a predetermined position forming, with the corresponding fuselage edge (21), a lateral offset (AL) of predetermined amplitude; - a translation phase II of the door (1) along the fuselage (2) releasing sufficiently abutments-door (43) abutments-aircraft (53) and the upper and lower edges of the door (11) of the edges of corresponding fuselage (21, 22) to allow the execution of the next phase III; and - a clearance phase III of a main part of the door (1) outside the cabin (101), in which the door rotates about a longitudinal axis (R2) until reaching an open position predetermined extreme, these opening kinematic phases also defining, taken in the reverse order starting from an initial raised door state, an inverted kinematics of door closing.
    [0002]
    2. Opening / closing method according to claim 1, wherein the pivoting in the pivoting phase I is performed around the lower guides (32), the translation in phase II is a descent, and the rotation (R2) in the clearance phase III is performed around the upper guides (31) performing a lifting of the door (1) in the upper position until its extreme opening.
    [0003]
    3. Opening / closing method according to claim 1, wherein the pivoting in the pivoting phase I is performed around the upper guides, the translation in the displacement phase II is a rise, and the rotation in the release phase III is performed around the lower guides making a lowering of the door (1) in the lower position to its extreme opening.
    [0004]
    4. Opening / closing method according to claim 1, wherein the pivoting in the pivot phase I is performed around the lower guides (32), the translation in phase II is a descent, and the rotation in the phase of clearance III is performed around the lower guides making a lowering of the door (1) in the lower position to its extreme opening.
    [0005]
    5. A cabin door assembly system (100) in an aircraft longitudinal fuselage (2), in particular an aircraft, the door being positioned in a cut-out (9) made in said fuselage (2), for accessing / leaving said cabin (101), the door (1) and the fuselage facing each other (2) comprise corresponding edges, namely longitudinal edges (11, 12; 21, 22) as well as lateral edges (13, 14; 23, 24) joining the longitudinal edges (11, 12; 21, 22), this assembly system (100) being characterized in that it comprises at least one actuator (V1, V2) attached at the ends to a side door edge (13, 14) and corresponding fuselage side edge (23, 24), and at least two pairs (C1, C2) of upper and lower guide means (31, 32) of door movements relative to the fuselage (2), each guide means (31, 32) being composed of means attached to a side door edge (13, 14) and on the fuselage side edge located opposite (23, 24) so as to cooperate by complementary engagement, the pairs (C1, C2) of guide means (31, 32) etantrestresectively in upper and lower position relative to a portion of the middle door (1M), according to guiding arrangements parallel to the longitudinal edges (11, 12; 21, 22), and in that these guide means (31, 32) define a door opening kinematics by a sequence of three successive movements of the door (1), in predetermined amplitudes respectively by guide sequences. (P1, P2, P3) adapted in shape and length.
    [0006]
    6. A cabin door assembly system according to claim 5, wherein each guide means (31, 32) comprises a slider, in particular a roller (3a, 3b), engaged in a ramp, in particular in a slideway. (G1, G2), having a suitable configuration (P1, P2, Al; P3) to the sequence of movements of predetermined amplitudes.
    [0007]
    The car door assembly system according to any one of claims 5 or 6, wherein the upper guide rails (G1) have a "7" portion standing in the closed door position, respectively to perform the first and the second movement when the upper slider (3a) successively traverses a horizontal portion (P1) and a vertical portion (P2) of the slider portion at "7".
    [0008]
    8. Cabin door assembly system according to the preceding claim, wherein, during the third lifting movement, the door is rotated about a longitudinal axis (R2) passing through the upper slides (3a) abutting against the upper ends (E1) of the upper ramps (G1).
    [0009]
    The car door assembly system according to any of claims 6 to 8, wherein the lower guide ramps (G2) have an "F" shape to effect the second movement, an opening (E4) being formed at the upper end (E3) of these ramps (G2) so that the sliders (3b) can be released from the guide ramps (G2) to perform the third movement.
    [0010]
    The car door assembly system according to any one of claims 5 to 9, wherein the at least one actuator (V1, V2) extends substantially parallel to the side edges (13, 14; 23, 24) in a upper half (10s) respectively lower (10i) of the door (1) according to the door kinematics.
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    同族专利:
    公开号 | 公开日
    WO2015132167A1|2015-09-11|
    FR3018064B1|2018-02-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2768396A1|1997-09-12|1999-03-19|Eurocopter France|Door for aircraft, especially helicopter, having upper and lower opening panels|
    US20090194637A1|2008-02-04|2009-08-06|Ashton Larry J|Aircraft door|WO2017056036A1|2015-10-02|2017-04-06|Latecoere|Opening system and method for an aircraft emergency door|
    FR3067701A1|2017-06-18|2018-12-21|Latecoere|METHOD FOR OPENING / CLOSING A MOBILE AIRCRAFT DOOR PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL|
    US10301005B2|2015-12-07|2019-05-28|Airbus Operations Gmbh|Vehicle door unit and vehicle with door unit|
    WO2019229083A2|2018-06-02|2019-12-05|Latecoere|Emergency exit door for an aircraft cabin, with opening assist mechanism|FR2696706B1|1992-10-09|1994-12-23|Aerospatiale|Double configuration emergency exit for land evacuation and after landing of an aircraft cabin.|
    US5931415A|1997-05-09|1999-08-03|The Boeing Company|Plug-type overwing emergency exit door assembly|
    FR2975966B1|2011-05-31|2013-06-14|Latecoere|AIRCRAFT COMPRISING A CABIN DELIMITED BY A FUSELAGE COMPRISING AT LEAST ONE OPENING OF ACCESS TO THE CABIN, AND A DEVICE FOR SHUTTING OFF THIS OPENING.|EP3323709B1|2016-11-16|2019-01-02|AIRBUS HELICOPTERS DEUTSCHLAND GmbH|An actuatable emergency exit door and an aircraft or space craft with a pressurized cabin having such an actuatable emergency exit door|
    法律状态:
    2016-03-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-23| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-29| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-01| PLFP| Fee payment|Year of fee payment: 8 |
    2022-02-16| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1451665A|FR3018064B1|2014-03-01|2014-03-01|METHOD FOR OPENING / CLOSING AN AIRCRAFT CABIN DOOR AND CABIN DOOR ASSEMBLY SYSTEM IN AIRCRAFT FUSELAGE|
    FR1451665|2014-03-01|FR1451665A| FR3018064B1|2014-03-01|2014-03-01|METHOD FOR OPENING / CLOSING AN AIRCRAFT CABIN DOOR AND CABIN DOOR ASSEMBLY SYSTEM IN AIRCRAFT FUSELAGE|
    PCT/EP2015/054220| WO2015132167A1|2014-03-01|2015-02-27|Method for opening and closing an aircraft cabin door and system for mounting a cabin door in an aircraft fuselage|
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