CN114458098B

CN114458098B - Electromechanical system for an aircraft

Info

Publication number: CN114458098B
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: 2023-05-05
Anticipated expiration: 2040-11-09
Also published as: CN114458098A

Abstract

The present embodiments relate to an aircraft door (104), and more particularly to an electromechanical system (200) for operating an aircraft door (104) that closes an opening in an enclosure (102) of an aircraft (100), and to a method of operating an electromechanical system (200) of an aircraft door (104) that closes an opening in an enclosure (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 system (200) may include a lift lever (210), a lift electric motor (215), and a gear box (218) that transfers force from the lift electric motor (215) to the lift lever (210).

Description

Electromechanical system for an aircraft

Technical Field

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

Background

Aircraft doors that close openings in aircraft shells (sometimes also referred to as fuselage doors) or aircraft doors that close openings in aircraft frames must meet predetermined navigability requirements in order for the aircraft to operate safely, securely, and reliably. Such airworthiness requirements are defined in applicable safety regulations and specifications, such as the Federal Aviation Regulations (FAR) and/or the european certification regulations (CS) of the European Aviation Security Agency (EASA).

According to these airworthiness requirements, the aircraft doors of the 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 condition. Furthermore, if the aircraft is equipped with a pressurized cabin, the aircraft door must also be able to withstand cabin internal pressures 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 for the use of passengers must be equipped with an emergency slide, which must be activatable and deployable 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 typically 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 forces generated by the cabin interior pressure, various door opening/closing mechanisms may be used.

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

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

Mechanical door opening/closing mechanisms require very high integration forces. For example, some aircraft doors have over 1000 individual parts and require highly accurate door construction, with bracket tolerances within +/-0.05mm and shaft tolerances up to one meter 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 the presence of significant structural reinforcements in the inner and outer 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 movement and locking operations for opening and closing the aircraft door by means of an electric motor. These electric motors operate the 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 a door opening/closing mechanism is controlled based only on preprogrammed values. Such preprogrammed values are suitable for defining a wide variety of common bases for a given aircraft door type, and they may be required to accept wide tolerances between different individual aircraft doors.

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

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

Document EP0237810A2 describes a weight compensation device which comprises a torsion bar spring which 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 preloading lever by means of the movement translating lever, whereby the torsion bar spring is preloaded by means of the torsion bar spring preloading 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, but not during operation of the corresponding aircraft door, and the initial adjustment (adjustment) of the weight compensation device to the respectively required handle forces generally requires a great deal of effort in the assembly of the main components of the aircraft. Furthermore, the final adjustment of the basic operating point of the weight compensation device must be performed several times during the assembly of the aircraft, allowing the operation of the corresponding aircraft door within given limits: initial installation is performed in the barrel after assembly of the barrel and after assembly of the cabin lining and the emergency chute.

Furthermore, it has to be considered that the compensating forces provided by a given weight compensating device have to be overcome when closing an open aircraft door. In other words, there is a direct coupling of the opening and closing forces respectively required, so that the corresponding required closing handle forces required for closing the open aircraft door are not affected by the initial adjustment due to the fact that they are generated by the required compensation forces. This has an adverse 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 hinged drop doors of railway cable cars, in which a single torsion bar spring acts between the door and the respective body throughout the entire range of motion of the door. The single torsion bar spring energizes when the door is open and releases energy when the door is closed. However, for 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 the aircraft door may be electronically controlled using components such as stepper motors and electrically operated linear actuators. However, the aircraft door must be raised or moved upward during opening of the aircraft door, and lowered or moved downward during closing of the aircraft door. For aircraft doors, therefore, autonomous energy sources must be installed, which are often very heavy and expensive. In addition, 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 door edge freezes. 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 around a single electric motor. An aircraft electric door has a locking system provided with means for locking the safety catch and a system for coordinating the movement of the door with a single actuation electric motor operating a traditional mechanical system. Conventional mechanical systems suffer from all of the above-mentioned drawbacks, including very high integration forces, highly accurate door construction, certain physical effort by the operator, etc. Furthermore, the aircraft powered door must be raised or moved upwards during opening of the aircraft powered door, and lowered or moved downwards during closing of the aircraft powered door. For aircraft electric doors, therefore, autonomous energy sources must be installed, which are often very heavy and expensive.

Document EP3323709A1 describes an actuatable emergency exit door with a door actuation device. The actuatable emergency exit door first performs a lowering motion with respect to the associated structural frame during opening until a fully lowered position is reached. 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 upward rotating opening movement on the associated structural frame from the fully lowered position until the fully opened position is reached. This opening movement of the upward rotation is automatic, i.e. no action supported by the operator is required. In the fully open position, the fully open position retaining device blocks the actuatable emergency exit door from closing.

However, even if the actuatable emergency exit door performs an initial lowering motion during opening, the door is not lowered by gravity. Instead, the actuatable emergency exit door follows a downward path that follows at least two door mounting fingers with integral door guide rollers to minimize friction. These door guide rollers move within two associated tracks (i.e., structural frame mounted guide roller brackets) mounted to the associated structural frame adjacent to the door mounting fingers. The necessary degrees of freedom to allow the actuatable emergency exit door to follow this downward path are given by the degrees 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 preloaded torsion member, wherein the at least one preloaded torsion member is coupled to an adjustment unit for adjusting a respective preload applied to the at least one preloaded 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, rods, bars, etc.) to transfer loads. These mechanical components are connected to the door structure at points (e.g., via bearings) where they introduce and/or transfer loads and cause extensive reaction forces in the door structure even during normal opening and internal jams.

In order to be able to withstand these extensive reaction forces, significant reinforcements are required at these points, which lead to 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 typically require an autonomous energy supply for emergency operation modes, which have 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 adapted to overcome the above-mentioned drawbacks.

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

The lift lever is attachable to the aircraft door and is adapted to engage with the aircraft frame during an aircraft door closing operation, wherein the lift 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 the 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 dampens movement of the aircraft door when lowering the aircraft door relative to the aircraft frame by gravity during an aircraft door opening operation. The gearbox transmits force from the lift electric motor to the lift lever during an aircraft door closing operation.

According to one aspect, an electromechanical system may include a connector for an external power source, accessible from outside the aircraft door, and coupled to the lift electric motor for providing power to the lift 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 arms may connect the aircraft door with the aircraft frame. The hinge arms may have vertical rotational axes if desired.

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

Furthermore, the aircraft door interior 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 cycloid drive does not apply a load to the door structure in comparison to a stepper motor and a linear actuator. All loads can be handled within the chassis of the respective electric motor and electric drive. Thus, the reinforcement of the door structure can be reduced to a minimum.

An aircraft door that moves first inwardly and then downwardly 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 emergency operation mode may be reduced to one tenth compared to electrically powered aircraft doors.

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

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

For example, the electromechanical system may be limited to two operating states. These operational states may be associated with "execute" or "do not execute" actions, if desired. Thus, the flight is not delayed and/or cancelled due to a state that the electromechanical system cannot interpret.

An aircraft door that moves first inwardly and then downwardly requires the installation of a lowering prevention lever/spring mechanism that prevents the aircraft door from accidentally falling due to its own weight during lifting. If the door accidentally falls from its uppermost position (e.g., the handle is moved away from the interior handle), the substantial weight of the aircraft door may cause serious damage to the aircraft door and/or the aircraft frame. Such a lowering prevention mechanism is obsolete in aircraft doors with electromechanical systems, since the aircraft door is always lowered in the open position.

According to one aspect, the electromechanical 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 engages with the aircraft frame to hold the aircraft door in a closed state, and wherein the latch and lock lever in the released state disengages from the aircraft frame to enable the aircraft door to transition from the closed state to the open state; and a latching and locking electric motor adapted to operate the latching and locking lever, wherein the latching and locking lever electric motor is attached to the aircraft door and coupled to the latching and locking lever, wherein the latching and locking electric motor moves the latching and locking lever from the engaged state to the released state when the electromechanical system is operated in the normal open mode and the emergency open mode, and moves the latching and locking lever from the released state to the engaged state when the electromechanical system is operated in the closed mode.

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

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

According to one aspect, the electromechanical 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 to the outside of the aircraft frame through an opening in the aircraft frame during an aircraft door opening operation.

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

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

According to one aspect, the electromechanical system further comprises a first indicator light and a second indicator light associated with the first and second electrically powered switch buttons, respectively, wherein the first and second indicator lights indicate at least a status of the electromechanical system.

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

Furthermore, a method of operating an aircraft door that closes an opening in an aircraft frame may include the operations of: generating an electrical signal indicative of an aircraft door closing operation in response to actuation of the electrical switch button; rotating the aircraft door to the interior of the aircraft frame by means of a door arm; 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 airframe.

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

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

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 the aircraft door opening operation further includes moving a safety fork that terminates the arming of the emergency chute using an additional electric motor.

According to one aspect, initiating the aircraft door opening operation further includes disengaging the lockout 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 below by way of example in the description with reference to the drawings. In these drawings, the same or functionally identical parts and elements are denoted by the same reference numerals and characters, and thus, are described only once in the following description.

Fig. 1 shows a perspective view of an illustrative aircraft having an aircraft door with an electro-mechanical door system according to some embodiments,

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

figure 3 is a schematic diagram of an illustrative gerotor drive in accordance with some embodiments,

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

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

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

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

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

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

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

figure 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 externally rotated state, according to some embodiments, an

Fig. 8 is a schematic diagram showing a flow chart of an illustrative operation of an electromechanical system for operating an aircraft door, according to some embodiments.

Detailed Description

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

cabin access doors

104a, 104b, 104c, and 104d and one or more cargo compartment access doors 104e. 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 104e.

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. The emergency slide 104f is illustratively associated with a cabin access door 104 d.

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

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

indicator lights

450, 460 of fig. 4). The user interface with indicator lights may be configured to display information related 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, the aircraft 100 is an aircraft. However, the present embodiment is not limited to an aircraft. Instead, any conveyance having a conveyance door that may be equipped with an electromechanical system is also contemplated. For example, the present electromechanical system may alternatively be applied to a transport such as a ship.

Thus, the present electromechanical system is not limited to aircraft doors, but is equally applicable to any arbitrary vehicle door. However, for purposes of illustration, the present electromechanical system is described below with respect to an aircraft door and only by way of example with respect to an aircraft cabin access door.

Fig. 2 shows a perspective view of the illustrative aircraft door 104 of fig. 1 with an electro-mechanical door system 200. It should be noted that the aircraft doors 104 are 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 the aircraft door 104 is more generally described by way of example only with respect to any vehicle door (e.g., the cargo compartment access door 104e of FIG. 1) to which the local electrical system 200 may be applied.

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

For example, the electromechanical system 200 may perform an aircraft door opening operation that transitions the aircraft door 104 from a closed state to an open state in a normal open mode and an emergency open mode, and perform an aircraft door closing operation that transitions the aircraft door 104 from an open state to a closed state in a 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 latch and lock lever 220.

The lock and lock lever 220 may have an engaged state and a released state. The lockout and locking lever 220 may be attached to the aircraft door 104. In the engaged state, the lockout and lockout lever 220 may be engaged with the aircraft frame to maintain the aircraft door 104 in the closed state. In the released state, the lockout and lockout 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 lock and lockout lever 220 may be actuated by locking out and locking out the electric motor 225. A lock and lock electric motor 225 may be attached to the aircraft door 104 and coupled to the lock and lock lever 220. The lock and lockout electric motor 225 may move the lock and lockout lever 220 from the engaged state to the released state when the electromechanical system 200 is operated in the normal open mode and the emergency open mode, and move the lock and lockout lever 220 from the released state to the engaged state when the electromechanical system 200 is operated in the closed mode.

The lock and lock electric motor 225 may be mounted to the outer 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.

Aircraft door 104 may include safety fork 230. The safety fork 230 may be adapted to transition an emergency chute (e.g., the emergency chute 104f of fig. 1) from a standby state to an ending standby state and from the ending standby state to the standby state. For example, the 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 slide 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 slide safety electric motor 235 is attached to the aircraft door 104 and coupled to the safety fork 230. The emergency slide safety electric motor 235 may move the safety 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, aircraft door 104 with safety fork 230 is merely an example of a vehicle door that may be equipped with an electro-mechanical door system.

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

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

The lift electric motor 215 may raise the aircraft door 104 relative to the aircraft frame during an aircraft door closing operation and dampen movement of the aircraft door 104 when lowering the aircraft door 104 relative to the aircraft frame by gravity during an aircraft door opening operation.

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

If desired, the electromechanical system 200 may include a connector for an external power source that is accessible from outside the aircraft door 104 and coupled to the lift electric motor 215 to provide power to the lift 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 the event of an emergency in which the aircraft's internal power supply to the aircraft door 104 is interrupted.

Illustratively, the electromechanical system 200 may include a gear box 218, the gear box 218 transmitting force from the lift electric motor 215 to the lift lever 210 during an aircraft door closing operation. The gearbox 218 may include at least one of a cycloid drive, epicyclic gear train, worm drive, strain wave gear, or ring gear, if desired.

Fig. 3 shows an illustrative gerotor driver 300 that may be included in a gearbox, according to some embodiments. As shown, the gerotor drive 300 may include an input shaft 310, an eccentrically mounted bearing 320, a gerotor disc 330, annular pins 340, and an output roller 350.

Illustratively, the input shaft 310 may drive an eccentrically mounted bearing 320, and the eccentrically mounted bearing 320 may drive the wobble plate 330 in an eccentric cycloid motion. Wobble plate 330 may be geared to annular pins 340 and annular pins 340 may be stationary.

The output roller 350 may have pins placed through the face of the wobble plate 330 and directly drive an output shaft coupled to these pins. Thus, as the output roller 350 moves from one annular pin 340 to the next annular pin 340, the input shaft 310 performs a complete rotation, 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 diagram of an illustrative indicator light associated with an electrical switch button of an electromechanical system of aircraft door 104 of fig. 1, according to some embodiments.

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

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

powered switch buttons

430, 440. The

power switch buttons

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

Connectors for external power sources may be provided on the aircraft door 104 that are accessible from the exterior of the aircraft door 104, if desired. 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 the event of an emergency in which the aircraft's internal power supply to the aircraft door 104 is interrupted).

Pressing the power switch button 430 may initiate an aircraft door opening operation, if desired, and pressing the power switch button 440 may initiate an aircraft door closing operation.

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

power switch buttons

430, 440, respectively. The indicator lights 450, 460 may indicate at least a status of an electromechanical system (e.g., the electromechanical 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 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, menu interface 510 may have a forward navigation button 515 and a backward navigation button 518. 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 device for navigating a menu.

If desired, each of the

motorized switch buttons

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

power switch button

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

power switch button

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

It should be noted, however, that the color selection of the indicator lights 550, 560 is not limited to green and red. Instead, any color indicating that the operation (go operation) is performed and the operation (no-go operation) is not performed may be used as well. Further, symbols or short text may be used instead of colors to indicate that operations are performed and that operations are not performed, if desired.

Illustratively, fig. 5A may show the indicator lights 550, 560 in a functional inspection state where all green and red indicator lights are on. Fig. 5B may show the indicator lights 550, 560 in an open door state that indicates that the associated aircraft door is open by illuminating the red indicator light 550 for turning on and/or unlocking the electric switch button 530 and illuminating the green indicator light 560 for turning off and/or locking the electric 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 a green indicator light 550 for turning on and/or unlocking the electric switch button 530 and illuminating a red indicator light 560 for turning off and/or locking the electric 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.

However, it should be noted that the indicator lights 690, 695 are not limited to green and red. Instead, any color indicating that an operation is performed and no operation is performed may be used as well. Further, symbols or short text may be used instead of colors to indicate that operations are performed and that operations are not performed, if desired.

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 the division into control circuit 610 and display circuit 650. Instead, division of circuit 600 into sub-circuits or not may be used as well. In practice, a single circuit may implement the functionality 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 logic OR gate 670, logic AND

gates

680, 685, AND indicator lights 690, 695.

The indicator lights 690, 695 may be disposed separately from the control circuit 610 and the display circuit 650 if desired. For example, the indicator lights 690, 695 may be separate light sources connected to the display circuit 650 through output ports in the 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 related to the current state 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), input port 628 receives a status signal related 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 in the air), and 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 system. For example,

input ports

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

Input ports

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

In this case, the logic OR gate 670 implements the enable signals for 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 an input pin connected to the logical OR gate 670 receives a logical "1" (i.e., if the logical OR gate 670 outputs a logical "1"), then both logical AND gates 680 AND 685 output a signal on the respective other input pin. As a result, if the input pins of logic AND gates 680 AND 685 connected to logic OR gate 670 disable logic AND gates 680 AND 685, green indicator light 690 AND 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 logic AND gates 680 AND 685 connected to logic OR gate 670 enable logic AND gates 680 AND 685, green indicator light 690 is on AND red indicator light 695 remains off.

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" and logical OR gate 665 outputs a logical "1". As a result, if the input pins of logic AND gates 680 AND 685 connected to logic OR gate 670 enable logic AND gates 680 AND 685, green indicator light 690 remains off AND red indicator light 695 is on.

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 logic AND gates 680 AND 685 connected to logic OR gate 670 enable logic AND gates 680 AND 685, green indicator light 690 AND red indicator light 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, while red indicator light 695 is implemented 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 chassis 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 aircraft door 104 in a closed state 710. In the closed state 710, a latching and locking lever (e.g., latching and locking lever 220 of fig. 2) may be in an engaged state in which the latching and locking lever is engaged with the aircraft frame 102 to retain 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 stop 755 of the aircraft door 104 against the door stop 752 of the aircraft frame 102. As a result, the 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 latching and locking lever may be in a released state, wherein the latching and locking 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, a pull 722 may be made inward and away from a door stop 752 of the aircraft frame 102.

Next, the aircraft door 104 is moved downward or lowered 732 as shown in fig. 7C, with the aircraft door 104 shown in a lowered or partially open state 730 in fig. 7C. Lowering 732 of aircraft door 104 may disengage door stop 755 of aircraft door 104 from door stop 752 of aircraft frame 102 such that the path for full opening or outward movement of the aircraft door for aircraft door 104 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 a 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 outwardly 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 achieve a rotated to an exterior or fully open state 740.

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

During operation 820, the electromechanical system may rotate the aircraft door into the aircraft frame interior by means of the door arm.

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

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

It should be noted that modifications to the embodiments described above 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, the indicator lights 690, 695 may be selected to be blue and yellow, respectively. In addition, the indicator lights 690, 695 may be replaced by symbols that may be lit, or by indicators that delete a function when that function is not available.

In addition, the circuit 600 of fig. 6 may be modified and/or include different components that change its function as shown. For example, the logical AND gate 640 AND the inverter 642 may be replaced by a logical NAND gate. For another example, the input port 628 may be moved from the control circuitry 610 to the display circuitry 650. As another example, the logic AND gate 680 AND all of its fan-in drive circuits (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, the logic AND gate 685 AND all of its fan-in drive circuits up to the

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 with a plurality of aircraft body

102. Aircraft frame, fuselage

103a aircraft cabin

103b aircraft cargo holds

103c aircraft cockpit

103d cabin floor

104. Aircraft door

Nacelle access door

104a,104b,104c,104d

104e cargo compartment access door

104f emergency slide way

200. Electromechanical door system

201. Door structure

203. Exterior skin

210. Lifting lever

212. Coupling mechanism

215. Lifting electric motor

218. Gear box

220. Locking and locking lever

225. Locking and locking an electric motor

226. Electric motor attachment bracket

230. Safety fork

235. Emergency slideway safety electric motor

300. Cycloid driver

310. Input shaft

320. Eccentrically mounted bearings

330. Wire arranging disc

340. Annular pin

350. Output roller

400. User interface

410. Door arm

420. Interior skin

430. 440 electric switch button

450. 460 indicator lamp

500. User interface

510. Menu interface

515. Forward navigation button

518. Backward navigation button

530. 540 electric switch button

550. 560 indicator lamp

600. Logic circuit

610. Control circuit

621. 623, 625, 627, 628, 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 a partially open state

722. Pulling after locking and releasing

730. Aircraft door in a partially open state

732. Lowering

740. Aircraft door in a fully open state

742. Rotating

752. 755 door shield

800. Method of

810. 820, 830, 840 operation

Claims

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

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

a lift lever (210) attached to the aircraft door (104) and adapted to engage with the aircraft chassis (102) in the aircraft door closing operation, wherein the lift lever (210) raises the aircraft door (104) relative to the aircraft chassis (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 coupled with the lift lever (210), wherein the lift electric motor (215) lifts the aircraft door relative to an aircraft frame (102) during the aircraft door closing operation and dampens 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 gear box (218) that transfers force from the lift electric motor (215) to the lift lever (210) during the aircraft door closing operation.

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

a latching and locking lever (220) attached to the aircraft door (104) having an engaged state and a released state, wherein the latching and locking lever (220) in the engaged state is engaged with the aircraft frame (102) to hold the aircraft door (104) in the closed state, and wherein the latching and locking lever (220) in the released state is disengaged from the aircraft frame (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 electric motor (225) is attached to the aircraft door (104) and 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 system (200) is operated in the normal open mode and the emergency open mode, and moves the latching and locking lever (220) from the released state to the engaged state when the electromechanical system (200) is operated in the closed mode.

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

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

4. An aircraft door (104) according to claim 3, wherein the electromechanical system (200) further comprises:

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

An emergency slide safety electric motor (235) adapted to operate the safety fork (230), wherein the emergency slide safety electric motor (235) is attached to the aircraft door (104), coupled to the safety fork (230), and moves the safety fork (230) to transition the emergency slide (104 f) from a standby state to an end standby state and from an end standby state to a standby state.

5. The aircraft door (104) of claim 1, wherein the electromechanical 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 outside the aircraft frame (102) through an opening in the aircraft frame (102) during the aircraft opening operation by means of the door arm (410).

6. The aircraft door (104) of claim 1, wherein the gearbox (218) comprises 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 system (200) further comprises:

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

A second electrically powered switch button (440) attached to the aircraft door (104), wherein pressing the second electrically powered switch button (440) initiates the aircraft door closing operation.

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

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

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

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

generating (810), in response to actuation of an electric 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 frame (102) by means of a door arm (410);

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

The aircraft door (104) is locked and locked (840) by the aircraft frame (102).

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

an additional electric motor (225) is used to engage a latch and lock lever (220) locking the aircraft door (104) within the aircraft frame (102).

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 additional actuation of an additional electrically powered switch button (430);

initiating the aircraft door opening operation;

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

the aircraft door (104) is rotated outside 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:

the emergency slide (104 f) is brought to standby by means of the safety fork (230) using an additional electric motor (235).

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

a second additional electric motor (225) is used to disengage a latching and locking lever (220) from the aircraft frame (102) and release the aircraft door (104) from the aircraft frame (102).