Aircraft door mechanism

Abstract

Aircraft Door Mechanism The present invention relates to an aircraft door mechanism (10), comprising at least: - an aircraft structure (12) defining an opening; - an aircraft door (18) movably mounted relative to the structure between a closing position of the opening and a boarding position, in which the door (18) is positioned away from the opening and in which passengers are able to board the aircraft structure (12) through the opening; - a control system (20) configured to control the implementation of a closing operation and the implementation of an opening operation of the door (18), the control system (20) comprising a control shaft, the control system (20) being configured to control the implementation of said operations by continuous rotation of the control shaft relative to the aircraft structure (12). Figure for the abstract: 2

Description

Title of the invention: Aircraft door mechanism

[0001] The present invention relates to an aircraft door mechanism.

[0002] The mechanism is in particular intended to equip a civil aviation aircraft, by example a business jet.

[0003] In known business jets, passenger doors open outwards with a downward rotational movement, as they incorporate stairs for passengers to board the aircraft. There are currently two main types of passenger doors in business aviation: mechanically operated doors with electric lift, and fully electrically operated doors.

[0004] Regarding mechanically operated doors with electric lifting, the associated mechanisms typically have interior and exterior handles and incorporate locking, locking-blocking, and door kinematic means. The mechanisms are manually operated and guided by an operator, and only the door lifting is performed entirely electrically.

[0005] However, the known mechanisms for these doors are not entirely satisfactory.

[0006] Indeed, these mechanisms have a significant mass due to the structure required to support the various parts of the mechanism. They also exhibit considerable complexity, which implies high manufacturing and maintenance costs. Furthermore, these mechanisms are bulky, have poor ergonomics, a low perceived quality due to the visibility of the mechanical parts, and reduce the usable width of the door due to the interior handle.

[0007] These mechanisms also present poor sound insulation of the door from the outside.

[0008] Indeed, regulations require compliance with certain safety features related to aircraft pressurization. In some known door mechanisms, these safety features are ensured by the presence of pressure and vent safety flaps. Pressure safety flaps are designed to prevent a passenger from opening the door when the aircraft is pressurized beyond a certain level. Vent safety flaps are designed to prevent aircraft pressurization if the door is not closed, locked, and secured.

[0009] However, in known mechanisms, these flaps are integrated into the door. Thus, regulations require the presence of a hole in the door casing to allow air from the cabin to pass through and ensure the functions of these flaps, which also allows noise related to door vibrations to pass through.

[0010] Regarding fully electrically operated doors, the mechanisms associated typically feature a single button triggering the opening or lifting of the door, and different actuators to perform each of the locking, locking, kinematic and lifting functions respectively.

[0011] However, the known mechanisms of these fully electric doors do not provide complete satisfaction.

[0012] These mechanisms have, in particular, drawbacks that are essentially identical to those mentioned above for mechanically operated mechanisms. Indeed, these mechanisms also have significant mass and bulk, since there is little reduction in the number of parts compared to mechanically operated mechanisms. They also provide poor sound insulation of the door from the outside for the same reasons mentioned above.

[0013] These mechanisms also have their own inherent drawbacks, namely high complexity and low robustness. Indeed, known mechanisms comprise at least three different actuators, each performing a specific function, which must be synchronized to ensure proper operation. Manufacturing and maintenance costs are therefore high.

[0014] One object of the invention is then to propose an aircraft door mechanism that overcomes all or part of the disadvantages mentioned above.

[0015] To this end, the invention relates to an aircraft door mechanism comprising at least:

[0016] - an aircraft structure delimiting an opening;

[0017] - an aircraft door mounted movable relative to the structure between a position a closing position, in which the door closes the opening, and a boarding position, in which the door is arranged away from the opening and in which passengers are able to board the aircraft structure through the opening;

[0018] - a control system configured to control the implementation of a the closing operation and the implementation of a door opening operation, the closing operation comprising successively a phase of movement of the door relative to the aircraft structure from the boarding position to the closed position, a phase of locking the door in the closed position, and a phase of locking the lock, the opening operation comprising successively a phase of unlocking a lock of the door in the closed position, a phase of unlocking the door, and a phase of movement of the door relative to the aircraft structure from the closed position to the boarding position,

[0019] the control system comprising a control tree, the control system being configured to control the implementation of said operations by continuous rotation of the control shaft relative to the aircraft structure.

[0020] The mechanism according to the invention may comprise one or more of the following features, taken individually or in any technically feasible combination:

[0021] - the control shaft is away from the aircraft door;

[0022] - the control system also includes at least one mechanical chain joining the control shaft to the door, a door locking system in the closed position and a system for blocking the door lock in the closed position;

[0023] - the mechanical chain has a coupling mode for the rotation of the shaft control of the door movement, during each movement phase of the closing and opening operations, and a mode of decoupling the door from the rotation of the control shaft, during the locking phase and the locking phase of the closing operation and during the unlocking phase of the locking and the unlocking phase of the opening operation, the mechanical chain being configured so that the rotation of the control shaft relative to the aircraft structure causes the mechanical chain to switch from one mode to the other;

[0024] - the mechanical chain includes a lifting shaft, a connection system control-lifting system between the control shaft and the lifting shaft, and a lifting-door linkage system between the lifting shaft and the door;

[0025] - the control-lift connection system comprises at least one pair of connection, the connection pair comprising a control connection element integral with the control shaft and a lifting connection element integral with the lifting shaft, the control connection element and the lifting connection element being suitable for rotating the control shaft and the lifting shaft in the coupling mode and for decoupling the lifting shaft from the rotation of the control shaft in the decoupling mode;

[0026] - one of the control connection members and the lifting connection members includes a connecting roller and the other of the control connecting element and the lifting connecting element includes a connecting track suitable for receiving the connecting roller;

[0027] - the connection track includes a coupling stroke such that, in the mode of mechanical chain coupling, the coupling stroke and the connecting roller are adapted to rotationally couple the drive shaft and the lifting shaft, and such that, in the mechanical chain decoupling mode, the roller is outside the coupling stroke; the connecting track also preferably comprising a dead stroke, the dead stroke being such that, in the mechanical chain decoupling mode, the The connecting roller is either received in the dead travel or out of the connecting track;

[0028] - the lifting-door linkage system comprises at least one linkage pair, the a linking couple comprising a lifting linking element integral with the lifting shaft, a door linking element integral with the door, the lifting linking element being articulated to the door linking element;

[0029] - the locking system has a door locking configuration in a closed position, in which the locking system blocks the mechanical chain, and a door unlocking configuration in the closed position, in which the locking system does not obstruct the mechanical chain, the locking system being configured so that rotation of the control shaft relative to the aircraft structure causes the locking system to switch from one configuration to the other;

[0030] - the locking system includes at least one locking surface of the mechanical chain, a movable lock relative to the mechanical chain and the control shaft, and a drive section of the control shaft suitable for driving the lock, the locking surface preferably being formed by the lifting shaft;

[0031] - the shape of the locking surface, the lock and the shape of the section The drive shafts of the control shaft are configured together to ensure the maintenance of the locking system in said configurations and to ensure said transitions of the locking system from one of the configurations to the other, by rotation of the control shaft relative to the aircraft structure;

[0032] - the locking system has a locking locking configuration door in closed position, and a locking release configuration, the locking system being configured so that rotation of the control shaft relative to the aircraft structure causes the locking system to switch from one configuration to the other;

[0033] - the locking system comprises at least one locking member, a lock integral with the lock and a lock locking cam integral with the control shaft, the shapes of the lock locking member and the locking cam being configured together to ensure the maintenance of the locking system in said configurations and to ensure said transitions of the locking system from one configuration to another, by rotation of the control shaft relative to the aircraft structure;

[0034] - the control system also includes a pressure safety system, the pressure safety system comprising at least one ventilation opening delimited by the aircraft structure, a safety valve movable relative to the aircraft structure between a closed position of the ventilation opening and a ventilation position away from the ventilation opening, a valve drive device safety between the closed and venting positions, the drive device being configured to ensure the passage of the safety valve from one of said positions to the other, by rotation of the control shaft relative to the aircraft structure;

[0035] - the control system also includes its own actuator for rotation the control shaft in relation to the aircraft structure to control the implementation of said operations by continuous rotation of the control shaft, the actuator preferably being electric;

[0036] - the control system also includes an internal handle in the structure of aircraft, the control system being configured so that actuation of the inner handle rotates the control shaft relative to the aircraft structure to control the implementation of said operations and / or the control system also includes an outer handle to the aircraft structure, the control system being configured so that actuation of the outer handle rotates the control shaft relative to the aircraft structure to control the implementation of said operations.

[0037] The invention also relates to an aircraft comprising the mechanism as described above.

[0038] Independently of the above features, the invention also relates to an aircraft door mechanism comprising at least:

[0039] - an aircraft structure defining an opening;

[0040] - an aircraft door mounted movable relative to the structure between a position a closing position, in which the door closes the opening, and a boarding position, in which the door is arranged away from the opening and in which passengers are able to board the aircraft structure through the opening;

[0041] - a control system configured to control the implementation of a closing operation and the implementation of a door opening operation, the control system including a pressure safety system, the pressure safety system including at least one ventilation opening delimited by the aircraft structure, a safety flap movable relative to the aircraft structure between a closed position of the ventilation opening and a ventilation position away from the safety opening, a safety flap drive device between the closed and ventilation positions.

[0042] The invention will become clearer upon reading the following description, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0043] [Fig-1] [Fig.1] is a perspective view of one embodiment of the mechanism aircraft door, when the door is in the boarding position;

[0044] [Fig.2] [Fig.3] Figures 2 and 3 are perspective views of the door mechanism aircraft of the [Fig.1], the door being in the closed position;

[0045] [Fig.4] [Fig.4] includes cross-sectional views A, B, C of the mechanical chain and guide systems, when the door is in the boarding position;

[0046] [Fig.5] [Fig.5] includes the same views as [Fig.4], when the door is at the end of the rotation step of the movement phase of the closing operation;

[0047] [Fig.6] [Fig.6] includes the same views as [Fig.4], when the door is in the closed position;

[0048] [Fig.7] [Fig.7] includes cross-sectional views of the mechanical chain, when the locking system is in the unlocking configuration (view A) and in the locking configuration (view B);

[0049] [Fig.8] [Fig.8] includes cross-sectional views of the locking system, in the unlocked configuration (view A) and in the locked configuration (view B);

[0050] [Fig. 9] [Fig. 9] includes cross-sectional views of the locking system, in the unlocked configuration (view A) and in the locked configuration (view B); and

[0051] [Fig. 10] [Fig. 10] includes cross-sectional views of the pressure safety system, in the unsafety configuration (view A) and in the safety configuration (view B).

[0052] This disclosure relates to an aircraft comprising an aircraft door mechanism 10, illustrated in Figures 1 to 3.

[0053] The aircraft preferably has a maximum takeoff weight (MTOW) of less than 55000 kg.

[0054] Furthermore, the aircraft is advantageously configured for a maximum number of passengers authorized on board (PAX) less than or equal to 19.

[0055] This is, for example, a business jet.

[0056] The aircraft includes a structure 12, hereinafter referred to as the "aircraft structure".

[0057] Aircraft structure 12 is for example a fuselage.

[0058] The aircraft structure 12 has an outer surface 14A and an inner surface 14B.

[0059] The outer surface 14A is in contact with a mass of air outside the aircraft. The inner surface 14B delimits an internal volume.

[0060] For example, the aircraft structure 12 defines a passenger entry area into the aircraft. Preferably, the aircraft structure 12 further defines a cockpit and a passenger cabin, the entry area being interposed longitudinally between the cockpit and the cabin.

[0061] The cockpit refers to the space reserved for the crew members forming the technical flight crew, such as the pilot and co-pilot. The cockpit is located at the front of the aircraft structure 12. It includes, in a known manner, the instrumentation for piloting and managing the aircraft and seats for the pilot and co-pilot.

[0062] The cabin is intended to accommodate aircraft passengers during a phase of flight. It typically includes seats for accommodating passengers during the flight. The cabin advantageously includes other furniture such as tables or tray tables.

[0063] In addition, the aircraft structure 12 delimits an opening 16 for passenger passage.

[0064] Opening 16 leads into the passenger entrance area.

[0065] The opening 16 has dimensions suitable for allowing passengers to enter the aircraft structure 12 from outside the aircraft structure 12.

[0066] For this purpose, the opening 16 is through-hole. It thus joins the outer surface 14A to the inner surface 14B of the aircraft structure 12.

[0067] The opening 16 here has a substantially rectangular shape, with rounded vertices.

[0068] The aircraft door mechanism 10 comprises at least said aircraft structure 12, an aircraft door 18 and a control system 20.

[0069] The aircraft door mechanism 10 also optionally includes at least one door status sensor system 18, and / or a visual door status indicator 18, and / or an emergency opening system.

[0070] As indicated above, gate 18 is a passenger boarding gate, visible in figures 1 and 2.

[0071] The door 18 is mounted movable relative to the aircraft structure 12 between a closing position (Figures 2 and 6 to 10), in which the door 18 closes the opening 16, and a boarding position (Figures 1 and 4), in which the door 18 is disposed away from the opening 16 and in which passengers are ready to board the aircraft structure 12 through the opening 16.

[0072] In the closed position, the door 18 seals the opening 16 tightly.

[0073] In the boarding position, the door 18 is positioned away from the opening 16.

[0074] Furthermore, in the boarding position, the door 18 and the opening 16 do not overlap, in projection onto the inner surface 14B of the aircraft structure 12.

[0075] More specifically, in the boarding position, the door 18 is arranged entirely below the opening 16, projecting into a vertical plane.

[0076] The door 18 includes at least a base 22 and, preferably, a staircase 24.

[0077] In a preferred example, in the boarding position, passengers are ready to board the aircraft structure 12 by using the staircase 24 of the door 18.

[0078] The base 22 is suitable for being applied against the aircraft structure 12, when the door 18 is in the closed position.

[0079] The base 22 has an outer contour having, for example, dimensions substantially equal to those of the opening 16, in projection onto the aircraft structure 12.

[0080] The staircase 24 comprises two railings 26 and steps 28, the steps 28 being supported by the railings 26. The railings 26 are fixed to the base 22.

[0081] In the boarding position, the steps 28 are oriented so that passengers can use them to board the aircraft ([Fig.1]).

[0082] The door 18 has an outer face 30A and an inner face 30B.

[0083] The outer face 30A of the door 18 is in contact with an external air mass at the aircraft, when door 18 is in the closed position.

[0084] In particular, the outer face 30A of the door 18 is flush with the outer surface 14A of the aircraft structure 12, when the door 18 is in the closed position.

[0085] The control system 20 is configured to control the implementation of a closing operation and the implementation of an opening operation of the door 18.

[0086] The closing operation includes successively a phase of moving the door 18 relative to the aircraft structure 12 from the boarding position to the closing position (Figures 4 to 6), a phase of locking the door 18 in the closing position (Figures 7 to 8), and a phase of locking the lock ([Fig.9]).

[0087] Preferably, the closing operation also includes a phase of securing the aircraft under pressure ([Fig. 10]), after the locking phase.

[0088] The movement phase of the closing operation preferably includes a rotation step from the loading position (figures 4 to 5), followed by a lowering step to the closing position (figures 5 to 6).

[0089] The opening operation includes successively a phase of unlocking a lock of the door 18 in the closed position, a phase of unlocking the door 18, and a phase of moving the door 18 relative to the aircraft structure 12 from the closed position to the boarding position (figures 6 to 4).

[0090] Preferably, the opening operation thus also includes a phase of pressurizing the aircraft, before the phase of unlocking the lock.

[0091] The movement phase of the opening operation preferably includes a lifting step from the closing position (figures 6 to 5), followed by a rotation step to the loading position (figures 5 to 4).

[0092] The control system 20 comprising a control shaft 32, the system of command 20 being configured to control the implementation of said operations by continuous rotation of the control shaft 32 relative to the aircraft structure 12.

[0093] By "continuous rotation", it is understood that the rotation of the control shaft 32 does not stop during the implementation of said operations.

[0094] The control system 20 is devoid of any other rotary control shaft to control the implementation of the opening and closing operations.

[0095] The control system 20 is configured to control the implementation of the closing operation by continuous rotation of the control shaft 32 relative to the aircraft structure 12 in a closing rotation direction.

[0096] The control system 20 is also configured to control the implementation of the opening operation by continuous rotation of the control shaft 32 relative to the aircraft structure 12 in an opening direction of rotation, opposite to the closing direction of rotation.

[0097] Preferably, the control system 20 is configured to control the implementation of said operations by continuous rotation of the control shaft 32, relative to the aircraft structure 12, over less than one complete turn of the control shaft 32 around its control axis.

[0098] Preferably, the control system 20 is configured to control the implementation of said operations by continuous rotation of the control shaft 32 at constant rotational speed.

[0099] The control system 20 also includes an actuator for rotating the control shaft 32 to control the implementation of said operations by continuous rotation of the control shaft 32.

[0100] Furthermore, in the preferred embodiment illustrated, the control system 20 also includes at least one mechanical chain 34 joining the control shaft 32 to the door 18, a locking system 36 for the door 18 in the closed position and a locking system 38 for the locking of the door 18 in the closed position.

[0101] The control system 20 also advantageously includes a rotation guidance system 40 and / or a lifting-lowering guidance system 42.

[0102] The control system 20 further preferably includes a pressure safety system 44.

[0103] The control shaft 32 extends along a control axis and is movable in rotation about the control axis relative to the aircraft structure 12.

[0104] The control shaft 32 is in particular rotationally movable about the control axis relative to the aircraft structure 12 at least between an angular boarding position, corresponding to the angular position of the shaft command 32 when the door 18 is in the boarding position, and a locked and blocked angular position corresponding to the angular position of the control shaft 32 at the end of the locking phase.

[0105] In the embodiment where the closing and opening operations further include respectively a pressure securing phase and a pressure unsecuring phase, the control shaft 32 is mobile relative to the aircraft structure 12 at least between the angular position of boarding and an angular position of pressure securing corresponding to the angular position of the control shaft 32 at the end of the pressure securing locking phase.

[0106] The control axis is fixed relative to the aircraft structure 12.

[0107] The control axis is thus fixed relative to the aircraft structure 12 during any movement of the door 18 relative to the aircraft structure 12.

[0108] More generally, the control axis is stationary relative to the aircraft structure 12 during all closing and opening operations.

[0109] The control shaft 32 is away from the aircraft door 18.

[0110] The control shaft 32 is away from the opening 16.

[0111] The control shaft 32 is thus, in particular, offset onto the door frame 18.

[0112] For example, the control shaft 32 is arranged below the opening 16.

[0113] The control shaft 32 includes in particular a control rod 46 extending along the control axis.

[0114] The control rod 46 is for example cylindrical with a constant radius.

[0115] The control axis passes through the middle of the cross-section of the control rod 46.

[0116] For clarity, the actuator is not shown in the figures.

[0117] The actuator is suitable for rotating the control shaft 32 around the control axis relative to the aircraft structure 12.

[0118] The actuator is directly connected to the control shaft 32.

[0119] The actuator is suitable for converting received energy into rotation of the control shaft 32 relative to the aircraft structure 12.

[0120] The actuator is for example electric, hydraulic or pneumatic.

[0121] In the electrical embodiment, the actuator includes, for example, a rotary motor or a linear motor.

[0122] In the hydraulic or pneumatic embodiment, the actuator includes, for example, a cylinder.

[0123] The mechanical chain 34 is configured to convert the rotation of the control shaft 32 into movement of the door 18 during each movement phase.

[0124] The mechanical chain 34 preferably has a mode of coupling the rotation of the control shaft 32 to the movement of the door 18 (figures 4 to 6), during each movement phase of the closing and opening operations, and a mode of decoupling the door 18 to the rotation of the control shaft 32 ([Fig.7]), during the locking phase and the locking phase of the closing operation and during the unlocking phase of the locking and the unlocking phase of the opening operation.

[0125] More specifically, in the coupling mode, the mechanical chain 34 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 along the control axis causes the movement of the door 18 relative to the aircraft structure 12.

[0126] In the decoupling mode, the mechanical chain 34 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 along the control axis does not cause any displacement of the door 18 relative to the aircraft structure 12.

[0127] The mechanical chain 34 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 causes the mechanical chain 34 to switch from one mode to the other.

[0128] More specifically, the mechanical chain 34 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the closing rotation direction causes the mechanical chain 34 to switch from the coupling mode to the decoupling mode.

[0129] Conversely, the mechanical chain 34 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the opening direction of rotation causes the mechanical chain 34 to switch from the decoupling mode to the coupling mode.

[0130] In the preferred embodiment illustrated, the mechanical chain 34 is reversible.

[0131] By "reversible," it is meant that the mechanical chain 34 is also capable of converting the displacement of the door 18 into rotation of the control shaft 32.

[0132] In the preferred embodiment of [Fig.3], the mechanical chain 34 includes a lifting shaft 48, a control-lifting connection system 50 between the control shaft 32 and the lifting shaft 48, and a lifting-door linkage system 52 between the lifting shaft 48 and the door 18.

[0133] The lifting shaft 48 is separate from the control shaft 32.

[0134] The lifting shaft 48 extends along a lifting axis and is movable in rotation about the lifting axis relative to the aircraft structure 12.

[0135] The lifting axis is fixed relative to the aircraft structure 12.

[0136] The lifting axis is thus immobile relative to the aircraft structure 12 during all closing and opening operations.

[0137] The lifting axis is preferably parallel to the control axis.

[0138] The lifting and control axes are offset from each other.

[0139] The lifting shaft 48 is thus offset in particular on the frame of the door 18.

[0140] For example, the lifting shaft 48 is arranged below the opening 16.

[0141] The lifting shaft 48 includes a lifting rod 54, extending along the lifting axis.

[0142] The lifting rod 54 is for example cylindrical with a constant radius.

[0143] The lifting axis passes through the middle of the cross-section of the lifting rod 54.

[0144] The control-lifting connection system 50 is designed to ensure the coupling and decoupling mode of the mechanical chain 34.

[0145] In the coupling mode of the mechanical chain 34 (views A of figures 4 to 7), the control-lifting connection system 50 torques the control shaft 32 and the lifting shaft 48 in rotation.

[0146] More specifically, in the mechanical chain coupling mode 34, the control-lift connection system 50 is then configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 along the control axis causes the lifting shaft 48 to rotate relative to the aircraft structure 12 along the lifting axis.

[0147] Preferably, the lifting shaft 48 is then suitable to be driven in the same direction of rotation around the lifting axis as the direction of rotation of the control shaft 32 around the control axis.

[0148] In the decoupling mode of the mechanical chain 34 (view B of [Fig.7]), the control-lift connection system 50 decouples the lifting shaft 48 from the rotation of the control shaft 32.

[0149] More specifically, in the decoupling mode of the mechanical chain 34, the control-lift connection system 50 is then configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 along the control axis does not cause the lifting shaft 48 to rotate relative to the aircraft structure 12.

[0150] To do this, the control-lifting connection system 50 includes at least one connection pair, the connection pair comprising a control connection element 56A fixed to the control shaft 32 and a lifting connection element 56B fixed to the lifting shaft 48.

[0151] The control-lift connection system 50 comprises, for example, at least two distinct redundant connection pairs 56A-56B. The redundant connection pairs 56A-56B are arranged apart from each other or from each other along the control axis.

[0152] For each connection pair 56A-56B, the control connection member 56A and the lifting connection member 56B are suitable for rotationally coupling the shaft of control 32 and the lifting shaft 48 in coupling mode and to decouple the lifting shaft 48 from the rotation of the control shaft 32 in decoupling mode.

[0153] The control connection member 56A is rotationally fixed with the control rod 46, during any rotation of the control shaft 32 relative to the aircraft structure 12. The control connection member 56A is for example fixed to the control rod 46.

[0154] The lifting connection member 56B is rotationally fixed with the lifting rod 54, during any rotation of the lifting shaft 48 relative to the aircraft structure 12. The lifting connection member 56B is for example fixed to the lifting rod 54.

[0155] The control connecting member 56A comprises a base body extending radially from the control rod 46, and the lifting connecting member 56B comprises a base body extending radially from the lifting rod 54.

[0156] One of the control connection member 56A and the lifting connection member 56B includes a connecting roller 58A and the other of the control connection member 56A and the lifting connection member 56B includes a connecting track 58B suitable for receiving the connecting roller 58A.

[0157] In the illustrated example, the control connecting member 56A includes the connecting roller 58A and the lifting connecting member 56B includes the connecting track 58B. In a variant not illustrated, however, the lifting connecting member 56B includes the connecting roller 58A and the control connecting member 56A includes the connecting track 58B.

[0158] The connecting roller 58A extends from the base body of the connecting member which includes it, for example parallel to the control axis.

[0159] The connection track 58B extends from the base body of the connecting member that includes it. The connection track 58B is delimited by two branches extending from the base body.

[0160] The connection track 58B includes a coupling stroke 60A and, preferably, a dead stroke 60B.

[0161] In the mechanical chain coupling mode 34, the coupling stroke 60A and the connecting roller 58A are suitable for rotationally coupling the control shaft 32 and the lifting shaft 48.

[0162] More specifically, in the coupling mode, the connecting roller 58A is received in the coupling stroke 60A (views A of figures 4 to 7). Thus, any displacement of the connecting roller 58A, relative to the connecting track 58B, along said coupling stroke 60A causes a rotation of the lifting connecting member 56B about the lifting axis relative to the aircraft structure 12.

[0163] The 60A coupling stroke extends, for example, along a director, the director being a straight line. The directrix line passes here, for example, through the lifting axis.

[0164] The connection track 58B is such that the connecting roller 58A is received in the coupling stroke 60A until the gate 18 reaches the closing position.

[0165] When the door 18 is in the closed position, the mechanical chain 34 switches from the coupling mode to the decoupling mode. The connecting roller 58A moves out of the coupling stroke 60A.

[0166] In the decoupling mode of the mechanical chain 34, the connecting roller 58A is out of the coupling stroke 60A (view B of [Fig. 7]). The connecting roller 58A is then either received in the dead stroke 60B, or out of the connecting track 58A.

[0167] In the mechanical chain 34 decoupling mode, the dead stroke 60B and the connecting roller 58A are suitable for decoupling the lifting shaft 48 from the rotation of the control shaft 32.

[0168] More specifically, in the decoupling mode, the dead travel 60B is such that any movement of the connecting roller 58A, relative to the connecting track 58B, along said dead travel 60B does not cause any rotation of the lifting connecting member 56B relative to the aircraft structure 12.

[0169] The dead stroke 60B extends from the coupling stroke 60A by extending the coupling stroke 60A. When the connecting roller 58A exits the coupling stroke 60A, the connecting roller 58A is then received in the dead stroke 60B.

[0170] The dead stroke 60B extends for example along a director curved along an arc of a circle centered on the control axis.

[0171] Preferably, the dead travel 60B of the connection track 58A is open opposite the coupling travel 60A. The connection roller 58A is thus able to come out of the connection track 58A.

[0172] Thus, during the movement phase of the closing operation, the rotation of the control shaft 32 in the closing direction is coupled to the rotation of the lifting shaft 48 by the connecting roller 58A, which is received in the coupling stroke 60A (views A of Figures 4 to 7), until the door 18 reaches the closing position and the connecting roller 58A exits the coupling stroke 60A (view B of [Fig. 7]). Once the closing position is reached, the connecting roller 58A reaches the dead stroke 60B, and the rotation of the control shaft 32 is decoupled from the lifting shaft 48 during the other phases of the closing operation.

[0173] Conversely, the rotation of the control shaft 32 in the opening direction is decoupled from the lifting shaft 48 by the connecting roller 58A outside the coupling stroke 60A, during phases other than the movement phase of the opening operation, until the connecting roller 58A reaches the coupling stroke 60A. Once the connecting roller 58A reaches the coupling stroke 60A, the rotation of the control shaft 32 is coupled to the rotation of the lifting shaft 48 by the control-lifting connection system 50, during the movement phase.

[0174] The lifting-door linkage system 52 is configured to join the lifting shaft 48 to the door 18.

[0175] The lifting-door linkage system 52 comprises at least one linkage pair, the linkage pair comprising a lifting linkage member 62A integral with the lifting shaft 48, a door linkage member 62B integral with the door 18, the lifting linkage member 62A being articulated to the door linkage member 62B.

[0176] The lifting-door linkage system 52 comprises, for example, at least two separate, redundant linkage pairs 62A-62B. The linkage pairs 62A-62B are arranged apart from each other or from each other along the control axis.

[0177] For example, the redundant 62A-62B link pairs are arranged between the control-lift connection pairs 56A-56B.

[0178] For each 62A-62B linkage pair, the lifting linkage member 62A and the door linkage member 62B are designed to cooperate in order to cause a displacement of the door 18 relative to the aircraft structure 12 during a rotation of the lifting shaft 48 relative to the aircraft structure 12 around the lifting axis.

[0179] To do this, the lifting linkage member 62A is articulated to the door linkage member 62B, the lifting linkage member 62A and the door linkage member 62B thus being fixed to each other by a joint.

[0180] The lifting linkage member 62A is thus mobile in rotation relative to the door linkage member 62B along an articulation axis parallel to the lifting axis.

[0181] The lifting linkage 62A is rotationally fixed with the lifting rod 54, during any rotation of the lifting shaft 48 relative to the aircraft structure 12. The lifting linkage 62A is for example fixed to the lifting rod 54.

[0182] The lifting connecting member 62A preferably has a curved shape. In particular, the lifting connecting member 62A has an angled shape.

[0183] The door connecting member 62B is rotationally fixed to the base 22 of the door 18 during the entire closing and opening operation. The door connecting member 62B is, for example, fixed to the base 22 of the door 18. The door connecting member 62B preferably flares out towards the base 22 of the door 18 in a direction perpendicular to the control axis.

[0184] The connecting member 62B preferably has a curved shape, for example bent.

[0185] Preferably, the angled shapes of the lifting connecting member 62A and the door connecting member 62B have different concavities. They respectively have hollow parts that face each other when the door 18 is in the position of obturator.

[0186] These curved shapes allow in particular the lowering step after the rotation step of the closing operation and the lifting step before the rotation step of the opening operation.

[0187] The curved shape of the connecting member 62B is, for example, gooseneck. In the closed position of the door 18, the connecting member 62B surrounds, for example, the control shaft 32 and the lifting shaft 48.

[0188] One of the lifting connecting member 62A and the door connecting member 62B comprises, for example, two branches receiving between them, at their articulation, the other of the lifting connecting member 62A and the door connecting member 62B. In the example of [Fig.3], the two branches are included in the door connecting member 62B.

[0189] Thus, during the movement phase of the closing operation, the rotation of the control shaft 32 in the closing direction is coupled to the rotation of the lifting shaft 48 by the control-lift connection system 50 (views A of Figures 4 to 7). The rotation of the lifting shaft 48 simultaneously drives the movement of the door 18 by the lifting-door connection system 52 until the door 18 reaches the closed position. Once the closed position is reached, the lifting shaft 48 is decoupled from the rotation of the control shaft 32 by the control-lift connection system 50 during the other phases of the closing operation ([Fig. 7]).

[0190] Conversely, the rotation of the control shaft 32 in the opening direction does not cause any movement of the door 18 relative to the aircraft structure 12 during phases other than the movement phase of the opening operation. Once the rotation of the control shaft 32 is coupled to the rotation of the lifting shaft 48 by the control-lift connection system 50, the rotation of the lifting shaft 48 simultaneously causes the door 18 to move via the lifting-door connection system 52 during the movement phase.

[0191] The rotation guidance system 40 is suitable for guiding the rotation step of each movement phase of the closing and opening operations.

[0192] The rotational guidance system 40 comprises at least one rotational guidance device 64. Preferably, the rotational guidance system 40 comprises at least two separate, redundant rotational guidance devices 64. The redundant rotational guidance devices 64 are arranged spaced apart from each other along the control axis.

[0193] Preferably, the rotation guidance system 40 includes a separate rotation guidance device 64, for each linkage couple 62A-62B of the lifting-door linkage system 52.

[0194] Each rotational guide device 64 includes a guide roller 66A and a rotating guide track 66B.

[0195] One of the guide roller 66A and the rotating guide track 66B is integral with one of the connecting members 62A-62B, the other being integral with the aircraft structure 12. The reverse is envisaged.

[0196] In the illustrated example, the guide roller 66A is integral with one of the connecting members 62A-62B while the rotating guide track 66B is integral with the aircraft structure 12.

[0197] The guide roller 66A extends, from one of the connecting members 62A-62B, in projection parallel to the lifting axis.

[0198] In the illustrated example, the guide roller 66A is integral with the door connecting member 62B. More precisely, the guide roller 66A is, for example, integral with one of the arms of the door connecting member 62B.

[0199] In addition, the guide roller 66A is for example arranged opposite the door 18, relative to the articulation with the lifting linkage 62A.

[0200] The rotation guide track 66B is designed to guide the rotation of the guide roller 66A around the lifting axis.

[0201] The rotating guide track 66B is for example fixed to the aircraft structure 12.

[0202] The rotation guide track 66B is preferably stationary relative to the aircraft structure 12 during any rotation of the control shaft 32 relative to the aircraft structure 12.

[0203] The rotation guide track 66B delimits a circular arc rotation path of the guide roller 66A.

[0204] To achieve this, the rotation guide track 66B comprises, for example, at least one support plate 68A and a curved plate 68B delimiting the rotation path between them. The support plate 68A is flat and extends, for example, in a plane perpendicular to the lifting axis. The curved plate 68B extends from the support plate 68A and is inscribed in a cylinder of revolution centered on the lifting axis.

[0205] During the rotation step of each displacement phase (views B of figures 4 to 5), the guide roller 66A follows the curvature of the rotation path.

[0206] The curved plate 68B has an end end corresponding to the position of the guide roller 66A at the end of the rotation step of the movement phase of the closing operation (view B of [Fig.5]).

[0207] Advantageously, the rotation guide track 66B only guides the rotation step of each movement phase of the closing and opening operations.

[0208] During the lowering or lifting step of each movement phase (views B of figures 5 to 6), the guide roller 66A is out of the rotation path.

[0209] Preferably, the rotation path is thus opened at the end end of the curved plate 68B.

[0210] For example, the rotation guide track 66B includes an end plate 68C extending from the end end of the curved plate 68B. The end plate 68C extends in particular on the opposite side of the lifting axis. The end plate 68C is, for example, flat.

[0211] The lifting-lowering guidance system 42 is suitable for guiding the respective lowering or lifting movement step of the closing and opening operations.

[0212] The lifting-lowering guidance system 42 comprises at least one lifting-lowering guidance device 70. Preferably, the lifting-lowering guidance system 42 comprises at least two separate, redundant lifting-lowering guidance devices 70. The redundant lifting-lowering guidance devices 70 are arranged apart from each other along the control axis.

[0213] Each lift-lower guide device 70 includes a lift-lower guide roller 72A and a lift-lower guide track 72B.

[0214] One of the lift-lower guide roller 72A and the lift-lower guide track 72B is integral with the door 18, the other being integral with the aircraft structure 12.

[0215] In the illustrated example, the lift-lower guide roller 72A is integral with the aircraft structure 12 while the lift-lower guide track 72B is integral with the door 18.

[0216] In the illustrated example, the element 72A or 72B which is integral with the aircraft structure 12 is disposed above the opening 16. Alternatively, the element 72A or 72B which is integral with the aircraft structure 12 is disposed on one of the lateral sides of the opening 16. In a preferred alternative, the element 72A or 72B which is integral with the aircraft structure 12 is disposed below the opening 16, i.e. on the same side of the opening as the control shaft 32.

[0217] The lift-lower guide track 72B delimits a lift-lower guide path of the lift-lower guide roller 72A.

[0218] The lifting-lowering guidance path includes, for example, a vertical section 74A and an inwardly curved section 74B, the curved section 74B extending from the vertical section 74A.

[0219] The lifting-lowering guide path has an opening and a bottom.

[0220] The lifting-lowering guidance path is thus opened at the level of the vertical section 74A, so that the lift-lower guide roller 72A can enter and exit the lift-lower guide path (view C of [Fig.5]).

[0221] In the example illustrated in view C of [Fig. 6], the lifting-lowering guide path is also such that the lifting-lowering guide roller 72A is in contact with the bottom of the path when the door 18 is in the closed position. Alternatively, the lifting-lowering guide path is such that the lifting-lowering guide roller 72A is away from the bottom of the path when the door 18 is in the closed position.

[0222] During the rotation step of each movement phase (views C of figures 4 and 5), the lifting-lowering guide roller 72A is out of the lifting-lowering guide path.

[0223] The lifting-lowering guide system 42 and the rotating guide system 40 are arranged together so that the lifting-lowering guide roller 72A enters the lifting-lowering guide path when the rotating guide roller 66A exits the rotating path of the rotating guide track 66B.

[0224] The locking system 36 has a locking configuration of the door 18 in the closed position, in which the locking system 36 blocks the mechanical chain 34, and an unlocking configuration of the door 18 in the closed position, in which the locking system 36 does not obstruct the mechanical chain 34.

[0225] The locking phase of the closing operation consists of the locking system 36 changing from the unlocked configuration (view A of [Fig. 8]) to the locked configuration (view B of [Fig. 8]). The unlocking phase of the opening operation consists of the locking system 36 changing from the locked configuration to the unlocked configuration.

[0226] The locking system 36 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 causes the locking system 36 to switch from one configuration to the other.

[0227] More specifically, the locking system 36 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the closing rotation direction causes the locking system 36 to switch from the unlocked configuration to the locked configuration.

[0228] Conversely, the locking system 36 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the direction of opening rotation causes the locking system 36 to switch from the locking configuration to the unlocking configuration.

[0229] The locking system 36 comprises at least one locking device 76. The locking system 36 preferably comprises at least two separate redundant locking devices 76. The redundant locking devices 76 are arranged apart from each other or from each other along the control axis.

[0230] Each locking device 76 comprises at least one locking surface 78 of the mechanical chain 34; a lock 80 movable relative to the mechanical chain 34 and the drive shaft 32; and a drive section 82 of the shaft command 32 specific to drive the lock 80.

[0231] The shape of the locking surface 78, the lock 80 and the shape of the drive section 82 are configured together to ensure the retention of the locking system 36 in said configurations and to ensure said transitions of the locking system 36 from one of the configurations to the other, by rotation of the control shaft 32 relative to the aircraft structure 12.

[0232] The locking surface 78 of the mechanical chain 34 can be formed by any element of the mechanical chain 34. In the preferred embodiment illustrated, the locking surface 78 of the mechanical chain 34 is formed by the lifting shaft 48.

[0233] The locking surface 78 then preferably extends radially with respect to the lifting axis.

[0234] The locking surface 78 is positioned angularly around the lifting axis, so that, when the lifting shaft 48 is decoupled from the rotation of the control shaft 32, the locking surface 78 is arranged opposite the lock 80.

[0235] The lifting shaft 48 then includes, for example, a lifting locking cam 84, the locking surface 78 being formed by the lifting locking cam 84.

[0236] The lifting locking cam 84 is rotationally fixed with the lifting rod 54, during any rotation of the lifting shaft 48 relative to the aircraft structure 12. The lifting locking cam 84 is for example fixed to the lifting rod 54.

[0237] The lifting locking cam 84 consists of a cylinder of variable radius centered on the control axis.

[0238] The lifting locking cam 84 has a spiral shape extending between a minimum radius and a maximum radius, the locking surface 78 joining the minimum radius to the maximum radius.

[0239] The lock 80 is movable relative to the mechanical chain 34 between a stop position against the locking surface 78 (view B of [Fig.8]) and a release position of the mechanical chain 34 (view A of [Fig.8]).

[0240] In the locking configuration of the locking system 36, the lock 80 is in the stop position and blocks the mechanical chain 34, the control shaft 32 remaining free to rotate about the control axis. Since the mechanical chain 34 is reversible, any movement of the door 18 relative to the aircraft structure 12 is then blocked by the lock 80.

[0241] In the unlocking configuration of the locking system 36, the lock 80 is held in the release position, away from the mechanical chain 34, the control shaft 32 always being mobile in rotation around the control axis.

[0242] The lock 80 is movable in rotation relative to the mechanical chain 34 along an axis of rotation parallel to the control axis.

[0243] Preferably, the lock 80 is suitable for moving from the release position to the stop position by rotating in the same direction as the closing rotation direction, and for moving from the stop position to the release position by rotating in the same direction as the opening rotation direction.

[0244] The lock 80 is thus movable relative to the mechanical chain 34, in particular relative to the lifting shaft 48 of the mechanical chain 34. The lock 80 is movable relative to the control shaft 32, in particular relative to the drive section 82 of the control shaft 32. More generally, the lock 80 is movable in rotation about its axis of rotation relative to the aircraft structure 12.

[0245] The lock 80 has a basic body 86A, a locking stop 86B and at least two drive rollers 86C.

[0246] The locking stop 86B extends from the base body 86A.

[0247] When the lock 80 is in the stop position, the locking stop 86B is in view of the locking surface 78 of the mechanical chain 34.

[0248] In the preferred embodiment shown, when the lock 80 is in the stop position, the locking stop 86B opposes any rotation of the lifting shaft 48 in the direction of opening rotation.

[0249] The drive rollers 86C of the lock 80 are suitable for enabling the drive section 82 of the control shaft 32 to drive the lock 80 between the stop and release positions.

[0250] Each drive roller 86C extends projecting from the base body 86A parallel to the control axis.

[0251] The drive rollers 86C are laterally offset, projecting into a plane perpendicular to the control axis. In other words, projecting into such a plane, the drive rollers 86C do not overlap.

[0252] The drive rollers 86C extend, for example, on either side of the base body 86A parallel to the control axis. Alternatively, the drive rollers 86C extend on the same side of the base body 86A.

[0253] The drive section 82 is kept away from the mechanical chain 34, and in particular from the lifting shaft 48, during any rotation of the control shaft 32 relative to the aircraft structure 12. The drive section 82 is therefore not in contact with the mechanical chain 34.

[0254] The drive section 82 of the control shaft 32 is rotationally fixed with the rest of the control shaft 32, during any rotation of the control shaft 32 relative to the aircraft structure 12.

[0255] The drive section 82 of the control shaft 32 is suitable for maintaining the lock 80 in the stop position, for maintaining the lock 80 in the release position and for driving the passage of the lock 80 from one of the positions to the other.

[0256] More specifically, the shape of the drive section 82 and the drive rollers 86C are arranged so as to keep the lock 80 in the release position during each movement phase of the closing and opening operations; arranged so as to move the lock 80 from one position to the other during the locking phase of the closing operation and during the unlocking phase of the opening operation; and arranged so as to keep the lock 80 in the stop position during the other phases of the closing and opening operations.

[0257] The shape of the drive section 82 and the drive rollers 86C are arranged such that the lock 80 is held in the release position as long as the control-lift connection system 50 couples the rotation of the control shaft 32 to the movement of the door 18, and such that the lock 80 moves from the release position to the stop position after the control-lift connection system 50 has decoupled the movement of the door 18 from the rotation of the control shaft 32.

[0258] In addition, the shape of the drive section 82 and the drive rollers 86C are arranged so as not to block the rotation of the control shaft 32 relative to the aircraft structure 12, during the locking and unlocking phases.

[0259] To achieve this, the drive section 82 includes at least one drive cam 88 for the lock 80. Preferably, the drive section 82 includes at least one different drive cam 88 for each drive roller 86C of the lock 80, the drive cams 88 then being offset along the control shaft. Alternatively, a single drive cam 88 is used for both drive rollers 86C of the lock 80.

[0260] Each drive cam 88 consists of a cylinder of variable radius centered on the control axis.

[0261] Each drive cam 88 includes an unlocking angular sector 90A and a locking angular sector 90B. Each drive cam 88 also includes a transition angular sector 90C joining the unlocking angular sector 90A to the locking angular sector 90B.

[0262] When the lock 80 is held in the release position, the drive rollers 86C are respectively in contact with the unlocking angular sectors 90A, the control shaft 32 always being mobile in rotation around the control axis.

[0263] When the lock 80 is held in the stop position, the drive rollers 86C are respectively in contact with the angular locking sectors 90B, the control shaft 32 always being mobile in rotation around the control axis.

[0264] Each angular unlocking sector 90A and each angular locking sector 90B have, for example, a constant radius, taken from the axis of order.

[0265] Preferably, for one of the drive cams 88, the radius of the unlocking angular sector 90A is greater than the radius of the locking angular sector 90B; and for the other of the drive cams 88, the radius of the locking angular sector 90B is greater than the radius of the unlocking angular sector 90A.

[0266] For each drive cam 88, the angular transition sector 90C has a variable radius, taken angularly around the control axis, joining the radius of the unlocking angular sector 90A to the radius of the locking angular sector 90B of the drive cam 88.

[0267] The angular transition sectors 90C are positioned around the control axis to cause the lock 80 to move from one position to the other.

[0268] Thus, during the movement phase of the closing operation, the rotation of the control shaft 32 in the closing direction maintains the lock 80 in the release position, insofar as the drive rollers 86C are in contact with the unlocking angular sectors 90A of the drive cams 88. The rotation of the lifting shaft 48 simultaneously drives the movement of the door 18 by the lifting-door linkage system 52 until the door 18 reaches the closing position. Once the closing position is reached, the lifting shaft 48 is decoupled from the rotation of the control shaft 32, and the locking surface 78 of the lifting shaft 48 is then positioned opposite the lock 80, the locking surface 78 remaining in position during the subsequent phases.During the locking phase, the rotation of the control shaft 32 also causes the lock 80 to move from the release position to the stop position, insofar as the drive rollers 86C are in contact with the angular transition sectors 90C of the drive cams 88. Once the stop position is reached, the rotation of the control shaft 32 in the closing direction maintains the lock 80 in the stop position, insofar as the drive rollers 86C are in contact with the angular locking sectors 90B of the drive cams 88.

[0269] Conversely, rotating the control shaft 32 in the opening direction does not cause any movement of the door 18 relative to the aircraft structure 12 during the phases preceding the movement phase of the opening operation. Furthermore, rotating the control shaft 32 in the opening direction maintains the latch 80 in the stop position during the phases preceding the unlocking phase. During the unlocking phase, rotating the control shaft 32 causes the latch 80 to move from the stop position to the release position. Once the release position is reached, rotating the control shaft 32 in the opening direction maintains the latch 80 in the release position. Subsequently, once the rotation of the control shaft 32 is coupled to the rotation of the lifting shaft 48 by the control-lifting connection system 50, the rotation of the lifting shaft 48 simultaneously drives the movement of the door 18 by the lifting-door linking system 52 during the movement phase.

[0270] The locking system 38 has a locking configuration for the door 18 in the closed position, and a locking unlocking configuration.

[0271] The locking phase of the closing operation consists of the locking system 38 switching from the unlocked configuration (view A of [Fig. 9]) to the locked configuration (view B of [Fig. 9]). The unlocking phase of the opening operation consists of the locking system 38 switching from the locked configuration to the unlocked configuration.

[0272] The locking system 38 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 causes the locking system 38 to switch from one configuration to the other.

[0273] More specifically, the locking system 38 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the closing rotation direction causes the locking system 38 to switch from the unlocking configuration to the locking configuration.

[0274] Conversely, the locking system 38 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the direction of opening rotation causes the locking system 38 to switch from the locking configuration to the locking unlocking configuration.

[0275] The locking system 38 includes at least one locking device 92. In the illustrated example, the locking system 38 includes at least two separate redundant locking devices 92.

[0276] Each blocking device 92 is respectively associated with one of the locking devices 76.

[0277] Each locking device 92 comprises a locking member 94A integral with the lock 80 and a locking cam 94B for the lock 80, the locking cam 94B being integral with the control shaft 32.

[0278] The shapes of the locking member 94A and the locking cam 94B are configured together to ensure the retention of the locking system 38 in said configurations and to ensure said transitions of the locking system 38 from one of the configurations to the other, by rotation of the control shaft 32 relative to the aircraft structure 12.

[0279] Furthermore, the shapes of the locking member 94A and the locking cam 94B are preferably configured so as not to block the rotation of the control shaft 32 relative to the aircraft structure 12, in the locking and unlocking.

[0280] The locking member 94A extends parallel to the control axis from the base body 86A of the lock 80. The locking member 94A is therefore fixed to the base body 86A of the lock 80.

[0281] The locking member 94A extends for example on the same side as at least one of the drive rollers 86C by extending beyond the drive roller 86C, parallel to the control axis.

[0282] The locking member 94A defines a locking surface 96.

[0283] Preferably, the locking surface 96 is curved, advantageously being cylindrical along a central axis of curvature.

[0284] The locking member is arranged such that, in the stop position of the lock 80, the central axis of curvature coincides with the control axis of the control shaft 32.

[0285] The locking cam 94B is rotationally fixed with the control rod 46, during any rotation of the control shaft 32 relative to the aircraft structure 12. The locking cam 94B is for example fixed to the control rod 46.

[0286] The locking cam 94B comprises a base body 98A extending from the control rod 46 and a locking stop 98B extending from the base body 98A.

[0287] The locking stop 98B has a peripheral surface suitable for cooperating with the locking surface 96.

[0288] The peripheral surface is for example cylindrical along the control axis.

[0289] The peripheral surface therefore has a constant radius in this case.

[0290] In the unlocking configuration of the locking system 38, the locking cam 94B is movable in rotation about the control axis, the locking stop 98B being away from the locking member lock 94A (view A of [Fig.9]).

[0291] In the unlocking configuration, the locking stop 98B does not prevent any movement of the lock 80 relative to the mechanical chain 34.

[0292] In the locking configuration of the locking system 38, the locking cam 94B is movable in rotation around the control axis, the locking stop 98B being opposite the locking member lock 94A and the locking surface lock 96 cooperating with the peripheral surface of the locking stop 98B to prevent any passage of the lock 80 from the stop position to the release position (view B of [Fig.9]).

[0293] In particular, in the locking configuration, the locking stop 98B opposes any rotation of the lock 80 in the direction from the stop position to the release position.

[0294] The locking cam 94B is positioned around the control axis so that the locking surface 96 cooperates with the peripheral surface of the locking stop 98B, after the lock 80 has passed into the stop position.

[0295] Thus, during the movement phase of the closing operation, the rotation of the control shaft 32 in the closing direction maintains the lock 80 in the release position, the locking system 38 being in the unlocked configuration. The rotation of the lifting shaft 48 simultaneously causes the door 18 to move via the lifting-door linkage system 52 until the door 18 reaches the closed position. Once the closed position is reached, the rotation of the control shaft 32 also causes the lock 80 to move from the release position to the stop position, the locking system 38 still being in the unlocked configuration.During the locking phase, once the stop position is reached, the rotation of the control shaft 32 in the closing direction maintains the lock 80 in the stop position and moves the locking system 38 into the locking configuration, the locking stop 98B being positioned opposite the locking member lock 94A and the locking surface lock 96 cooperating with the peripheral surface of the locking stop 98B.

[0296] Conversely, rotating the control shaft 32 in the opening direction does not cause any movement of the door 18 relative to the aircraft structure 12 during the phases preceding the movement phase of the opening operation. Furthermore, rotating the control shaft 32 in the opening direction keeps the latch 80 in the stop position during the phases preceding the unlocking phase. During the unlocking phase, rotating the control shaft 32 in the opening direction causes the locking system 38 to move from the locked position to the unlocked position. The locking stop 98B is moved away from the locking latch 94A. During the unlocking phase, rotating the control shaft 32 causes the latch 80 to move from the stop position to the released position.Once the release position is reached, the rotation of the control shaft 32 in the opening direction maintains the lock 80 in the release position, the locking system 38 still being in the unlocked configuration. Subsequently, once the rotation of the control shaft 32 is coupled to the rotation of the lifting shaft 48 by the control-lift connection system 50, the rotation of the lifting shaft 48 simultaneously drives the movement of the door 18 by the lifting-door connection system 52 during the movement phase.

[0297] The pressure safety system 44 is configured to prevent a passenger from opening door 18 when the aircraft is pressurized beyond a certain pressure level, for example above 35 mbar.

[0298] Alternatively or in addition, the pressure safety system 44 is configured to prevent pressurization of the aircraft if the door 18 is not in the closed position, locked and with the locking mechanism engaged.

[0299] The pressure safety system 44 is optional. These safety functions can be implemented differently, for example electrically and / or by sensor and valve systems.

[0300] The pressure safety system 44 has a pressure safety configuration and a pressure unsafe configuration.

[0301] The pressure-locking phase of the closing operation consists of the pressure safety system 44 switching from the pressure-locking configuration (view A of [Fig. 10]) to the pressure-locking configuration (view B of [Fig. 10]). The pressure-release phase of the opening operation consists of the pressure safety system 44 switching from the pressure-locking configuration to the pressure-release configuration.

[0302] The pressure relief system is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 causes the pressure relief system to switch from one configuration to the other.

[0303] More specifically, the pressure safety system 44 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the closing rotation direction causes the pressure safety system 44 to switch from the pressure unsafe configuration to the pressure safe configuration.

[0304] Conversely, the pressure safety system 44 is configured so that the rotation of the control shaft 32 relative to the aircraft structure 12 in the direction of opening rotation causes the pressure safety system 44 to switch from the pressure safety configuration to the pressure unsafe configuration.

[0305] To do this, the pressure safety system 44 includes at least one ventilation opening 100, a safety valve 102 movable relative to the aircraft structure 12 between a closed position of the ventilation opening 100 and a ventilated position away from the ventilation opening 100, a drive device 104 of the safety valve 102 between the closed and ventilated positions.

[0306] The safety valve 102 includes, for example, a system for returning the safety valve 102 to the open position, the return system including, for example, a spring. The return system is not illustrated for clarity.

[0307] The pressure safety system 44 further preferably includes an additional device for locking the door 18 in the closed position by the safety valve 102.

[0308] The ventilation opening 100 is delimited by the aircraft structure 12.

[0309] The ventilation opening 100 is for example delimited by the aircraft structure 12 below the boarding opening 16.

[0310] Thus, the pressure securing system 44 is not integrated into the door 18, but rather into the aircraft structure 12.

[0311] The safety valve 102 is articulated to the aircraft structure 12.

[0312] The safety valve 102 is then in particular movable in rotation relative to the aircraft structure 12 between the two positions, along an axis of rotation which is for example parallel to the control axis.

[0313] In the pressure-locking configuration, the safety valve 102 is in the closed position of the ventilation opening 100 (view B of [Fig. 10]).

[0314] In the closed position, the safety valve 102 is brought against the ventilation opening 100 in a sealed manner. The safety valve 102 thus prevents any passage of air from the inside of the aircraft structure 12 to the outside of the aircraft structure 12 through the ventilation opening 100.

[0315] In the pressure relief configuration, the safety valve 102 is in the venting position away from the venting opening 100 (view A of [Fig. 10])•

[0316] In the ventilation position, the safety valve 102 is away from the ventilation opening 100. The air inside the aircraft structure 12 passes outside the aircraft structure 12 through the ventilation opening 100.

[0317] It is then impossible to pressurize the aircraft.

[0318] The drive device 104 is configured to ensure the passage of the safety valve 102 from one of said positions to the other, by rotation of the control shaft 32 relative to the aircraft structure 12.

[0319] The drive device 104 is also configured to ensure that the safety valve 102 is kept in the closed position.

[0320] In an illustrated embodiment, the drive device 104 of the safety valve 102 includes a drive finger integral with the control shaft 32 and a drive stop integral with the safety valve 102.

[0321] The drive finger is preferably rotationally fixed with the control rod 46, during any rotation of the control shaft 32 relative to the aircraft structure 12.

[0322] For example, the drive finger is fixed to the control rod 46 by means of a cam. In the illustrated example, said cam corresponds to the locking cam 94B and the drive finger is fixed to the base body of the locking cam 94B. Alternatively, the drive finger is fixed to any other cam. In another embodiment, the drive finger is fixed to the control shaft 32 by means of a connecting rod system.

[0323] The drive finger extends parallel to the control axis.

[0324] The drive finger and the drive stop are arranged to drive the safety valve 102 from the venting position to the closed position, after the locking system 38 has passed into the locking configuration.

[0325] The additional locking device is complementary to the locking devices 76 of the locking system 36.

[0326] The additional locking device is configured to block the mechanical chain 34 when the safety valve 102 is in the closed position.

[0327] The gate 18 status sensor system is configured to determine a current state of gate 18.

[0328] The current state of the door 18 is for example chosen at least from an open state, a locked closing state and a locked and blocked closing state.

[0329] The open state corresponds to the door 18 in a position other than the closed position.

[0330] The locked closure state corresponds to the door 18 in the closed position and the locking system 36 in the locked configuration.

[0331] The locked and blocked closure state corresponds to the door 18 in the closed position, the locking system 36 in the locking configuration and the blocking system 38 in the locking blocking configuration.

[0332] The locked and blocked closing state corresponds in particular to the state at the end of the closing operation.

[0333] The sensors are, for example, switches designed to be operated by the control system 20.

[0334] Each visual indicator has a configuration that depends on the current state of the door 18. Each indicator is, for example, a light and / or a mechanical indicator including, for example, a movable flap.

[0335] The emergency opening system is designed to allow the evacuation of passengers from the aircraft in case of danger, and / or in case of non-dangerous damage.

[0336] The emergency opening system is designed to rotate the control shaft 32 in the direction of opening rotation.

[0337] The emergency opening system is for example electric and has an emergency switch which, upon activation, is capable of controlling the actuator of the control system 20.

[0338] Alternatively or in addition, the emergency opening system includes an internal handle to the aircraft structure 12 and / or an external handle to the aircraft structure 12. The emergency opening system is then configured so that actuation of the handle rotates the control shaft 32 in the direction of opening rotation.

[0339] Here and thereafter, "handle actuation" means, for example, a movement of the handle relative to the aircraft structure 12.

[0340] The concept of the invention is thus compatible with simple emergency and / or breakdown handles.

[0341] More generally, the inner and outer handles on the aircraft structure are not necessarily included in an emergency opening system, but can be used to perform both the opening and closing operations. The control system 20 is then configured so that actuation of the outer handle rotates the control shaft 32 relative to the aircraft structure 12 to control the execution of said operations.

[0342] Thanks to the characteristics described above, a notable improvement is observed on many levels, without drawback or risk.

[0343] In particular, a reduction in the mass of the mechanism 10, the number of mechanical parts, the number of kinematic links, the overall size, and the stresses on the structure of the door 18 are observed.

[0344] The robustness of the mechanism 10 is greatly improved, insofar as the mechanism 10 requires only a single actuator to control the opening and closing of the door 18.

[0345] The mechanism 10 no longer requires an interior handle on the door 18, which implies that a greater usable width of the door 18 is possible by widening the gap between the railings 26 of the staircase 24. In addition, the mechanism 10 no longer requires an exterior handle, which implies better aerodynamics.

[0346] The acoustics of the door 18 are further greatly improved, insofar as the mechanism 10 no longer requires valves integrated into the door 18 in order to perform the pressure-securing functions required by regulations.

[0347] Ergonomics and perceived quality are further improved, in particular by a lower number of visible mechanical parts.

Claims

Claims

1. Aircraft door mechanism (10), comprising at least: - an aircraft structure (12) delimiting an opening (16); - an aircraft door (18) mounted to move relative to the structure between a closing position, in which the door (18) closes the opening (16), and a boarding position, in which the door (18) is arranged away from the opening (16) and in which passengers are able to board the aircraft structure (12) through the opening (16); - a control system (20) configured to control the implementation of a closing operation and the implementation of an opening operation of the door (18), the closing operation successively comprising a phase of moving the door (18) relative to the aircraft structure (12) from the boarding position to the closing position, a phase of locking the door (18) in the closing position, and a phase of blocking the locking,the opening operation successively comprising a phase of unlocking a lock of the door (18) in the closed position, a phase of unlocking the door (18), and a phase of moving the door (18) relative to the aircraft structure (12) from the closed position to the boarding position, the control system (20) comprising a control shaft (32), the control system (20) being configured to control the implementation of said operations by continuous rotation of the control shaft (32) relative to the aircraft structure (12).,

2. The mechanism (10) of claim 1, wherein the control shaft (32) is spaced from the aircraft door (18).

3. Mechanism (10) according to one of claims 1 or 2, in which the control system (20) also comprises at least one mechanical chain (34) joining the control shaft (32) to the door (18), a locking system (36) of the door (18) in the closed position and a blocking system (38) of the locking of the door (18) in the closed position.

4. Mechanism (10) according to claim 3, in which the mechanical chain (34) has a mode of coupling the rotation of the control shaft (32) to the movement of the door (18), during each movement phase of the closing and opening operations, and a mode of decoupling the door (18) from the rotation of the control shaft (32), during the locking phase and the locking blocking phase of the closing operation and during the locking unlocking phase and the locking unlocking phase of the opening operation, the mechanical chain (34) being configured so that the rotation of the control shaft (32) relative to the aircraft structure (12) causes the mechanical chain (34) to switch from one of the modes to the other.

5. The mechanism (10) of claim 4, wherein the mechanical chain (34) comprises a lifting shaft (48), a control-lifting connection system (50) between the control shaft (32) and the lifting shaft (48), and a lifting-door connection system (52) between the lifting shaft (48) and the door (18).

6. Mechanism (10) according to claim 5, in which the control-lifting connection system (50) comprises at least one connection pair, the connection pair comprising a control connection member (56A) secured to the control shaft (32) and a lifting connection member (56B) secured to the lifting shaft (48), the control connection member (56A) and the lifting connection member (56B) being suitable for rotationally coupling the control shaft (32) and the lifting shaft (48) in the coupling mode and for decoupling the lifting shaft (48) from the rotation of the control shaft (32) in the decoupling mode.

7. Mechanism (10) according to claim 6, wherein one of the control connection member (56A) and the lifting connection member (56B) comprises a connection roller (58A) and the other of the control connection member (56A) and the lifting connection member (56B) comprises a connection track (58B) suitable for receiving the connection roller (58A).

8. Mechanism (10) according to claim 7, in which the connection track (58B) comprises a coupling stroke (60A) such that, in the coupling mode of the mechanical chain (34), the coupling stroke (60A) and the connection roller (58A) are suitable for rotationally coupling the control shaft (32) and the lifting shaft (48), and such that, in the decoupling mode of the mechanical chain (34), the roller is outside the coupling stroke (60A); the connection track (58B) also preferably comprising a dead stroke (60B), the dead stroke (60B) being such that, in the decoupling mode of the mechanical chain (34), the connecting roller (58A) is either received in the dead travel (60B), or outside the connecting track (58B).

9. Mechanism (10) according to one of claims 5 to 8, in which the lifting-door connection system (52) comprises at least one connection pair, the connection pair comprising a lifting connection member (62A) secured to the lifting shaft (48), a door connection member (62B) secured to the door (18), the lifting connection member (62A) being articulated to the door connection member (62B).

10. Mechanism (10) according to one of claims 3 to 9, in which the locking system (36) has a configuration for locking the door (18) in the closed position, in which the locking system (36) blocks the mechanical chain (34), and a configuration for unlocking the door (18) in the closed position, in which the locking system (36) does not hinder the mechanical chain (34), the locking system (36) being configured so that the rotation of the control shaft (32) relative to the aircraft structure (12) causes the locking system (36) to switch from one of the configurations to the other.

11. Mechanism (10) according to claim 10, in which the locking system (36) comprises at least one locking surface (78) of the mechanical chain (34), a lock (80) movable relative to the mechanical chain (34) and to the control shaft (32), and a drive section (82) of the control shaft (32) suitable for driving the lock (80), the locking surface (78) preferably being formed by the lifting shaft (48).

12. Mechanism (10) according to claim 11, wherein the shape of the locking surface (78), the lock (80) and the shape of the drive section (82) of the control shaft (32) are configured together to ensure the maintenance of the locking system (36) in said configurations and to ensure said passages of the locking system (36) from one of the configurations to the other, by rotation of the control shaft (32) relative to the aircraft structure (12).

13. Mechanism (10) according to one of claims 3 to 12, in which the locking system (38) has a configuration for locking the locking of the door (18) in the closed position, and a configuration for unlocking the locking, the locking system (38) being configured so that the rotation of the control shaft (32) relative to the aircraft structure (12) causes the locking system (38) to move from one of the configurations to the other.

14. Mechanism (10) according to claim 13, in combination with any one of claims 11 or 12, wherein the locking system (38) comprises at least one locking member (94A) secured to the lock (80) and a locking cam (94B) of the lock (80) secured to the control shaft (32), the shapes of the locking member (94A) and of the locking cam (94B) being configured together to ensure the maintenance of the locking system (38) in said configurations and to ensure said passages of the locking system (38) from one of the configurations to the other, by rotation of the control shaft (32) relative to the aircraft structure (12).

15. Mechanism (10) according to one of claims 3 to 14, wherein the control system (20) also comprises a pressure safety system (44), the pressure safety system (44) comprising at least one ventilation opening (100) delimited by the aircraft structure (12), a safety valve (102) movable relative to the aircraft structure (12) between a closed position of the ventilation opening (100) and a ventilation position away from the ventilation opening (100), a drive device (104) for the safety valve (102) between the closed and ventilation positions, the drive device (104) being configured to ensure the passage of the safety valve (102) from one of said positions to the other, by rotation of the control shaft (32) relative to the aircraft structure (12).

16. Mechanism (10) according to one of the preceding claims, in which the control system (20) also comprises an actuator capable of rotating the control shaft (32) relative to the aircraft structure (12) to control the implementation of said operations by continuous rotation of the control shaft, the actuator preferably being electric.

17. Mechanism (10) according to one of the preceding claims, wherein the control system (20) also comprises a handle internal to the aircraft structure (12), the control system (20) being configured so that the actuation of the internal handle rotates the control shaft (32) relative to the aircraft structure (12) to control the implementation of said operations and / or the control system (20) also comprises a handle external to the aircraft structure (12), the control system (20) being configured so that actuation of the outer handle rotates the control shaft (32) relative to the aircraft structure (12) to control the implementation of said operations.

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