Locking / unlocking mechanism for opening with disengagement and glass breaker when unlocking.

Abstract

Locking / unlocking mechanism (2) for an aircraft opening, this opening being installed in a fuselage (1a), the mechanism (2) comprising at least one locking assembly (3) comprising: at least one guide fitting arranged on an edge of the opening (3a, 3b); a locking rod (4) having a free end at the end of a linear body (4a) which slides in each guide fitting; a locking / unlocking control 3e on the opening, and a fuselage fitting (3c), installed and opposite each guide fitting (3a, 3b) when the opening is locked. In this mechanism 2 the locking rod 4 comprises, in continuity and at the end of its linear body, a disengagement ramp misaligned with said linear body and which controls a guide axis (3d) of the fuselage fitting (3c), this guide axis (3d) being oriented perpendicular to the linear body of the locking rod (4). Figure for the abstract: Fig. 2

Description

Title of the invention: Locking / unlocking mechanism for opening with disengagement and glass breaker during unlocking. Technical field

[0001] 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 material and refueling access door.

[0002] In the aeronautical field, aircraft generally have several openings in their fuselage, such as doors and hatches for access to the holds 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.

[0003] However, under certain weather conditions, a ring of ice forms by frosting between the opening and its frame and then seals the opening in its frame, making it impossible to exit the opening after it has been unlocked. PRIOR ART

[0004] Aircraft doors generally comprise 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 thus be actuated 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.

[0005] In case of icing and to allow the door to open, airports have complex fuselage de-icing systems to melt the ice. However, these systems are slow, because they sweep the entire fuselage, expensive in energy and only work on one aircraft at a time.

[0006] A solution completes the door locking / unlocking mechanism with the use of a mechanical or electrical de-icing system. Mechanical de-icing exerts a force on the ice to break it, while electrical de-icing uses a heating resistor installed around the edge of the door. These de-icing systems are additional, making the aircraft heavier because they are installed on each of the openings requiring de-icing. In addition, these de-icing systems are operated separately, which creates a delay when opening the door, the electrical system being slow and consuming additional energy. Statement of the invention

[0007] The main objective of the invention is to solve the problem of defrosting aircraft doors when unlocking the doors with a simple and rapid mechanism.

[0008] 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.

[0009] 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: - at least one fitting arranged on one edge of the opening, called a guide fitting; - a locking rod having a free end at the end of a linear body which slides in each guide fitting; - a locking / unlocking control on the opening; - an activation rod connected between the free end of the locking rod and the locking / unlocking control on the opening, and - a fitting called a fuselage fitting installed on the fuselage and opposite each guide fitting when the opening is locked.

[0010] 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.

[0011] The disengagement ramp may be curved from a tangential start to the body of the locking rod or straight, 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 to carry out mechanical defrosting of the latter.

[0012] Advantageously, this opening locking / unlocking mechanism occupies little space in the door environment and has a limited weight. In addition, this mechanism uses little energy resources of the aircraft to be activated

[0013] 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.

[0014] According to certain preferred embodiments taken alone or in combination: - the opening is a door - the locking assembly comprises two superimposed guide fittings, a main fitting and a secondary fitting; - the disengagement ramp has a curve; - the disengagement ramp is oriented outwards; - 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; - the activation rod is pivotally connected to the free end of the locking rod; - the locking assembly includes 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; - the locking / unlocking mechanism comprises two locking assemblies operated and connected to the same locking / unlocking control.

[0015] 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.

[0016] 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.

[0017] The invention also relates to a method for simultaneous mechanical unlocking and deicing by disengaging a frosted aircraft opening using the locking / unlocking mechanism defined above. This method is carried out according to the following steps: - removal of the blockage from each locking assembly; - activation of the lock / unlock command to unlock the door, and - simultaneous unlocking, disengagement and mechanical defrosting of the door by report to the fuselage. PRESENTATION OF FIGURES

[0018] Other characteristics and advantages of the present invention will emerge from the following reading of a detailed exemplary embodiment without limiting its scope, with reference to the appended figures which represent, respectively:

[0019] - [Fig.l], a front view of an aircraft door in a fuselage portion;

[0020] - [Fig.2], a partial perspective view of the door and a sectional view of a set of door lock / unlock;

[0021] - Figures 3, 4 and 5, sectional views of the locking / unlocking mechanism door rusting during successive stages of door unlocking, and

[0022] - [Fig.6], a sectional view of the door completely removed from the frame. DETAILED DESCRIPTION

[0023] [Fig.l] 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.

[0024] [Fig. 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. [Fig. 2] also shows in section, along plane AA' of [Fig. 1], one of the two locking assemblies 3 making up the locking / unlocking mechanism 2 in the locked position.

[0025] Each locking assembly 3 comprises in this example: - 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; - 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; - the 3rd locking / unlocking control on door 1b, on the inside INT side in the example; - 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 - 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.

[0026] In addition, the locking rod 4 comprises, in continuity of extension and in 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.

[0027] 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 1e of the door towards the inside INT of the fuselage (see the description with reference to [Fig.5]).

[0028] 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.

[0029] 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 [Fig.2]: the door is then disengaged towards the outside EXT of the fuselage when it is unlocked.

[0030] 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 relative to the body 4a of the locking rod 4 and the locking / unlocking control 3e respectively.

[0031] 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.

[0032] [Fig. 3] represents the configuration of the locking / unlocking mechanism 2 described in [Fig. 2] according to a section in the plane AA' of [Fig. 1]. The locking / unlocking mechanism is therefore still in the locked position: the fuselage 1a and the door 1b are aligned.

[0033] In [Fig.4], the locking / unlocking control 3e begins to be activated and is here lowered, driving the activation rod 5 which slides the rod of locking 4 towards 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 1e 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.

[0034] 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 [Fig. 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 [Fig. 6].

[0035] The process of simultaneous mechanical unlocking and deicing by disengaging the iced-up aircraft door 1b therefore takes place according to the following steps: - activation of the 3rd lock / unlock command to unlock door 1b, and - simultaneous unlocking, defrosting and disengagement of door 1b from fuselage 1a.

[0036] The invention is not limited to the examples described and shown.

[0037] Thus, the locking / unlocking control 3e can also be installed on the outside of the door to be actuated 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 hold access hatches, landing gear or equivalent.

[0038] Also, any control system causing the locking rod to slide can be used, in particular translation, rack and / or rotational drive systems for cables, these systems being purely mechanical or electrically controlled.

[0039] Furthermore, a single guide fitting can be used, the breakdown into two main and secondary fittings of the example being carried out only to comply with the regulations in force in the aeronautical world relating to the safety of the mechanisms.

[0040] Furthermore, the fittings are here installed on the upper edge of the door and can alternatively be installed on any other edge of the door.

Claims

Claims

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

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

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

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

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

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

8. Mechanism 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. Mechanism 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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