DEVICE FOR LOCKING AN AIRCRAFT DOOR IN THE OPEN POSITION

Abstract

The invention relates to a device for locking an aircraft door in the open position, said door being provided with an arm (1) for connection with the fuselage (F) ensuring, by rotation, the opening of the door in circular translation by means of two connecting rods (11, 12) and a return bellcrank (2), characterized in that it comprises a pin (21) carried by said return bellcrank, a pad (3) against which the bellcrank (2) comes into abutment at the end of rotation of the arm and a pivoting hook (4) mounted on the arm and being coupled to a return spring (42) to trap the pin (21) removably in a housing (41) of the hook after the door has been completely opened. Abstract figure: Figure 5

Description

Title of the invention: DEVICE FOR LOCKING AN AIRCRAFT DOOR IN THE OPEN POSITION Technical field

[0001] The invention relates to the field of aeronautics and is more particularly concerned with a device intended for cabin doors with movement by circular translation and escapement of the stops (known as "semi plug") in order to keep them in the open position.

[0002] Generally speaking, aircraft doors intended for passenger access are equipped with means intended to lock them in the open position after release from the stops and release towards the outside, if necessary, by circular translation.

[0003] This locking is necessary to prevent the door from closing during re-boarding / disembarking of passengers or loading / unloading of objects into the aircraft. Indeed, in the absence of such means, an inopportune closing could always occur due to either gravity (for example when the aircraft is immobilized on sloping ground) or wind.

[0004] Furthermore, keeping the door in the open position is required to allow the evacuation of passengers in the event of a crash of the aircraft, in particular, if one or more landing gears are destroyed and the horizontality of the fuselage is no longer ensured.

[0005] A traditional solution used to block the door in the open position outside the fuselage consists of installing, on the connecting arm forming the hinge between the door and the fuselage, a hook which is attached to a fitting installed on the fuselage.

[0006] However, the mounting of such a fitting at the interface between the door panel and the fuselage requires precise operations of adjustment of the respective positions of the hook and its retaining members during the installation of the door.

[0007] Furthermore, in the case where the device for adjusting the door mechanism is already located in this interface (as in the “Asgard”, “Dina” and “Nanti” type doors described in patents FR3097194 and WO2022 / 162090), the operations of mounting the hook and adjusting its position become imperative so as not to hinder the subsequent operation of the opening mechanism.

[0008] Under these conditions, the use of a hook associated with a hanging fitting and arranged between the connecting arm and the fuselage proves to be a complex and laborious solution which is no longer of interest.

[0009] In this context, the invention sought to find another solution for blocking the door in the open position by seeking to act, this time, directly on the mechanism ensuring opening by a circular translation.

[0010] However, on the doors to which the invention is more particularly intended to apply, this mechanism is located at the level of the arm. Thus, by acting on the relative movement of this mechanism with respect to the arm, the invention makes it possible to block the reverse rotation of the door to prevent its accidental return to the closed position.

[0011] Furthermore, since this mechanism is, by design, integrated into the perimeter of the door, it can therefore be adjusted in the door manufacturing workshop before its delivery to the aircraft assembly site.

[0012] The object of the invention is achieved by means of a device for locking an aircraft door in the open position, said door being provided with a connecting arm with the fuselage ensuring, by rotation, the opening of the door in circular translation by means of two connecting rods and a return bellcrank, characterized in that it comprises a pin carried by said return bellcrank, a pad against which the bellcrank comes into abutment at the end of rotation of the arm and a pivoting hook mounted on the arm and being coupled to a return spring to trap the pin removably in a housing of the hook after complete opening of the door.

[0013] According to an advantageous characteristic of the locking device of the invention, the hook is connected to a member for controlling the unlocking of the door so as to release the pin when closing.

[0014] According to a specific variant embodiment of the device of the invention, the connection between the hook and the door unlocking control member is ensured by means of a rotating rod on which the return spring is mounted and which is connected to the hook via a drive mechanism with two cranks and a connecting rod.

[0015] This rod ensures, by pivoting on itself, the pivoting of the hook and cooperates in rotation with a stop to keep the spring permanently under tension.

[0016] Preferably, the stop-forming pad is provided with a damping element.

[0017] According to another advantageous characteristic of the locking device of the invention, the hook has a beveled end ramp forming a cam in contact with the pin to put the return spring under tension and retract the hook by opening said housing.

[0018] According to a preferred embodiment of the device of the invention, the return bell crank is mounted in an articulated manner between the two connecting rods carried by the arm and which provide the rotary connections, respectively, with the fuselage and with the door.

[0019] Another object of the invention is an aircraft door with circular translation equipped with a locking device in the open position as defined above.

[0020] The device of the invention makes it possible to block the door in the open position by acting on a mechanism internal to the door and no longer at the door / fuselage interface.

[0021] Thus, the invention makes it possible to eliminate a complex and laborious adjustment operation and consequently to reduce the duration and cost of integrating the door into the fuselage. PRESENTATION OF FIGURES

[0022] Other characteristics and advantages of the invention will emerge from the non-limiting description which follows, with reference to the appended drawings in which:

[0023] [Fig. 1] is a perspective view of the connecting arm with the fuselage of an aircraft door with circular translation in the closed position before the stops escape.

[0024] [Fig.2] is a partial side view of the connecting arm of [Fig.l] in the closed position of a door equipped with a preferred embodiment of the device of the invention for locking it in the open position.

[0025] [Fig.3] is a detailed view of the connecting arm of [Fig.l] with the device of the invention at the start of the opening of the door towards the outside of the fuselage by circular translation.

[0026] [Fig.4] is a detailed view of the connecting arm of [Fig.3] with the device of the invention during an intermediate phase of the opening of the door by circular translation towards the outside of the fuselage corresponding to the rotation of the hook around its axis under the action of the pin.

[0027] [Fig.5] is a detailed view of the connecting arm of [Fig.3] with the device of the invention in the position for locking the door at the end of opening towards the outside of the fuselage by circular translation.

[0028] [Fig.6] is a partial top view of the connecting arm of [Fig.3] with the device of the invention in the door closing position.

[0029] For greater clarity, identical or similar elements are indicated by identical reference signs in the following description and in the figures. Naturally, the embodiments of the invention illustrated schematically by the figures presented above and described below are given only as non-limiting examples. It is explicitly provided within the scope of the invention that different embodiments can be proposed and combined with each other to propose others. DETAILED DESCRIPTION

[0030] The invention relates to aircraft doors and, more particularly, to cabin doors with circular translational movement and escapement of the stops (called "semi plug”) and is interested in means intended to hold them stably in the open position and to allow the unlocking of these means when closing the door.

[0031] As illustrated by [Fig.l], such doors are generally equipped with an arm 1 ensuring the connection of the door with the fuselage F, and on which is mounted a return bellcrank 2 and two connecting rods 11, 12. The connecting rod 11 connects the bellcrank to the fuselage and the connecting rod 12 the bellcrank to the door.

[0032] More precisely and as illustrated by [Fig.2], the bellcrank 2 is mounted in an articulated manner between the two connecting rods 11, 12 which provide rotary connections, respectively, with the fuselage F and with the door (not shown). These connecting rods 11, 12 are fixed at one of their ends, respectively, to the fuselage via fixing elements F1 and to the door via fixing elements F2 in order to ensure the circular translation of this door. The geometry of the connection system defined in space by the arm 1, the two connecting rods 11, 12, the fixing elements F1 and F2 and the bellcrank 2 corresponds substantially to a double parallelogram connected by the bellcrank 2.

[0033] The invention consists in modifying and improving the traditional arm 1 by producing, on the return bell crank 2, a pin 21 which, in the embodiment shown in Figures 3 to 5 (corresponding to three angular positions of the arm), here projects upwards.

[0034] The invention further provides a shoe 3 against which the bell crank 2 comes into abutment at the end of the rotation of the arm 1 and a hook 4 capable of pivoting around a substantially vertical axis which is mounted on the arm 1 while being coupled to a helical return spring 42.

[0035] The pad 3 forming a stop is provided, for its part, with a damping element 31 ensuring deceleration. The hook 4 has an internal housing 41 for receiving the pin 21 and a beveled end ramp 40 forming a cam in contact with the pin 21.

[0036] In the final phase of opening the door, the contact of the pin 21 against the ramp 40 generates additional tension in the spring 42 and ensures the retraction of the hook 4 to allow the entry of the pin 21 into the housing 4L. At the end of opening by circular translation of the door, the spring 42 relaxes and the hook comes into a locking position, trapping the pin 21. The cooperation between the hook 4 and the pin 21, after rotation of the arm 1, thus makes it possible to block the door in the opening position, in a stable but reversible manner.

[0037] The hook 4 is connected to a door unlocking control member (generally a handle P shown partially in [Fig.2]) so as to release the pin 21 when closing. The connection between the hook 4 and this unlocking control member is ensured by means of a rotating rod 43, here vertical, on which the helical return spring 42 is mounted coaxially. The rod 43 is connected to hook 4 via a drive mechanism with two cranks or levers and a connecting rod.

[0038] Thus, the operation of the unlocking control member P jointly causes the rod 43 to rotate on itself and the hook 4 to pivot, compressing the spring 42. This pivoting opens the housing 41 and allows the pin 21 to come out. The arm 1 is then released to bring the door back towards the fuselage F and allow it to close.

[0039] [Fig. 3] to 5 represent the different positions of the device of the invention during the phases of opening the door towards the outside of the fuselage F by circular translation.

[0040] In [Fig. 3] which corresponds to the start of the door opening after the stops (not shown) have escaped, the control member P is inactive, the spring 42 is prestressed and the hook 4 remains in a waiting position. In this position, the spring 42 is subjected to a level of stress which allows it to push the assembly against a stop 44 installed here in the environment of the handle P. However, according to an alternative variant, this stop could be installed between other parts and the arm.

[0041] In [Fig. 4] corresponding to an intermediate phase of the opening of the door, the connecting rods 11, 12 have moved away from the arm 1 which has begun to pivot angularly in the horizontal plane. The bell crank 2 has then moved closer to the shoe 3 and the hook 4 whose bevelled ramp 40 comes opposite the pin 21.

[0042] During the following phase, the hook 4 pivots under the action of the pin 21 which has come into contact with the ramp 40 forming a cam, first forcing the spring 42. Then, after sliding, the pin 21 escapes from the ramp 40 and is introduced into the housing 4L. By releasing, the spring 42 pushes the hook 4 which then closes the housing 41 around the pin 21 as illustrated in [Fig. 5]. The door is now completely opened. The bell crank 2 is then in abutment against the damping element 31 of the shoe 3 and the engagement of the pin 21 in the hook 4 thus ensures the blocking of the arm 1 and the maintenance of the door in the fully open position.

[0043] Subsequently, during the door closing phase, the operation of the unlocking member P causes the rod 43 to rotate, the spring 42 to be tensioned and the hook 4 to be forced to pivot outwards, which has the effect of releasing the pin 21. The extension of the pin 21 releases the bell crank 2 and allows the connecting rods 11, 12 to be folded back and the arm 1 to return towards the fuselage F.

Claims

Claims

1. Device for locking an aircraft door in the open position, said door being provided with an arm (1) for connection with the fuselage (F) ensuring, by rotation, the opening of the door in circular translation by means of two connecting rods (11, 12) and a return bellcrank (2), characterized in that it comprises a pin (21) carried by said return bellcrank, a pad (3) against which the bellcrank (2) comes into abutment at the end of rotation of the arm and a pivoting hook (4) mounted on the arm and being coupled to a return spring (42) to trap the pin (21) removably in a housing (41) of the hook after the door has been completely opened.

2. Device according to claim 1, characterized in that the hook (4) is connected to a member (P) for controlling the unlocking of the door so as to release the pin (21) when closing.

3. Device according to the preceding claim, characterized in that the connection between the hook (4) and the member (P) for controlling the unlocking of the door is ensured by means of a rotating rod (43) on which said return spring (42) is mounted and which is connected to the hook (4) via a drive mechanism with two cranks and a connecting rod.

4. Device according to the preceding claim, characterized in that said rod (43) ensures, by pivoting on itself, the pivoting of the hook (4) and cooperates in rotation with a stop (44) to keep the spring (42) permanently under tension.

5. Device according to one of the preceding claims, characterized in that said pad (3) forming a stop is provided with a damping element (31).

6. Device according to one of the preceding claims, characterized in that said hook (4) has a beveled end ramp (40) forming a cam in contact with the pin (21) to put the return spring (42) under tension and retract the hook (4) by opening said housing (41).

7. Device according to one of the preceding claims, characterized in that the return bell crank (2) is mounted in an articulated manner between the two connecting rods (11, 12) carried by the arm (1) which provide the rotary connections, respectively, with the fuselage (F) and with the door.

8. Aircraft door with circular translation equipped with a device for locking in the open position according to one of the preceding claims.

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