Aircraft emergency exit with lateral opening and downward stop release

Abstract

The invention relates to an emergency exit (1) positioned at the wings of an aircraft, the emergency exit (1) comprising a "semi-plug"-type door (3) held bearing against a door frame (2) by closing stops (2c, 3c), the emergency exit (1) comprising: - an internal handle (4a) for opening the door (3), the internal handle (4a) actuating a handle shaft (4b); - an opening fitting (5) at each end of the handle shaft (4b); - a locking shaft driven by the handle shaft (4b) and rotationally driving two locking levers (4g); - a door lowering guide mechanism (1A) intended to guide a downward release of the closing stops (2c, 3c); - a door arm (6) for laterally opening the door (3); - a sliding connection between the door arm (6) and the door (3).

Description

[0001] DESCRIPTION

[0002] EMERGENCY EXIT FOR AIRCRAFT WITH SIDE OPENING AND DOWNWARD STOPS

[0003] TECHNICAL FIELD

[0004] The invention relates to an aircraft overwing emergency exit (OWE), this emergency exit being dedicated to the evacuation of passengers from the aircraft in an emergency situation. These emergency exits are doors installed on each side of the cabin above the aircraft wings and are intended to be opened by a passenger in an emergency.

[0005] More specifically, the present invention relates to semi-plug doors. Semi-plug doors are held closed within their frame, like plug doors, by a pressure difference between a pressurized interior and a low-pressure exterior. After the internal and external pressures are equalized, and unlike plug doors, which can only be opened inwards, a semi-plug door can open outwards through its frame. Examples of semi-plug doors include those used in passenger transport vehicles, such as aircraft, and insulated cold storage doors.

[0006] PREVIOUS ART

[0007] Common emergency exits on aircraft wings are doors installed next to a row of passenger seats. To preserve passenger cabin space and minimize protruding mechanisms, these doors are generally of the "plug" type. The "plug" effect is achieved by stops on the door bearing against corresponding stops on the door frame. In an emergency, a passenger near the door pulls it from its frame into the cabin, then pivots it through the frame and ejects it from the aircraft. However, this type of door was banned following numerous incidents in which passengers dropped the door into the cabin, obstructing the emergency exit and rendering it unusable.Regulations then mandated guidance devices to secure the opening of emergency exits to the outside.

[0008] Such emergency exit guidance devices are known in particular from US patent documents 5,031,863 and 5,931,415. In US patent 5,031,863, an interior emergency handle, operated by a downward movement, initiates the opening mechanism of the emergency exit. This opening mechanism consists of a first step of disengaging the stops, achieved by a first tilting of the bottom of the door towards the interior of the cabin, followed by a second step of lifting the door and a third step of rotating it around a hinge installed at the top of the door frame, the door then passing completely through the door frame during this second step.

[0009] The door's rotation is mechanically assisted by two compression springs that push on the hinge to move the door. However, this lifting mechanism is installed within the internal fuselage structure, primarily to preserve the overhead luggage compartments in the cabin near the emergency exit. This complicates the fuselage structure in the vicinity of the door frame, as well as maintenance operations on the emergency exit. Furthermore, during the stop disengagement phase, the operator lifts the door by pulling the handle. This operation can be difficult, especially in emergency situations, and is further complicated when the force applied to the handle is in the opposite direction to the door's movement.

[0010] In US patent 5,931,415, the door stops are disengaged by moving the door downwards, thus facilitating operator intervention in emergency situations. However, the door lifting mechanism, which includes a hinge at the top of the door and spring-loaded cylinders, remains bulky and complex to install within the door frame.

[0011] US patent 5,305,969 describes an aircraft door whose opening mechanism involves an upward movement of the stops, while the opening mechanism of the doors described in US patents 2001 / 310290 and EP3863921 involves a lateral movement of these stops. In the configurations corresponding to these mechanisms, the mass of the door rests, in its closed position, on the guide rails. The locking lever is therefore at rest and will only be activated if an acceleration causes the door to open upwards. The weight of the door is then supported by the guide rails.

[0012] In addition, the structure of the doors described in these documents includes either a mass compensation spring or a linking element between the actuation mechanism and the hinge, which poses reliability problems over time.

[0013] Therefore, the structures and opening mechanisms of these doors are complex and are therefore not suitable for an emergency exit which is only used in emergencies and which must allow for a quick, reliable and easy opening of the door.

[0014] DESCRIPTION OF THE INVENTION

[0015] The main objective of the invention is to simplify the opening mechanism of an emergency exit door, thereby reducing the mass and installation time of the emergency exit in the aircraft, as well as facilitating its opening by an operator in an emergency situation.

[0016] To simplify the emergency exit opening mechanism, the invention provides for a lateral opening of the door and thus eliminates the need for a spring-loaded jack to assist in lifting the door.

[0017] More specifically, the present invention relates to an emergency exit positioned at the wing level of an aircraft, the emergency exit comprising a semi-plug-type door supported on a door frame by closing stops. The emergency exit includes:

[0018] - an internal door opening handle actuating a handle shaft having two ends and extending transversely over an upper part of the door;

[0019] - an opening fitting on the door frame at each end of the handle shaft;

[0020] - a locking shaft capable of being driven by the handle shaft and rotating two door locking levers, each locking lever comprising on a locking arm a locking roller circulating along a locking ramp of an opening fitting; - a descending wall parallel to each locking ramp on the opening fittings, each locking roller circulating along one of the descending walls;

[0021] - a door descent guide mechanism designed to guide downward clearance of the closing stops;

[0022] - a side-opening door arm, the door arm being fixed to the door frame, and

[0023] - a sliding connection with a stop, between the door arm and the door.

[0024] Advantageously, the downward release of the closing stops allows gravity to assist in their release during door opening, thus facilitating door opening in emergency situations. The lateral door opening also allows for easier opening by simply pushing the door, eliminating the need for complex lifting systems that are difficult to install and operate.

[0025] Advantageously, the locking ramps and the descent start walls are arranged in parallel, and the locking rollers are driven by the handle, continuously unlocking the door and initiating the release of the closing stops as the door descends, thus limiting the risk of the door jamming. In mechanical engineering, a roller is a small cylindrical wheel used to either support or guide a moving part.

[0026] According to certain preferred embodiments taken alone or in combination:

[0027] - the locking shaft is formed by two symmetrical locking trunnions, each connected to a locking lever;

[0028] - a drive cam and a cam lever drive each locking trunnion relative to the handle shaft;

[0029] - a safety latch immobilizes each locking trunnion relative to the handle shaft;

[0030] - the locking lever has a descent roller on a descent arm;

[0031] - the opening hardware includes a descent support wall cooperating with the descent roller to lower the door when the closing stops are released downwards; - the locking arm and the descent arm form an angled locking lever;

[0032] - the opening hardware includes a closing wall extending from the locking ramp;

[0033] - the door descent guide mechanism includes a guide roller at each end of the handle shaft;

[0034] - each opening fitting includes a guide ramp and a counter-guide ramp for a guide roller;

[0035] - the door descent guide mechanism includes two guides fixed to the door, each sliding in a guide fitting on the door frame;

[0036] - the door arm is located in the lower part of the door;

[0037] - the door arm includes a circular translation mechanism for opening the door;

[0038] - the circular translation mechanism includes two looped belts for driving the door;

[0039] - the door arm includes a door arm axle with a groove cooperating with a rotation locking rod of a door hinge fitting.

[0040] - The door arm is a so-called compact arm which includes:

[0041] - a fuselage arm body and a door arm body articulated around a body axis;

[0042] - a ramp lever, the first member of which is articulated relative to the fuselage arm body and slides relative to the door arm body, and the second member of which is actuated by a control rod articulated on the door frame;

[0043] - a cam lever fixed to the fuselage arm body;

[0044] - the door has an "S" shaped cam track cooperating with a cam roller of the cam lever during opening when the door is on the stop of the downward disengagement movement of the stops.

[0045] The invention also relates to a method for opening and closing a "semi-plug" type emergency exit door as defined above, the opening method taking place when the internal handle is lowered according to the following steps:

[0046] - unlocking the door and initiating a downward release of the closing stops by driving the locking rollers in the opening hardware;

[0047] - complete clearance of the closing stops by guiding the door downwards to the stop, followed by

[0048] - a lateral clearance step for the door.

[0049] The closing of the door takes place in the reverse order of the opening process.

[0050] Advantageously, this opening method allows for easy opening of the door in emergency situations, as the door's descent is driven by its own weight under the effect of gravity.

[0051] Advantageously, the door unlocking and downward release initiation step of the closing stops allows, if necessary, for the glass around the door to be mechanically broken and the door to be opened in case of residual overpressure in the aircraft cabin.

[0052] According to a preferred implementation form, the lateral clearance of the door is achieved by circular translation.

[0053] The opening mechanism of the emergency door of the invention results from the combination of a lateral arm and a downward release of the stops.

[0054] This mechanism meets the requirements of an emergency door that is only opened in an emergency and is intended to be installed in the passenger area.

[0055] Furthermore, the door of the invention does not rest at floor level and therefore does not put stress on the guide rails.

[0056] The invention also offers the advantage of eliminating the need for the mass compensation spring found in some existing doors. Furthermore, it allows for the removal of connecting elements between the actuation mechanism and the hinge, simplifying the door's structure. PRESENTATION OF FIGURES

[0057] Other features and advantages of the invention will become apparent from the following non-limiting description, with reference to the accompanying drawings which illustrate respectively:

[0058] [Fig.1] Figure 1, a schematic perspective representation of an aircraft emergency exit in the closed position;

[0059] [Fig.2] Figure 2, a schematic perspective representation of the aircraft emergency exit handle mechanism of Figure 1;

[0060] [Fig.3] Figure 3, a schematic perspective representation of an opening fitting for said emergency exit;

[0061] [Fig.4] Figure 4, a front view of the opening fitting when the emergency exit of figure 1 is closed;

[0062] [Fig.5] Figure 5, a front view of the opening fitting when the emergency exit of Figure 1 is unlocked;

[0063] [Fig.6] Figure 6, a front view of the opening hardware at the beginning of the door's descent during the release of the closing stops of the emergency exit of figure 1;

[0064] [Fig.7] Figure 7, a front view of the opening hardware during the descent of the door when the closing stops of the emergency exit of figure 1 are released;

[0065] [Fig.8] Figure 8, a front view of the opening hardware at the end of the door's descent when the closing stops of the emergency exit in Figure 1 are released;

[0066] [Fig. 9] Figure 9, a front view of a guide fitting when the emergency exit of Figure 1 is closed;

[0067] [Fig.10] Figure 10, a cross-sectional view of the door axis of the door arm of the closed emergency exit of figure 1; [Fig.11] Figure 11, a cross-sectional view of the door axis of the door arm at the end of the door's descent;

[0068] [Fig.12] Figure 12, a schematic perspective representation of an aircraft emergency exit after the stops have been cleared;

[0069] [Fig.13] Figure 13, a schematic perspective representation of an aircraft emergency exit during lateral opening by circular translation;

[0070] [Fig.14] Figure 14, a schematic top-view representation of the circular translation mechanism;

[0071] [Fig.15] Figure 15, a schematic perspective representation of a compact door arm of an emergency exit in the closed position;

[0072] [Fig.16] Figure 16, a schematic top-view representation of the compact door arm of Figure 15;

[0073] [Fig.17] Figure 17, a schematic perspective representation of the compact door arm of Figure 15 at the end of the door descent;

[0074] [Fig.18] Figure 18, a schematic top-view representation of the compact door arm of Figure 17;

[0075] [Fig. 19] Figure 19, a schematic top-view representation of the compact door arm of Figure 15 when it is opened laterally, and

[0076] [Fig.20] Figure 20, a schematic top-view representation of the compact door arm of Figure 15 when the door is fully open.

[0077] DETAILED DESCRIPTION

[0078] In this description, the terms "top" and "bottom" or "upper" and "lower" refer to the relative locations of corresponding elements, in particular door parts, stops or fittings, in relation to the ground on which an aircraft rests.

[0079] Figure 1 illustrates an aircraft emergency exit 1, located in the aircraft fuselage at wing level (the fuselage and wings are not shown). Wing-mounted emergency exits provide additional escape routes from the aircraft, allowing for the rapid evacuation of passengers during emergencies (runway accidents, fires, water landings, etc.). Emergency exit 1 comprises a semi-plug door 3 and a door frame 2. Semi-plug doors are held closed within their frames, like plug doors, by a pressure difference between the pressurized interior of the aircraft and the lower-pressure exterior.After rebalancing the internal / external pressures and unlike "plug" type doors, which can only open from the inside, a "semi-plug" type door can open outwards by passing through its door frame.

[0080] The door frame 2 is a portion of the aircraft fuselage and includes an opening 2a closed by the door 3. This opening 2a is surrounded by two circumferential frames 2b. The door 3 consists of a panel 3a stiffened and reinforced by a set of door stiffeners 3b that are longitudinal and circumferential with respect to the fuselage. This stiffened panel structure allows the door 3 to absorb pressure forces and transfer them to the fuselage via the closing stops. The door 3 rests on the door frame 2 via door closing stops 3c and frame closing stops 2c, which are positioned opposite each other on the door stiffeners 3b of the door 3 and the circumferential frames 2b of the door frame 2, respectively.

[0081] Furthermore, the emergency exit 1 includes a handle mechanism 4 cooperating with two opening fittings 5, as well as with the door arm 6 for opening the door 3. This door arm 6 includes a circular translation mechanism 6e allowing the door 3 to remain parallel to the aircraft fuselage during its opening. In another embodiment illustrated in Figure 15, a compact door arm 7 can also be used in a double-rotation door opening mechanism, which will be detailed with the description of Figures 15 to 20.

[0082] More specifically, emergency exit 1 includes:

[0083] - an internal handle 4a for opening the door 3 actuating a handle-shaft 4b having two ends and extending transversely over an upper part of the door 3;

[0084] - an opening fitting 5 on a circumferential frame 2b of the door frame 2 at each end of the handle shaft 4b;

[0085] - a locking shaft suitable for being driven by the handle shaft 4b and driving in rotation two locking levers 4g of the door 3, each locking lever 4g comprising on a locking arm 4h a locking roller 4j circulating along a locking ramp 5c (see figure 3) of an opening fitting 5;

[0086] - a descent wall 5d (see figure 3) parallel to each locking ramp 5c (see figure 3) on the opening fittings 5, each locking roller 4j circulating along one of the descent walls 5d;

[0087] - a door descent guide mechanism 1A (see also figure 4), this mechanism 1A being intended to guide a downward clearance of the frame closing stops 2c and door 3c;

[0088] - a door arm 6 for lateral opening of door 3, the door arm 6 being fixed to the door frame 2 by two arm fasteners 6a, and located in the lower part of door 3;

[0089] - a sliding connection with a stop 6c, between the door arm 6 and the door 3.

[0090] The locking lever 4g includes the arm 4h, which carries a roller 4j. This roller travels along a ramp 5c and a parallel wall 5d that descends the door, and is in contact with the ramp 5c, which is fixed to the fuselage, when the door is closed. This prevents the door, driven by gravity, from moving downwards. During closure, the door rests against the ramps 5c and 5e.

[0091] The function of this lever 4g is to block the opening of the door outwards and, because in the invention the escapement kinematics of the stops is oriented downwards, this lever therefore permanently takes the weight of the door.

[0092] The door 3 lowering guide mechanism 1A comprises a guide roller 4I (see Figure 4) at each end of the handle shaft 4b, and two guides 3f fixed to door stiffeners 3b. Each of these guides 3f slides within a guide fitting 2d fixed to a circumferential frame 2b of the door frame 2 (see illustration in Figure 9). Furthermore, the door arm 6 is positioned to allow lateral opening of the door 3, either to the left or to the right, depending on the desired opening direction.

[0093] In the detailed embodiment of the handle mechanism 4 shown in Figure 2, the locking shaft is formed by two symmetrical locking pins 4c, each connected to a locking lever 4g. This separation allows for the use of shorter locking pins 4c, thus freeing up space in the middle area of ​​the upper part of the door 3. This freed-up space can be advantageously used to install an external handle.

[0094] Furthermore, a drive cam 4d on the handle shaft 4b cooperates with a cam lever 4e to drive each locking pin 4c relative to the handle shaft 4b. Since the drive cams 4d and the cam levers 4e are fixed to the handle shaft 4b and the locking pins 4c, respectively, the locking pins 4c are actuated synchronously to unlock the door 3 and disengage the frame stop 2c and door stop 3c. In addition, to prevent unlocking in the event of breakage of any part of the handle mechanism 4, safety catches 4f immobilize each locking pin 4c relative to the handle shaft 4b. To open door 3, the passenger operates the internal handle 4a downwards, which causes the handle shaft 4b and locking trunnions 4c to rotate via the drive cams 4d and cam levers 4e, and also deactivates the safety latches 4f.The locking levers 4g at the end of the locking trunnions 4c can then initiate the unlocking of the door 3 and the disengagement of the frame closing stops 2c and door 3c.

[0095] Since the two opening fittings 5 ​​are identical and mirror images, one opening fitting 5 is shown in perspective in Figure 3. This opening fitting 5 has a base 5a connected to a circumferential frame 2b of the door frame 2 by fasteners (not visible in the figure) inserted at the fixing holes 5b. Perpendicular to the base 5a extend a set of walls and railings:

[0096] - the descent wall 5d and the locking ramp 5c which is extended by a closing wall 5e for the circulation of the locking roller 4j;

[0097] - a load-bearing wall for descent 5f,

[0098] - a 5g guide ramp and a 5h counter guide ramp forcing an initial inward movement.

[0099] The functions of the walls and ramps are detailed with reference to figures 4 to 8 which represent an opening fitting 5 as well as the locking rollers 4j, the descent roller 4k and the guide roller 41 of the emergency exit 1 in different stages of the downward clearance of the closing stops 2c, 3c of the emergency exit 1.

[0100] In the configuration illustrated in Figure 4, the door 3 is closed and locked. The locking roller 4j, located on the locking arm 4h of the locking lever 4g, rests against the locking ramp 5c of the opening fitting 5. The locking lever 4g also includes a lowering arm 4i with a lowering roller 4k which, when the door 3 is closed, is free within the opening fitting 5. In this embodiment, the locking arm 4h and the lowering arm 4i form a locking lever 4g bent at the ends of the locking pivots 4c at the opening fittings 5.

[0101] Figure 4 also shows a guide roller 4I which is located between the guide ramp 5g and the counter-guide ramp 5h. This guide roller 4I is arranged at the end of the handle shaft 4b and is part of the door descent guide mechanism 1A.

[0102] After the safety latches 4f are released and the internal handle 4a is lowered to initiate the unlocking of door 3, the handle shaft 4b drives the rotation of the locking trunnions 4c and the locking levers 4g via the drive cams 4d and the cam levers 4e. At the end of the unlocking phase of door 3, illustrated in Figure 5, the locking roller 4j has moved along the locking ramp 5c and the descending wall 5d. This movement of the locking roller 4j has caused the frame closing stops 2c and the door 3c to separate, which allows, on the one hand, the closing stops to be released downwards and, on the other hand, the glass to be broken mechanically – if necessary – around the emergency exit 1. Rotating the locking lever 4g also causes the descent roller 4k to move towards the descent support wall 5f.

[0103] By continuing to lower the internal handle 4a, the rotation of the handle shaft 4b causes the locking lever 4g to rotate via the locking trunnion 4c. With the locking roller 4j in contact with the descent wall 5d, the rotation of the locking lever 4g pushes the locking roller 4j against the descent wall 5d. With the opening hardware fixed to the door frame 2, the lowering wall 5f is stationary, and the pressure of the locking roller 4j on the lowering wall 5d causes the door 3 to descend. This descent of the door 3 is illustrated in Figure 6 by the movement of the guide roller 41. Indeed, the guide roller 41 is integral with the handle shaft 4b, and the descent of the guide roller 41 therefore indicates the descent of the handle shaft 4b and the door 3. Furthermore, the lowering roller 4k is in contact with the lowering support wall 5f, while the locking roller 4j is at the end of the lowering wall 5c.

[0104] By lowering the internal handle 4a further, the lowering roller 4k is pushed against the lowering support wall 5f. Together, these forces generate a force that lowers the door 3, thereby releasing the closing stops 2c and 3c of the emergency exit 1. The lowering roller 4k then takes over from the locking roller 4j, which is free relative to the lowering wall 5d and, as illustrated in Figure 7, follows the closing wall 5e. The descent of the door 3 is then controlled by the movement of the guide roller 4I along the guide rail 5g. Furthermore, the guide roller 4I reaches the end of the counter-guide rail 5h.

[0105] Figure 8 illustrates the end of the descent of door 3. The locking roller 4j and the guide roller 4I reach the end of, respectively, the closing wall 5e and the guide rail 5g. Furthermore, with the guide roller 4I extended from the counter-guide rail 5h, pressure on door 3 allows the guide roller 4I, the locking roller 4j, and the descent roller 4k to be extracted from the opening hardware 5, and thus the door 3 to be extracted from the door frame 2. The closing wall 5e is therefore advantageously used during the closing of door 3 because it allows the locking roller 4j to be caught and positioned to generate an upward force which, combined with the guide rail 5g, will pull the door into the closed position.

[0106] Figure 9 shows a guide fitting 2d installed on a circumferential frame 2b of the door frame 2 cooperating with a guide 3f fixed to the door 3. The guide fitting 2d has a structure similar to the guide rail 5h and the guide rail 5g of the opening fitting 5. This allows the guide 3f to also control the descent of the door 3 when the closing stops of the emergency exit 1 are released downwards.

[0107] Figures 10 and 11 show the sliding connection of the downward clearance of the closing stops in a cross-sectional view of the door arm 6 at the door arm axis 6b. It is evident that the door 3 is connected to the door arm axis 6b by an upper hinge fitting 3d and a lower hinge fitting 3e, which slide along the door arm axis 6b. The lower hinge fitting 3e has a rotation-locking rod 3g that passes through and engages with the groove 6d in the door arm axis 6b to prevent the door 3 from rotating about the door arm axis 6b. Alternatively, the rotation-locking rod 3g can be part of the upper hinge fitting 3d.

[0108] Figure 10 shows the state of the sliding joint when door 3 is locked. During the release of the closing stops 2c and 3c, door 3 descends along the guide rails 5g and counter-guide rails 5h of the opening fittings 5, the guide fittings 2d of the door frame 2, and the sliding joint formed by the hinge fittings 3d and 3e on the door arm axis 6b. As illustrated in Figure 11, at the end of the downward release of the closing stops, the upper hinge fitting 3d is in contact with the stop 6c, which is positioned on the sliding joint between door 3 and the door arm 6.

[0109] Figure 12 represents the door 3 after the downward release of the closing stops and shows in particular the lowered position of the internal handle 4a, the space between the top of the door 3 and the opening 2a of the door frame 2 and the abutment of the upper hinge fitting 3d of the door 3 on the door arm 6. The end of the lateral opening kinematics by circular translation of the door 3 is illustrated by figure 13 which is then outside the aircraft holding the panel 3a of the door 3 parallel to the fuselage of the aircraft.

[0110] A circular translation mechanism 6e is illustrated in Figure 14 with the door 3 in the closed position. The door arm 6 pivots around the fuselage attachment axis 6j, which is fixed to the fuselage attachments 6a, to open the door 3 in a circular motion. Looped straps 6f guide the rotation of the door 3 around the door arm axis 6b, keeping the door 3 parallel to the fuselage. Each looped strap 6f guides either the parallel opening or closing of the door 3. Each looped strap 6f is attached to a fuselage pulley 6k, which is mounted freely on the fuselage attachment axis 6j and to the door arm axis 6b by a mounting pin 6g. A set of pulleys 6h redirects the looped straps 6f along the door arm 6.In addition, an indexing and tensioning device 6i fixed on a circumferential frame 2b of the door frame 2 allows each looped belt 6f to be adjusted by interacting between each fuselage pulley 6k and the circumferential frame 2b.

[0111] Alternatively, the circular translation mechanism may include connecting rods with linkages, chains, or assemblies of sprockets.

[0112] Figure 15 and Figure 16 show, respectively, a perspective view and a top view of the door 3 connected to the door frame 2 by a compact door arm 7, allowing for a double-rotation lateral opening of the door 3, to the left or to the right. The door hinges

[0113] The compact door arm 7 is connected to the door frame 2 by compact arm brackets 7a and includes:

[0114] - a fuselage arm body 7b here bent and a door arm body 7c articulated around a body axis 7d;

[0115] - a ramp lever 7f, the first member of which 7k is articulated relative to the fuselage arm body 7b and slides relative to the door arm body 7c, and the second member of which 7I is actuated by a control rod 7e articulated on the door frame 2;

[0116] - a 7g cam lever fixed to the fuselage arm body 7b;

[0117] - a 7h cam roller on the 7g cam lever, and

[0118] - a 7i cam track in an "S" shape in this example fixed to door 3.

[0119] During the release of the emergency exit stop mechanism, the door shaft 7j of door 3 slides within the door arm body 7c until the door reaches its abutment against the door arm body 7c. The cam roller 7h then engages in the cam track 7i in an "S" shape, as illustrated in Figure 17 (perspective view) and Figure 18 (top view). Compared to Figure 16, in Figure 18, door 3 is offset from the aircraft fuselage as a result of its descent.

[0120] After the closing stops are released, the opening of door 3 is controlled by the cooperation between, on the one hand, the ramp lever 7f which allows control of the position of the door arm body 7c according to the position of the fuselage arm body 7b via the control rod 7e and on the other hand, the position of door 3 according to the position of the fuselage arm body 7b and the cam roller 7h in the cam track 7i in "S" which allows the double rotation kinematics of lateral opening of the door, as illustrated respectively in figure 19 and figure 20. At the end of the opening of door 3, it has completely pivoted, the panel 3a having completed a rotation of 180 degrees.

[0121] The opening of emergency exit 1 therefore takes place when the internal handle 4a is lowered, according to the following steps:

[0122] - an unlocking of door 3 and an initiation of downward release of the closing stops 2c, 3c by driving the locking rollers 4j in the opening fittings 5;

[0123] - a complete release of the closing stops 2c, 3c by guiding the descent of the door 3 to the stop 6c;

[0124] - opening the door by lateral clearance, preferably by circular translation.

[0125] The closing of emergency exit 1 is carried out in the reverse order of the opening steps. Alternatively, the lateral opening can be achieved by a double rotation of the door.

[0126] The invention is not limited to the embodiments and implementations described and illustrated. For example, an external handle can be used to actuate the handle mechanism.

Claims

DEMANDS 1. Emergency exit (1) for aircraft, comprising a semi-plug type door (3) supported on a door frame (2) by closing stops (2c, 3c), the emergency exit (1) comprising: - an internal door opening handle (4a) actuating a handle shaft (4b) having two ends and extending transversely over an upper part of the door (3); - an opening fitting (5) on a circumferential frame (2b) of the door frame (2) at each end of the handle shaft (4b); - a locking shaft suitable for being driven by the handle shaft (4b) and driving in rotation two locking levers (4g) of the door (3), each locking lever (4g) comprising on a locking arm (4h) a locking roller (4j) circulating along a locking ramp (5c) of an opening fitting (5); - a descent wall (5d) parallel to each locking ramp (5c) on the opening fittings (5), each locking roller (4j) running along one of the descent walls (5d); - a door descent guide mechanism (1A) intended to guide a downward clearance of the closing stop (3c); - at least one door arm (6, 7) for the side opening of the door (3), the door arm (6, 7) being fixed to the door frame (2) by two arm fasteners (6a; 7a), and located in the lower part of the door (3), and - a sliding connection with a stop (6c), between the door arm (6) and the door (3).

2. Emergency exit (1) according to claim 1, wherein the locking shaft is formed by two symmetrical locking trunnions (4c) each connected to a locking lever (4g).

3. Emergency exit (1) according to claim 2, wherein a drive cam (4d) and a cam lever (4e) drive each locking trunnion (4c) relative to the handle shaft (4b).

4. Emergency exit (1) according to any one of claims 2 to 3, in which a safety latch (4f) immobilizes each locking trunnion (4c) relative to the handle shaft (4b).

5. Emergency exit (1) according to any one of claims 1 to 4, wherein the locking lever (4g) has a descent roller (4k) on a descent arm (4i).

6. Emergency exit (1) according to claim 5, wherein the opening fitting (5) includes a descent support wall (5f) cooperating with the descent roller (4k) to lower the door (3) when the closing stop (3c) is released downwards.

7. Emergency exit (1) according to any one of claims 5 to 6, wherein the locking arm (4h) and the descent arm (4i) form an angled locking lever (4g).

8. Emergency exit (1) according to any one of claims 1 to 7, wherein the opening fitting (5) includes a closing wall (5e) extending from the locking ramp (5c).

9. Emergency exit (1) according to any one of claims 1 to 4, wherein the door descent guide mechanism (1A) has a guide roller (4I) at each end of the handle shaft (4b).

10. Emergency exit (1) according to claim 9, wherein each opening fitting (5) comprises a guide ramp (5g) and a counter guide ramp (5h) for a guide roller (4I).

11. Emergency exit (1) according to any one of claims 1 to 10, in which the door descent guide mechanism (1A) comprises two guides (3f) fixed to the door (3) each sliding in a guide fitting (2d) on the door frame (2).

12. Emergency exit (1) according to any one of claims 1 to 11, in which the door arm (6, 7) is located in the lower part of the door (3).

13. Emergency exit (1) according to any one of claims 1 to 12, in which the door arm (6) includes a circular translation mechanism (6e) for opening the door (3).

14. Emergency exit (1) according to claim 13 wherein the circular translation mechanism (6e) comprises two looped belts (6f) for driving the door (3) 15. Emergency exit (1) according to any one of claims 1 to 14, wherein the door arm (6) has a door arm shaft (6b) with a groove (6d) cooperating with a rotation locking rod (3g) of a hinge fitting (3d, 3e) of the door (3).

16. Emergency exit (1) according to any one of claims 1 to 13, comprising a so-called compact arm (7) which includes: - a fuselage arm body (7b) and a door arm body (7c) articulated around a body axis (7d); - a ramp lever (7f) of which a first member (7k) is articulated relative to the fuselage body (7b) and slides relative to the door arm body (7c) and therefore a second member (7I) is actuated by a control rod (7e) articulated on the door frame (2); - a cam lever (7g) fixed to the fuselage arm body (7b).

17. Emergency exit (1) according to claim 16, wherein the door (3) has an "S" shaped cam track (7i) cooperating with a cam roller (7h) of the cam lever (7g) when the door (3) is on the stop.

18. Method for opening and closing a "semi-plug" type door (3) of an emergency exit (1) according to any one of claims 1 to 17, the opening method taking place during the lowering of the internal handle (4a) according to the following steps: - unlocking of the door (3) and initiation of a downward release of the closing stop (3c) by driving the locking rollers (4j) in the opening hardware (5); - complete clearance of the closing stops (2c, 3c) by guiding the descent of the door (3) to the stop, followed by - a lateral clearance step of the door (3); and the closing of the door (3) taking place in reverse steps of the opening of the door (3).

19. Emergency exit (1) according to claim 18, wherein the lateral clearance of the door (3) is carried out by circular translation.

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