• 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 invention proposes a simple system, compact, without hinge arm or flap seal, while achieving a safe and effective opening. To do this, the invention provides a door opening by a lateral guide defining an integrated kinematic crawling inwardly and then outside the fuselage. A system for opening an emergency door (1) is positioned in an aircraft fuselage (2), the door and the fuselage having respective frames (11, 21) which extend opposite one another. According to the invention, this system comprises a control handle (5) for rotating together a latch / latch pair, and an opening mechanism (30) equipped in zones of upper angle (Zs) of the door (1), a pivoting lever (6) articulated on an upper edge of the fuselage (2) and provided with guideways in cooperation with the latch / latch couple and with a door attachment fitting (12). ), of upper and lower rollers mounted in the door side frame (11c) in connection with guideways (20s, 20i) mounted in the facing fuselage frame (21c), the upper guideways (20s). ) being inclined towards the inside of the cabin (I) while ascending and the lower guideways (20i) bent.
    公开号:FR3041929A1
    申请号:FR1559413
    申请日:2015-10-02
    公开日:2017-04-07
    发明作者:Patrick Vergnot；Christian Romec
    申请人:Latecoere SA；
    IPC主号:
    专利说明:

    METHOD AND SYSTEM FOR OPENING PLANE EMERGENCY DOORS
    DESCRIPTION
    TECHNICAL AREA
    The invention relates to a method of opening an emergency door of an aircraft, and to a system comprising a mechanism between an emergency door and the fuselage of an aircraft capable of such a process. An emergency door of an airplane is located above the plane wing ("overwing emergency exit door" in English terminology). Apart from its function of evacuating passengers in an emergency situation, such doors can be used to receive / remove material or goods.
    In general, the opening of an aircraft door, for example a passenger door or emergency, can be broken down into several movements that follow one another: unlocking and releasing a safety catch, lifting and pivoting the door by actuators around an axis of rotation. For closure, these movements follow one another in inverse kinematics.
    In emergency situations, it is desired to be able to trigger the opening of the door in a minimum of operations in a minimum of time while securing the opening.
    STATE OF THE ART
    [0004] The safety regulation becomes more and more restrictive resulting in the introduction of complex kinematics with means having substantial disadvantages, in particular bulky, costly and not insignificant masses of hinge arms, as well as bibs. sealing due to additional cuts of the fuselage to achieve the clearance of the door upwards or downwards.
    It is for example known from patent document EP 0 876 954 an aircraft emergency door equipped with two arms fixed on a door panel and mounted in articulation 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 are mounted on the fuselage at the top of the door to 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.
    [0009] Other solutions, described for example in patent documents FR 2 830 564 or EP 0741 073, provide for the use of a pneumatic or hydraulic actuator, of the jack type, in connection with a supply reserve of motor fluid. This type of solution remains bulky and generates a significant weight, especially because of the reserve of engine fluid.
    STATEMENT OF THE INVENTION
    The invention aims to overcome these drawbacks of the state of the art using a space-saving system, without hinge arm or flap seal, without the need for complex kinematics, while achieving an opening safe and effective. In addition, the space-saving mechanism of the present invention will meet the desire of airlines for the possibility of integration into the emergency door of a window of size comparable to that of other portholes of the cabin.
    To do this, the invention provides a door opening by a lateral guide defining an integrated kinematic crawling inward of the cabin for the upper edge of the door, then outward of the fuselage for the edge lower before rotating lift.
    As such, the present invention relates to a method of opening an aircraft cabin emergency door in a fuselage to allow emergency exit of the passenger cabin. The method consists in carrying out a door opening kinematics arranged in a fuselage cut-out, starting from an initial state of a door in a closed position aligned with the fuselage, according to the following sequence of steps, successively generated by the action of an opening command: a step of activating motion intermediaries to unlock and unlock a control transmission to generate an inclined lifting step in connection with the fuselage by an inclined sliding of the upper edge of the door towards the cabin interior and a simultaneous sliding of elevation of its lower edge. This first step is followed, by movement reversal, of a step of exteriorizing the lower door edge out of the cabin by sliding the edges of the door in the opposite direction and at substantially the same inclination as that of the upper edge in the lifting step, simultaneously restoring the upper edge of the door at the fuselage, and a final step of pivoting the door by locking and locking the control transmission on the door which is then driven, via the opening control, pivoting about a longitudinal axis of rotation of the fuselage.
    Under these conditions, the movements "back and forth" of the door occupy a minimized space without additional cutting of the fuselage, which significantly reduces the size of the door cut in the fuselage and to overcome the bib sealing systems for the fuselage link.
    According to preferred embodiments: - Sliding is performed by upper and lower link guides between door frames and the fuselage facing, and by co-operating guides of the control transmission with the door; the step of activating the movement intermediates on the control transmission begins with an unlocking phase produced by a combined rotation of the movement intermediates from a locking-locking position, this unlocking resulting in the unlocking of the control guides; cooperation of the transmission control with the door and linkage guides between the frames; the movement intermediates comprise a first and a second intermediate of movement, respectively locking-unlocking and locking-unlocking, the first intermediate having a releasable locking function of the second and the second a locking function of the access to the movement which is released once the first intermediate disarmed, these intermediates having longitudinal axes of rotation carried by the remote door adapted to allow their combined rotation; the inclined step of lifting the door is generated by simultaneous trajectories towards the inside of the cab of the upper link guides and upwards of the lower link guides, starting from an intermediate position on the upper guides and a low abutment position on the lower link guides to a high abutment position on these link guides defining the cusp, while a sliding of the gate occurs simultaneously upwardly in the transmission guide of the transmission control to a high stop position; in the step of externalizing the door, the upper and lower link guides take, in opposite directions and until they are disconnected, inclination paths that are less than or equal to those of the trajectories of the upper link guides in the lifting step and, simultaneously, the door slides downward on the guide of cooperation from the high position until reaching a low stop and, at the end of sliding, the cooperation guide of the door is locked-locked by the movement intermediates in the locking abutment position on the cooperation guide of the control transmission corresponding to the initial pivoting position; at the end of the externalization phase, the lower edge of the door is sufficiently clear towards the outside of the aircraft relative to the fuselage so that the pivoting phase begins without risk of contact; the final stage of pivoting of the door starts with the driving of the locked-locked door on the control transmission by the opening command around the axis of rotation of the control transmission until reaching a position predetermined extreme; a mass compensation of the door is provided in order to balance this mass during the final lifting step.
    The invention also relates to an emergency door opening system positioned in an aircraft fuselage, the door and the fuselage having respective frames which extend opposite.
    The opening system comprises a combined rotational handle of at least one latch / latch latch / (un) lock, and an opening mechanism equipped, in at least one zone d upper corner of the door, a pivoting lever rotatably mounted on an upper edge of the fuselage and provided with guideways in cooperation with the latch / latch couple and with a door attachment bracket, guide rollers upper and lower mounted in the lateral door frame to form guiding means in connection with corresponding guide tracks mounted in the facing fuselage frame, the upper guide tracks being generally inclined upwards and the guide paths lower bent.
    [0017] Preferably, the upper guideways have a high end inner stop and substantially linear and inclined portions to a low outer end opening, and the lower guideways have a low end stop. internal coupled to a substantially vertical portion provided with a vertex and extended by a substantially linear portion of open end outwardly at a slope inclination lower than those portions of the upper guideways.
    According to particularly advantageous embodiments: - the latch has two end lugs, a lug adapted to flow in guideways integrated latch and a lug adapted to slide on a portion of configuration ramp completed by a locking stop, the latch having a face adapted to cooperate with a connected wall of the ramp of the pivot lever; each upper guide path has two substantially linear consecutive guide rails in which the rollers respectively coming from the corresponding door frame lateral beam and the lower guideways respectively have a bending configuration with a vertex; the (each) pivoting lever has a guiding path in cooperation with lugs coming from the door attachment fitting, this guiding path having flanges which serve as a ramp for the latch and the latch; - The door frame has lateral sides which are integral or which integrate the door fastening fittings; - A mass compensation spring of the door is mounted on the axis of rotation of the pivot lever to balance the mass of the door during pivoting; - Auxiliary stops are attached to the junction angle of the side beams and the longitudinal girder door and the longitudinal beam of fuselage frame facing, to overcome a breakage of upper guide path.
    In the present text, the term "roller" designates both a rolling part rotating in its movement on a ramp or in a cam path, track, track or equivalent, a non-rotating finger, moving in translation. "Vertical" or "horizontal" qualifies a direction parallel to the direction of Earth's gravity or in a plane perpendicular to that direction, respectively. The qualifiers "upper" and "lower" refer to a location respectively above and below the porthole of the door. The term "longitudinal" refers to the main direction of the aircraft fuselage, "before" and "backward" to the usual locator markers in an airplane, namely the cockpit side and the tail side of an airplane . "Transversal" qualifies an extension in a plane perpendicular to the longitudinal direction of the fuselage and "lateral" an extension in the fuselage in a direction perpendicular to the longitudinal direction. In addition, the ends or stops respectively "high" or "low" refer to a higher relative position or the lowest in the same element, in the sense of the farthest or least distant from the ground. The "ascending" or "descending" qualifiers mean moving upwards, that is to say, moving away from the ground, or downwards as they approach each other. In addition, "outside" or "external" (respectively "inside" or "internal") qualifies a location located outside (respectively inside) of the aircraft cabin, in other words out (respectively). inside) of the aircraft fuselage.
    PRESENTATION OF FIGURES
    Other data, characteristics and advantages of the present invention will become apparent on reading the following nonlimited description, with reference to the appended figures which represent, respectively: FIGS. 1a to 1d, FIG. an aircraft emergency door with respect to the fuselage profile illustrating the essential steps of the reversing opening kinematics according to the invention; - Figures 2a and 2b, perspective views of the aircraft emergency door in the closed position, respectively from the outside of the fuselage and the interior of the aircraft cabin; FIGS. 3a and 3b, perspective enlargements of an example of a door opening system according to the invention as located in partial views on lateral beams of the door frame and the fuselage facing each other; FIGS. 4a to 4f, sectional views in transverse planes of the link guides (diagrams A and B) and cooperation guides (diagrams C and D) of this opening system implemented from the state of locking up to the maximum opening of the door, between moments of locking / locking (Figure 4a), unlocking (Figure 4b), unlocking (Figure 4c), lifting to the point of cusp (Figure 4d), at the end of externalization (Figure 4e) and in pivoting position (Figure 4f); - Figure 5, a partial sectional view of the door in maximum lifting position, in the transverse plane of diagram D, and - Figure 6, an external perspective view of the emergency door in the maximum lifting position.
    DETAILED DESCRIPTION
    In the figures, identical reference signs refer to the same element and to the corresponding passages of the description.
    The diagrams of Figures 1a to 1d illustrate an aircraft emergency door profile 1 which moves in position relative to the profile of the fixed fuselage 2 of an aircraft to illustrate the essential steps of the kinematics of opening to cusp according to the invention.
    In the diagram of Figure 1a, the door 1 is in the closed position and the door profile 1 is then substantially aligned in the continuity of the fuselage profile 2 surrounding it. The arrow F1a, for the upper edge of the door 1s, and the arrow F1b, for its lower edge 1 i indicate the direction and orientation that the first so-called inclined lifting step will print at the door 1. In this step of inclined lifting, the upper edge of the door 1s is moved towards the interior of the cabin C1 (arrow F1a) while the lower edge 1i moves substantially vertically upwards (arrows F1b).
    FIG. 1b illustrates the position of the door 1 with respect to the fuselage 2 following the displacement performed during the lifting step, with the edge 1s in the cabin C1 and the raised edge 1i facing the lower edge 2i of the fuselage 2. By reversal of movement, the externalizing step that follows consists in translating the door 1 at an inclination substantially identical to that of the lifting step but in the opposite direction (arrows F2a and F2b). This externalizing step prepares the lower edge 1i in the outside position to the cabin C1 to proceed to the final pivoting under secure conditions.
    Indeed, at the end of the externalizing step (Figure 1c), the lower edge of the door 1 is cleared outside the cabin C1 - in other words in the space "E Out of the plane - while the upper edge 1s has returned to the level of the upper fuselage edge 2s.
    The pivoting of the door 1 (pivoting step) can then begin with a rotation (arrow Rp) around a pivot axis A1 positioned near the upper edge 2s of the fuselage 2. The pivoting step continues until the door 1 has reached a maximum open position relative to the profile of the fuselage 2, as shown in Figure 1d.
    More realistically, the perspective views of Figures 2a and 2b illustrate the aircraft emergency door 1 in the closed position, respectively from the outside "E" of the fuselage 2 and from the inside of the C1 cabin.
    The emergency door 1 comprises a window 3 and is positioned in a cutout 10 made in the fuselage 2. A seal 4 (which also appears in Figures 3a and 4a to 4f, diagrams A and B) is fixed at the edge of the door 1 and runs along the cutout 10 when the door is in the closed position. A sealed housing 40 houses an external opening control handle 41.
    Inside the cabin C1, the door edges 1 and fuselage 2 disposed facing around the cutout 10 respectively comprise door and fuselage frame beams, respectively, 11 and 21, which are extend longitudinally and laterally, namely: two longitudinal upper and lower beams, 11a and 21a, and two front and rear side beams, respectively 11c and 21c, joining the corresponding longitudinal beams.
    The opening system of the emergency door 1 comprises an opening control handle 5 and a door opening mechanism 30. This mechanism 30 involves pivoting levers 6 and lateral attachment fittings of door 12 arranged in the upper corner areas of Zs door, located at - or, alternatively, integrated with - door frame side beams 11c.
    In addition, upper and lower guideways, 20s and 20i, are mounted on the side beams 21c of the fuselage frame 21 - near their upper and lower ends - and facing side beams 11c of the door frame 11.
    Figures 3a and 3b illustrate enlargements of the opening system in partial perspective views, respectively located in the upper and lower corner areas, Zs and Zi, of the lateral beam 11c of the door frame 11 opposite the lateral beam 21c of the fuselage 2.
    With reference to FIG. 3a, the control handle 5 drives in rotation (arrow F11) the shaft 5a which in turn drives the locking / unlocking latch 51 in combination with the locking / unlocking latch 52.
    These latch elements 51 and latch 52, also called "movement intermediates" cooperate with the pivot lever 6 - articulated in rotation by a support 6s fixed on the upper edge 2s of the fuselage 2 - to act on the door attachment fitting 12 (see Figures 4a to 4f). An upper link guide, in the upper corner areas Zs, is formed between an upper roller Gs coming from the door attachment fitting 12 (or, alternatively, from the door frame side beam 11c acting as a attachment fitting) and sliding in the upper guide path 20s mounted in the lateral fuselage frame beam 21c.
    Referring to Figure 3b, a lower link guide is formed in the lower corner areas Zi, between the side door beams 11c and fuselage 21c by a lower roller Gi from the door side beam 11c for sliding in the lower guide path 20i mounted in the lateral fuselage beam 21c opposite.
    In addition, a lower auxiliary abutment 7 is fixed to the junction angle of the lateral beams 11c and the longitudinal girder of the door frame 11a, and to the longitudinal beam of the fuselage frame 21a opposite. This lower auxiliary abutment 7 makes it possible to overcome the break in the corresponding lower guide path 20i. An equivalent function is provided in the upper location of the door 1 by the pivoting lever 6 to overcome an upper guideway break 20s (see Figure 2b).
    The emergency door opening system is now described in detail by the sectional views of FIGS. 4a to 4f in transverse planes of the connecting guides (diagrams A and B) and cooperation guides (C diagrams). and D). More precisely, these views illustrate the system of opening from the lock to the maximum opening of the door, at the times of locking / locking (Figure 4a), unlocking (Figure 4b), unlocking (Figure 4c), cusp (Figure 4d), at the end of externalization (Figure 4e) and at the end of opening (Figure 4f).
    With reference to diagrams A and B of FIGS. 4a to 4c - the door 1 remaining in the closed position and the opening mechanism locked and locked (see the previous figures) - the rollers Gs are halfway in each slider 22s of the upper link guide path 20s, namely at a transition line "T". And the rollers Gi are simultaneously at the bottom stop Bi of each slide 22i of the lower link guide path 20i.
    More specifically, each upper guide path 20s (diagram A), mounted on a transverse face 22 of lateral fuselage frame beam 21c, has a slide 22s formed of two linear portions, P1 and P2, which follow one another. around the transition line "T". The portions P1 and P2 have inclination slopes of the same sign and amplitude slightly different: the portion P1 located inward "I" cabin has a slope more inclined - relative to a horizontal line - than that of the portion P2 located outward "E" of the fuselage 2. The difference in amplitude of inclination between the portions P1 and P2 depends on the fuselage configurations, these portions may have the same inclination. The portion P1 ends inward by a high stop Bs and the portion P2 by an opening Es to the outside "E".
    In addition, each slide 22i (diagram B) of the lower guideways 20i, also mounted on the transverse face 22, has an elbow configuration with, from the inside "I" outwards "E", a substantially vertical portion P3 from the internal lower stop Bi, an apex S1 forming a high stop and an inclined linear portion P4 ending in an outward opening Ei "E". This portion P4 has a slope inclination having a slightly smaller amplitude (relative to a horizontal line) than that of the portion P2 of the upper slide 22s.
    Figures C and D of Figure 4a, appear the latch 51 and the latch 52 having as axes of rotation - carried by the door attachment fitting 12 - respectively the axis 5x of the longitudinal shaft 5a driven by the control handle 5 (see Figure 3a), and an axis 5b parallel to the axis 5x.
    The latch 51 has two wings 50a, terminated by two lugs 5E and 5F. The lug 5E is locked against the latch 52 and the lug 5F is close to the "vertical" portion of an R3 ramp in "L" formed by the pivoting lever 6 which integrates a guide guide 23 ( diagram D). A face 52f of the latch 52 is locked against a wall 23p connected to the ramp R3. Thus, the latch 51 and the latch 52 are in the immobilization position (locking / locking) of the door attachment fitting 12: lugs 12E of said bracket 12 are locked halfway between windows F1, F2 formed in the guide guide 23 cooperating the pivoting lever 6. These lugs 12E also remain in this position in the diagrams C and D of Figures 4b and 4c, that is to say, as long as the opening mechanism is locked and / or blocked.
    Referring to the diagrams C and D of Figure 4b, an action on the control handle 5 (see Figure 3a) causes unlocking without unlocking the opening system. The latch 51 has rotated about its axis of rotation 5x so that the lug 5E is in position to be able to circulate in raceways R1 and R2 integrated in the latch 52. The lug 5F of the latch 51 remains close to the "vertical" portion of ramp R3 in the shape of "L". The latch 52 remains locked against the connected wall 23p of the ramp R3 of the pivoting lever 6.
    In Figure 4c of unlocking of the opening mechanism, the latch 52 is disengaged from the associated locking wall 23p following the rotation of the latch 52 in combination with that of the latch 51, the distance between their axes 5x and 5b being determined to achieve this combined rotation. The lug 5E of the latch 51 simultaneously enters the raceway R2 of the latch 52. The other lug 5F of the latch 51 slides along the "horizontal" portion of the ramp R3 "L" of the pivot lever 6 .
    After unblocking, the opening mechanism continues with the inclined door lift step via that of the attachment fitting 12. Figure 4d illustrates the end of this step of lifting inwardly of the cabin to the point of cusp. The upper roller Gs slides in the inwardly inclined portion "I" of the linear portion P1 (see diagram A of FIG. 4a) of the slide 22s until reaching the upper stop Bs (diagram A). Simultaneously, the lower roller Gi reaches the top S1 of the lower slide 22i (diagram B).
    The positions of the rollers Gs and Gi in the slides 22s and 22i correspond to a position of the lug 5F of the latch 51 at the end of sliding on the short side of the ramp R3 of the pivoting lever 6 (diagram C). The door attachment fitting 12 having followed the door lift, the lugs 12E of this attachment fitting 12 reach or approach the upper stops B1 and B2 of the windows F1 and F2 of the cooperation path 23 (diagram D) of FIG. pivoting lever 6. The opening mechanism has reached its cusp, corresponding to the position of the roller Gs against the upper stop Bs.
    Indeed, the externalizing step of the door then takes place by sliding in the opposite direction of the roller Gs and thus crawling while the roller Gi continues its movement "bent" around the vertex S1, respectively in the portions inclined P2 and P4 slides 22s and 22i outward "E" (diagrams A and B). Simultaneously, the lug 5F of the latch 51 moves towards a slideway 24 of the pivoting lever 6 which ends with a locking abutment B3 (diagrams C and D).
    At the end of the externalizing step, the positions of the rollers Gs, Gi of the slides 22s and 22i and the pins 5E and 5F of the lock 51 are as shown in FIG. 4e: the rollers Gs and Gi are found at the end of sliding inclined downwards, that is to say at the openings in near disconnection of the slides 22s and 22i (diagrams A and B), and thus ready to be released to the outside "E".
    The lock pin 5E out of the race R2 of the latch 52 and the lock pin 5F is positioned near the locking stop B3 of the pivot lever 6. The door 1 (see Figure 2b ) and its attachment fitting 12 having also slid downwards, the lugs 12E (diagrams C and D) of this attachment fitting 12 are found against the lower stops B4 and B5 of the windows F1 and F2 of the pivoting lever 6 .
    Following the outsourcing step, the pivoting of the door 1 (see Figure 2b) is ready to engage, once the door attachment fitting 12 locked on the pivot lever 6 as illustrated. in Figure 4f. At this moment, while the rollers Gs, Gi are still at the openings Es and Ei of the slides 22s and 22i (diagrams A and B), the lug 5F of the lock 51 is immobilized in the locking abutment B3 and its other 5E lug is blocked in abutment on the race R1 of the latch 52 (diagrams C and D): the fastening fitting 12 is secured to the pivoting lever 6 by this locking / locking movement intermediates, lock 51 combined with the latch 52.
    The pivoting lever 6 will then drive the door attachment fitting 12 and thus the door 1 in rotation about the pivot axis A1 of the pivoting lever 6 (arrow F12). As illustrated by the partial sectional view of FIG. 5, located in the transverse plane of diagram D, the pivoting lever 6 opens the emergency door 1 to a maximum lifting position. The amplitude of the opening of the emergency door 1 can be appreciated by reference to the fuselage 2 and the slide 22s of the upper link guide path 20s, also shown.
    From the perspective view from the outside "E", Figure 6 also shows the emergency door 1 in the maximum open position relative to the fuselage 2. In this view, also appear a spring compensation device 8 - intended to balance, by its compression, the mass of the door 1 when it is opened -, the door attachment fittings 12, the pivoting levers 6 and an upper guide path 20s of connection with the fitting corresponding attachment 12.
    The invention is not limited to the embodiments described and shown. Thus, other link guiding paths (between the side gates of door and fuselage frame) can be used in configuration and in number. Moreover, the number of movement intermediates can be greater than two. The slopes of the slideways of the guideways are adapted according to the configuration of the fuselage or the door.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. A method of opening an emergency door (1) of aircraft cabin (C1) in a fuselage (2), characterized in that it consists in performing a kinematic door opening arranged in a blank (10) of the fuselage (2), from an initial state of door (1) in the closed position in profile aligned with the fuselage (2), according to the following sequence of steps, generated successively by the action of an opening command (5): a step of activating motion intermediaries (51, 52) for unlocking and unlocking a control transmission (6) to generate an inclined lifting step in connection with the fuselage (2) by sloping the upper edge (1s) of the door (1) towards the inside of the cabin (I) and simultaneously lifting the elevation of its lower edge (1i), followed, by movement reversal, by a step of exteriorizing the lower edge of the door (1i) outside the cabin (C1) by a slide inclined edges (1s, 1i) of the door (1) in the opposite direction and substantially at the same inclination as that of the upper edge (1s) in the lifting step, simultaneously restoring the upper edge (1s) of the door (1) at the fuselage (2), and a final step of pivoting the door (1) by locking and locking the control transmission (6) on the door (1) which is then pivoted about longitudinal axis of rotation of the fuselage (A1).
    [2" id="c-fr-0002]
    2. The method of opening according to claim 1, wherein the sliding is performed by upper (20s) and lower (20i) links between the frames (11, 21) of the door (1) and the fuselage (2). ) opposite, and by cooperation guides (12E, 23) of the control transmission (6). with the door (1).
    [3" id="c-fr-0003]
    3. Opening method according to any one of claims 1 and 2, wherein the step of activating the motion intermediaries (51, 52) on the control transmission (6) begins with an unlocking phase produced by a combined rotation of the movement intermediaries (51, 52) from a locking-locking position, this unlocking causing an unblocking of the cooperation guides (23, 12E) of the control transmission (6) with the door (1 ) and link guides (Gs, 20s; Gi, 20i) between the frames (11,21).
    [4" id="c-fr-0004]
    4. Opening method according to any one of the preceding claims, wherein the movement intermediaries (51,52) comprise a first (51) and a second (52) intermediate movement, respectively locking-unlocking and locking unblocking, the first intermediate (51) having a releasable locking function of the second intermediate (52) and the second (52) a function of blocking access to the movement which is released once the first intermediate (51) disarmed, these intermediates having longitudinal axes of rotation (5x, 5b) carried by the door (1) at a distance adapted to allow their combined rotation.
    [5" id="c-fr-0005]
    An opening method according to any one of the preceding claims, wherein the inclined lifting step of the door (1) is generated by simultaneous trajectories towards the cabin interior (P1) of the upper link guides ( 20s), and upwards (P3) of the lower link guides (20i), starting from an intermediate position (T) on the upper guides (20s) and a lower abutment position (Bi) on the lower guides. link (20i) to a position in high stops (Bs, S1) on these link guides (20s, 20i) defining the cusp, while a sliding of the door (1) occurs simultaneously in the guide of cooperation (23, 12E) of the control transmission (6) to a high stop position (B1, B2).
    [6" id="c-fr-0006]
    6. The method of opening according to any one of the preceding claims, wherein in the step of externalizing the door (1), the upper (20s) and lower guide (20i) link take the opposite direction and until they are disconnected (Es, Ei), trajectories (P2, P4) of inclination less than or equal to that of the trajectories (P1) of the upper link guides (20s) in the lifting stage and, simultaneously, the door (1) slides downwards on the cooperation guide (23) from the upper position (B1, B2) until reaching a bottom stop (B4, B5) and then, at the end of sliding, the cooperation guide (23) of the door (1) on the control transmission (6) is locked-locked by the movement intermediaries (51, 52) in the locking stop position (B3) corresponding to the initial position of pivoting of the door (1).
    [7" id="c-fr-0007]
    7. Opening method according to any one of the preceding claims, wherein the final step of pivoting the door (1) begins by driving the door (1) locked-locked on the control transmission (6). ) by the opening control (5) around the axis of rotation (A1) of the control transmission (6) until reaching a predetermined extreme position.
    [8" id="c-fr-0008]
    8. Opening method according to any one of the preceding claims, wherein a mass compensation (8) of the door (1) is provided to balance this mass during the final lifting step.
    [9" id="c-fr-0009]
    9. Emergency door opening system (1) positioned in an aircraft fuselage (2), the door and the fuselage having respective frames (11, 21) which extend opposite, this opening system characterized in that it comprises a combined rotation control handle (5) of at least one latch / latch torque (51, 52) and a latching mechanism (5). opening (30) equipped, in at least one upper corner region (Zs) of the door (1), with a pivoting lever (6) rotatably articulated (A1) on an upper fuselage edge (2s) and equipped with guideways (23; F1, F2; 23p, 24) in cooperation with the latch / latch (51,52) and with a door attachment bracket (12) with upper (Gs) and lower rollers (Gi) mounted in the door side frame (11c) to form guide means in connection with corresponding guide tracks (20s, 22s; 20i, 22i) mounted in the facing fuselage frame (21c), the upper guide tracks (20s, 22s) being generally inclined towards the cabin interior (I) while ascending and the lower guideways (20i, 22i) angled.
    [10" id="c-fr-0010]
    Opening system according to the preceding claim, wherein the upper guide tracks (20s, 22s) have an inner end stop (Bs) and portions (P1, P2) substantially linear and inclined to a lower outer end opening (Es), and the lower guide tracks (20i, 22i) have an internal end lower stop (Bi) coupled to a substantially vertical portion (P3) provided with an apex (S1) and extended by a substantially linear portion (P4) of open end (Ei) to the outside (E) at an inclination of lower slope than those portions (P1, P2) of the upper guide tracks (20s, 22s).
    [11" id="c-fr-0011]
    11. Opening system according to any one of claims 9 and 10, wherein the latch (51) has two end lugs (5E, 5F), a lug (5E) adapted to flow in guideways ( R1, R2) integrated in the latch (52) and a lug (5F) adapted to slide on a portion of ramp (R3) configuration terminated by a locking stop (B3), the latch (52) having a face (52f) adapted to cooperate with a connected wall (23p) of the ramp (R3) of the pivoting lever (6).
    [12" id="c-fr-0012]
    12. An opening system according to any one of claims 9 to 11, wherein each upper guide path (20s) has two substantially linear consecutive portions (P1, P2) in which the rollers (Gs) of the corresponding door frame side beam (11c) (11) and each lower guide track (20i) has a bend configuration (P3, P4) with an apex (S1).
    [13" id="c-fr-0013]
    13. Opening system according to any one of claims 9 to 12, wherein the (each) pivoting lever (6) has a guide path (23) in cooperation with lugs (12E) from the fitting of door clip (12), said guide path (23) having flanges which serve as a ramp (R3, 23p) to the latch (51) and the latch (52).
    [14" id="c-fr-0014]
    An opening system according to any one of claims 9 to 13, wherein the door frame (11) has lateral sides (11c) which are integral with or integrate the door attachment fittings (12). .
    [15" id="c-fr-0015]
    Opening system according to any one of claims 9 to 14, wherein a mass compensation spring (8) of the door (1) is mounted on the axis of rotation (A1) of the pivoting lever ( 6) to balance the mass of the door (1) during pivoting.
    [16" id="c-fr-0016]
    Opening system according to one of claims 9 to 15, in which auxiliary stops (7) are attached to the joint angle of the lateral beams (11c) and the longitudinal door frame beam ( 11a) and the longitudinal fuselage frame beam facing (21a).
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    同族专利:
    公开号 | 公开日
    US20180273156A1|2018-09-27|
    EP3356221A1|2018-08-08|
    FR3041929B1|2018-08-17|
    US11198498B2|2021-12-14|
    WO2017056036A1|2017-04-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5305969A|1991-07-16|1994-04-26|The Boeing Company|Aircraft door latch lock mechanism|
    EP0876954A2|1997-05-09|1998-11-11|The Boeing Company|Plug-type overwing emergency exit door assembly|
    WO2013128219A1|2012-02-29|2013-09-06|Bombardier Inc.|Connection assembly for aircraft door|
    FR3018064A1|2014-03-01|2015-09-04|Latecoere|METHOD FOR OPENING / CLOSING AN AIRCRAFT CABIN DOOR AND CABIN DOOR ASSEMBLY SYSTEM IN AIRCRAFT FUSELAGE|FR3104134A1|2019-12-07|2021-06-11|Latecoere|Aircraft door with adjustable door fitting fixings|US4720065A|1985-01-24|1988-01-19|The Boeing Company|Translatable outward opening plug-type aircraft door and actuating mechanisms therefor|
    US5064147A|1990-02-12|1991-11-12|The Boeing Company|Upwardly opening plug-type door for use as an over-wing emergency hatch|
    US5687452A|1995-05-02|1997-11-18|The Boeing Company|Hydraulic snubber for aircraft|
    FR2830564B1|2001-10-05|2003-12-26|Airbus France|DEVICE AND METHOD FOR CONTROLLING THE EMERGENCY OPENING OF AN AIRCRAFT EXHAUST DOOR|
    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.|
    US11077937B1|2018-06-22|2021-08-03|Transcend Air Corporation|Vertical take-off and landing tilt-wing passenger aircraft|FR3067701B1|2017-06-18|2019-07-19|Latecoere|METHOD FOR OPENING / CLOSING A MOBILE AIRCRAFT DOOR PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL|
    CN107724859B|2017-09-30|2019-02-12|中国航空工业集团公司西安飞机设计研究所|A kind of ladder unification landing gate two-part curve driving mechanism|
    EP3941823A1|2019-03-20|2022-01-26|Scandinavian Cargoloading Technologies AB|Cargo door operating method and device|
    USD913195S1|2019-05-24|2021-03-16|Alakai Technologies Corporation|Set of aircraft sliding side doors|
    CN112550661A|2020-12-17|2021-03-26|中航沈飞民用飞机有限责任公司|Civil aircraft semi-plugging type wing upper emergency cabin door|
    法律状态:
    2016-10-13| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-07| PLSC| Publication of the preliminary search report|Effective date: 20170407 |
    2017-10-26| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-25| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-23| PLFP| Fee payment|Year of fee payment: 6 |
    2021-09-23| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559413|2015-10-02|
    FR1559413A|FR3041929B1|2015-10-02|2015-10-02|METHOD AND SYSTEM FOR OPENING AIRCRAFT EMERGENCY DOOR|FR1559413A| FR3041929B1|2015-10-02|2015-10-02|METHOD AND SYSTEM FOR OPENING AIRCRAFT EMERGENCY DOOR|
    PCT/IB2016/055837| WO2017056036A1|2015-10-02|2016-09-29|Opening system and method for an aircraft emergency door|
    US15/764,065| US11198498B2|2015-10-02|2016-09-29|Opening system and method for an aircraft emergency door|
    EP16788220.8A| EP3356221A1|2015-10-02|2016-09-29|Opening system and method for an aircraft emergency door|
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