• 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:
    The object of the invention is an aircraft comprising an outer skin and an inner partition defining a cabin, and comprising a discharge opening passing through said outer skin and said inner partition, said discharge opening being closed by a trapdoor external evacuation disposed in the extension of the outer skin, characterized in that the aircraft comprises: - an internal discharge hatch (68), closing said discharge opening, arranged in the extension of the inner partition, and - Pressure regulating means adapted to automatically trigger an opening of said inner discharge hatch (68) or a portion of said inner discharge hatch (68) when a differential pressure on either side of said internal discharge hatch (68) exceeds a determined value.
    公开号:FR3022884A1
    申请号:FR1456027
    申请日:2014-06-27
    公开日:2016-01-01
    发明作者:Patrick Salgues；Anne-Laure Neveu
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an aircraft equipped with an internal escape hatch which integrates a pressure regulation system. BACKGROUND OF THE INVENTION As illustrated in Figure 2, an aircraft comprises a skin 10 forming the fuselage, a passenger cabin (not shown) delimited by an inner partition and a cockpit 12 defined by an inner partition 14. Various components are arranged between the skin 10 and the inner partition 14, such as insulation mats 16. The aircraft comprises for evacuating passengers and / or pilots an opening 18 for communicating the interior of the cabin 12 with the outside 20 the aircraft and at least one escape hatch 22 making it possible to close off or disengage the opening 18. According to an example shown in FIG. 1, this escape hatch 22 is positioned on the upper part of the fuselage, at the The escape hatch 22 comprises a wall with an outer surface 24 in the continuity of the outer surface of the skin 10 of the fuselage. This escape hatch 22 comprises locking / unlocking means 25 controlled by an inner opening control 26 operable from inside the fuselage and by an external opening control 28 operable from outside the fuselage. Inside the fuselage, at the opening 18, it is necessary to provide a lining element 30 in the opening 18 against the escape hatch to ensure continuity of the inner partition 14 of the cabin 12. In parallel, the cockpits and passenger cabins are separated by a partition wall which includes a door for communicating the two cabins. In the event of depressurization or sudden overpressure in one or the other of the cabins, it is necessary to restore the balance of pressures on either side of the separating partition in order to avoid damaging said partition or from his door. For this purpose, the separating partition and / or its door comprise at least one pressure regulating system making it possible to balance the pressures on either side of the separating partition in the event of overpressure or depressurization in one or the other. other cabins. Such a system occupies a large area of the walls of the cabin. In some aircraft, an insufficient portion of the cabin walls is available to accommodate pressure control systems. These control systems are then insufficient in case of very sudden depressurization, which can cause a risk of deterioration of the partition wall or its door. Also, the present invention proposes a solution to overcome the disadvantages of the prior art. For this purpose, the subject of the invention is an aircraft comprising an outer skin and an inner partition delimiting a cabin, and comprising a discharge opening passing through said outer skin and said inner partition, said discharge opening being closed by an external escape hatch disposed in the extension of the outer skin, characterized in that the aircraft comprises: an internal escape hatch, closing said discharge opening, arranged in the extension of the inner partition, and means pressure regulator capable of automatically triggering an opening of said inner discharge hatch or of a part of said internal discharge hatch when a pressure differential on either side of said internal discharge hatch exceeds a determined value. Thus, the internal discharge hatch is used as a means for rebalancing the pressures of two cabins separated by a separating partition during a depressurization or overpressure in one or other of the cabins, the pressure balancing being operated between the cabin equipped with the internal escape hatch and the space between the internal partitions of the cabins and the outer skin of the fuselage. This internal discharge hatch can be used alone or in addition to another means of rebalancing pressures. According to another characteristic, the pressure regulating means comprise at least one stop movable along a sliding axis between a projecting position in which it retains the internal escape hatch and a retracted position in which it no longer retains the inner hatch. evacuation and permits are opening.
    [0002] Advantageously, the stop comprises a return means which pushes the stop in the projecting position, said return means being calibrated according to the pressure differential necessary to cause the automatic triggering of the opening.
    [0003] According to another characteristic, the abutment comprises a front face with a first inclined surface which makes it possible to convert a thrust force of the latch perpendicular to the sliding axis into a movement of the abutment along the axis of sliding against the means of recall.
    [0004] According to another characteristic, the internal escape hatch comprises a movable latch between a locked state and an unlocked state, said latch being in abutment against the stop in the locked state to maintain said inner escape hatch in a closed position and the latch comprises at least one arm fixed to a shaft pivoting about an axis of rotation relative to a support connected to the internal discharge hatch, said axis of rotation and said arm being configured so that in the locked state, the arm or an element supported by the arm is in contact with the stop and that in the unlocked state, the arm or an element supported by the arm is spaced from the stop and allows the opening of the inner discharge hatch. Advantageously, the arm supports at its free end a roller configured to roll against the stop.
    [0005] According to another characteristic, the internal escape hatch is connected to the aircraft by at least one strap. Advantageously, each strap comprises for connecting to the inner discharge hatch a ring and in that the shaft which supports the latch comprises for each strap a hook with one end which bears against a bearing surface when the latch is in the locked state and is spaced from said support surface when the latch is in the unlocked state, the hook passing through the ring in the locked state. Preferably, each bearing surface comprises a pointed end and inclined towards the inside of the cabin. According to another characteristic, the internal discharge hatch comprises an opening and in that the pressure regulating means comprise a pressure-relief panel configured to close off said opening, said pressure-relief panel being connected to the remainder of the internal evacuation hatch. by a connection which prevents any movement of the booster panel towards the inside of the booth and which allows a movement of the booster panel in the direction of the external discharge hatch when a force exerted on the booster panel in the direction of the booster outside escape hatch exceeds a certain threshold. Advantageously, the connection comprises tabs made of ferromagnetic material, fixed on the outer face of the booster panel and protruding at the periphery of said booster panel, for each leg, a support fixed to the remainder of the internal discharge hatch and a magnetic element fixed on the support and disposed under the tab. Other features and advantages will become apparent from the following description of the invention, a description given by way of example only, with reference to the appended drawings in which: FIG. 1 is a perspective view of the front of a FIG. 2 is a schematic sectional view of an exhaust opening illustrating the prior art. FIG. 3A is a diagrammatic section of an exhaust opening illustrating the invention. FIG. Figure 3B is a sectional view illustrating a detail of Figure 3A. FIGS. 4A to 4C are diagrams which illustrate the principle of operation of an interior escape hatch actuated from the inside, FIG. 5 is a perspective view from the outside of an interior escape hatch which illustrates FIG. 6 is a sectional view of a mechanism for controlling the movement of a latch illustrated in FIG. 5. FIG. 7 is a perspective view which illustrates in detail the control mechanism of the latch. FIG. 8 is a perspective view of a first disembotable hinge which illustrates an embodiment of the invention; FIG. 9 is a perspective view of a second disembotable hinge which illustrates an embodiment of FIG. FIG. 10 is a diagram illustrating the principle of operation of an externally-operated interior escape hatch, FIG. 11 is a perspective view illustrating in detail a lever operable by an external opening control of an external escape hatch; FIG. 12 is a perspective view which illustrates in detail the mechanism for controlling the movement of the latch when it is actuated from the outside, FIG. 13 is a diagram illustrating a depressurization of an aircraft cockpit, FIGS. 14A and 14B are sections of the mechanism for controlling the movement of the latch during a depressurization of a cockpit, FIG. 15 is a front view which illustrates the interior escape hatch after an opening due to a depressurization of the cockpit, FIG. 16 is a perspective view which illustrates in detail a centering pin used for FIGS. 17A and 17B are views of the outer face of an internal escape hatch before and after an overpressure in the cockpit, FIG. FIG. 19 is a perspective view of a tab for holding a pressure relief panel of an internal discharge hatch, FIG. 20 is a perspective view of a water absorbent element, FIG. a support of a permanent magnet of a booster panel of an internal discharge hatch, and Fig. 21 is a perspective view of a permanent magnet of a booster panel of an internal trapdoor; evacuation. FIG. 3A shows a part of an aircraft which comprises a fuselage with an outer skin 40 attached to a structure 42, and inside the fuselage, a cabin 44 delimited by an inner partition 46 spaced from the skin 40. As illustrated in FIG. 13, an aircraft comprises a pilot cabin 44 provided at the front and a passenger cabin 44 'at the rear of the flight cabin 44, separated from the latter by a separating partition 47 which includes a door for communicating cabins 44, 44 '. Each cabin 44, 44 'is delimited by an inner partition 46. Different elements are interposed between the skin 40 and the inner partition 46, such as insulation blankets for example. According to an embodiment illustrated in FIG. 3A, the aircraft comprises at least one escape opening 48 which makes it possible to communicate the interior of a cabin 44 with the outside of the aircraft and which opens at the level of the skin 40 forming the fuselage and at the inner partition 46 of the cabin 44. Preferably, this inner partition 46 extends, at least around the opening 48, substantially parallel to the skin 40 and at a distance of this skin. According to an implementation, the discharge opening 48 opens at the upper part of the fuselage. It is preferably positioned above the seat of the third occupant of the cockpit 44 or slightly offset from the plumb of this seat, as shown in Figure 15. This implantation is preferred because it offers better accessibility from the different places of the cockpit. For the rest of the description, as shown in FIG. 1, a longitudinal direction DL corresponds to the direction that extends from the front tip to the rear tip of the aircraft. A transverse plane is a plane perpendicular to the longitudinal direction. A radial direction DR is a direction perpendicular to the longitudinal direction. According to one configuration, the discharge opening 48 is delimited by a periphery comprising a front edge included in a first transverse plane, a rear edge included in a second transverse plane, a lower edge and an upper edge parallel to the longitudinal direction and rounded portions connecting the front, rear, bottom and top edges. However, the invention is not limited to this geometry for the periphery of the opening. The discharge opening 48 is closed by an external discharge hatch 50 in the extension of the removable skin 40 whose geometry is adapted to that of the discharge opening 48 and which comprises a wall with an outer surface 52 in the continuity of the outer surface of the skin 40 of the fuselage when the outer discharge hatch 50 closes the discharge opening 48. The outer discharge hatch 50 comprises locking / unlocking means 54 controlled by a control interior opening 56 operable from the inside of the fuselage and by an external opening control 58 operable from outside the fuselage. According to an embodiment illustrated in FIG. 10, the external escape hatch 50 is connected to the rest of the fuselage of the airplane by a pivot axis 60. When the locking / unlocking means 54 are in the unlocked state, the outer escape hatch 50 can pivot about the pivot axis 60 towards the inside of the fuselage. According to another embodiment, the outer escape hatch 50 supports an element that moves inwardly of the fuselage when the external opening control 58 is actuated. The outer escape hatch 50 is not further described because it may be identical to that of the prior art. According to a characteristic of the invention, the aircraft comprises at the level of the opening of the evacuation 48 and the internal partition 46, an internal escape hatch 68 movable between a closed position in which it closes the opening of 48 and an open position in which it releases the discharge opening 48. The inner discharge hatch 68 comprises a rigid or semi-rigid panel 69, with an inner surface 70 disposed in the continuity of the inner surface of the partition 46 in the closed position and an outer surface 72 facing the outer escape hatch 50. In one configuration, the aircraft comprises a frame 74 which surrounds the discharge opening 48 and which cooperates with the inner hatch 68, the periphery of which coincides with that of the frame 74 so as to obtain a seal between the frame 74 and said internal escape hatch 68. This frame 74 comprises a top edge 76 and a lower edge 76 'approximately parallel to the longitudinal direction and a rear edge 78 in a transverse plane and a front edge 78' in another transverse plane. Preferably, as shown in FIG. 3B, the internal escape hatch 68 has shapes complementary to those of the frame 74 so as to limit the movement of the internal discharge hatch 68 in a radial direction DR in the direction of the outside of the aircraft and to allow the movements of the inner escape hatch 68 towards the interior of the aircraft, particularly because of the weight of the internal escape hatch 68. According to one embodiment, the inner hatch discharge 68 comprises a flange 80 which extends the inner surface 70 of said hatch 68 and which forms a contact surface 82 approximately perpendicular to the radial direction DR and bearing against the frame 74 or the inner partition 46 in the closed position. In addition, the frame 74 or the internal partition 46 comprises a recess 84 with a contact surface 86 against which the flange 80 bears when the internal escape hatch 68 is in closed position, said recess 84 being sized to house the rim 80 and so that the inner surface 70 of the inner discharge hatch 68 is in line with the inner surface of the partition 46. According to one embodiment, the flange 80 extends over the entire periphery of the inner door of the According to one configuration, the internal escape hatch 68 has shapes complementary to those of the frame 74 or the internal partition 46 so as to favor its centering relative to the frame 74 or the internal partition 46.
    [0006] According to one embodiment, the inner escape hatch 68 has a truncated pyramidal peripheral edge 88 which promotes centering (visible in FIGS. 3B and 17A).
    [0007] The internal escape hatch 68 comprises at least one latch 90 configured to occupy a locked state in which the latch 90 holds said inner escape hatch 68 in the closed position and an unlocked state in which the latch 90 allows the opening said internal escape hatch 68, in particular under the effect of gravity. In the locked state, the latch 90 cooperates with at least one stop 92 supported by the frame 74. In a configuration, the stop 92 is positioned on the upper edge 76 of the frame 74, equidistant from the rear and front edges 78, 78 . The stop 92 protrudes from the upper edge 76 and extends towards the lower edge 76 'substantially perpendicular to the longitudinal direction DL and the direction DR. The stop 92 is positioned relative to the latch 90 so as to block the movements of the inner discharge hatch 68 when said latch 90 is in the locked state. According to the embodiment, the stop 92 is positioned under the latch 90 (shifted towards the inside of the cabin) when the latter is in the locked state. Whatever the embodiment, the structure of the aircraft comprises, for each latch 90, at least one stop 92 which immobilizes the latch 90 in a radial direction DR inwardly of the aircraft. Advantageously, the structure of the aircraft comprises two stops, a first stop 92 which immobilizes the latch 90 in a radial direction DR towards the inside of the aircraft and a second stop which immobilizes the latch 90 in a radial direction towards the outside of the plane. According to one embodiment, the second stop corresponds to the contact surface 86 of the recess 84 of the frame 74 or the internal partition 46. Although it is described with a single latch, the internal escape hatch 68 may comprise several latches, each of which is associated with at least one stop.
    [0008] Preferably, the latch 90 is rotatable relative to an axis of rotation 94 substantially parallel to the longitudinal direction DL. For this purpose, the internal escape hatch 68 comprises a pivoting connection with an axis of rotation 94 for connecting the latch 90 to the panel 69 of the internal discharge hatch 68, the axis of rotation 94 being distant from the stop 92 .
    [0009] According to one embodiment, the connection between the latch 90 and the panel 69 comprises on the one hand a support connected to the internal discharge hatch 68 in the form of a yoke 96 with two cylindrical bearing surfaces 96a and 96b having axes coaxial with the axis of rotation 94 and secondly a shaft 98 which pivots in the two cylindrical bearing surfaces 96a and 96b and to which is connected the latch 90. The latch 90 comprises at least one arm 100 perpendicular to the axis of rotation 94 and rigidly fixed to the shaft 98. The axis of rotation 94 and the arm 100 are configured so that in the locked state, the arm 100 or an element supported by the arm is in contact with the stop 92 and that in the unlocked state, the arm 100 or an element supported by the arm is spaced from the stop and allows the opening of the internal escape hatch 68. According to one embodiment, the latch 90 pivots around of the rotation axis 94, in the counterclockwise direction, of an angle the of the order of 120 ° between the locked state and the unlocked state.
    [0010] According to an embodiment visible in Figure 7, the latch 90 comprises two parallel arms 100. Advantageously, the latch 90 comprises at its end a roller 102 adapted to roll on the stop 92. According to one embodiment, the two arms 100 support at their free ends an axis on which is pivotally mounted the roller 102. Of course, the invention is not limited to this kinematics for the latch 90. Instead of pivoting, the latch could be translated between a first position in contact with the stop 92 which corresponds to the locked state and a second position spaced from the stop 92 which corresponds to the unlocked state. However, the embodiment illustrated in the figures is preferred because the rotation of the latch 90 about an axis of rotation 94 makes it possible to obtain a leverage effect.
    [0011] The internal discharge hatch comprises at least one mechanism for controlling the movement of the latch 90. Preferably, this mechanism comprises at least one return means which causes the latch 90 to tilt to the unlocked state. According to one embodiment, the motion control mechanism comprises two springs 104, 104 'around the shaft 98 which cause rotation of the latch 90 in the unlocked state. In addition to the return means (s) 104, 104 ', the mechanism comprises at least one locking handle 106 which immobilizes the latch 90 in the locked state, against the means (s) of recall 104, 104 '. According to an embodiment visible in FIGS. 6 and 7, the shaft 98 comprises at least one collar 107 with at least one notch 108 at the periphery. This notch 108 has a contact surface passing through the axis of rotation 94. Preferably, the shaft 98 comprises two collars 107, 107 'arranged symmetrically with respect to the latch 90, each comprising a notch 108. In addition, the locking handle 106 comprises at least one lug 110, one for each notch 108.
    [0012] Preferably, the locking handle 106 is rotatable about an axis of rotation 112 between: a first position corresponding to the locked state of the latch 90 in which the locking handle 106 immobilizes in rotation the latch 90, the lug 110 of the locking handle 106 bearing against the notch 108 of the shaft 98, and a second position in which the locking handle does not immobilize the latch 90 in rotation, the lug 110 being away from the notch 108 of the shaft 98. Preferably, the axis of rotation 112 is parallel to the axis of rotation 94 of the latch 90. According to one embodiment, the locking handle 106 is connected to the panel 69 by a pivotal connection which comprises a yoke 114 connected to the panel 69 with two cylindrical bearing surfaces 114a and 114b having coaxial axes coinciding with the axis of rotation 112, a shaft 116 forming part of the locking handle 106 or connected thereto, which pivots in both cylindr 114a and 114b. Preferably, the yokes 96 and 114 form a single assembly.
    [0013] According to one embodiment, the locking handle 106 comprises in addition to the shaft 116, two arms 118, 118 'parallel to each other and perpendicular to the axis of rotation 112 and a control 120 in the form of a bar , the arms 118, 118 'connecting the shaft 116 and the control 120, the arms 118, 118' being each arranged at a notch 108 and comprising a pin 110.
    [0014] At least one biasing means keeps the locking handle 106 in the first position in which it immobilizes the latch 90 in rotation. According to one embodiment, two springs 123 are used as a return means. According to a configuration, the arms 118, 118 'supporting the lugs 110 are offset towards the inside of the aircraft relative to the axis of rotation 94. Thus, a traction force F towards the inside of the aircraft exerted on the control 120 causes the rotation of the locking handle 106 which releases the latch 90, the latter pivoting in the unlocked state due to the means (s) of return 104, 104 '.
    [0015] The invention is not limited to this kinematics for the locking handle 106. Thus instead of pivoting, the locking handle 106 could translate. However, the variant with a rotational movement about the axis of rotation 112 makes it possible to obtain a lever effect, the control 120 being separated from the axis of rotation 112 by a greater distance than the pin or the pin ( s) 110. The return means (s) 104, 104 'which cause the latch 90 to tilt in the unlocked state make it possible to dissociate the force required to cause the latch 90 to tilt against the force to be applied to the level of the control 120 to cause the rotation of the locking handle 106.
    [0016] Thus, the invention reduces the tensile force F exerted on the control 120 to cause the change of state of the latch 90 and the opening of the inner discharge hatch 68. According to another characteristic of the invention. , the transition from the locked state to the unlocked state of the latch 90 is controlled by two commands, a first opening command accessible from the inside of the aircraft and a second opening command linked to the control of external opening 58 of the outer escape hatch 50 which can be used to trigger the opening of the inner escape hatch 68 from outside the aircraft. The first open command comprises latch 90 and lock handle 106 previously described. They are arranged between the two hatches 50 and 68. Therefore, the panel 69 of the internal escape hatch 68 comprises an opening 122 to make the control 120 accessible from inside the cabin. Thus, as illustrated in FIGS. 4A-4C, to open the internal escape hatch 68, a person must pass a hand through the opening 122, then pull the control 120. The second opening command is located between the outer hatch 50 and the inner escape hatch 68. It is positioned such that the operation of the outer opening control 58 of the outer discharge hatch 50 or the transition from the closed position to the position Opening of the outer escape hatch 50 causes the second opening command to be actuated. The second opening control comprises a lever 124 connected to the locking handle 106 by means of a cable 126.
    [0017] According to an embodiment shown in Figures 10 and 11, the lever 124 pivots about an axis of rotation 128 secured to the panel 69 by means of a support 130 fixed on its outer surface 72. The lever 124 comprises a first end 132 positioned to be in contact with the outer discharge hatch 50 or an element supported by said hatch when the outer opening control 58 of the outer discharge hatch 50 is actuated. According to one embodiment, the cable 126 is secured to the second end 134 of the lever, the first and second ends 132 and 134 of the lever being disposed on either side of the axis of rotation 128, the first end 132 being more distant from the axis of rotation 128 than the second end 134 to obtain a leverage effect. The cable 126 and the lever 124 are arranged so that when the lever 124 tilts, it exerts a tensile force on the cable 126. As indicated above, the cable 126 comprises a first end connected to the lever 124 and a second end connected to the blocking handle 106. According to an embodiment illustrated in FIGS. 11 and 12, the cable 126 is inserted in a sheath 135 which comprises a first end blocked by a first support 136 integral with the panel 69 and close to the handle blocking device 106 and a second end blocked by a second support 138 secured to the panel 69 and close to the lever 124. At the outlet of the second end of the sheath 135, the cable 126 is parallel to the axes of rotation 94 and 112, in the extension of the control 120. The panel 69 comprises a reference 140 so as to orient the cable 126 in a direction perpendicular to the axes of rotation 94 and 112 and the control 120 Preferably, the locking handle 106 comprises a tab 142 disposed at one end of the control 120 and perpendicular to the latter, the cable 126 being connected to said tab 142. At the outlet of the first end of the sheath 135, the cable 126 is oriented parallel to the axis of rotation 128 of the lever 124. The panel 69 comprises a return 144 to orient the cable perpendicular to the axis of rotation 128 of the lever 124 in the plane of pivoting of the lever 124.
    [0018] As illustrated in FIGS. 10 to 12, when the external opening control 58 of the external escape hatch 50 is actuated, the external escape hatch 50 or an element supported by said hatch exerts a force on the first end 132 Due to this effort, the lever 124 pivots as illustrated in FIG. 10. The pivoting of the lever 124 causes a tensile force on the cable 126 as illustrated in FIG. 11. The tensile force exerted on the first end of the cable 126 is translated at the second end of the cable by a tensile force on the locking handle 106 which pivots. By pivoting, the locking handle 106 releases the latch 90 which pivots in the unlocked state. The internal escape hatch 68 is then opened. The second open command for controlling the passage of the latch from the locked state to the unlocked state is not limited to this embodiment. Preferably, the second opening control comprises a lever 124 operable by the outer discharge hatch 50 and connected to the latch 90, the pivoting of the lever 124 during the opening of the outer discharge hatch 50 causing the passage of the locked state in the unlocked state of the latch 90. In one configuration, the upper edge 76 of the frame 74 comprises a stop 92 which cooperates with a latch 90 integral with the panel 69 of the inner discharge hatch 68.
    [0019] In addition, the panel 69 comprises two disengageable hinges at the lower edge 76 '. Each disengageable hinge comprises a finger 146 which cooperates with a housing 148 provided at the lower edge 76 'of the frame 74, as illustrated in Figures 5, 8 and 9. As shown in detail in Figure 8, each finger 146 includes a first end a plate 148 fixed to the panel 69 and at the other end a cylindrical shape 150 (visible in Figure 9) with an axis 152 parallel to the axis of rotation 94 of the latch 90. At least one housing comprises two walls lateral 154, 154 'which immobilize in translation in a direction parallel to the axis 152 of the cylindrical shape 150 of the finger 146. Thus, in order to be able to disengage the internal escape hatch 68 from the opening, it is firstly necessary to to switch the latch 90 to the unlocked state so as to allow a slight pivoting of said hatch around the axis 152 cylindrical shapes 150 which then act as hinges. Following, as illustrated by the arrows 156 of Figures 8 and 9, the fingers 146 are out of their housing 148. Since the inner escape hatch 68 is open and releases the discharge opening 48.
    [0020] According to another characteristic, the internal discharge hatch 68 performs the function of a pressure regulator and opens automatically when a pressure differential on either side of the internal discharge hatch 68 exceeds a determined value. For this purpose, it comprises means for regulating the pressure which automatically trigger the opening of said internal escape hatch 68 when a pressure differential becomes too great on either side of said trapdoor 68. Thus, according to a first function, the internal escape hatch 68 opens automatically in case of depressurization of the driver cabin 44, as shown in Figure 13. For this purpose, the stop 92 is retractable. As illustrated in FIGS. 6, 14A and 14B, the stop 92 is movable between a projecting position shown in FIG. 6 in which it holds the catch 90 and prevents the opening of the internal escape hatch 68 and a retracted position. illustrated in Figure 14A in which it no longer retains the latch 90 and allows the opening of the inner escape hatch 68. According to one embodiment, the stop 92 slides in a cylindrical sleeve 158 provided in the upper edge 76 of the frame 74, with a sliding axis A158 substantially perpendicular to the longitudinal direction DL and the direction DR.
    [0021] The stop 92 comprises a return means 160, for example a compression spring, which pushes the abutment 92 into the protruding position. In parallel, the stop 92 and the sleeve 158 have complementary shapes to block the translational movement of the stop 92 when it reaches the projecting position. The return means 160 is calibrated as a function of the pressure differential necessary to cause the automatic triggering of the opening of the internal discharge hatch 68. By way of example, in the embodiment shown, the pressure differential which triggers the opening is between 6 and 9 millibars. Advantageously, the abutment 92 comprises a front face 162 with a first inclined surface 164 bevelled which makes it possible to convert a thrust force of the latch 90 perpendicular to the sliding axis A158 into a movement of the abutment 92 along the axis of sliding A158 against the return means 160. According to one embodiment, in a plane containing the directions DL and DR, the front face 162 is curved and comprises in the upper part the first inclined surface 164 against which is supported by the latch 90 in the locked state as illustrated in FIG. 6, a top 166 against which the latch 90 bears when it moves from the locked state to the unlocked state as illustrated in FIG. 14A and in the lower part second inclined surface 168, the inclined surfaces 164 and 168 being substantially symmetrical with respect to the sliding axis A158. By way of example, the first inclined surface 164 forms an angle of the order 60 ° with respect to the sliding axis A158. Preferably, the latch 90 comprises a roller 102 which comes into contact with the stop 92 and which makes it possible to eliminate the friction between the latch 90 and said stop 92.
    [0022] As shown in FIG. 13, the cabins 44 and 44 'are separated by a partition. When depressurization occurs in the cockpit 44, there is a sudden and significant pressure differential between the cockpit 44 and the passenger cabin 44 '. This pressure differential is reflected on both sides of the internal escape hatch 68. Thus, as shown in FIG. 14A, this pressure differential generates, at the level of the outer surface 72, forces f that push the interior hatch 68 to the inside of the cabin. Due to the forces f, the latch 90 exerts on the abutment 92 a force G oriented in the direction DR towards the interior of the cabin. When this force G exceeds a threshold value, the stop 92 retracts and no longer retains the latch 90 which passes to the unlocked state as shown in Figure 14B. The opening of the internal escape hatch 68 makes it possible to restore the equilibrium between the two cabins 44, 44 '. To give an order of magnitude, the threshold value of the force G is of the order of 218 N. Thanks to the invention, it is possible, in some aircraft, to suppress the pressure regulation systems at the wall level. separator 47 or its door which tends to reduce the embedded weight. In other aircraft, the invention makes it possible to supplement the existing pressure regulation systems and thus to increase their effectiveness. According to another characteristic, the internal escape hatch 68 is connected to the structure of the aircraft and more particularly to the frame 74 by at least one strap 170. According to one embodiment, the internal escape hatch 68 is connected to the upper edge 76 of the frame by two straps 170, 170 '.
    [0023] This configuration makes it possible to prevent the internal escape hatch 68 from hurting the person sitting under the latter when the automatic opening of the internal escape hatch 68 is triggered in the event of depressurization of the flight deck, as illustrated on FIG. 15. Advantageously, each strap 170 is connected to the escape hatch 68 by a link 172 which automatically breaks the link between said inner escape hatch 68 and each strap 170, 170 'when the latch 90 is at the unlocked state. Indeed, the straps 170, 170 'must not hinder the opening of the inner escape hatch 68 when its opening is triggered voluntarily by a person who pulls on the control 120. Preferably, as shown in FIG. 7, each strap 170, 170 'comprises at its end a ring 174. In addition, the shaft 98 which supports the latch 90 comprises for each strap 170, 170' a hook 176 whose end bears against a surface d support 178 secured to the panel 69 when the latch 90 is in the locked state. According to one embodiment, the yoke 96 comprises two bearing surfaces 178, one for each strap, provided outside the cylindrical bearing surfaces 96a, 96b. Each hook 176 extends in a plane perpendicular to the axis of rotation 94 of the shaft 98, at each end of the shaft 98. For each strap 170, 170 ', in the locked state, the hook 176 passes through the ring 174 and retains it to the extent that its end is in contact with the corresponding bearing surface 178. Thus, if the opening of the internal escape hatch 68 is triggered due to a depressurization, the latch 90 still remaining in the locked state, the (straps 170, 170 'remain attached to the inner escape hatch 68. If the opening of the internal escape hatch 68 is deliberately triggered by a person pulling on the control 120, then the locking handle 106 releases the rotatable shaft 98. The rotation of the shaft 98 causes on the one hand the passage of the latch 90 in the unlocked state and on the other hand the release of the rings 174, the ends of the hooks 176 being spaced apart from the bearing surfaces 178. Preferably, each bearing surface 178 comprises a pointed end and inclined towards the inside of the cabin to not retain the ring 174 when each hook 176 is spaced from the corresponding bearing surface 178. According to another function of the pressure regulation, the inner door of evacuation 68 makes it possible to regulate the pressure in the event of overpressure in the piloting cabin 44. For this purpose, the internal escape hatch 68 comprises an opening 180 (visible in FIG. 17B) which makes it possible to communicate the interior of the cabin 44 with the spacer zone 182 (visible in FIGS. 3A and 13) between the inner partition 46 and the skin 40 of the fuselage and a pressure-relief panel 184 configured to close off said opening 180.
    [0024] Advantageously, the pressure relief panel 184 is as large as possible so that the pressure is distributed over the largest possible area.
    [0025] Preferably, the opening 180 is spaced from the peripheral edge 88 of the internal escape hatch 68. According to one embodiment, the panel 69 of the internal escape hatch 68 comprises two parts, a peripheral portion 186 which surrounds opening 180 and a central portion which corresponds to the pressure panel 184. The peripheral portion 186 comprises the opening 122 and supports the yokes 96 and 114, the lever 124 and the disengageable hinges. According to one embodiment, the opening 180 and the booster panel 184 have the same rectangular peripheral shapes with rounded corners.
    [0026] Advantageously, the booster panel 184 is connected to the peripheral portion 186 by a link 188 which prevents any movement of the booster panel 184 towards the interior of the booth 44 and which allows the booster panel 184 to move in the direction of the hatch. external discharge 50 when a force exerted on the pressure panel 184 in the direction of the external discharge hatch 50 exceeds a certain threshold. The link 188 comprises tabs 190 made of ferromagnetic material, fixed on the outer face 191 of the booster panel 184 and protruding at the periphery of said panel 184 so as to come above the peripheral portion 186. The link 188 also includes for each tab 190 a support 192 fixed on the outer surface 194 of the peripheral portion 186, and a magnetic element 196, such as a permanent magnet for example, fixed on the support 192, each magnetic element 196 being disposed under a tab 190. L the magnetic force exerted by the magnetic elements 196 is adjusted according to the desired value for the automatic release of the opening of the booster panel in case of overpressure inside the booth 44.
    [0027] Thus, in the absence of overpressure, the tabs 190 bear against the supports 192 and prevent any movement of the booster panel 184 towards the inside of the booth 44. The magnetic elements 196 hold the lugs 190 against their supports 192 and prevent any movement of the pressure panel 184 to the outside of the cabin 44. As soon as the overpressure inside the cabin 44 exceeds a certain threshold, the magnetic force of the magnetic elements 196 is not sufficient to retain the tabs 190 and the booster panel 146 is lifted so as to allow equalization of the pressures on either side of the internal discharge hatch 68.
    [0028] Advantageously, the secondary panel 184 comprises at its outer face 194 of 198 elements absorbing water. According to one embodiment, these water-absorbing elements 198 are in the form of adhesively bonded strips on the outside face 194 of the pressure-booster panel 184 and arranged to form a barrier configured to limit the infiltration of water. water in the cockpit 44, especially during the flight descent phase. According to another feature visible in FIG. 16, the internal escape hatch 68 comprises centering means 200 to simplify the positioning of said internal escape hatch 68 with respect to the structure of the aircraft, and more particularly of the latch 90 relative to the stop 92. To position the upper edge 202 of the inner discharge hatch, a centering pin 204 is fixed near the upper edge 202, on the outer surface 72 of said door. In addition, a plate 206 with an oblong slot 208 is fixed to the structure of the aircraft, more particularly to the frame 74. The oblong slot 208 has a width equal to the clearance close to the diameter of the centering pin 204 and its length is oriented substantially perpendicular to the longitudinal direction DL and the direction DR, in a direction parallel to the latch 90.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. An aircraft comprising an outer skin (40) and an inner partition (46) defining a cabin, and comprising an exhaust opening (48) passing through said outer skin (40) and said inner partition (46), said discharge opening ( 48) being closed by an external discharge hatch (50) disposed in the extension of the outer skin (40), characterized in that the aircraft comprises: an internal escape hatch (68), closing said opening discharge device (48), arranged in the extension of the inner partition (46), and pressure regulating means adapted to automatically trigger an opening of said inner escape hatch (68) or a part of said hatch internal discharge (68) when a pressure differential on either side of said inner discharge hatch (68) exceeds a determined value.
    [0002]
    2. Aircraft according to claim 1, characterized in that the pressure regulating means comprise at least one stop (92) movable along a sliding axis (A158) between a projecting position in which it retains the internal escape hatch (68) and a retracted position in which it no longer retains the inner discharge hatch (68) and allows its opening.
    [0003]
    3. Aircraft according to claim 2, characterized in that the stop (92) comprises a return means (160) which pushes the stop (92) in the projecting position, said biasing means being calibrated according to the pressure differential necessary to cause the automatic triggering of the opening.
    [0004]
    4. Aircraft according to claim 3, characterized in that the stop (92) comprises a front face (162) with a first inclined surface (164) which makes it possible to convert a thrust force of the latch (90) perpendicular to the axis slidably (A158) in a movement of the abutment (92) along the sliding axis (A158) against the biasing means (160).
    [0005]
    5. Aircraft according to claim 4, characterized in that the end face (162) comprises a second inclined surface (168) symmetrical to the first surface inclined relative to the sliding axis (A158).
    [0006]
    6. Aircraft according to one of claims 2 to 5, characterized in that the inner discharge hatch (68) comprises a latch (90) movable between a locked state and an unlocked state, said latch (90) being in abutment against the stop (92) in the locked state to maintain said inner discharge hatch (68) in a closed position and in that the latch (90) comprises at least one arm (100) attached to a pivoting shaft (98) along an axis of rotation (94) relative to a support connected to the internal discharge hatch (68), said axis of rotation (94) and said arm (100) being configured so that in the locked state, the arm (100) or an element supported by the arm (100) is in contact with the stop (92) and that in the unlocked state, the arm (100) or an element supported by the arm is moved away from the stop ( 92) and allows the opening of the internal discharge hatch (68).
    [0007]
    7. Aircraft according to claim 6, characterized in that the arm (100) supports at its free end a roller configured to roll against the stop (92).
    [0008]
    8. Aircraft according to claim 6 or 7, characterized in that the internal escape hatch (68) is connected to the aircraft by at least one strap (170, 170 ').
    [0009]
    9. Aircraft according to claim 8 characterized in that each strap (170, 170 ') comprises for connecting to the inner discharge hatch (68) a ring (174) and in that the shaft (98) which supports the latch (90) comprises for each strap (170, 170 ') a hook (176) with one end which abuts against a bearing surface (178) when the latch (90) is in the locked state and which is spaced from said bearing surface (178) when the latch (90) is in the unlocked state, the hook (176) passing through the ring (174) in the locked state.
    [0010]
    10. Aircraft according to claim 9, characterized in that each bearing surface (178) comprises a pointed end and inclined towards the inside of the cabin.
    [0011]
    11. Aircraft according to one of the preceding claims, characterized in that the internal discharge hatch (68) comprises an opening (180) and in that the pressure regulating means comprise a pressure panel (184) configured to closing said opening (180), said booster panel (184) being connected to the remainder of the interior drain hatch (68) by a link (188) which prevents movement of the booster panel (184) inwardly of the cabin (44) and which permits a movement of the booster panel (184) in the direction of the outer discharge hatch (50) when a force exerted on the booster panel (184) towards the outer hatch of the booster evacuation (50) exceeds a certain threshold.
    [0012]
    12. Aircraft according to claim 11, characterized in that the link (188) comprises tabs (190) of ferromagnetic material, fixed on the outer face (191) of the pressure plate (184) and which project on the periphery of said panel pressure plate (184), for each lug (190), a support (192) fixed on the remainder of the internal discharge hatch (68) and a magnetic element (196) fixed on the support (192) and arranged under the paw (190).
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    同族专利:
    公开号 | 公开日
    FR3022884B1|2016-07-01|
    CN105217012B|2019-09-27|
    US20150375866A1|2015-12-31|
    US9540110B2|2017-01-10|
    CN105217012A|2016-01-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1332962A1|2002-01-31|2003-08-06|Airbus France|Jettisonable aircraft door|
    DE102006056137A1|2006-11-28|2008-05-29|Airbus Deutschland Gmbh|Door e.g. cargo door, arrangement, for air plane, has pressure reducing device comprising channel, pipe line and vacuum pump and provided for lowering pressure in gap formed between sealing lips|
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    EP3360777B1|2017-02-08|2021-10-06|Airbus Operations S.L.|Opening and secure-closing system for aircraft doors|
    DE102017208115A1|2017-05-15|2018-11-15|Lufthansa Technik Ag|Device for equalizing a pressure difference for an aircraft|
    CN108082495B|2017-12-03|2021-02-26|中国直升机设计研究所|Air distribution system based on cabin door framework of helicopter cockpit|
    法律状态:
    2015-06-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-01| PLSC| Search report ready|Effective date: 20160101 |
    2016-06-27| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1456027A|FR3022884B1|2014-06-27|2014-06-27|AIRCRAFT EQUIPPED WITH AN INTERNAL EVACUATION TRAPPE INCORPORATING A PRESSURE REGULATION SYSTEM|FR1456027A| FR3022884B1|2014-06-27|2014-06-27|AIRCRAFT EQUIPPED WITH AN INTERNAL EVACUATION TRAPPE INCORPORATING A PRESSURE REGULATION SYSTEM|
    US14/750,114| US9540110B2|2014-06-27|2015-06-25|Aeroplane equipped with an internal escape hatch incorporating a pressure regulating system|
    CN201510368538.2A| CN105217012B|2014-06-27|2015-06-29|The aircraft equipped with internal security hatch comprising pressure-regulating device|
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