AIRCRAFT DOOR OPENING MECHANISM WITH BUTTON ESCAPE
The aircraft door opening mechanism addresses the issues of clearance gaps and deflection means by guiding door movement to eliminate aerodynamic disturbances and wear, reducing effort and costs while maintaining structural integrity.
Patent Information
- Application Number
- FR2024001409
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2024-02-13
- Publication Date
- 2026-02-06
- Estimated Expiration
- 2044-02-13
AI Technical Summary
Aircraft doors with semi-plug type openings require a gap for clearance between the door and fuselage, necessitating deflection means that increase opening effort, are aerodynamically disruptive, and prone to erosion and wear, leading to structural reinforcement and increased weight.
An aircraft door opening mechanism with lateral arms, ramps, and rollers that guide the door's movement to eliminate the need for deflection means, allowing controlled tilting and stop release without a gap, using a handle-operated system with integrated ramps and rollers.
The mechanism reduces aerodynamic disturbances, prevents erosion and wear, maintains structural integrity, and lowers manufacturing costs by eliminating the need for deflection means while preserving door kinematics.
Smart Images
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Abstract
Description
Title of the invention: AIRCRAFT DOOR OPENING MECHANISM WITH BUTTON ESCAPE technical field
[0001] The invention relates to the field of aeronautics and, more particularly, to the architecture of aircraft openings and is concerned with an improvement of the outward opening mechanism of the so-called "semi-plug" type doors by escape of stops.
[0002] Generally, aircraft doors, and in particular these "semi-plug" doors, require, when opened, that they be lifted or lowered to clear the stops mounted on either side of the door and around the fuselage. This clearance movement is only possible thanks to the presence of a gap between the door panel and the fuselage. However, for aerodynamic reasons, this gap must be filled, in the closed position of the door, by means of obstruction and deflection flush with the outer wall of the fuselage.
[0003] Currently, these deflection means consist of fixed semi-rigid deflectors or elastically deformable parts such as flexible seals or semi-rigid flaps fixed to the door structure and bearing against the outer skin of the fuselage in the closed position.
[0004] However, the presence of these flexible seals or rigid deflectors contributes to increasing the effort required on the handles to open and close the door.
[0005] Furthermore, these deflection means are generally protruding and are therefore exposed, when the door is closed, to aerodynamic flow, which causes vibrations and leads to their erosion and / or premature wear. Consequently, structural reinforcement is often necessary, which increases the weight of the door and generates additional manufacturing costs.
[0006] In this problematic context, the invention aims to provide a mechanical solution that eliminates the need for a clearance space between the door structure and the aircraft fuselage, or at least significantly reduces it. This solution avoids the use of a deflector and thus eliminates the technical problems generally associated with it, while preserving the specific retraction kinematics of the stops when opening "semi-plug" doors.
[0007] This objective is achieved, according to the invention, by means of an aircraft door opening mechanism by releasing lower and upper stops, said mechanism comprising, on the one hand, two lateral arms providing an articulated connection between the upper part of the door and the fuselage and, on the other hand, an operating handle mounted on a transverse rotation shaft, characterized in that it comprises, on either side,
[0008] - on the door, a first ramp and a second ramp intended to receive and to guide, respectively, a first roller and a second roller mounted on the inner face of the arm,
[0009] - on the outer face of this arm, a third ramp intended to receive and guide a roller supported by the handle shaft and,
[0010] - on the inner edge of the fuselage, a fourth ramp intended to receive and guide a roller carried by the lower edge of the door near the lower stops, so that the operation of the handle causes, successively, by guiding the rollers of the upper part of the door and the support of the latter on the lower stop, the tilting of the lower part of the door towards the outside of the fuselage, then the release of the roller of the fourth ramp and the disengagement of the upper and lower stops.
[0011] According to a specific embodiment of the invention, the mechanism further comprises, on either side of the door, a pivoting locking strut carrying two rollers intended to move in contact with two ramps carried by the inner edge of the fuselage.
[0012] According to a feature specific to this variant, the two fuselage ramps are formed of ribs that are substantially parallel to each other and to the plane of the fuselage. Preferably, this control horn is operated by the handle shaft.
[0013] According to an advantageous feature of the mechanism of the invention, the roller cooperating with the third ramp is mounted on the inner side on the shaft of the handle.
[0014] According to another feature of the mechanism of the invention, the first ramp is located opposite the lower end of the arm and has an intermediate angled section whose convex face is oriented towards the inside of the fuselage.
[0015] Preferably, this angled section is located at the intersection between a first straight section oriented towards the outside of the door and a second straight section oriented parallel to the plane of the door.
[0016] According to yet another feature of the mechanism of the invention, the second ramp is located opposite the middle part of the arm and extends parallel to the plane of the door.
[0017] According to other features of the mechanism of the invention, the third ramp is located at the lower end of the arm and extends perpendicularly to the plane of the door and this third ramp is open at both ends.
[0018] According to another embodiment of the mechanism of the invention, the fourth ramp extends parallel to the vertical plane of the fuselage.
[0019] Preferably, this fourth ramp has a closed upper end forming a stop for the roller in the door closing position and an open lower end allowing the roller to escape when the door is tilted.
[0020] In addition, the lower end of the fourth ramp is extended by a beveled inner side ensuring the guidance of the roller outwards and facilitating the tilting of the upper part of the door towards the inside of the fuselage.
[0021] Another object of the invention is a semi-plug type aircraft opening equipped with the mechanism whose characteristics are defined above.
[0022] Thanks to the invention, the door is freed from the presence of a deflection means while being able to tilt in a guided and controlled manner to allow the escape of the stops during the initial phase of the opening.
[0023] This specific configuration of the door opening mechanism thus avoids the occurrence of disturbances in the airflow along the fuselage of the aircraft and consequently eliminates the risks of erosion and wear of a possible deflector.
[0024] The mechanism of the invention is structurally simple and lightweight and, moreover, its implantation on semi-plug doors is easy and inexpensive. PRESENTATION OF THE FIGURES
[0025] Other features and advantages of the invention will become apparent from the following non-limiting description, with reference to the accompanying drawings in which:
[0026] [Fig.1] is an interior view of a "semi-plug" door equipped with an embodiment of the mechanism of the invention here in the closed position.
[0027] [Fig.2] is a vertical cross-sectional view along plane AA of the door of [Fig.1] in the closed position.
[0028] [Fig.3] is a vertical cross-sectional view along plane BB of the upper part of the door of [Fig.1] in the closed position.
[0029] [Fig.4] is a vertical cross-sectional view along plane CC of the upper part of the door of [Fig.1] in the closed position.
[0030] [Fig.5] is a vertical cross-sectional view along plane BB of the upper part of the door of [Fig.1] during the initial opening phase.
[0031] [Fig.6] is a vertical cross-sectional view along plane CC of the upper part of the door of [Fig.1] during the initial opening phase.
[0032] [Fig.7] is a vertical cross-sectional view along plane AA of the door of [Fig.1] in the intermediate open position after the stops have escaped.
[0033] [Fig.8] is a vertical cross-sectional view along plane BB of the upper part of the door of [Fig.1] in the intermediate open position after the stops have escaped.
[0034] [Fig.9] is a vertical cross-sectional view along plane CC of the upper part of the door of [Fig.1] in the intermediate open position after the stops have escaped.
[0035] [Fig. 10] is an interior view of the upper part of the door and fuselage with part of the mechanism of the invention.
[0036] For clarity, identical or similar elements are indicated by identical reference numerals in the following description and in the figures. Naturally, the embodiments of the invention schematically illustrated in the figures above and described below are given only by way of non-limiting examples. It is explicitly provided for in the scope of the invention that different embodiments may be proposed and combined to create others. DETAILED DESCRIPTION
[0037] The invention relates to aircraft openings and is more particularly concerned with openings of the type of so-called "semi-plug" doors whose opening is achieved by a first movement towards the interior of the fuselage upwards or downwards (as in the case of application of the embodiment described hereafter and illustrated by the figures) to allow the escape of upper and lower stops installed on the frame of the fuselage and on the opening.
[0038] This movement of releasing the stops requires the presence of a gap between the opening and the fuselage. However, for aerodynamic reasons, this gap must be filled, in the closed position of the opening, by sealing means.
[0039] However, these sealing means must avoid generating aerodynamic disturbances and are therefore generally profiled, dimensioned and positioned to be flush with the external wall of the fuselage after the opening is closed.
[0040] Generally, these sealing means are therefore formed of semi-rigid and fixed deflectors or elastically deformable parts such as flexible seals or flaps fixed to the structure of the door and bearing against the outer skin of the fuselage when it is closed.
[0041] However, these deflectors are exposed during the flight of the aircraft to significant aerodynamic flows causing separations, vibrations and leading, in a detrimental way, to their erosion and / or premature wear.
[0042] In this problematic context, the invention aims to provide a technical solution in the form of a suitable opening mechanism designed to be integrated into semi-plug doors with upper and lower stops, thereby eliminating the need for these deflectors. Traditionally, the stops are divided into fixed stops attached to the fuselage and movable stops fixed to the door. These stops cooperate in pairs to immobilize the door in its closed position.
[0043] The semi-plug gates 1 to which the invention specifically applies generally comprise, as illustrated in Figures 1 and 10, on the one hand, two arms lateral 2, ensuring an articulated link between the upper part of the door and the fuselage F and, on the other hand, a centrally mounted operating handle 3 on a transverse rotation shaft 31.
[0044] The invention consists of equipping the opening and fixed parts, on either side, with a mechanism shown in Figures 2 to 10 which comprises:
[0045] - on door 1, a first ramp 11 and a second ramp 12 intended to to receive and guide, respectively, a first roller 21 and a second roller 22 mounted on the inner face of the arms 2,
[0046] - on the outer face of the arm 2, a third ramp 23 intended to receive and to guide a roller 32 carried by the shaft 31 of the handle, here on its inner side and,
[0047] - on the inner edge of the fuselage F, a fourth ramp F4 intended to receive and guide a roller 14 carried by the lower edge of the gate 1 close to the lower stops B1 (the upper stops B2 are only shown in figures 2 and 7).
[0048] This mechanism is designed so that the operation of the handle 3 (here downwards) causes, successively, by guiding the various rollers 42, 21, 22, 32, and the roller 14 in the corresponding ramps F2, 11, 12, 23 and F4, the tilting towards the outside of the fuselage F of the lower part of the door 1 in support on the lowest stop B1, the descent of the door 1, the escape of the stud 14 of the fourth ramp F4 and the separation of the stops, lower B1 and upper B2.
[0049] The cross-sectional views along AA (figures 2 and 7) represent the cooperation of the ramps F2, F3 of the fuselage F with the rollers 42, 43 of the control horn 4 which is controlled by the handle 3 (door locking / unlocking phases and transverse movement).
[0050] The cross-sectional views along BB (figures 3, 5 and 8) represent the cooperation of the ramps 11, 12 of the door 1 and the rollers 21, 22 of the arm 2 which corresponds to the kinematic guidance ensured by the mechanism of the invention.
[0051] The cross-sectional views along CC (Figures 4, 6, and 9) illustrate the interaction of the ramp 23 of the arm 2 with the roller 32 of the handle 3 (vertical movement of the door). The combination of transverse movements (represented by the cross-sectional views along AA) and vertical movements (cross-sectional views along CC) results in the kinematics shown in the cross-sectional views along BB. These kinematics, achieved by means of the specific mechanism of the invention, allow, through a combined downward and tilting movement of the door, the release of the lower and upper stops as illustrated in [Fig. 7]. This mechanism is described in detail in the following text.
[0052] As illustrated in Figures 3, 5 and 8, the first ramp 11 is located opposite the lower end of the arm 2 and has an intermediate angled section lia whose convex face is oriented towards the interior of the fuselage F. Preferably, this section The elbow 1 is located at the intersection between a first straight section 1 the oriented outwards from the gate 1 and a second straight section 11b oriented parallel to the plane of the gate 1. The second ramp 12 is located opposite the middle part of the arm 2 and extends parallel to the plane of the gate 1.
[0053] As illustrated by figures 4, 6 and 9, the third ramp 23 is located at the lower end of the arm 2 and extends perpendicularly to the plane of the door 1. This third ramp 23 is located on the opposite side of the rollers 21, 22 and is open at both ends.
[0054] The fourth ramp F4 extends parallel to the vertical plane of the fuselage F, as illustrated by figures 2 and 7. It has a closed upper end ensuring that the stop 14 is brought into the position of closing the door 1 and an open lower end conversely allowing the escape of the roller 14.
[0055] Preferably, the lower end of this fourth ramp F4 is extended by a beveled inner side Fl ensuring the guidance of the roller 14 outwards and thus facilitating the tilting of the upper part of the door 1 towards the interior of the fuselage and the release of its lower part.
[0056] In the specific and preferred embodiment of the invention shown in Figures 2 and 7, the mechanism further comprises, on either side of the door 1, a pivoting locking strut 4 carrying two rollers 42, 43 intended to move in contact with two ramps F2, F3 carried by the inner edge of the fuselage F. These ramps F2, F3 are located near the upper fixed stops B2 of the fuselage F and the door 1.
[0057] In this embodiment, the two ramps F2, F3 of the fuselage F are formed of ribs substantially parallel both to each other and to the plane of the fuselage. Preferably, this control horn 4 is steered by the shaft 31 of the handle 3.
Claims
Demands
1. An aircraft door (1) opening mechanism by releasing lower (B1) and upper (B2) stops, said mechanism comprising, on the one hand, two lateral arms (2) providing an articulated connection between the upper part of the door and the fuselage (F) and, on the other hand, an operating handle (3) mounted on a transverse rotation shaft (31), characterized in that it comprises, on either side, - on the door (1), a first ramp (11) and a second ramp (12) intended to receive and guide, respectively, a first roller (21) and a second roller (22) mounted on the inner face of the arm (2), - on the outer face of this arm (2), a third ramp (23) intended to receive and guide a roller (32) carried by the shaft (31) of the handle (3) and, - on the inner edge of the fuselage (F), a fourth ramp (F4) intended to receive and guide a roller (14) carried by the lower edge of the door (1) close to the lower stops (Bl),such that the operation of the handle (3) causes, successively, by guiding the rollers (42, 21, 22, 32) of the upper part of the door in the ramps (F2, 11, 12, 23, F4) and the support of the latter on the lower stop (B1), the tilting of the lower part of the door towards the outside of the fuselage (F), then the release of the roller (14) of the fourth ramp (F4) and the disengagement of the lower (B1) and upper (B2) stops.
2. Mechanism according to claim 1, characterized in that it further comprises, on either side of the door, a pivoting locking strut (4) carrying two rollers (42, 43) intended to move in contact with two ramps (F2, F3) carried by the inner edge of the fuselage (F).
3. Mechanism according to the preceding claim, characterized in that the two ramps (F2, F3) of the fuselage (F) are formed of ribs substantially parallel to each other and to the plane of the fuselage.
4. Mechanism according to any one of claims 2 or 3, characterized in that said puppet (4) is driven by the shaft (31) of the handle (3).
5. Mechanism according to any one of the preceding claims, characterized in that the roller (32) cooperating with the third ramp (23) is mounted on the inner side on the shaft (31) of the handle (3).
6. Mechanism according to any one of the preceding claims, characterized in that said first ramp (11) is located opposite the in- end lower part of the arm (2) and has an intermediate section (lia) bent whose convex face is oriented towards the inside of the fuselage (F).
7. Mechanism according to the preceding claim, characterized in that said bent section (1a) is located at the intersection between a first straight section (11c) oriented towards the outside of the door (1) and a second straight section (11b) oriented parallel to the plane of the door.
8. Mechanism according to any one of the preceding claims, characterized in that said second ramp (12) is located opposite the middle part of the arm (2) and extends parallel to the plane of the door (1).
9. Mechanism according to any one of the preceding claims, characterized in that said third ramp (23) is located at the lower end of the arm (2) and extends perpendicularly to the plane of the door.
10. Mechanism according to any one of the preceding claims, characterized in that said third ramp (23) is open at both ends.
11. Mechanism according to any one of the preceding claims, characterized in that said fourth ramp (F4) extends parallel to the vertical plane of the fuselage (F).
12. Mechanism according to any one of the preceding claims, characterized in that said fourth ramp (F4) has a closed upper end forming a stop for the roller (14) in the closing position of the door (1) and an open lower end allowing the roller to escape when the door is tilted.
13. Mechanism according to the preceding claim, characterized in that the lower end of the fourth ramp (F4) is extended by a beveled inner side (Fl) ensuring the guidance of the roller (14) outwards and facilitating the tilting of the upper part of the door towards the inside of the fuselage (F).
14. Semi-plug type aircraft opening equipped with an opening mechanism according to one of the preceding claims.