Locking / unlocking mechanism for a detachable opening panel with ice-breaker function during unlocking

Abstract

The invention relates to a locking / unlocking mechanism (2) for an aircraft opening panel, this opening panel being installed in a fuselage (1a), the mechanism (2) comprising at least one locking assembly (3) that comprises: at least one guide fitting arranged on an edge of the opening panel (3a, 3b); a locking rod (4) having a free end at the end of a linear body (4a) that slides in each guide fitting; a locking / unlocking control member (3e) on the opening panel, and a fuselage fitting (3c) installed opposite each guide fitting (3a, 3b) when the opening panel is locked; in this mechanism (2), the locking rod (4) further comprises, in continuation of and at the end of its linear body, an uncoupling ramp that is misaligned with the linear body and drives a guide shaft (3d) of the fuselage fitting (3c), this guide shaft (3d) being oriented perpendicularly to the linear body of the locking rod (4).

Description

[0001] DESCRIPTION

[0002] OPENING LOCKING / UNLOCKING MECHANISM WITH UNLOCKING AND GLASS BREAKER WHEN UNLOCKING

[0003] TECHNICAL FIELD

[0004] The invention relates to a mechanism for locking and unlocking an aircraft door. More particularly, the present invention relates to any type of aircraft door: passenger door, emergency exit door or equipment and refueling access door.

[0005] In the aeronautical field, aircraft generally have several openings in their fuselage, such as doors and hatches for access to the cargo bays or the landing gear. These openings are equipped with locking / unlocking mechanisms which, in the locked position, allow the opening to be held in its frame, and in the unlocked position, to release this opening which can then come out of its frame.

[0006] However, under certain weather conditions, a ring of ice forms between the opening and its frame and seals the opening in its frame, making it impossible to exit the opening after it has been unlocked.

[0007] PRIOR ART

[0008] Aircraft doors generally have a locking / unlocking mechanism comprising two parallel axes, each axis being in translation in two fittings installed opposite each other and extending respectively on the fuselage and on the door in a sliding direction perpendicular to the door frame. In the locked position, each axis is present in the two fittings which are thus secured. This axis is only movable in translation in the sliding direction between the two fittings. Indeed, when moving from the locked position to the unlocked position, the axis slides in the two fittings until it comes out of one of them and then separates the fittings, which unlocks the door which can then be operated to come out of its frame.Usually, two sets of hardware are installed at the top of the door, this double set allowing for secure locking and installation at the top of the door limiting the hardware installed at the bottom of the door which can obstruct passage.

[0009] Other aircraft doors as illustrated in US5064147, have a locking bar controlled by a handle. By lowering this handle, the locking bar opens the door hinges which then release the door, which is then driven open by a pre-stressed spring.

[0010] In the event of icing, airports have complex fuselage de-icing systems to melt the ice to allow the door to open. However, these systems are slow because they sweep the entire fuselage, expensive in terms of energy, and only work on one aircraft at a time.

[0011] A solution complements the door locking / unlocking mechanism with the use of a mechanical or electrical defrosting system. Mechanical defrosting exerts force on the ice to break it, while electrical defrosting uses a heating resistor installed around the edge of the door. These defrosting systems are additional, making the aircraft heavier because they are installed on each of the openings requiring defrosting. In addition, these defrosting systems are operated separately, which creates a delay when opening the door, as the electrical system is also slow and consumes additional energy.

[0012] STATEMENT OF THE INVENTION

[0013] The main objective of the invention is to solve the problem of defrosting aircraft doors when unlocking the doors with a simple and quick mechanism.

[0014] To free aircraft doors from ice, the present invention provides automatic mechanical de-icing of the door when it is unlocked, caused by the triggering of a gap between the door and the fuselage, this mechanical de-icing, which breaks the ice instead of melting it, being rapid and energy-saving.

[0015] More specifically, the present invention relates to a locking / unlocking mechanism for an aircraft opening, this opening being installed in a fuselage and defining an interior and an exterior to the aircraft. The mechanism comprises at least one locking assembly comprising:

[0016] - at least one fitting arranged on one edge of the opening, called a guide fitting;

[0017] - a locking rod having a free end at the end of a linear body which slides in each guide fitting;

[0018] - a locking / unlocking control on the opening;

[0019] - an activation rod connected between the free end of the locking rod and the locking / unlocking control on the opening, and

[0020] - a fitting called a fuselage fitting installed on the fuselage and opposite each guide fitting when the opening is locked.

[0021] The locking rod comprises, in continuity and at another end of its linear body, called the guide end, a disengagement ramp misaligned with said body and which controls a guide axis of the fuselage fitting, this guide axis being oriented perpendicular to the linear body of the locking rod.

[0022] The uncoupling ramp can be curved from a tangential start to the body of the locking rod or straight by forming an angular offset with this rod. The ramp being non-collinear to the linear body of the locking rod, the unlocking of the opening causes a local offset with the fuselage in the vicinity of the fittings, this offset being sufficient to initiate, if necessary, cracks in the ice around the door and carry out mechanical defrosting of the latter.

[0023] Advantageously, this opening locking / unlocking mechanism takes up little space in the door environment and has a limited weight. In addition, this mechanism uses few of the aircraft's energy resources to be activated.

[0024] Advantageously also, this opening locking / unlocking mechanism requires limited maintenance operations, the mechanism being purely mechanical: in particular, no electrical circuit, nor part to change and / or recharge after each defrosting.

[0025] According to certain preferred embodiments taken alone or in combination:

[0026] - the opening is a door

[0027] - the locking assembly comprises two superimposed guide fittings, a main fitting and a secondary fitting;

[0028] - the disengagement ramp has a curve;

[0029] - the disengagement ramp is oriented outwards;

[0030] - the disengagement ramp and a locking branch form a fork in continuity with the linear body of the locking rod, this fork gripping the guide axis of the fuselage fitting when the opening is locked;

[0031] - the activation rod is pivotally connected to the free end of the locking rod;

[0032] - the locking assembly comprises a bistable system between the opening element on the one hand and the connection between the activation rod and the locking / unlocking control on the other hand;

[0033] - the locking / unlocking mechanism comprises two locking assemblies operated and connected to the same locking / unlocking control.

[0034] Advantageously, the two guide fittings per locking assembly secure the locking / unlocking mechanism: in the event of one of the fittings breaking, the second ensures the sliding of the locking rod and therefore the proper functioning of the locking / unlocking mechanism.

[0035] Also advantageously, the locking rod prevents the locking rod from sliding and the fork blocks the guide axis of the fuselage fitting, these two actions providing additional protections which keep the opening locked.

[0036] The invention also relates to a method for simultaneous mechanical unlocking and defrosting by disengaging a frosted aircraft opening using the locking / unlocking mechanism defined above. This method is carried out according to the following steps:

[0037] - removal of the blockage from each locking assembly;

[0038] - activation of the lock / unlock command to unlock the door, and

[0039] - simultaneous unlocking, disengagement and mechanical defrosting of the door relative to the fuselage. PRESENTATION OF THE FIGURES

[0040] Other characteristics and advantages of the present invention will emerge from the following reading of a detailed example of embodiment without limiting its scope, with reference to the appended figures which represent, respectively:

[0041] - figure 1, a front view of an aircraft door in a fuselage portion;

[0042] - Figure 2, a partial perspective view of the door and a sectional view of a door locking / unlocking assembly;

[0043] - Figures 3, 4 and 5, sectional views of the door locking / unlocking mechanism during the successive stages of unlocking the door, and

[0044] - figure 6, a sectional view of the door completely removed from the frame.

[0045] DETAILED DESCRIPTION

[0046] Figure 1 illustrates an opening, here a door 1b, installed in the fuselage 1a of an aircraft according to a front view inside the aircraft. The door 1b is locked relative to the fuselage 1a by a locking / unlocking mechanism 2, this mechanism being composed here of two locking assemblies 3 actuated and connected by the same locking control 3e, here a handle. An external layer of ice (not shown) due to icing seals the door 1b to the fuselage 1a, at least partially along the edge of the door 1b.

[0047] Figure 2 shows a perspective view of the upper edge 1c of door 1b, "upper" meaning furthest from the ground. Door 1b defines an interior INT and an exterior EXT to the fuselage 1a, the door locking / unlocking mechanism 2 being positioned inside INT of the fuselage. Figure 2 also shows in section, along plane AA' of Figure 1, one of the two locking assemblies 3 making up the locking / unlocking mechanism 2 in the locked position. Each locking assembly 3 comprises in this example:

[0048] - two guide fittings: a main fitting 3a and a secondary fitting 3b superimposed and arranged on either side of the edge 1c of the door 1b;

[0049] - a locking rod 4 having a free end 4c at the end of a linear body 4a, the rod 4 sliding in the two guide fittings;

[0050] - the 3rd locking / unlocking control on door 1 b, on the interior side INT in the example;

[0051] - an activation rod 5 connected between the free end 4c of the locking rod 4 and the locking / unlocking control 3e on the door 1b, and

[0052] - a fitting called fuselage fitting 3c installed on the fuselage 1a and opposite the main 3a and secondary 3b door fittings when the door 1b is locked.

[0053] In addition, the locking rod 4 comprises, in continuity of extension and at the other end of its body 4a, called the guide end 4d, a disengagement ramp 4e not collinear with said body 4a and which controls a guide axis 3d of the fuselage fitting 3c. This guide axis 3d is oriented perpendicular to the body 4a of the locking rod 4.

[0054] According to the illustrated embodiment, the disengagement ramp 4e has a curvature 4f which is oriented towards the outside EXT. Thus, when the locking rod 4 slides in the main 3a and secondary 3b fittings to unlock the door, the guide axis 3d (which is fixed on the fuselage 1a) exerts a stress on the disengagement ramp 4a. This stress has the effect of shifting the edge 1c of the door towards the inside INT of the fuselage (see the description with reference to FIG. 5).

[0055] In addition, a locking branch 4g, extending parallel to the disengagement ramp 4e, creates with this ramp a fork 4h in continuity with the body 4a of the locking rod 4, this fork 4h enclosing the guide axis 3d of the fuselage fitting 3c when the door 1b is locked and reinforcing the guidance at the start of unlocking.

[0056] Alternatively, the curvature of the disengagement ramp can be oriented towards the inside INT of the aircraft and the resulting fork is reversed with respect to the fork of figure 2: the door is then disengaged towards the outside EXT of the fuselage when it is unlocked. The activation rod 5 connects the locking rod 4 to the locking / unlocking control 3e. This activation rod 5 is here in pivot connection at each of its ends with respect to respectively the body 4a of the locking rod 4 and the locking / unlocking control 3e.

[0057] Also, each locking assembly 3 comprises a bistable system 3f between, on the one hand, the door 1b and, on the other hand, the connection between the activation rod 5 and the locking / unlocking control 3e. This bistable system 3f makes it possible in particular to favor the two locked and unlocked positions of the handle of the locking / unlocking control 3e. Thus, when the handle is in the locked or unlocked position, the bistable system 3f maintains the handle in its position which is said to be stable. When the handle is in an intermediate position, this position being said to be unstable, the bistable system 3f returns the handle to its closest stable position.

[0058] Figure 3 represents the configuration of the locking / unlocking mechanism 2 described in Figure 2 according to a section in plane AA' of Figure 1. The locking / unlocking mechanism is therefore still in the locked position: the fuselage 1a and the door 1b are aligned.

[0059] In Figure 4, the locking / unlocking control 3e begins to be activated and is here lowered, driving the activation rod 5 which slides the locking rod 4 in the direction of the locking / unlocking control 3e. By this sliding of the locking rod 4, the disengagement ramp 4e - remains in contact with the fixed guide axis 3d of the fuselage fitting 3c - causes a displacement of the door edge 1c on which the locking / unlocking mechanism 2 is installed, as well as the formation of a local gap between the fuselage 1a and the door 1b.

[0060] By continuing to lower the locking / unlocking control 3e, the gap between the fuselage 1a and the door 1b increases. When the guide axis 3d reaches the end of the disengagement ramp 4e, as illustrated in Figure 5, the gap between the fuselage 1a and the door 1b is assumed to have cracked the ice due to icing around the door which causes it to be blocked from opening. The door 1b can then be completely disengaged from the fuselage 1a and be released as shown in Figure The process of simultaneous mechanical unlocking and deicing by disengaging the iced-up aircraft door 1b therefore takes place according to the following steps:

[0061] - activation of the 3rd lock / unlock command to unlock door 1 b, and

[0062] - simultaneous unlocking, defrosting and disengagement of door 1b from fuselage 1a.

[0063] The invention is not limited to the examples described and shown.

[0064] Thus, the 3rd locking / unlocking control can also be installed on the outside of the door to be operated by an operator located outside the aircraft. This configuration makes it possible to simultaneously open and defrost any opening of an aircraft such as cargo compartment access hatches, landing gear or equivalent.

[0065] Also, any control system causing the locking rod to slide can be used, in particular translation, rack and / or cable rotation systems, these systems being purely mechanical or electrically controlled.

[0066] Furthermore, only one guide fitting can be used, the breakdown into two main and secondary fittings in the example being carried out only to comply with the regulations in force in the aeronautical world concerning the safety of mechanisms.

[0067] In addition, the fittings are installed here on the upper edge of the door and can alternatively be installed on any other edge of the door.

Claims

CLAIMS 1. Aircraft opening equipped with a locking / unlocking mechanism (2), this opening being installed in a fuselage (1a) and defining an interior (INT) and an exterior (EXT) of the aircraft, the mechanism (2) comprising at least one locking assembly (3) comprising: - at least one fitting arranged on an edge (1c) of the opening, called a guide fitting; - a locking rod (4) having a free end (4c) at the end of a linear body (4a) which slides in each guide fitting, as well as a disengagement ramp (4a) in continuity and at the end called the guide end (4d) of the linear body (4a); - a locking / unlocking control (3rd) on the opening, - an activation rod (5) connected between the free end (4c) of the locking rod (4) and the locking / unlocking control (3e) on the opening, and - a fitting, called a fuselage fitting, (3c) installed opposite each guide fitting when the opening is locked and having a guide axis (3d) controlled by the disengagement ramp (4a), the mechanism (2) being characterized in that the disengagement ramp (4e) is misaligned with said linear body (4a) and in that the guide axis (3d) is oriented perpendicular to the linear body (4a) of the locking rod (4).

2. Opening according to claim 1, characterized in that the opening is a door (1 b).

3. Opening according to one of the preceding claims, characterized in that the locking assembly (3) comprises two superimposed guide fittings, a main fitting (3a) and a secondary fitting (3b).

4. Opening according to any one of claims 1 to 3, characterized in that the disengagement ramp (4e) has a curvature (4f).

5. Opening according to any one of claims 1 to 4, characterized in that the disengagement ramp (4e) is oriented towards the outside (EXT).

6. Opening according to any one of claims 1 to 5, characterized in that the disengagement ramp (4e) and a locking branch (4g) provide a fork (4h) in continuity with the linear body (4a) of the locking rod (4), this fork (4h) gripping the guide axis (3d) of the fuselage fitting (3c) when the opening is locked.

7. Opening according to any one of claims 1 to 6, characterized in that the activation rod (5) is pivotally connected relative to the linear body (4a) of the locking rod (4).

8. Opening according to any one of claims 1 to 7, characterized in that the locking assembly (3) comprises a bistable system (3f) between on the one hand the opening and on the other hand the connection between the activation rod (5) and the locking / unlocking control (3e).

9. Opening according to any one of claims 1 to 8, characterized in that it comprises two locking assemblies (3) actuated and connected to the same locking / unlocking control (3e)

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