CN114458098A

CN114458098A - Electromechanical door system for aircraft

Info

Publication number: CN114458098A
Application number: CN202011240533.9A
Authority: CN
Inventors: 约翰内斯·马克米勒; 丹尼尔·施特格迈尔; 迪尔克·特罗特
Original assignee: Airbus Helicopters Deutschland GmbH
Current assignee: Airbus Helicopters Deutschland GmbH
Priority date: 2020-11-09
Filing date: 2020-11-09
Publication date: 2022-05-10
Anticipated expiration: 2040-11-09
Also published as: CN114458098B

Abstract

The present embodiments relate to an aircraft door (104), more particularly to an electromechanical door system (200) for operating an aircraft door (104) closing an opening in an outer shell (102) of an aircraft (100), and to a method of operating an electromechanical door system (200) of an aircraft door (104) closing an opening in an outer shell (102) of an aircraft (100). The electromechanical door system (200) may be adapted to operate in a normal open mode, an emergency open mode, and a closed mode. If desired, the electromechanical door system (200) may include a lifting lever (210), a lifting electric motor (215), and a gear box (218) that transfers force from the lifting electric motor (215) to the lifting lever (210).

Description

Electromechanical door system for aircraft

Technical Field

The present embodiments relate to an aircraft door, and more particularly to an electromechanical door system for operating an aircraft door that closes an opening in an aircraft skin, and to a method of operating an electromechanical door system that closes an aircraft door that closes an opening in an aircraft skin.

Background

Aircraft doors closing openings in aircraft enclosures (sometimes also referred to as fuselage doors) or aircraft doors closing openings in aircraft frames must meet predetermined airworthiness requirements in order to make the operation of the aircraft safe, robust and reliable. Such airworthiness requirements are defined in applicable safety regulations and regulations, such as the Federal Aviation Regulation (FAR) in the united states and/or the european certification Code (CS) of the European Aviation Security Agency (EASA).

In accordance with these airworthiness requirements, aircraft doors of aircraft must be tightly locked in an associated closed state during operation of the aircraft. The aircraft door must also be able to withstand all the loads that the aircraft may be subjected to during operation in the closed state. Furthermore, if the aircraft is equipped with a pressurized cabin, the aircraft doors must also be able to withstand the cabin interior pressure during flight.

However, in the event of an emergency during operation of the aircraft, it must still be possible to open the aircraft door easily and quickly. Furthermore, if the aircraft is intended for transporting passengers, each aircraft door of the aircraft intended for the passengers must be equipped with an emergency chute which must be activated and deployed in an emergency by means of a corresponding operating element of the aircraft door itself.

More specifically, in the closed state, a form-locking connection is usually engaged between the aircraft door and the associated aircraft body structure of the aircraft, by means of which connection the aircraft door is locked. In order to establish such a form-locking connection between the aircraft door and the associated aircraft body structure, and in order to transmit all the forces generated by the cabin interior pressure, various different door opening/closing mechanisms can be used.

The primary functions of the door opening/closing mechanism include the raising, latching, locking and rotation of the aircraft door. Typically, the lifting, latching and locking functions are performed by a mechanical system that requires the same operation in the emergency and normal operating modes.

However, the rotation function sometimes operates differently in the normal operation mode and the emergency operation mode. For example, during the normal operation mode, the rotation may be performed mechanically, whereas in the emergency operation mode, the rotation may be performed by an actuator (e.g., a pneumatically operated actuator or an electrically operated actuator). However, electric actuators for emergency operation mode usually require an autonomous energy supply, which has significant disadvantages in terms of weight, cost and maintenance.

The mechanical door opening/closing mechanism requires a very high integration force. For example, some aircraft doors have over 1000 individual parts and require highly accurate door structures where the tolerance requirements for the brackets are within +/-0.05mm and the tolerance requirements for the shaft to reach one meter are within +/-0.3 mm.

Furthermore, such aircraft doors must withstand large handle forces due to the opening procedure requirements in the event of icing of the aircraft door, resulting in significant structural reinforcement in the interior and exterior handle regions. These structural reinforcements result in disadvantages in terms of weight and cost.

Document US5,251,851 describes a door opening/closing mechanism for aircraft doors, which performs all door movements and locking operations for opening and closing aircraft doors by means of an electric motor. These electric motors operate corresponding elements of the door opening/closing mechanism through a gear drive or spindle drive to provide power or torque for the respective movement.

However, such door opening/closing mechanism is controlled based on only a preprogrammed value. Such pre-programmed values are suitable for defining a wide universal basis for a given aircraft door type, and they may need to accept a wide tolerance between different individual aircraft doors.

Alternative conventional door open/close mechanisms typically require manually performed operational steps such as closing, locking, unlocking, opening and activating the emergency chute. However, these manually performed operating steps require a certain physical effort from the operator who operates the respective aircraft door. The required physical force must be sufficient not only to overcome the basic forces generated by the corresponding weight of the respective aircraft door, but also to overcome additional forces caused by bearing friction, seal friction, cover plate friction, side loads and thermal elongation (which typically results in large forces that must be overcome when opening the respective aircraft door).

These large forces can be compensated for in order to enable the corresponding aircraft door to open comfortably, in particular in the event of an emergency. Accordingly, the correspondingly large forces necessary for opening the respective aircraft door may be reduced in order to minimize the physical effort required by an operator for operating the respective aircraft door, in particular for requiring opening of the respective aircraft door. For this reason, a weight compensation device is generally provided as a part of the door opening/closing mechanism.

Document EP0237810a2 describes a weight compensation device comprising a torsion bar spring that can be preloaded by means of an adjusting screw. More specifically, the translational movement of the adjusting screw is converted into a rotational movement of the torsion bar spring preload lever by means of the movement translation lever, so that the torsion bar spring is preloaded by means of the torsion bar spring preload lever. The adjusting screw is then fixed and the adjusting force of the preloaded torsion bar spring is permanently transmitted to the door opening/closing mechanism by means of the preload transmission lever.

However, the adjustment of the weight compensation device can only be carried out during maintenance and not during operation of the respective aircraft door, and the initial adjustment (adaptation) of the weight compensation device to the respective required handle force usually requires a great deal of effort in the assembly of the aircraft main components. Furthermore, the final adjustment of the basic operating point of the weight compensation device must be carried out several times during the aircraft assembly, thus allowing the corresponding aircraft door to be operated within given limits: initial installation takes place in the barrel after assembly of the barrel and after assembly of the nacelle liner and emergency slide.

Furthermore, it must be taken into account that the compensation force provided by a given weight compensation device must be overcome when closing an open aircraft door. In other words, there is a direct coupling of the respectively required opening and closing forces, so that the respectively required closing handle forces required for closing the open aircraft door are not influenced by the initial adjustment due to the fact that they are generated by the required compensation force. This has a negative effect on the overall required operating force.

It should be noted that other weight compensation means are also known. For example, document US3,421,262 describes a load balancer for a hinged drop door of a railway cable car, in which a single torsion bar spring acts between the door and the respective car body throughout the range of motion of the door. A single torsion bar spring is energized when the door is open and releases energy when the door is closed. However, with such load balancers, it must be considered that the compensating force provided by the latter must be overcome when opening the respective door.

Document EP0597418a1 describes an electronic controller for implementing the kinematics of an aircraft door. The closing and opening of aircraft doors may be electronically controlled using components such as stepper motors and electrically operated linear actuators. However, the aircraft door must be raised or moved upwards during opening of the aircraft door, and lowered or moved downwards during closing of the aircraft door. Thus, for aircraft doors, an autonomous energy source must be installed, which is often very heavy and expensive. Furthermore, a large amount of energy must be stored to operate the aircraft door in normal and emergency open modes, providing a large force when the upper edge of the door is iced. These large forces require the same reinforcements as mechanically operated door systems, with the same adverse effects on weight and cost.

Document US2018/0044969a1 describes the opening/closing phase of an aircraft electric door surrounding a single electric motor. An aircraft power door has a locking system provided with means for locking a safety catch and a system for coordinating the movement of the door with a single actuating electric motor operating a traditional mechanical system. Conventional mechanical systems suffer from all of the above disadvantages, including very high integration forces, highly accurate door construction, operator effort, etc. Furthermore, the aircraft power door must be raised or moved upward during opening of the aircraft power door, and lowered or moved downward during closing of the aircraft power door. Thus, for aircraft power doors, an autonomous energy source must be installed, which is often very heavy and expensive.

Document EP3323709a1 describes an actuatable emergency exit door with a door actuation device. The actuatable emergency exit door, during opening, first performs a lowering movement with respect to the associated structural frame until reaching a fully lowered position. This lowering movement is accompanied by an inward movement, both of which are achieved by at least one door-mounted gooseneck structure. Subsequently, the actuatable emergency exit door performs an upwardly rotating opening movement on the associated structural frame starting from the fully lowered position until the fully opened position is reached. This upward pivoting opening movement is automated, i.e., does not require operator-supported action. In the fully open position, the fully open position retention means blocks the actuatable emergency exit door from closing.

However, even if the actuatable emergency exit door performs an initial lowering movement during opening, the door does not lower due to gravity. Rather, the actuatable emergency exit door follows a downward path that follows at least two door mounting fingers with integral door guide rollers, thereby minimizing friction. These door guide rollers move within two associated tracks (i.e., structural frame mounted guide roller brackets) mounted to an associated structural frame adjacent to the door mounting fingers. The necessary degree of freedom to allow the actuatable emergency exit door to follow this downward path is given by the degree of freedom to rotate about the first hinge axis and the second hinge axis.

Document EP3401208a1 describes an aircraft door with at least one weight compensation device comprising at least one preloadable torsion member, wherein the at least one preloadable torsion member is coupled to an adjustment unit for adjusting a respective preload applied to the at least one preloadable torsion member, and wherein the adjustment unit comprises at least one worm drive.

In summary, many existing door systems for aircraft doors use mechanical components (e.g., drive shafts, bars, rods, etc.) to transfer loads. These mechanical components are connected to the door structure at points (e.g., by bearings) where they introduce and/or transmit loads and induce extensive reaction forces in the door structure even during normal opening and internal jamming.

To be able to withstand these extensive reaction forces, significant reinforcements are required at these points, which cause disadvantages in terms of weight and cost. Some door systems have pneumatic or electric actuators to assist in at least partially opening and/or closing the door. However, electric actuators generally require an autonomous energy supply for the emergency operation mode, which has significant drawbacks in terms of weight, cost and maintenance.

Disclosure of Invention

It is therefore an object to provide a new type of aircraft door which is suitable for overcoming the above-mentioned disadvantages.

The above object is solved by an aircraft door comprising the features of claim 1. More specifically, an aircraft door closing an opening in an aircraft frame of an aircraft, wherein the aircraft frame is adapted to receive the aircraft door in a closed state, may comprise an electromechanical door system adapted to operate in a normal open mode, an emergency open mode and a closed mode, wherein the electromechanical door system performs an aircraft door opening operation in the normal open mode and the emergency open mode that transitions the aircraft door from the closed state to the open state and performs an aircraft door closing operation in the closed mode that transitions the aircraft door from the open state to the closed state. The electromechanical door system may include a lift lever, a lift electric motor, and a gearbox.

The lifter lever is attachable to the aircraft door and is adapted to engage the aircraft frame during an aircraft door closing operation, wherein the lifter lever raises the aircraft door relative to the aircraft frame during the aircraft door closing operation. The lift electric motor may be adapted to operate a lift lever, wherein the lift electric motor is attached to the aircraft door and coupled with the lift lever, and wherein the lift electric motor raises the aircraft door relative to the aircraft frame during an aircraft door closing operation and damps movement of the aircraft door as the aircraft door is lowered relative to the aircraft frame by gravity during an aircraft door opening operation. The gearbox transmits force from the lifting electric motor to the lifting lever during door closing operations of the aircraft.

According to one aspect, the electromechanical door system may include a connector for an external power source, the connector being accessible from outside the aircraft door and coupled to the hoist electric motor for providing power to the hoist electric motor.

Illustratively, the aircraft door may be a downwardly moving aircraft door. In other words, the aircraft door may be lowered relative to the aircraft frame during opening, rather than raised relative to the aircraft frame.

The hinge arm may connect the aircraft door with the aircraft frame. The hinge arms can have a vertical axis of rotation, if desired.

Illustratively, an electromechanical door system may include an electric motor having an electric drive (e.g., a cycloid drive). Thus, the electromechanical door system is mechanically (i.e., in terms of force and moment) decoupled from the door structure.

Furthermore, the interior of the aircraft door remains free of any dependencies and tolerances can be increased. For example, the remaining tolerance requirements may be limited to the front and rear sides of the aircraft door.

Furthermore, the combination of the electric motor and the cycloid drive does not apply a load to the door structure compared to a stepping motor and a linear actuator. All loads can be handled within the chassis of the respective electric motor and electric drive. Therefore, the reinforcement of the door structure can be reduced to a minimum.

An aircraft door that moves first inward and then downward and pneumatically effects rotation in an emergency mode of operation requires relatively little electrical energy storage. For example, the amount of electrical energy storage required in the emergency operation mode may be reduced by a factor of ten compared to electrically powered aircraft doors.

If ice forms on the aircraft door, a greater force needs to be applied to open the aircraft door. In mechanically operated doors, the standard handle force is 150N, up to about 1500N, which is equivalent to two average cabin occupants pulling the handle with their full weight. For example, electromechanical door systems that lower aircraft doors relative to aircraft racks by gravity have provided about 2000N by the weight of aircraft doors.

Illustratively, the aircraft door may be opened and/or closed using an electrical switch, such as a button, rather than being operated using mechanical exterior and interior handles and a connector for an external power source. The rotation may be performed manually or electrically, if desired.

For example, an electromechanical door system may be limited to two operating states. These operating states may be associated with "execute" or "do not execute" behavior, if desired. Thus, flight is not delayed and/or canceled due to conditions that cannot be interpreted by electromechanical door systems.

An aircraft door that moves first inward and then downward requires the installation of a lowering-resistant lever/spring mechanism that prevents the aircraft door from accidentally falling under its own weight during the raising process. The large weight of the aircraft door can result in significant damage to the aircraft door and/or the aircraft frame if the door were to accidentally fall from its highest position (e.g., the handle moved away from the interior handle). Such a fall-prevention mechanism is obsolete in aircraft doors with electromechanical door systems, since the aircraft door is always lowered in the open position.

According to one aspect, the electromechanical door system further comprises: a latch and lock lever attached to the aircraft door having an engaged state and a released state, wherein the latch and lock lever in the engaged state is engaged with the aircraft frame to hold the aircraft door in the closed state, and wherein the latch and lock lever in the released state is disengaged from the aircraft frame to enable the aircraft door to transition from the closed state to the open state; and a latch and lock electric motor adapted to operate the latch and lock lever, wherein the latch and lock lever electric motor is attached to the aircraft door and is coupled to the latch and lock lever, wherein the latch and lock electric motor moves the latch and lock lever from the engaged state to the released state when the electromechanical door system is operating in the normal open mode and the emergency open mode, and moves the latch and lock lever from the released state to the engaged state when the electromechanical door system is operating in the closed mode.

According to one aspect, the electromechanical door system further comprises an emergency chute attached to the aircraft door having an armed state and an armed state, wherein in the armed state, the emergency chute is inflated and deployed at least when the electromechanical door system is operating in the emergency open mode.

According to one aspect, the electromechanical door system further comprises: a safety fork adapted to transition the emergency chute from a standby state to an end standby state and from the end standby state to the standby state; and an emergency chute arming electric motor adapted to operate the arming fork, wherein the emergency chute arming electric motor is attached to the aircraft door, coupled to the arming fork, and moves the arming fork to transition the emergency chute from the armed state to the armed state and from the armed state to the armed state.

According to one aspect, the electromechanical door system further comprises a door arm having a first end attached to the aircraft frame and a second end attached to the aircraft door, wherein the aircraft door is rotated by means of the door arm through an opening in the aircraft frame to the outside of the aircraft frame during an aircraft door opening operation.

According to one aspect, the gearbox includes at least one of a cycloid drive, an epicyclic gear train, a worm drive, a strain wave gear, or a ring gear.

According to one aspect, the electromechanical door system further comprises: a first electrical switch button attached to the aircraft door, wherein depressing the first electrical switch button initiates an aircraft door opening operation; and a second electrical switch button attached to the aircraft door, wherein depressing the second electrical switch button initiates an aircraft door closing operation.

According to one aspect, the electromechanical door system further comprises first and second indicator lights associated with the first and second electrical switch buttons, respectively, wherein the first and second indicator lights indicate at least a state of the electromechanical door system.

Furthermore, the aircraft may have at least one aircraft door as described above.

Furthermore, the method of operating an aircraft door closing an opening in an aircraft rack may comprise the following operations: generating an electrical signal indicative of an aircraft door closing operation in response to actuation of the electrical switch button; rotating the aircraft door by means of the door arm into the interior of the aircraft frame; raising the aircraft door relative to the aircraft frame using the electric motor and the lifting lever; and latching and locking the aircraft door by the aircraft frame.

According to one aspect, latching and locking the aircraft door by the aircraft frame further comprises engaging a latch and lock lever that locks the aircraft door within the aircraft frame using an additional electric motor.

According to one aspect, the method further includes using a second additional electric motor to move a safety fork that arm the emergency chute.

According to one aspect, the method further comprises: generating an additional electrical signal indicative of an aircraft door opening operation in response to additional actuation of the additional electrical switch button; initiating an aircraft door opening operation; lowering the aircraft door relative to the aircraft frame using gravity; and rotating the aircraft door to the exterior of the aircraft frame by means of the door arm.

According to one aspect, initiating an aircraft door opening operation further includes moving a safety fork that arms the emergency chute using an additional electric motor.

According to one aspect, initiating the aircraft door opening operation further comprises disengaging the latch and lock lever from the aircraft frame and releasing the aircraft door from the aircraft frame using a second additional electric motor.

Drawings

Embodiments are summarized by way of example in the following description with reference to the drawings. In these figures, identical or functionally identical parts and elements are denoted by the same reference numerals and characters and are therefore described only once in the following description.

FIG. 1 shows a perspective view of an illustrative aircraft having an aircraft door with an electromechanical door system according to some embodiments,

figure 2 shows a perspective view of an illustrative aircraft door with an electromechanical door system according to some embodiments,

figure 3 is a schematic view of an illustrative cycloid drive according to some embodiments,

figure 4 is a schematic view of an illustrative indicator light associated with an electric switch button of an electromechanical door system of an aircraft door according to some embodiments,

FIG. 5A is a schematic view of the illustrative indicator light of FIG. 4 in a first state according to some embodiments,

FIG. 5B is a schematic view of the illustrative indicator light of FIG. 4 in a second state according to some embodiments,

FIG. 5C is a schematic view of the illustrative indicator light of FIG. 4 in a third state according to some embodiments,

FIG. 6 is a schematic diagram of an illustrative circuit for driving the indicator light of FIG. 4 according to some embodiments,

figure 7A is a schematic view of an illustrative aircraft door in a closed state according to some embodiments,

FIG. 7B is a schematic view of an illustrative aircraft door in an inwardly pulled state according to some embodiments,

FIG. 7C is a schematic view of an illustrative aircraft door in a lowered state according to some embodiments,

FIG. 7D is a schematic view of an illustrative aircraft door in an external rotated state, according to some embodiments, an

Figure 8 is a schematic view showing a flow chart of illustrative operations of an electromechanical door system for operating aircraft doors, according to some embodiments.

Detailed Description

Fig. 1 shows an aircraft 100 having an aircraft frame 102, the aircraft frame 102 sometimes also being referred to as a fuselage 102. The aircraft 100 illustratively includes a passenger cabin 103a, a cargo compartment 103b, and a cockpit or cockpit 103 c. Aircraft 100 may be accessed via a plurality of aircraft doors 104, if desired, aircraft doors 104 illustratively including a plurality of

cabin access doors

104a, 104b, 104c, and 104d and one or more cargo access doors 104 e. For example, the passenger cabin 103a and the cockpit 103c may be accessed through

cabin access doors

104a, 104b, 104c, and 104d, and the cargo compartment 103b may be accessed through one or more cargo compartment access doors 104 e.

The plurality of aircraft doors 104 may be adapted to enclose the aircraft frame 102 (i.e., the fuselage 102 of the aircraft 100) in a fluid-tight manner. According to one aspect, at least one and preferably each of the plurality of aircraft doors 104 is associated with at least one emergency chute. However, for simplicity and clarity of the drawing, only a single emergency chute 104f is shown. An emergency slide 104f is illustratively associated with the cabin access door 104 d.

Illustratively, the emergency chute 104f may have a standby state and an end standby state. If desired, emergency chute 104f may be attached to aircraft door 104. In the standby state, the emergency chute 104f may be inflated and deployed at least while the electromechanical door system of the aircraft door 104 (e.g., electromechanical door system 200 of fig. 2) is operating in the emergency open mode. By way of example, the emergency chute 104f is shown in a deployed state.

According to some embodiments, one or more of the plurality of aircraft doors 104 may be equipped with a user interface having indicator lights (e.g., user interface 440 having

indicator lights

450, 460 of fig. 4). The user interface with indicator lights may be configured to display information relating to the status of the aircraft doors 104 in a display area provided by one or more of the plurality of aircraft doors 104.

Illustratively, aircraft 100 is an airplane. However, the present embodiment is not limited to an aircraft. Rather, any vehicle having a vehicle door that may be equipped with an electromechanical door system is also contemplated. For example, the local electric gate system may alternatively be applied to a transport vehicle such as a ship.

The local electric door system is therefore not limited to aircraft doors, but can equally be applied to any arbitrary vehicle door. For purposes of illustration, however, the local electric door system is described below with respect to aircraft doors and, by way of example only, aircraft cabin access doors.

Fig. 2 shows a perspective view of the illustrative aircraft door 104 of fig. 1 with an electromechanical door system 200. It should be noted that the aircraft doors 104 are only representatively described with respect to all of the

cabin access doors

104a, 104b, 104c, 104d of the aircraft 100 of FIG. 1. Further, it should be noted that aircraft door 104 is more generally described with respect to any vehicle door (e.g., cargo bay access door 104e of fig. 1) to which native electric door system 200 may be applied, by way of example only.

In some embodiments, the aircraft door 104 may close an opening in an aircraft rack (e.g., aircraft rack 102 of fig. 1) of an aircraft (e.g., aircraft 100 of fig. 1), wherein the aircraft rack is adapted to receive the aircraft door 104 in a closed state, and wherein the electromechanical door system 200 is adapted to operate in a normal open mode, an emergency open mode, and a closed mode.

For example, the electromechanical door system 200 may perform an aircraft door opening operation that transitions the aircraft door 104 from a closed state to an open state in the normal opening mode and the emergency opening mode, and perform an aircraft door closing operation that transitions the aircraft door 104 from an open state to a closed state in the closed mode.

According to one aspect, the aircraft door 104 may include an associated door structure 201 and an exterior skin 203. If desired, the aircraft door 104 may be equipped with a latching and locking lever 220.

The latching and locking lever 220 may have an engaged state and a released state. The latching and locking lever 220 may be attached to the aircraft door 104. In the engaged state, the latch and lock lever 220 may be engaged with the aircraft frame to hold the aircraft door 104 in the closed state. In the released state, the latch and lock lever 220 may be disengaged from the aircraft frame 102 to enable the aircraft door 104 to transition from the closed state to the open state.

The latch and lock lever 220 may be actuated by a latch and lock electric motor 225. A latching and locking electric motor 225 may be attached to aircraft door 104 and coupled to latching and locking lever 220. The latching and locking electric motor 225 may move the latching and locking lever 220 from the engaged state to the released state when the electromechanical door system 200 is operating in the normal open mode and the emergency open mode, and move the latching and locking lever 220 from the released state to the engaged state when the electromechanical door system 200 is operating in the closed mode.

The latch and lock electric motor 225 may be mounted to the exterior skin 203 using an electric motor attachment bracket 226. If desired, a latching and locking electric motor 225 may be mounted to the door structure 201.

The aircraft door 104 may include safety vent 230. The safety vent 230 may be adapted to transition an emergency chute (e.g., the emergency chute 104f of fig. 1) from a standby state to an end standby state and from the end standby state to the standby state. For example, safety fork 230 may be actuatable to initiate deployment of the emergency chute.

The safety fork 230 may be actuated by an emergency slide safety electric motor 235. In other words, the emergency chute safety electric motor 235 may be adapted to operate the safety fork 230. If desired, a safety fork 230 and/or an emergency slide safety electric motor 235 may be mounted to the door structure 201.

As shown, an emergency chute arming electric motor 235 is attached to the aircraft door 104 and coupled to the arming fork 230. The emergency slide arming electric motor 235 can move the arming fork 230 to transition the emergency slide from the standby state to the end standby state and from the end standby state to the standby state.

It should be noted that the present embodiment is not limited to aircraft doors equipped with safety forks 230. Indeed, the aircraft door 104 with safety vent 230 is merely an example of a vehicle door that may be equipped with an electromechanical door system.

The electromechanical door system 200 may include a lifter lever 210 attached to the aircraft door 104 and adapted to engage an aircraft frame during an aircraft door closing operation. For example, the lifter lever 210 raises the aircraft door 104 relative to the aircraft frame 102 during an aircraft door closing operation.

The electromechanical door system 200 can include a lift electric motor 215, if desired. The lifting electric motor 215 may be adapted to operate the lifting lever 210. Illustratively, lift electric motor 215 is attached to aircraft door 104 (e.g., to door structure 201 and/or to exterior skin 203 using electric motor attachment brackets 226) and is coupled with lift lever 210.

Lift electric motor 215 may raise aircraft door 104 relative to the aircraft airframe during aircraft door closing operations and dampen movement of aircraft door 104 as aircraft door 104 is lowered relative to the aircraft airframe by gravity during aircraft door opening operations.

In some embodiments, the optional coupling mechanism 212 may couple the lift electric motor 215 to the lift lever 210 during aircraft door closing operations, and decouple the lift electric motor 215 from the lift lever 210 during aircraft door opening operations, wherein the aircraft door 104 is lowered relative to the aircraft frame by gravity during aircraft door opening operations.

If desired, the electromechanical door system 200 may include a connector for an external power source that is accessible from the exterior of the aircraft door 104 and that is coupled to the hoist electric motor 215 to provide power to the hoist electric motor 215. For example, a connector for an external power source may be provided on the outside of the aircraft door 104 to provide access to the aircraft from the outside in an emergency situation where the aircraft's internal power supply to the aircraft door 104 is interrupted.

Illustratively, the electromechanical door system 200 may include a gearbox 218, the gearbox 218 transferring force from the hoist electric motor 215 to the hoist lever 210 during aircraft door closing operations. Gearbox 218 may include at least one of a cycloidal drive, an epicyclic gear train, a worm drive, a strain wave gear, or a ring gear, if desired.

Figure 3 shows an illustrative cycloid drive 300 that may be included in a gearbox in accordance with some embodiments. As shown, the cycloid drive 300 may include an input shaft 310, eccentrically mounted bearings 320, cycloid discs 330, annular pins 340, and output rollers 350.

Illustratively, the input shaft 310 may drive an eccentrically mounted bearing 320, and the eccentrically mounted bearing 320 may drive a cycloid disc 330 in an eccentric cycloid motion. The cycloid discs 330 may be geared to the annular pins 340, and the annular pins 340 may be stationary.

The output roller 350 may have pins placed through the face of the cycloid disc 330 and directly drive an output shaft coupled to these pins. Thus, as the output roller 350 moves from one annular leg 340 to the next annular leg 340, the input shaft 310 performs a full rotation, thereby providing a relatively high gear ratio between the input shaft and the output shaft.

For example, the input shaft 310 may be coupled to a lift electric motor (e.g., lift electric motor 215 of fig. 2), while the output shaft may be coupled to a lift lever (e.g., lift lever 210 of fig. 2).

Fig. 4 is a schematic view of an illustrative indicator light associated with an electrical switch button of the electromechanical door system of the aircraft door 104 of fig. 1, in accordance with some embodiments.

Fig. 4 also shows an illustrative door arm 410. The door arm 410 may have a first end attached to an aircraft frame (e.g., the aircraft frame 102 of fig. 1) and a second end attached to the aircraft door 104. If desired, the aircraft door 104 may be rotated by means of the door arm 410 through an opening in the aircraft frame to the outside of the aircraft frame during an aircraft door opening operation.

For example, the aircraft door 104 may have an interior skin 420 that includes a user interface 400. The user interface 400 may include electrically actuated

switch buttons

430, 440. The

power switch buttons

430, 440 may be attached to the aircraft door 104.

If desired, a connector for an external power source accessible from outside the aircraft door 104 may be provided on the aircraft door 104. For example, a connector for an external power source may be provided on the outside of the aircraft door 104 (e.g., to provide access to the aircraft from the outside in an emergency situation where the aircraft's internal power supply to the aircraft door 104 is interrupted).

If desired, depressing the power switch button 430 may initiate an aircraft door opening operation, and depressing the power switch button 440 may initiate an aircraft door closing operation.

Illustratively, indicator lights 450, 460 may be associated with the

electrical switch buttons

430, 440, respectively. The indicator lights 450, 460 may indicate at least the status of an electromechanical door system (e.g., electromechanical door system 200 of fig. 2) of the aircraft door 104.

Fig. 5A, 5B, and 5C are schematic diagrams of an illustrative user interface 500 having electrically-powered

switch buttons

530, 540 and

indicator lights

550, 560 in first, second, and third states, showing various exemplary states of an electromechanical door system according to some embodiments.

Fig. 5A, 5B and 5C also show a menu interface 510 and means for navigating the corresponding menu. As shown in fig. 5A, 5B, and 5C, the menu interface 510 may have a forward navigation button 515 and a backward navigation button 518. The menu interface 510 may have other means for navigating the corresponding menu, if desired. For example, menu interface 510 may include a joystick, knob, mouse pad, or any other suitable means for navigating a menu.

Each of the

power switch buttons

530, 540 of the user interface 500 may have a green indicator light and a red indicator light associated therewith, if desired. A green indicator light may indicate that the corresponding

electrical switch button

530, 540 may be operated, while a red indicator light indicates that the corresponding

electrical switch button

530, 540 may not be available. During functional testing, both indicator lights (i.e., the green indicator light and the red indicator light) may be illuminated.

It should be noted, however, that the color selection of

indicator lights

550, 560 is not limited to green and red. Rather, any color that indicates a distinction between a do operation (go operation) and a do-not operation (no-go operation) may be used as well. Further, if desired, symbols or short text may be used instead of colors to indicate execution and non-execution of operations.

Illustratively, fig. 5A may show the indicator lights 550, 560 in a functional check state with all green and red indicator lights illuminated. Fig. 5B may show the indicator lights 550, 560 in an open door state indicating that the associated aircraft door is open by illuminating the red indicator light 550 for opening and/or unlocking the electrical switch button 530 and illuminating the green indicator light 560 for closing and/or locking the electrical switch button 540. Fig. 5C may show the indicator lights 550, 560 in a closed door state indicating that the associated aircraft door is closed by illuminating the green indicator light 550 for opening and/or unlocking the electrical switch button 530 and illuminating the red indicator light 560 for closing and/or locking the electrical switch button 540.

FIG. 6 is a schematic diagram of an illustrative circuit for driving an indicator light according to some embodiments. The illustrative circuit 600 of fig. 6 may drive a green indicator light 690 and a red indicator light 695.

It should be noted, however, that indicator lights 690, 695 are not limited to green and red. Rather, any color indicating that a distinction is made between performing and not performing an operation may be used as well. Further, if desired, symbols or short text may be used instead of colors to indicate execution and non-execution of operations.

The illustrative circuit 600 may be divided into a control circuit 610 and a display circuit 650, if desired. It should be noted, however, that the division of circuit 600 is not limited to control circuit 610 and display circuit 650. Rather, the division of the circuit 600 into sub-circuits or non-division into sub-circuits may be used as well. In practice, a single circuit may implement the functions of circuit 600.

As shown, the control circuit 610 may include

input ports

621, 623, 625, 627, 628, logic OR

gates

630, 660, 665, logic AND gate 640, AND

inverters

642, 644. The display circuit 650 may include an input port 629, a logical OR gate 670, logical AND

gates

680, 685, AND indicator lights 690, 695.

If desired, indicator lights 690, 695 may be disposed separately from control circuit 610 and display circuit 650. For example, indicator lights 690, 695 may be separate light sources connected to display circuit 650 through output ports in display circuit 650.

For example, consider a scenario in which green indicator light 690 is indicator light 550 of fig. 5C and red indicator light 695 is indicator light 550 of fig. 5B. It is further contemplated that input port 627 receives a status signal relating to the current status of the aircraft door (e.g., a logic "1" if the aircraft door is closed and/or locked and a logic "0" if the aircraft door is open), that input port 628 receives a status signal relating to whether the aircraft is on the ground (e.g., a logic "1" if the aircraft is on the ground and a logic "0" if the aircraft is on the air), and that input port 629 receives a functional test signal (e.g., a logic "1" if a manual test is performed and a logic "0" if a manual test is not performed).

Finally, consider that

input ports

621, 623, and 625 receive sensor signals related to different components of the electromechanical door system. For example, the

input ports

621 and 623 may be associated with right and left latch and lock levers (e.g., the latch and lock lever 220 of fig. 2), respectively, while the input port 625 may be associated with a latch and lock electric motor (e.g., the latch and lock electric motor 225 of fig. 2), or with a control circuit thereof.

Input ports

621, 623, and 625 may receive a logic "0" if the corresponding sensor detects a problem, and a "logic 1" if the corresponding sensor does not detect a problem.

In this case, the logic OR gate 670 implements the enable signals of the logic AND gates 680 AND 685, which output a logic "1" if one OR both of the

input ports

628, 629 receive a logic "1" (i.e., if the aircraft is on the ground AND/OR is performing a manual test). In other words, if the input pin connected to logical OR gate 670 receives a logical "1" (i.e., if logical OR gate 670 outputs a logical "1"), then logical AND gates 680 AND 685 each output a signal on the respective other input pin. As a result, if the input pins of the logic AND gates 680 AND 685 connected to the logic OR gate 670 disable the logic AND gates 680 AND 685, the green indicator light 690 AND the red indicator light 695 remain dark.

For example, consider that the aircraft door is closed and/or locked (i.e., input port 627 receives a logic "1") and inverter 642 outputs a logic "0". Thus, logical OR gate 660 outputs a logical "1" and logical OR gate 665 outputs a logical "0". As a result, if the input pins of the logic AND gates 680 AND 685 connected to the logic OR gate 670 enable the logic AND gates 680 AND 685, the green indicator light 690 is illuminated AND the red indicator light 695 remains non-illuminated.

As another example, consider that the aircraft door is open (i.e., input port 627 receives a logic "0") and inverter 642 outputs a logic "0". Thus, logical OR gate 660 outputs a logical "0", while logical OR gate 665 outputs a logical "1". As a result, if the input pins of the logic AND gates 680 AND 685 connected to the logic OR gate 670 enable the logic AND gates 680 AND 685, the green indicator light 690 remains dim AND the red indicator light 695 is illuminated.

As another example, a problem detected by a sensor connected to input port 625, a problem detected by two sensors connected to input ports 621 AND 623, OR a problem detected by all three sensors results in a logic "0" at the output of logic AND gate 640, AND thus a logic "1" at the output of inverter 642 AND at the outputs of logic OR gates 660 AND 665. As a result, if the input pins of the logic AND gates 680 AND 685 connected to the logic OR gate 670 enable the logic AND gates 680 AND 685, the green indicator lamp 690 AND the red indicator lamp 695 are illuminated.

Note that a circuit similar to circuit 600 (e.g., circuit 600 with inverter 644 removed from the input of logical OR gate 665 and inserted at the input of logical OR gate 660) may implement green indicator light 690 as indicator light 560 of fig. 5B, and red indicator light 695 as indicator light 560 of fig. 5C.

Fig. 7A, 7B, 7C, and 7D show different states of an illustrative aircraft door 104 adapted to close an opening in an aircraft frame 102 of an aircraft. As shown, the aircraft frame 102 and the aircraft door 104 may have door stops 752 and 755, respectively.

Illustratively, FIG. 7A is a schematic view of an aircraft door 104 in a closed state 710. In the closed state 710, a latch and lock lever (e.g., the latch and lock lever 220 of fig. 2) may be in an engaged state, wherein the latch and lock lever engages the aircraft frame 102 to hold the aircraft door 104 in the closed state 710. During flight, the air pressure 712 may be higher inside the aircraft than outside the aircraft, pushing the door stops 755 of the aircraft door 104 against the door stops 752 of the aircraft frame 102. As a result, opening of the aircraft door can be performed when the air pressure inside and outside the aircraft is equal.

FIG. 7B is a schematic view of an illustrative aircraft door 104 in an inwardly pulled or partially open state 720. In the partially open state 720, the latch and lock lever may be in a released state, wherein the latch and lock lever has been disengaged from the aircraft frame 102 to enable the aircraft door 104 to transition from the closed state to the open state. After releasing the latch and lock lever, the pull 722 may be made inward and away from the door stops 752 of the aircraft frame 102.

Next, the aircraft door 104 is moved or lowered 732 downward as shown in FIG. 7C, where the aircraft door 104 is shown in a lowered or partially open state 730. The lowering 732 of the aircraft door 104 may disengage the door stop 755 of the aircraft door 104 from the door stop 752 of the aircraft frame 102 so that the path for the aircraft door of the aircraft door 104 to fully open or move outward is free.

The downward movement may be accompanied by a lift electric motor (e.g., lift electric motor 215 of fig. 2) adapted to operate the lift lever. The lift electric motor may be attached to the aircraft door 104, coupled with the lift lever, and dampen movement of the aircraft door 104 as the aircraft door 104 is lowered relative to the aircraft frame 102 by gravity during an aircraft door opening operation.

In a final step, the aircraft door 104 may be rotated outward by means of a door arm (e.g., door arm 410 of fig. 4). Thus, as shown in fig. 7D, the aircraft door 104 is rotated 742 about the vertical aircraft door axis and the vertical aircraft frame axis to an outer or fully open position 740.

Figure 8 is a schematic diagram showing a flow chart of illustrative operations for an electromechanical door system for operating an aircraft door, in accordance with some embodiments.

During operation 810, the electromechanical door system may generate an electrical signal indicative of an aircraft door closing operation in response to actuation of the electrical switch button. For example, the user may actuate the power switch button 440 of fig. 4 to lock the aircraft door 104. In response to actuation of the electrical switch button 440, the electromechanical door system 200 of fig. 2 may generate an electrical signal indicative of an aircraft door closing operation.

During operation 820, the electromechanical door system may rotate the aircraft door to the interior of the aircraft rack via the door arm.

During operation 830, the electromechanical door system may use an electric motor and a lifting lever to lift the aircraft door relative to the aircraft frame. For example, the electromechanical door system 200 of fig. 2 may use the lifting electric motor 215 and the lifting lever 210 to raise the aircraft door 104 relative to an aircraft rack (e.g., the aircraft rack 102 of fig. 1).

During operation 840, the electromechanical door system may latch and lock the aircraft door with the aircraft frame. For example, the electromechanical door system of fig. 2 may use a latch and lock electric motor 225 to engage a latch and lock lever 220 that locks the aircraft door 104 with the aircraft frame.

It should be noted that modifications to the above described embodiments are within the knowledge of a person skilled in the art and are therefore also considered to be part of the present invention.

For example, the indicator lights 690, 695 of FIG. 6 are green and red in color, respectively. However, any other suitable color indicating that the corresponding function is available may alternatively be selected. For example, indicator lights 690, 695 may be selected to be blue and yellow, respectively. Further, the indicator lights 690, 695 may be replaced by symbols that can be illuminated, or by indicators that delete a function when it is not available.

Furthermore, the circuit 600 of fig. 6 may be modified and/or include different components as shown to alter its functionality. For example, the logic AND gate 640 AND the inverter 642 may be replaced by a logic NAND gate. As another example, the input port 628 may be moved from the control circuit 610 to the display circuit 650. For another example, the logic AND gate 680 AND all its fan-in drivers (fanin cone) up to the

input ports

621, 623, 625, 627, 628, 629 may be replaced by a 6-input look-up table (LUT). Similarly, logic AND gate 685 AND all its fan-in drive circuits up to input

ports

621, 623, 625, 627, 628, 629 may be replaced by a 6 input look-up table (LUT).

List of reference numerals

100 aircraft

102 aircraft frame and fuselage

103a aircraft passenger cabin

103b aircraft cargo hold

103c aircraft cockpit

103d cabin floor

104 aircraft door

104a, 104b, 104c, 104d cabin access doors

104e cargo compartment access door

104f Emergency chute

200 electromechanical door system

201 door structure

203 outer skin

210 lifting lever

212 coupling mechanism

215 lifting electric motor

218 gearbox

220 latching and locking lever

225 latching and locking electric motor

226 electric motor attachment bracket

230 safety fork

235 emergency slide safety electric motor

300 cycloid driver

310 input shaft

320 eccentrically mounted bearing

330 cycloid dish

340 annular lead

350 output roller

400 user interface

410 door arm

420 interior skin

430. 440 electric switch button

450. 460 indicating lamp

500 user interface

510 Menu interface

515 forward navigation button

518 backward navigation button

530. 540 electric switch button

550. 560 indicating lamp

600 logic circuit

610 control circuit

621. 623, 625, 627, 628 and 629 input signals

630 logic OR gate

640 logic AND gate

642. 644 inverter

650 display circuit

660. 665, 670 logic OR gate

680. 685 logic AND gate

690. 695 indicating lamp

710 aircraft door in a closed state

712 air pressure

720 aircraft door in partially open state

722 pulling after latch and latch release

730 aircraft door in a partially open state

732 reduction

740 aircraft door in fully open position

742 rotate

752. 755 door shield

800 method

810. 820, 830, 840 operations

Claims

1. An aircraft door (104) closing an opening in an aircraft frame (102) of an aircraft (100), wherein the aircraft frame (102) is adapted to accommodate the aircraft door (104) in a closed state, the aircraft door (104) comprising:

an electromechanical door system (200) adapted to operate in a normal open mode, an emergency open mode and a closed mode, wherein said electromechanical door system (200) performs an aircraft door opening operation in said normal open mode and said emergency open mode that transitions said aircraft door (104) from said closed state to an open state and performs an aircraft door closing operation in said closed mode that transitions said aircraft door (104) from said open state to said closed state, said electromechanical door system (200) comprising:

a lifter lever (210) attached to the aircraft door (104) and adapted to engage the aircraft frame (102) during the aircraft door closing operation, wherein the lifter lever (210) raises the aircraft door (104) relative to the aircraft frame (102) during the aircraft door closing operation;

a lift electric motor (215) adapted to operate the lift lever (210), wherein the lift electric motor (215) is attached to the aircraft door (104) and is coupled with the lift lever (210), wherein the lift electric motor (215) raises the aircraft door relative to an aircraft frame (102) during the aircraft door closing operation and damps movement of the aircraft door (104) when lowering the aircraft door (104) relative to the aircraft frame (102) by gravity during the aircraft door opening operation; and

a gearbox (218) that transmits force from the liftmotor (215) to the liftlever (210) during the aircraft door closing operation.

2. The aircraft door (104) of claim 1, wherein the electromechanical door system (200) further comprises:

a latch and lock lever (220) attached to the aircraft door (104) having an engaged state and a released state, wherein the latch and lock lever (220) in the engaged state is engaged with the aircraft chassis (102) to hold the aircraft door (104) in the closed state, and wherein the latch and lock lever (220) in the released state is disengaged from the aircraft chassis (102) to enable the aircraft door (104) to transition from the closed state to the open state; and

a latching and locking electric motor (225) adapted to operate the latching and locking lever (220), wherein the latching and locking lever (220) electric motor is attached to the aircraft door (104) and is coupled to the latching and locking lever (220), wherein the latching and locking electric motor (225) moves the latching and locking lever (220) from an engaged state to a released state when the electromechanical door system (200) operates in the normal open mode and the emergency open mode, and moves the latching and locking lever (220) from a released state to an engaged state when the electromechanical door system (200) operates in the closed mode.

3. The aircraft door (104) of claim 1, wherein the electromechanical door system (200) further comprises:

an emergency chute (104f) attached to the aircraft door (104) having a standby state and an end standby state, wherein in the standby state the emergency chute (104f) is inflated and deployed at least while the electromechanical door system (200) is operating in the emergency open mode.

4. The aircraft door (104) of claim 3, wherein the electromechanical door system (200) further comprises:

a safety fork (230) adapted to transition the emergency chute (104f) from a standby state to an end standby state and from an end standby state to a standby state; and

an emergency chute fuse electric motor (235) adapted to operate the fuse fork (230), wherein the emergency chute fuse electric motor (235) is attached to the aircraft door (104), coupled to the fuse fork (230), and moves the fuse fork (230) to transition the emergency chute (104f) from the armed state to the end armed state and from the end armed state to the armed state.

5. The aircraft door (104) of claim 1, wherein the electromechanical door system (200) further comprises:

a door arm (410) having a first end attached to the aircraft frame (102) and a second end attached to the aircraft door (104), wherein the aircraft door (104) is rotated by means of the door arm (410) to the outside of the aircraft frame (102) through an opening in the aircraft frame (102) during the aircraft opening operation.

6. The aircraft door (104) of claim 1, wherein the gearbox (218) includes at least one of a cycloid drive, an epicyclic gear train, a worm drive, a strain wave gear, or a ring gear.

7. The aircraft door (104) of claim 1, wherein the electromechanical door system (200) further comprises:

a first electrical switch button (430) attached to the aircraft door (104), wherein pressing the first electrical switch button (430) initiates the aircraft door opening operation; and

a second electrical switch button (440) attached to the aircraft door (104), wherein pressing the second electrical switch button (440) initiates the aircraft door closing operation.

8. The aircraft door (104) of claim 7, wherein the electromechanical door system (200) further comprises:

a first indicator light (450) and a second indicator light (460) associated with the first electrical switch button (430) and the second electrical switch button (440), respectively, wherein the first indicator light (450) and the second indicator light (460) indicate at least a state of the electromechanical door system (200).

9. An aircraft (100) comprising at least one aircraft door (104) according to claim 1.

10. A method (800) of operating an aircraft door (104) according to claim 1, the aircraft door (104) closing an opening in an aircraft rack (102), the method comprising:

generating (810), in response to actuation of the electrical switch button (440), an electrical signal indicative of an aircraft door closing operation;

rotating (820) the aircraft door (104) to the interior of the aircraft rack (102) by means of a door arm (410);

raising the aircraft door (104) relative to the aircraft frame (102) using (830) an electric motor (215) and a lifting lever (210); and

latching and locking (840) the aircraft door (104) by the aircraft frame (102).

11. The method of claim 10, wherein latching and locking (840) the aircraft door (104) with the aircraft rack (102) further comprises:

engaging a latch and lock lever (220) that locks the aircraft door (104) within the aircraft chassis (102) using an additional electric motor (225).

12. The method of claim 11, further comprising:

a second additional electric motor (235) is used to move a safety fork (230) that arms the emergency chute (104 f).

13. The method of claim 10, further comprising:

generating an additional electrical signal indicative of an aircraft door opening operation in response to an additional actuation of an additional electrical switch button (430);

initiating the aircraft door opening operation;

lowering the aircraft door (104) relative to the aircraft frame (102) using gravity; and

rotating the aircraft door (104) to the exterior of the aircraft frame (102) by means of the door arm (410).

14. The method of claim 13, wherein initiating the aircraft door opening operation further comprises:

an additional electric motor (235) is used to move a safety fork (230) that brings the emergency chute (104f) to an end standby.

15. The method of claim 14, wherein initiating the aircraft door opening operation further comprises:

disengaging a latch and lock lever (220) from the aircraft frame (102) and releasing the aircraft door (104) from the aircraft frame (102) using a second additional electric motor (225).