ES2823678T3 - Aircraft privacy door and door frame assembly - Google Patents

Abstract

A privacy door assembly (150) for installation in an aircraft, said aircraft has a flight deck (200) separated from a cabin (300) by a flight deck door (104), the assembly (150) of privacy door installable between the door (104) of the flight deck and the cabin (300), the privacy door assembly (150) comprising: - a door frame (107) comprising a first post (108) and a second post (109), wherein the second post (109) comprises a latch recess (111); - a privacy door (101) that can be rotatably coupled to the first post (108) through a set of hinges (124), wherein the privacy door (101) comprises - a decompression latch (112) arranged to engage the latch recess (111) when the privacy door (101) is in a closed position (103) within the door frame (107), where the decompression latch (112) is configured to disengage of the latch recess (111) in response to a decompression sensed on a forward side (133) of the privacy door (101), and wherein the privacy door (101) further comprises a slam latch spring (137) positioned to bias a latch (130) toward the first post (108), wherein the first post (108) comprises a cylindrical striker (138), and where the cylindrical striker (138) comprises a slot (131).

Description

DESCRIPTION

Aircraft privacy door and door frame assembly

The present disclosure generally relates to an aircraft privacy door and related door frame assembly.

Both during ground operations and in flight operations of an aircraft, it may be necessary to open the flight deck door that separates the flight deck, or cockpit, from the aircraft cabin. For example, when a flight crew is replaced during ground operations, one flight crew will leave the flight deck and another flight crew will enter the flight deck. In the case of a passenger aircraft, this often occurs at the same time that the passengers disembark and board, which often takes place near the front of the aircraft, adjacent to the flight deck. In such situations, it would be desirable to provide separation between the flight deck and the aircraft cabin. In some cases, a simple curtain is stretched to separate the flight deck from the cockpit area as the flight crew enters and exits the aircraft.

Similarly, during in-flight operations, a flight crew member may need to leave the flight deck temporarily, requiring the cockpit door to be opened. Again, in these situations, it would be desirable to separate the cockpit area from the flight deck when the cockpit door must be opened during in-flight operations to provide the privacy, security, or both that may be necessary.

What is needed is an improved way to provide separation between different areas of an aircraft during airborne and ground operations.

A privacy door assembly is provided for installation in an aircraft, said aircraft has a flight deck separated from a cabin by a flight deck door, the privacy door assembly installable between the flight deck door and the cabin, comprising the privacy door assembly:

- a door frame comprising a first post and a second post, wherein the second post comprises a latch recess;

- a privacy door that can be rotatably coupled to the first post through a set of hinges, wherein the privacy door comprises

- a decompression latch arranged to engage the latch recess when the privacy door is in a closed position within the door frame where,

the decompression latch is configured to disengage from the latch recess in response to a decompression detected on a forward side of the privacy door and

wherein the privacy door further comprises a slam latch spring positioned to move a slam latch toward the first post, wherein the first post comprises a cylindrical striker, and wherein the cylindrical striker comprises a slot.

Also provided is a privacy door system for an aircraft, the aircraft of which has a flight deck separated from a cabin by a flight deck door, the system comprising the aforementioned privacy door assembly arranged between the door of the flight deck. flight deck and the aircraft cockpit, the cockpit door of which can be moved between a closed position and an open position, in which closed position the flight deck door separates the flight deck from the aircraft from an area of the aircraft cabin, preferably where the privacy door is arranged within the cabin area, behind the flight deck door, such that the privacy door, when in the closed position , separate the cockpit area into an intermediate cockpit area between the privacy door and the flight deck door, and a main cockpit area behind the privacy door, more preferred This is where the privacy door can be rotated to the intermediate area of the cabin in the open position.

Also provided is a method of establishing a privacy door with respect to an aircraft flight deck door, wherein the flight deck door, when in a closed position, separates an area of the flight deck. of the aircraft from an area of the aircraft cabin, comprising the method:

- positioning a door frame in the cockpit area, behind the flight deck door, where the door frame comprises a first post and a second post, and where the second post comprises a recess of latch;

- attach the door frame to the aircraft; Y

- coupling the privacy door to the first post through a set of hinges such that the privacy door, when in a closed position, separates the cabin area into an intermediate area of the cabin between the privacy door and the cockpit door and an area of the main cabin behind the privacy door, where the privacy door is rotatable through the set of hinges in the intermediate area of the cabin to a position open, wherein the privacy door comprises a decompression latch arranged to engage the latch recess when the privacy door is in the closed position, and wherein the decompression latch is configured to disengage from the latch recess in response to a decompression of the aircraft detected in front of the privacy door,

- wherein the door frame comprises a connector for coupling the door frame to an adjacent structure of the aircraft, and wherein coupling the door frame to the aircraft comprises coupling the connector to the adjacent structure such that the door frame maintains at least one degree of freedom of movement with respect to the adjacent structure,

- wherein the connector comprises a sliding pin positioned at an upper end of the first post and where the adjacent structure comprises a ceiling support, and where coupling the connector to the adjacent structure comprises coupling the sliding pin to the ceiling support in such a way so that the door frame maintains at least two degrees of freedom of movement with respect to the ceiling bracket.

The abstract of document US2002092951 (A1) states: 'The present invention is a locking system particularly suited to the requirements of restricting access to the cockpit of an aircraft, although the invention can equally be applied to a range of other applications. A locking system is disclosed that includes a door mounted locking bolt that can be actuated by a handle on the cockpit side of the door and by a key on the cab side of the door. The key actuator can be deactivated on the cab side of the door. The bolt is configured to engage a door frame mounted receiver bolt, the bolt and receiver bolt thereby interlocking in a manner that holds the bolt on the receiver bolt on the advent of the attempted forced entry into the cabin command, such as by a terrorist. The elements of the door frame are configured to automatically release the bolt and allow the door to open freely in the event of a sudden difference in air pressure between the cockpit and the cabin. Automatic release can also be activated by a manual switch or by a system override. '

The abstract of WO03106796 (A2) says: 'A method and apparatus for holding a panel in a closed position and releasing a panel upon application of changes resulting from a pressure change in an area contiguous to the panel. The apparatus includes a latch mechanism attached to a frame having a bolt for engaging the corresponding panel. The latch mechanism can be retained on the corresponding panel with the bolt attached to the frame. A pressure sensitive device is provided to detect a pressure change on one side of the panel and facilitate release of the bolt in response to a pressure change of a predetermined range or force. The latch mechanism and pressure sensitive device are vented or communicated with only one side of the panel. A reservoir on one side of the panel communicates with a pressure sensitive chamber of the pressure sensitive device. The reservoir is generally on the same side of the panel to provide a pressure volume which is generally isolated from ambient pressure, such as during a decompression event. The method includes a method of maintaining a latch mechanism in a closed position subject to a pressure change, including detecting the pressure change on only one side of the panel. '

The abstract of document WO03029585 (A2) reads: 'An apparatus, system and method that includes a closure device for movably retaining a panel with respect to a frame. The closure device includes at least one bolt which is carried in the closure device and is operatively associated with the panel to prevent disengagement of the panel. The closure device includes at least one pressure-sensitive device operatively coupled to the bolt to retain the bolt in a desired position and release the bolt when a predetermined pressure difference occurs with respect to two, generally opposite, sides of the panel or when there is a drop in pressure on one side of the panel. '

The abstract of document US6484449 (B1) says: 'Access device including an access device including at least one of a door and a window, the access device includes at least one openable element; and an opening apparatus adapted to open at least one openable element in the presence of a pressure difference of a predefined magnitude between opposite sides of the access device. '

The abstract of GB2419158 (A) reads: 'A door strike apparatus 10 to allow the opening of a door 142 in the event of a decompression condition experienced within an area of the flight deck including a supported housing 12 adjacent to door 142 and a swing arm 84 movable between a locked state that restricts rotation of door 142 and an unlocked state that allows rotation of door 142. A solenoid 52 having a locking member 54 retracted from strike arm 84 when strike arm 84 is in the unlocked state and engaged with strike arm 84 when strike arm 84 is in the locked state. Solenoid 52 is responsive to the decompression condition and selectively toggles locking member 54 out of engagement with slam arm 84 to allow automatic unlocking of slam arm 84 and door opening under decompression condition and upon release. engagement with swing arm 84 to allow selective locking of door 142 when the decompression condition is absent. The door strike apparatus 10 may include a secondary locking mechanism to temporarily absorb the force on the striking arm 84 in the decompression condition, allowing the solenoid 52 to retract the locking member 54.

The abstract of document WO03029591 (A2) says: 'An apparatus, system and method that includes a closure device (24) for movably retaining a panel (40) with respect to a frame (32). The closure device includes at least one bolt (78) which is carried in the closure device and is operatively associated with the panel to prevent disengagement of the panel. The closure device includes at least one pressure sensitive device (26) operatively coupled to the bolt to retain the bolt in a desired position and release the bolt when a predetermined pressure difference occurs relative to two, generally opposite sides of the bolt. panel or when a pressure drop occurs on one side of the panel.

Summary of document JPH11350839 (A) says: 'PROBLEM TO BE SOLVED: To fix a frame body to a dimpled construction, easy, efficient and safe, and exchange the frame body simply as required. SOLUTION: In a structure in which a frame body is fixed to an opening part of a wall, a clearance adjustment tool 4 is cut and fixed in a mounting free space between the opening part of the wall and the frame body. The mounting clearance is blocked by a cover. The clearance adjustment tool 4 is provided with a fixing part 8 that fixes the cover by locking the mounting clearance, an adjustment screw 9 is provided in the fixing part 8 to rotate, and a projection part 10 connected with the fixing part 8 to rotate and the adjustment screw 9 protruding. The clearance adjusting tool 4 arranged in the mounting clearance protrudes the projection part 10 through the adjusting screw 9 and presses the wall opening portion and the frame body into the mounting clearance. The frame body is fixed in a construction through a set screw that passes through the frame body. The mounting clearance blocking cover is connected with the fixing portion 8 of the clearance adjusting tool 4 through a connecting screw '.

The abstract for US5426819 (A) reads: 'Retention of a vehicle door by engaging the door in a controllable and secure manner in any of a large number of prescribed positions, particularly while exiting or entering the vehicle. Selected positions can be safely held by a pinion and ratchet, a friction brake or an electromagnetic coupling. The door retention mechanisms can be mounted on the door and the frame of the vehicle, and can be activated and released by essentially the same actuator, which illustratively is electromechanical. '

The features, functions and advantages that have been discussed can be achieved independently in various examples or can be combined in still other examples, further details of which can be seen with reference to the following description and drawings.

Illustrative examples, additional objects, and descriptions thereof will be better understood with reference to the following detailed description of an illustrative example of the present disclosure when read in conjunction with the accompanying figures.

Figure 1 illustrates a perspective view of a privacy door relative to an aircraft flight deck door, in accordance with an example implementation.

Figure 2 illustrates a plan view of a privacy door relative to an aircraft flight deck door, in accordance with an example implementation.

Figure 3 illustrates an exploded view of a privacy door assembly, in accordance with an example implementation.

Figure 4 illustrates a rear view of a privacy door in a closed position, as indicated in Figure 2, in accordance with an example implementation.

Figure 5 illustrates a cross-sectional view of a panel in both the closed and open positions, as indicated in Figure 4, according to an example implementation.

Figure 6 illustrates an exterior view of a privacy door in an open position, as indicated in Figure 2, in accordance with an example implementation.

Figure 7 illustrates another exterior view of the privacy door shown in Figure 6, according to an implementation example.

Figure 8 illustrates a rear view of a privacy door in a closed position, according to an implementation example.

Figure 9 illustrates another rear view of a privacy door in a closed position, according to an implementation example.

Figure 10A illustrates the internal components of the decompression latch and second post, in accordance with an example implementation.

Figure 10B illustrates the internal components of the decompression latch and second post, according to an example implementation

Figure 11 illustrates a door frame slide pin coupled to an aircraft roof bracket, in accordance with an example implementation.

Figure 12 shows a flow chart of an example method for operating a privacy door in an aircraft, in accordance with an example implementation.

Figure 13 shows a flow chart of an example method of establishing a privacy door relative to an aircraft flight deck door, in accordance with an example implementation.

The disclosed examples will now be more fully described with reference to the accompanying figures, in which some, but not all of the disclosed examples are shown. In fact, a number of different examples can be described and should not be construed as limited to the examples set forth herein. Rather, these examples are described so that this disclosure will be comprehensive and complete and will fully convey the scope of the disclosure to those skilled in the art.

Examples discussed herein include systems and methods for establishing and operating a privacy door in an aircraft, relative to an aircraft flight deck door. The privacy door can be located behind the cockpit door and can be closed whenever the cockpit door needs to be opened.

By the term "about" or "substantial" and "substantially" or "about", with reference to quantities or measurement values, it is understood that the recited characteristic, parameter or value need not be exactly achieved. Rather, deviations or variations, including, for example, tolerances, measurement errors, measurement precision limitations, and other factors known to those of skill in the art, may occur in amounts that do not preclude the effect that the characteristic was intended to achieve. provide.

Referring now to Figures 1 and 2, a portion of an aircraft 400 is shown, immediately behind the area 200 of the flight deck, or cockpit. Aircraft 400 may be, for example, a passenger aircraft, and may include a flight deck door 104. As shown in Figures 1 and 2, the flight deck door 104, when in a closed position 106, separates the area 200 of the aircraft cockpit 400 from the area 300 of the aircraft 400 cockpit. Similarly, the forward bulkhead 201, shown in Figures 1 and 2 and discussed below, separates the cockpit area 200 from the aircraft cabin area 300 400.

As noted above, it may be desirable in some situations to maintain the privacy and / or security of the flight deck area 200 and / or the flight crew in aircraft 400, even in cases where the cockpit door 104 flight may need to move to an open position. Accordingly, the aircraft 400 includes a privacy door 101 disposed within the cabin area 300 of the aircraft 400 and behind the door 104 of the flight deck. The privacy door 101, when in a closed position 103, separates the cabin area 300 into an intermediate cabin area 301 between the privacy door 101 and the flight deck door 104, and a main area 302 of the cabin behind the privacy door 101. In this configuration, the privacy door 101 can be closed when the flight deck door 104 needs to be opened. The flight deck door 104 and the privacy door 101 can be considered together as part of a privacy door system 100, as indicated in the perspective view of Figure 1.

Figure 2 shows a plan view indicating both the closed and open positions, in dashed lines, of the cockpit door 104 and the privacy door 101. Figure 2 shows the intermediate area 301 of the cabin, which may include, for example, a bathroom 303. Figure 2 also indicates two cross-sectional views of the privacy door 101. The first cross-sectional view, labeled 4-4, faces rearward when the privacy door 101 is in the closed position 103, and is detailed in Figure 4. The second cross-sectional view of the privacy door is labeled as 6-6, and is oriented in the outward direction toward the right side of the aircraft 400, when the privacy door 101 is in the open position 102, and is detailed in Figure 6.

The aircraft 400 privacy door system 100 further includes a door frame 107 which, together with the privacy door 101, may be considered a privacy door assembly 150, as shown in the exploded view of the Figure 3. As shown in Figure 3, the door frame 107 may include a first post 108 and a second post 109. The privacy door 101 can be rotatably coupled to the first post 108 through a set of hinges 124, such that the privacy door 101 can be rotated towards the intermediate area 301 of the cabin to an open position 102, as can be seen in Figure 2.

As shown in Figure 3, a latch recess 111 can be positioned within the second post 109 of the door frame 107. The latch recess 111 is arranged to engage a decompression latch 112 of the privacy door 101 when the privacy door 101 is in the closed position 103. Also, latch 112 The decompression can be configured to disengage from the latch recess 111 in response to a decompression of the aircraft 400 detected ahead of the privacy door 101.

In some implementations, privacy door 101 may generally remain open during aircraft operation as cabin crew (e.g. flight attendants) move between intermediate cabin area 301 and area 302. main cockpit, while the overall cockpit door 104 remains closed. Accordingly, in some embodiments, the hinge assembly 124 may include a hinge spring 125 positioned to move the privacy door 101 from the closed position 103 to the open position 102 when the decompression latch 112 and latch recess 111 are in position. decoupled. As shown in Figure 3, the hinge assembly 124 may include a hinge spring 125 at each of the multiple individual hinges, or alternatively there may be a single hinge spring 125. In addition, the privacy door 101 or door frame 107 may include other springs or similar components to move the privacy door 101 to the open position 102 when the decompression latch 112 and latch recess 111 are disengaged.

As noted above, decompression latch 112 may disengage from latch recess 111 in response to a decompression of aircraft 400 detected ahead of privacy door 101. For example, a decompression of aircraft 400 may be detected in the cockpit area 200, which can cause increased air pressure from the main cabin area 302 to be pulled forward into the cockpit area 200. Of flight. Because the air volume in the main cabin area 302 can be much larger than the air volume in the flight deck area 200, the airflow rate in the forward direction can be quite high. In this situation, decompression latch 112 may disengage from latch recess 111, as described below, allowing privacy door 101 to open. The flight deck door 104 can be similarly configured. This can allow both doors to fully open during a decompression in the flight deck area 200, which can help reduce the forces acting on the forward bulkhead 201 as a result of decompression.

Alternatively, a decompression of the aircraft 400 may be detected behind the privacy door 101. In this situation, it may not be necessary for the privacy door 101 or the flight deck door 104 to open fully, because a relatively smaller volume of higher air pressure from the flight deck area 200 would move. towards the relatively larger volume of the main cabin area 302. Accordingly, as shown in Figure 3, the privacy door 101 may include a vent 140, as shown in Figure 3. The vent 140 may include a plurality of openings 141 that form a fluid connection between the intermediate area 301. of the car and the main car area 302 when the privacy door 101 is in the closed position 103. In addition, the plurality of openings 141 may include an open area that is sufficient to carry an airflow rate from the intermediate cabin area 301 to the main cabin area 302 in response to a decompression of the aircraft 400 detected behind the aircraft. privacy door. For example, the open area can be large enough to transport the higher pressure air to the lower pressure area without imposing excessive structural loads on the privacy door 101, the door frame 107, and the adjacent structure of the aircraft 400. Thus, the privacy door 101 may not need to open in response to decompression in the main cabin area 302.

Other arrangements are also possible. For example, privacy door 101 may include an opening 142 that is covered by panel 143, as shown in Figures 4 and 5. Figure 4 shows a rear-facing view of privacy door 101 at position 103 closed, and thus shows the front side 133 of the privacy door 101. Figure 5 shows the cross-sectional view of the opening 142 and panel 143 indicated in Figure 4. The opening 142 may have a sufficient open area to carry an air flow rate from the intermediate cabin area 301 to the area 302 main cabin in response to a decompression of the main cabin area 302 when the privacy door is in the closed position 103, as discussed above. Panel 143 may be rotatably coupled to privacy door 101 and may further include a panel decompression latch 146 configured to engage privacy door 101 and hold panel 143 in the closed position 145 such that the panel 143 covers the opening 142. In response to a decompression of aircraft 400 detected behind the privacy door 101, the panel decompression latch 146 is further configured to disengage from the privacy door 101, and the panel 143 may be rotated in the main cabin area 302 from position 145 closed to position 144 open.

For example, Figures 4 and 5 illustrate a panel 143 that is rotatably coupled to the privacy door 101 along the lower edge of the panel, and includes a panel decompression latch 146 along its upper edge. Consequently, when the panel decompression latch 146 disengages from the privacy door 101, the panel 143 rotates back and down, toward the main cabin area 302, as seen in Figure 5. In some embodiments , the panel 143 may include a plurality of openings 141 to facilitate normal air flow between the intermediate area 301 of the cabin and the main area 302 of the cabin when the privacy door is closed. However, the plurality of openings 141 may not have a sufficient open area to carry the rate of air flow resulting from a decompression event, and therefore the panel 143 will rotate to the open position 144. In other implementations, panel 143 can be solid, without any openings. Other arrangements are also possible.

Figure 4 also illustrates a slam latch 130 that may be included in the privacy door 101, which includes a lever 132 that includes a second position 136, as well as a first position 135 shown in a broken line. The snap latch 130 and lever 132 will now be discussed in more detail with respect to Figure 6.

As noted above, the view shown in Figure 6 is oriented in the outward direction toward the right side of the aircraft 400, when the privacy door 101 is in the open position 102. For clarity, some items such as the hinge assembly 124 and the second post 109 are not shown in Figure 6. As mentioned above, the privacy door 101 in general can remain in the open position 102 during the operation of the door. the aircraft 400. Accordingly, the privacy door 101 may include a latch 130 positioned to engage a slot 131 in the first post 108 of the door frame 107 when the privacy door 101 is in the open position 102 and when slam latch 130 is in a first position 135. slam latch 130 may be located internally within privacy door 101, and is therefore shown in a dashed line in Figure 6.

Privacy door 101 may further include a slam latch spring 137 positioned to bias latch 130 toward first post 108. Similar to slam latch 130, slam latch spring 137 may be contained within privacy door 101. Other arrangements are also possible.

In addition, the latch 130 can be coupled to a lever 132 positioned on the front side 133 of the privacy door 101. Because the view shown in Figure 6 shows the privacy door 101 in the open position 102, it illustrates the rear side 134 of the privacy door 101. Therefore, lever 132 is shown as a dashed line in Figure 6, as it is on the opposite side of privacy door 101.

Lever 132 can be operated to move latch 130 away from first post 108 to a second position 136 to disengage latch 130 from slot 131. This is shown in Figure 7, which shows the same view of the privacy door 101 as shown in Figure 6. As can be seen in Figure 7, the slam latch spring 137 is compressed as the lever 132 moves from the first position 135 to the second position 136. Once the latch 130 is snapped out of the slot 131, the privacy door 101 for example, can be rotated from the open position 102 to the closed position 103.

After striking latch 130 is disengaged from slot 131, lever 132 can be released, and strike latch spring 137 can move the latch toward first post 108. This can cause strike latch 130 to bear on the first post 108 as the privacy door is rotated from the open position 102 to the closed position 103. Thus, in some embodiments, the first post 108 may include a cylindrical striker 138, and the cylindrical striker 138 may include the slot 131, as shown in Figures 6 and 7. The cylindrical striker 138 may generally protect the first strikes post 108 of the latch 130 slam during the opening and closing of the privacy door 101. Furthermore, in an embodiment where the first post 108 is square or rectangular in cross section, the cylindrical striker 138 may allow the privacy door 101 to rotate more smoothly, without the tip of the latch 130 snapping into the corners of the first. post 108.

Turning now to Figures 8 and 9, a rear view of the privacy door 101 is shown in the closed position 103. Accordingly, the front side 133 of the privacy door 101 is shown, and the lever 132 can be seen. Also, the lever 132 is in the second position 136, as the latch 130 is suddenly disengaged from the slot 131. Strike latch spring 137 is compressed, and biases latch 130 toward first post 108, where strike latch 130 abuts cylindrical striker 138.

In some embodiments, the second post 109 includes a gate 113 movable between an open position 114 and a closed position 115. The closed position 115 of the gate 113 is shown in Figure 8, and the open position 114 can be seen in Figure 9. The gate 113 can be configured to retain the decompression latch 112 within the latch recess 111. In addition, the gate 113 can be coupled to a knob 127 positioned on a forward side 110 of the second post 109, and the knob 127 can be operated to move the gate 113 to the open position 114 such that the gate 113 does not retain the latch. 112 decompression in latch recess 111. As shown in Figure 9, the gate 113 and knob 127 have been moved upward, such that the decompression latch can move freely out of the latch recess 111.

In this arrangement, with the knob 127 positioned on the forward side 110 of the second post 109, it may be possible to open the privacy door 101 from the intermediate area 301 of the booth. In contrast, the rear side of the second post 109 might not include some of the components to operate the knob 127 or the gate 113. Therefore, the privacy door 101 might not be opened via a handle or knob from the The main area 302 of the car when the gate 113 is in the closed position 115, which can improve the privacy and / or security of the privacy door 101.

However, it may be desirable to provide the ability to open the privacy door 101 from the main booth area 302, if the need arises. The ability to do so may be unobtrusive, although it may be known to the cabin crew, flight crew, or others. For example, gate 113 can be coupled to a main car cable 118 extending from second post 109 to main car area 302. aircraft 400. Main cabin cable 118 can be operated from main cabin area 302 to move gate 113 from closed position 115 to open position 114 such that gate 113 does not retain latch 112 decompression valve in latch recess 111. For example, the operable portion of the main cabin cable 118 may extend into the main cabin area 302 and be located somewhere that is not readily visible, such as behind a panel, or in a closet, among other possibilities.

Once the gate 113 is moved to the open position 114, the privacy door 101 can be opened from the main area 302 of the car. In some embodiments, the hinge spring 125 may move the privacy door 101 to the open position 102 once the gate 113 moves to the open position 114, and the decompression latch 112 is no longer engaged in the latch recess 111. .

In some embodiments, it may be desirable to allow privacy door 101 to open from area 200 of the flight deck. In one example, the privacy door 101 may close during the flight of the aircraft 400. For example, the cabin crew may disengage the latch 130 with a bang and close the privacy door 101 behind them upon entering the main area 302. from the cockpit and continue flight operations. This may allow the cockpit door 104 to open so that, for example, the pilot can enter the intermediate cockpit area 301 and use restroom 303. Once the pilot returns to the cockpit area 200 flight and close the cockpit door 104, there may be no crew members in the intermediate cockpit area 301 to reopen the privacy door 101 via knob 127. Therefore, the hatch 113 may be coupled to a flight deck cable 117 extending from the second post 109 to the area 200 of the aircraft flight deck 400. The flight deck cable 117 can be operated from the cockpit area 200 to move the gate 113 from the closed position 115 to the open position 114 such that the gate 113 does not retain the decompression latch 112 in the latch recess 111.

The privacy door system 100 discussed herein may include one or both of the main cabin cable 118 and the flight deck cable 117. Similar to the operation of the main cabin cable 118 discussed above, moving the hatch 113 to the open position 114 through the flight deck cable 117 may allow the privacy door 101 to open from the main area 302 of the cabin. cabin. Additionally or alternatively, the hinge spring 125 may move the privacy door 101 to the open position 102 once the gate 113 moves to the open position 114, and the decompression latch 112 is no longer engaged in the recess 111 of latch.

In some embodiments, the privacy door 101 can be rotated to the closed position 103, but the gate 113 can be left in the open position 114. This can allow the privacy door 101 to close in situations where the flight deck door 104 will not open. In such embodiments, the hinge assembly 124 could not include a hinge spring 125 to move the privacy door 101 to the open position 102. Alternatively, the latch recess 111 may include a smaller detent to loosely engage the decompression latch 112 such that the hinge spring 125 cannot rotate the privacy door 101, but such that a crew member can push the privacy door 101 to disengage the decompression latch 112 from the detent.

In these implementations, the flight deck cable 117 can be operated from the flight deck area 200 to move the hatch 113 to the closed position 115 so that the decompression latch 112 is retained within the recess 111 of the latch and lock the privacy door 101 in the closed position 103, to secure the intermediate area 301 of the cabin from the main area 302 of the cabin. This may allow the pilot to open the cockpit door 104.

In an example embodiment shown in Figure 10A, some internal components of decompression latch 112 and second post 109 can be seen. For example, hatch 113 can be moved by flight deck cable 117 between position 114 open and position 115 closed. With the gate 113 in the open position 114, the privacy door 101 can be closed such that the decompression latch 112 engages the minor detent in the latch recess 111, in that position the privacy door 101 is closed but not locked by hatch 113. While privacy door 101 is closed, flight deck cable 117 can be operated from cockpit area 200 to move hatch 113 from open position 114 to the closed position 115 to retain the decompression latch 112 in the latch recess 111 and lock the privacy door 101 in the closed position 103. With the gate 113 closed and the privacy door 101 closed, the privacy door 101 is locked to secure the intermediate booth area 301 from the main booth area 302. Similarly, while the privacy door 101 is open, the flight deck cable 117 can be operated from the flight deck area 200 to move the hatch 113 to the closed position 115, and a A crew member in the main cabin area 302 can close the privacy door 101 whereby the decompression latch 112 can retract and slide further from the hatch 113 into the latch recess 101 where the decompression latch 112 is retained. decompression, to lock the privacy door 101 and secure the intermediate area 301 of the cabin from the main area 302 of the cabin. With the privacy door 101 locked, the flight crew can exit the flight deck area 200 to the intermediate cockpit area 301. To then unlock the privacy door 101, the flight deck cable 117 can be operated from the flight deck area 200 to move the hatch 113 to the open position 114 that does not retain the decompression latch 112 within the latch recess 111 such that privacy door 101 is unlocked and can be opened from the intermediate cabin area 301, or pushed open from the main cabin area 302, to disengage the decompression latch 112 from the minor detent in the latch recess 111.

Figure 10B shows a view of an alternate implementation of decompression latch 112 and gate 113 in the closed position 115, including some internal components of decompression latch 112 and second post 109. For example, gate 113 may additionally include a gate spring 116 positioned to move gate 113 into the closed position 115 to retain decompression latch 112 within latch recess 111. In some implementations, when the flight crew plans to exit the cockpit area 200 and the privacy door 101 is open, a crew member in the main cabin area 302 may close the privacy door 101, then whereupon the decompression latch 112 retracts and slides further out of the gate 113 into the latch recess 111 where the decompression latch 112 is retained to lock the privacy door 101. With the hatch 113 moved to the closed position 115 and the privacy door 101 closed, the privacy door 101 remains locked to secure the intermediate cockpit area 301 from the main cockpit area 302, such that the flight crew it may exit the flight deck area 200 into the intermediate cockpit area 301. When the flight crew returns to the flight deck area 200, the flight deck cable 117 can be operated from the flight deck area 200 to move the hatch 113 to the open position 114, which compresses the gate spring 116 such that gate 113 does not retain decompression latch 112 within latch recess 111. Subsequently, and as indicated in the previous examples, the privacy door 101 can be moved to the open position 102 through the hinge spring 125 moving the door to open it (without any detent in the latch recess 111 to engage the latch 112 decompression). Similarly, moving gate 113 to the open position 114 by operation of knob 127, or by operation of main cab cable 118, as discussed in the previous examples, may also involve compression of spring 116 from the hatch.

As noted above, decompression latch 112 may be configured to disengage from latch recess 111 in response to a decompression of aircraft 400 detected ahead of privacy door 101. In some embodiments, as shown in Figures 10A and 10B, the privacy door 101 may include a decompression spring 126 positioned to move the decompression latch 112 toward the first post 108 so as to disengage the decompression latch 112 from the recess. 111 latch. For example, decompression spring 126 may be retained by a pin or similar structure that is released when forward decompression is detected, which may allow decompression spring 126 to move decompression latch 112 out of latch recess 111. .

A useful feature of the privacy door assembly 150 is that it may be possible to rebuild the door frame 107 and the privacy door 101 on an existing aircraft 400. However, it may be desirable in such situations to minimize the additional structural loads that may be imposed on the aircraft 400 by the privacy door assembly 150. For example, if the door frame 107 is connected to both the floor and ceiling of the aircraft 400 with fixed connections, then some expected deviations in the structure of the floor of the aircraft 400, for example, may induce additional loads on the structure. from the ceiling, transferred by the door frame 107, which would not otherwise be present.

Therefore, the door frame 107 can be installed such that one or more of the connections to the aircraft 400 maintain at least one degree of freedom of movement, to reduce load transfer along the door frame 107. door. For example, and referring to Figure 11, the door frame 107 may include a connector 119 for coupling the door frame 107 to an adjacent frame 120 of the aircraft 400. The connector 119, when coupled to the frame 120 adjacent to aircraft 400, can provide at least one degree of freedom of movement for door frame 107 relative to adjacent frame 120.

For example, as shown in the example of Figure 11, the connector 119 may include a slide pin 121 positioned at an upper end 122 of the first post 108, and the adjacent frame 120 may comprise a roof bracket 123 of the aircraft 400. Slide pin 121, when coupled to ceiling bracket 123, may include at least two degrees of freedom of movement for door frame 107 relative to ceiling bracket 123. In the example shown in Figure 11, slide pin 121 is free to move both vertically and left to right in ceiling bracket 123. Thus, any slight deviation from the aircraft floor 400, where the door frame 107 may have been fixed, might not cause an additional structural load on the roof support 123, through the door frame 107.

Referring now to Figure 12, there is shown a flow chart of a method 500 for operating a privacy door in an aircraft, in accordance with an example implementation. Method 500 shown in Figure 12 presents an example of a method that, for example, could be used with privacy door 101 on aircraft 400, as shown in Figures 1-11 and discussed above. It should be understood that for this and other processes and methods disclosed herein, the flow charts show the functionality and operation of a possible implementation of the present examples. Alternative implementations are included within the scope of the examples of this disclosure, in which the functions may run out of the order shown or discussed, even substantially in such a concurrent manner, depending on the functionality involved, as would be understood by those reasonably skilled in the art. The technique.

At block 502, method 500 includes, prior to opening flight deck door 104 from closed position 106, closing privacy door 101 such that privacy door 101 is closed when flight deck door 104 flight deck is open. As discussed above, aircraft 400 includes a flight deck door 104 which, when in a closed position 106, separates an area 200 of the aircraft deck 400 from area 300 of the aircraft cabin 400. The privacy door 101 is arranged within the area 300 of the aircraft cabin 400 and behind the door 104 of the flight deck such that the privacy door 101, when in a closed position 103, separates the cabin area 300 in an intermediate cabin area 301 between privacy door 101 and flight deck door 104 and a main cabin area 302 behind privacy door 101. As noted above, the privacy door 101 may be rotatably coupled to a first post 108 of a door frame 107 through a set of hinges 124. In addition, closing the privacy door 101 may include engaging a latch. Decompression 112 of the privacy door 101 with a latch recess 111 positioned within a second post 109 of the door frame 107.

For example, during ground operations when a flight crew first enters aircraft 400, the flight crew may enter the intermediate cabin area 301, and then close the privacy door 101 behind them before opening. the flight deck door 104 to enter the flight deck 200. As another example, during flight operations, the pilot of aircraft 400 may contact the cabin crew from the flight deck area 200 through an intercom or similar communication device, and let the crew fly cockpit know the need for the flight deck door 104 to be opened. The cabin crew can then close the privacy door 101, as discussed in the previous examples.

Furthermore, closing privacy door 101 may include first operating lever 132 to move latch 130 away from first post 108, from first position 135 to second position 136. This may disengage latch 130 from the slot. 131, before rotating the privacy door 101 to the closed position 103, as shown in Figure 8.

At block 504, method 500 includes opening the flight deck door 104. For example, the flight crew may open the cockpit door 104 for the reasons discussed above, which include rotation of the flight crew between flights, or if the flight crew needs to exit the cockpit area 200. flight during flight operations.

At block 506, method 500 includes, prior to opening privacy door 101, closing flight deck door 104 such that flight deck door 104 closes when privacy door 101 is open. . In this way, the flight crew and cabin crew can maintain a privacy and security barrier between the main cabin area 302 and the flight deck area 200 by maintaining the flight deck door 104 or the door. 101 privacy in a closed position while the other door is open.

At block 508, method 500 includes manually opening privacy door 101 from closed position 103 to open position 102. As noted above, manually opening the privacy door 101 may include disengaging the decompression latch 112 from the latch recess 111. In some implementations, the hinge assembly 124 may include a hinge spring 125, which may bias the privacy door 101 to the open position after the decompression latch 112 disengages from the latch recess 111.

As discussed above and as shown in Figures 6-8, the privacy door 101 may include a latch 130 positioned to engage a slot 131 in the first post 108 of the door frame 107 when the privacy door 101 is in the open position 102 and when the latch 130 is in a first position 135. Consequently, manually opening the privacy door 101 from the closed position 103 to the open position 102 may include engaging the latch 130 in a slot 131.

In addition, the bump latch 130 may include a bump latch spring 137, and engaging the bump latch 130 within the slot 131 may include moving the bump latch 130 toward the first post 108 and into the slot 131 through of the latch spring 137. In some implementations, the slam latch spring 137 may not be included in the privacy door 101, and engaging the slam 130 within the slot 131 may alternatively include operating the lever 132 to move the slam latch to the first. position 135 to engage latch 130 snapped into slot 131.

In some embodiments, the first post 108 may include a cylindrical striker 138, which may include the slot 131. In such embodiments, closing the privacy door 101 may include biasing the latch 130 toward the first post 108 via the spring. Slam latch 137 such that slam latch 130 supports cylindrical firing pin 138, as discussed above.

To facilitate manual opening of privacy door 101, second post 109 may include a gate 113 movable between an open position 114 and a closed position 115 configured to retain decompression latch 112 within latch recess 111, as discussed above and shown in Figures 8-9. In addition, the gate 113 may be coupled to a knob 127 that is positioned on a forward side 110 of the second post 109. Accordingly, in some examples, manually opening the gate 101 of the Privacy in block 508 of method 500 may include operating knob 127 to move gate 113 from closed position 115 to open position 114 so that gate 113 does not retain decompression latch 112 within latch recess 111. The privacy door 101 can then, for example, be opened from within the intermediate area 301 of the cabin using the knob 127. Alternatively, the hinge spring 125 can move the privacy door 101 to the open position 102 once the decompression latch 112 is no longer retained within latch recess 111.

Furthermore, although it may not be part of the normal operation of the privacy door 101, it may also be possible to manually open the privacy door 101 from the main booth area 302, in accordance with the examples discussed above. In particular, the gate 113 may be coupled to a main cabin cable 118 extending from the second post 109 to the main area 302 of the aircraft cabin 400, as shown in Figures 8-9. Therefore, in some embodiments, manually opening the privacy door 101 in method block 508 may include operating the main car cable 118 from the main car area 302 to move the gate 113 from position 115. closed to open position 114 in which gate 113 does not retain decompression latch 112 in latch recess 111. As discussed above, the operable portion of the main car cable 118 can be discreetly located within the main car area 302.

In some implementations, the privacy door 101 can also be opened manually from the flight deck area 200, as previously discussed. For example, the gate 113 may be coupled to a flight deck cable 117 that extends from the second post 109 to the area 200 of the aircraft flight deck 400, as shown in Figures 8-9. . Accordingly, in some examples, manually opening the privacy door 101 in method 500 block 508 may include operating the flight deck cable 117 from the flight deck area 200 to move the hatch 113 to the position. 114 open such that gate 113 does not retain decompression latch 112 in latch recess 111. As discussed above, the privacy door 101 can be moved to the open position 102 by the hinge spring 125, or it can be pushed open by a member of the cabin crew. In addition, gate 113 may include a gate spring 116 to move gate 113 to closed position 115, as shown in Figure 10B. Accordingly, moving gate 113 to open position 114 in the examples above may involve compressing gate spring 116.

In addition, the flight deck cable 117 can also be operated to move the hatch 113 to the closed position 115, as described in the previous examples. Therefore, it is also possible that closing the privacy door 101 in method 500 block 502 may involve operating the flight deck cable 117 from the flight deck area 200 to move the hatch 113 to the position. 115 closed such that the gate 113 retains the decompression latch 112 in the latch recess 111, thereby locking the privacy door 101 in the closed position 103 and securing the intermediate cabin area 301 from the main room 302 area. cabin.

As noted above, privacy door 101 can be configured to respond to a decompression event in aircraft 400 during in-flight operations. For example, the method 500 for the operation of the privacy door 101 may further include the steps of detecting a decompression of the aircraft 400 ahead of the privacy door 101 when the privacy door 101 is in the closed position 103. Furthermore, in response to the detected decompression of the aircraft 400 ahead of the privacy door 101, the method 500 may include automatically disengaging the decompression latch 112 from the latch recess 111.

In some implementations, as shown in Figures 10A and 10B, the privacy door 101 may include a decompression spring 126. In such implementations, automatically disengaging the decompression latch 112 from the latch recess 111 may include moving the decompression latch 112 toward the first post 108 through the decompression spring 126 such that the decompression latch 112 disengages the recess 111 from latch.

As mentioned in previous examples, the privacy door 101 can also be configured to respond to a decompression behind the privacy door 101. For example, as shown in Figures 4-5, privacy door 101 may include a panel 143 having a panel decompression latch 146 configured to engage privacy door 101 and hold panel 143 in a closed position 145. such that panel 143 covers an opening 142 in privacy door 101.

In this arrangement, the method 500 for the operation of the privacy door 101 may further include detecting a decompression of the aircraft 400 behind the privacy door 101 when the privacy door 101 is in the closed position 103. In response to the detected decompression of the aircraft 400 behind the privacy door 101, the method 500 may include disengaging the decompression latch 146 from the panel of the privacy door 101. For example, panel decompression latch 146 can be disengaged from privacy door 101 in a similar manner to decompression latch 112 discussed above.

Also, in some embodiments, panel 143 may be rotatably coupled to privacy door 101. In such embodiments, and in response to the detected decompression of the aircraft 400 behind the privacy door 101, the method 500 may further include rotating the panel 143 in the main cabin area 302. to an open position 144 such that opening 142 carries a flow rate of air from the intermediate cabin area 301 to the main cabin area 302, as shown in Figure 5 and discussed in the previous examples .

Referring now to Figure 13, there is shown a flow chart of a method 600 for establishing a privacy door with respect to an aircraft flight deck door, in accordance with an example implementation. The method 600 shown in Figure 13 presents an example of a method that, for example, could be performed by the privacy door system 100, as shown in Figures 1-11 and discussed above. It should be understood that for this and other processes and methods disclosed herein, the flow charts show the functionality and operation of a possible implementation of the present examples. In this regard, each block in the flowchart may represent a module, a segment, or a portion of the program code, which includes one or more instructions executable by a processor to implement or cause specific logical steps or functions in the process. For example, method 600 can be implemented by one or more computing devices of a robotic mounting system. Alternative implementations are included within the scope of the examples of this disclosure, such functions may run out of the order of which is shown or discussed, even substantially concurrently, depending on the functionality involved, as would be understood by those reasonably skilled in the art. .

At block 602, method 600 includes placing a door frame, such as door frame 107 shown in Figures 1 and 3, in area 300 of the aircraft cabin 400, behind the door. 104 of the flight deck. The door frame 107 is a part of the privacy door system 100, as indicated in Figure 1, which also includes the flight deck door 104 and the privacy door 101, along with some or all of the features. described in the previous examples.

As described above, the flight deck door 104, when in a closed position 106, separates an area 200 of the aircraft cockpit 400 from the area 300 of the aircraft cabin 400. In addition, the frame Door 107 may include a first post 108 and a second post 109, and the second post 109 may include a latch recess 111, as shown in Figure 3.

At block 604, method 600 includes coupling the door frame 107 to the aircraft 400. To facilitate this, the door frame 107 may include a connector 119 for coupling the door frame 107 to an adjacent frame 120. of the aircraft 400. As discussed above, it may be desirable to couple the door frame 107 to the aircraft 400 in such a way as to reduce the likelihood of the door frame 107 imposing additional structural loads on the aircraft 400. In Consequently, the coupling of the door frame 107 to the aircraft 400 may include the coupling of the connector 119 to the adjacent frame 120 such that the door frame 107 maintains at least one degree of freedom of movement relative to the frame. 120 adjacent.

In some implementations, as shown in Figure 11, the connector 119 may include a slide pin 121 positioned at an upper end 122 of the first post 108, and the adjacent frame 120 may include a ceiling bracket 123. Accordingly, coupling connector 119 to adjacent frame 120 may include coupling slide pin 121 to roof bracket 123 such that door frame 107 maintains at least two degrees of freedom of movement relative to roof bracket 123. , as discussed above.

At block 606, the method 600 includes coupling the privacy door 101 to the first post 108 through a set of hinges 124 such that the privacy door 101, when in a closed position 103, separates the area from the door. cabin 300 in an intermediate cabin area 301 between privacy door 101 and flight deck door 104 and a main cabin area 302 behind privacy door 101. The privacy door 101 is rotatable through the hinge assembly 124 in the intermediate area 301 of the cabin to an open position 102. In addition, the privacy door 101 may include a decompression latch 112 as discussed in the previous examples, configured to disengage from the latch recess 111 in the first post 108 in response to a decompression of the aircraft 400 detected in front of the door 101. Of privacy.

As noted above, and as shown in Figures 8-9, second post 109 may include a gate 113 movable between an open position 114 and a closed position 115 configured to retain decompression latch 112 within the recess. 111 latch. The second post 109 may further include a knob 127 to move the gate 113 to the open position 114 and then open the privacy door 101 from the intermediate area 301 of the car. In some embodiments, it may also be desirable to be able to move the gate 113 to the open position from the main area 302 of the car. Accordingly, method 600 may further include extending a main car cable 118 from gate 113 through second post 109 and into main car area 302 such that main car cable 118 is may operate from the main cabin area 302 to move the gate 113 from the closed position 115 to the open position 114, such that the gate 113 does not retain the decompression latch 112 in the latch recess 111. As discussed above, the main car cable 118 can be extended to a discrete location within the main car area 302.

Similarly, method 600 may include extending a flight deck cable 117 from gate 113 to flight deck area 200 such that flight deck cable 117 is operable from area 200 from the flight deck to move the gate 113 to the open position 114 such that the gate 113 does not retain the decompression latch 112 in the latch recess 111.

In some embodiments, the flight deck cable 117 may extend into the flight deck area 200 such that the flight deck cable 117 is operable from the flight deck area 200 to move the flight deck. gate 113 to the closed position 115 to retain the decompression latch 112 in the latch recess 111 and lock the privacy door 101 in the closed position 103, securing the intermediate cabin area 301 from the main cabin area 302 behind privacy door 101. This functionality may be provided in addition to, or as an alternative to, the operation of the flight deck cable 117 to move the hatch 113 to the open position 114.

As discussed in some of the earlier implementations, the privacy door 101 may include a latch 130, as shown in Figures 6-8. The slam latch 130 may be positioned to engage a slot 131 in the first post 108 of the door frame 107 when the privacy door 101 is in the open position 102 and the slam latch 130 is in a first position 135. In Consequently, after attaching the privacy door 101 to the first post 108 through the hinge assembly 124, the method 600 may include rotating the privacy door 101 to the open position 102 and engaging the latch 130 snapping into the slot 131 .

In some embodiments, as mentioned above, the latch method 130 may be coupled to a lever 132 positioned on a forward side 133 of the privacy door 101. In such embodiments, method 600 may further include operating lever 132 to swing latch 130 away from first post 108 to a second position 136. As discussed above and shown in Figures 6-7, by moving latch 130 snapped to second position 136, latch 130 snapped out of slot 131.

As mentioned above, the privacy door system 100 can perform the method 600. In addition to the features discussed regarding the performance of the method 600, the privacy door system 100 can include additional features as discussed in the other examples above. . For example, the privacy door 101 may be rotatably coupled to the door frame 107 through a set of hinges 124. In some embodiments, the set of hinges 124 includes a hinge spring 125 positioned to bias the door 101 privacy switch from closed position 103 to open position 102 when decompression latch 112 and latch recess 111 are disengaged.

In addition, the strike latch 130 described above with respect to method 600 may further include a strike latch spring 137 positioned to move the strike latch 130 toward the first post 108. In addition, the first post 108 may include a cylindrical striker 138 , which may include slot 131.

As discussed in previous examples, the privacy door system 100 may include features that can allow air to flow from a high pressure area to a low pressure area, in the event of an aircraft 400 decompression. For example, privacy door 101 may include a decompression spring 126, as shown in Figures 10A and 10B, which is positioned to move decompression latch 112 toward first post 108 so as to disengage latch 112 from decompression of latch recess 111 in response to decompression of aircraft 400 detected ahead of privacy door 101.

The privacy door system 100 can also provide airflow in the event of a subsequent decompression. For example, the privacy door 101 may include a vent 140, as shown in Figure 3. The vent 140 may include a plurality of openings 141 that form a fluid connection between the intermediate cabin area 301 and the main area 302. from the car when the privacy door 101 is in the closed position 103. The plurality of openings 141 may include an open area sufficient to carry a rate of air flow from the intermediate cabin area 301 to the main cabin area 302 in response to a decompression of the aircraft 400 detected behind the door 101 privacy, as discussed above.

Alternatively, the privacy door 101 may include an opening 142 which has a sufficient open area to carry a rate of air flow from the intermediate cabin area 301 to the main cabin area 302 in response to decompression of the Main cabin area 302 when the privacy door 101 is in the closed position 103. As shown in Figures 4-5 and discussed above, a panel 143 may be rotatably coupled to the privacy door 101, and the panel 143 may include a panel decompression latch 146 configured to engage the privacy door 101. privacy and hold panel 143 in a closed position 145 such that panel 143 covers opening 142.

The panel decompression latch 146 may be configured to disengage from the privacy door 101 in response to an aircraft 400 decompression detected behind the privacy door 101, as noted above. In addition, the panel 143 can be rotated toward the main cabin area 302 from the closed position 145 to an open position 144.

As discussed above, the privacy door system 100 can be established on an existing aircraft 400, through a privacy door assembly 150 rebuild facility shown in Figure 3. Thus, privacy door assembly 150 can be viewed as an installation kit, which can have standard dimensions that are compatible with multiple patterns of aircraft 400 within a given fleet.

The privacy door assembly 150 may include a door frame 107, such as the door frame 107 shown in Figure 3, which includes a first post 108 and a second post 109, where the second post 109 it comprises a latch recess 111. The privacy door assembly 150 also includes a privacy door 101 that can be rotatably coupled to the first post 108 through a set of hinges 124. The privacy door 101 further includes a decompression latch 112 arranged to engage the latch recess 111 when privacy door 101 is in a closed position 103 within door frame 107. In addition, the decompression latch 112 may be configured to disengage from the latch recess 111 in response to a detected decompression on a forward side 133 of the privacy door 101, similar to the examples discussed above.

As noted above, the hinge assembly 124 in the privacy door assembly 150 may include a hinge spring 125 positioned to move the privacy door 101 from the closed position 103 to an open position 102 when the decompression latch 112 and latch recess 111 are disengaged.

In addition, the privacy door assembly 150 may include a slam latch 130 as discussed above and as generally shown in Figures 6-8. Slam latch 130 may be positioned on privacy door 101 to engage a slot 131 in first post 108 of door frame 107 when privacy door 101 is in the open position 102 and when latch 130 is in the open position. a first position 135. The latch 130 may be coupled to a lever 132 positioned on a front side 133 of the privacy door 101. As in previous examples, lever 132 can be operated to move latch 130 away from first post 108 to a second position 136 so as to disengage latch 130 from slot 131.

Privacy door 101 of privacy door assembly 150 may further include a slam latch spring 137 positioned to bias latch 130 toward first post 108. As in previous examples, first post 108 may include a striker. 138 cylindrical, and cylindrical striker 138 may include slot 131.

Privacy door assembly 150 may also include, as part of second post 109, a gate 113 movable between an open position 114, and a closed position 115 configured to retain decompression latch 112 within latch recess 111. , as shown in Figures 8-9 and as discussed above. The gate 113 may be coupled to a knob 127 positioned on a forward side 110 of the second post 109, and the knob 127 may be operated to move the gate 113 to the open position 114 such that the gate 113 does not retain the latch 112 decompression within the latch recess 111.

In addition, the privacy door assembly 150 may include a flight deck cable 117 that can be coupled to the hatch 113 and extendable from the second post 109 forward of the privacy door 101. The flight deck cable 117 can be operated to move the hatch 113 from the open position 114 to the closed position 115 to retain the decompression latch 112 within the latch recess 111 and lock the privacy door 101 at the 103 position. closed. Additionally or alternatively, the flight deck cable 117 may be operated to move the gate 113 from the closed position 115 to the open position 114 such that the gate 113 does not retain the decompression latch 112 in the latch recess 111. .

In some implementations, the privacy door assembly 150 may include a main car cable 118 that can be coupled to the door 113 and extendable from the second post 109 behind the privacy door 101. Main cabin cable 118 can be operated to move gate 113 from closed position 115 to open position 114 such that gate 113 does not retain decompression latch 112 within latch recess 111. Additionally, gate 113 may include a gate spring 116 to move gate 113 to the closed position 115. Consequently, moving gate 113 to open position 114 in the examples discussed above may include compression of gate spring 116.

The privacy door assembly 150 may also include the decompression considerations noted above. For example, the privacy door 101 of the privacy door assembly 150 may include a decompression spring 126 as shown in Figures 10A and 10B. The decompression spring 126 may be positioned to move the decompression latch 112 toward the first post 108 so as to disengage the decompression latch 112 from the latch recess 111 in response to decompression sensed on the front side 133 of the privacy door 101. .

The privacy door 101 of the privacy door assembly 150 may also include the vent 140, which includes the plurality of openings 141, as shown in Figure 3 and discussed above. In some other embodiments, the privacy door 101 may include an opening 142, and a panel 143 rotatably coupled to the privacy door 101, as shown in Figures 4-5. Panel 143 may include a panel decompression latch 146 configured to engage privacy door 101 and hold panel 143 in a closed position 145 such that panel 143 covers opening 142. In addition, panel 143 is rotatable of the position 145 closed to an open position 144 on a rear side 134 of the privacy door 101. In addition, the panel decompression latch 146 may be configured to disengage from the privacy door 101 in response to a decompression detected on the rear side 134 of the privacy door 101.

The description of the various advantageous arrangements has been presented for illustrative and descriptive purposes, and is not intended to be exhaustive or limited to the examples as disclosed. Various modifications and variations will be apparent to those of skill in the art. Furthermore, different advantageous examples may describe different advantages compared to other advantageous examples. The selected example (s) are chosen and described for the purpose of explaining the principles of the examples, practical application, and to enable others skilled in the art to understand the disclosure of various examples with various modifications that are suitable for the particular use contemplated. .

Claims (13)

1. A privacy door assembly (150) for installation in an aircraft, said aircraft has a flight deck (200) separated from a cabin (300) by a flight deck door (104), the assembly (150 ) of privacy door installable between the door (104) of the flight deck and the cabin (300), the privacy door assembly (150) comprising: - a door frame (107) comprising a first post (108) and a second post (109), wherein the second post (109) comprises a latch recess (111); - a privacy door (101) that can be rotatably coupled to the first post (108) through a set of hinges (124), wherein the privacy door (101) comprises - a decompression latch (112) arranged to engage the latch recess (111) when the privacy door (101) is in a closed position (103) within the door frame (107), wherein, the decompression latch (112) is configured to disengage from the latch recess (111) in response to a decompression sensed on a front side (133) of the privacy door (101), and wherein the privacy door (101) further comprises a slam latch spring (137) positioned to move a latch (130) slammed toward the first post (108), wherein the first post (108) comprises a striker ( 138) cylindrical, and wherein the cylindrical striker (138) comprises a slot (131). The privacy door assembly (150) according to claim 1, wherein the hinge assembly (124) includes a hinge spring (125) positioned to move the privacy door (101) from position (103 ) closed to an open position (102) when decompression latch (112) and latch recess (111) are disengaged. The privacy door assembly (150) according to claim 1 or 2, wherein the privacy door (101) comprises the latch (130) positioned to engage the slot (131) in the first post ( 108) of the door frame (107) when the privacy door (101) is in the open position (102) and when the latch (130) is in a first position (135), where the latch (130 ) is coupled to a lever (132) positioned on the front side (133) of the privacy door (101), and where the lever (132) can be operated to move the latch (130) suddenly away from the first post (108) to a second position (136) to disengage the latch (130) at once from the slot (131). The privacy door assembly (150) according to any one of claims 1 to 3, wherein the privacy door further comprises: - an opening (142); Y - a panel (143) rotatably coupled to the privacy door (101), wherein the panel (143) comprises a panel decompression latch (146) configured to engage the privacy door (101) and hold the panel (143) in a closed position (145) such that the panel (143) covers the opening (142), where the panel (143) can be rotated from the closed position (145) to an open position (144) on a rear side (134) of the privacy door (101), and wherein the panel decompression latch (146) is further configured to disengage from the privacy door (101) in response to a detected decompression on the side. (134) back of the privacy door (101). 5. A privacy door system (100) for an aircraft (400), said aircraft (400) has a flight deck (200) separated from a cabin (300) by a flight deck door (104), the system (100) comprising the privacy door assembly (150) according to any of the preceding claims arranged between the door (104) of the flight deck and the cabin (300) of the aircraft (400), said door (104) of the cockpit can be moved between a closed position (106) and an open position (105), in said closed position (106) the cockpit door (104) separates the cockpit (200) from flight of the aircraft (400) from the area (300) of the aircraft cabin (400), preferably wherein the privacy door (101) is arranged within the cockpit area, behind the flight deck door (104), such that the privacy door (101), when in position (106 ) closed, separates the cockpit area into an intermediate cockpit area (301) between the privacy door (101) and the cockpit door (104), and a main cockpit area (302) behind of the privacy door (101), more preferably wherein the privacy door (101) is rotatable towards the intermediate area (301) of the cabin in the open position (105). The privacy door system (100) according to claim 5, wherein a flight deck cable (117) can be operated from within the flight deck (200) to move a hatch ( 113) between its open position (114) and its closed position (115), preferably wherein when the gate (113) is in its closed position (115), the decompression latch (112) is retained in the latch recess (111) and the privacy door (101) is locked in position (103) closed, such that the intermediate area (301) of the cabin is secured from the main area (302) of the cabin. The privacy door system (100) according to any one of the preceding claims 5 or 6, wherein the privacy door (101) further comprises a vent (140) having a plurality of openings (141) that form a fluid connection between the intermediate area (301) of the cabin and the main area (302) of the cabin when the privacy door (101) is in the closed position (103), and where the plurality of openings (141 ) comprises an open area sufficient to carry a rate of air flow from the intermediate cabin area (301) to the main cabin area (302) in response to a decompression of the aircraft (400) detected behind the door (101) privacy; me wherein the opening (142) in the privacy door (101) has a sufficient open area to carry a rate of air flow from the intermediate area (301) of the cabin to the main area (302) of the cabin in response to a decompression of the main cabin area (302) when the privacy door (101) is in the closed position (103). The privacy door system (100) according to any one of the preceding claims 5-7, wherein the door frame (107) comprises a connector (119) for coupling the door frame (107) to an adjacent structure (120) of the aircraft (400), wherein the connector (119), when coupled to the adjacent structure (120) of the aircraft (400), provides at least one degree of freedom of movement for the door frame (107) with respect to the adjacent frame (120). A method of establishing a privacy door (101) using a privacy door assembly (150) according to any of claims 1-4 with respect to an aircraft flight deck door (104) ( 400) wherein the cockpit door (104), when in a closed position (103) separates an area (200) of the aircraft cockpit (400) from the area (300) of the cockpit. the aircraft (400), comprising the method: - positioning a door frame (107) in the cockpit area (300), behind the flight deck door (104), wherein the door frame (107) comprises a first post (108) and a second post (109), and wherein the second post (109) comprises a latch recess (111); - coupling the door frame (107) to the aircraft (400); Y - coupling the privacy door (101) to the first post (108) by means of a set of hinges (124) in such a way that the privacy door (101), when in a closed position (106), separates the area (300 ) of the cabin in an intermediate area (301) of the cabin between the privacy door (101) and the door (104) of the flight deck and a main area (302) of the cabin behind the door (101) where the privacy door (101) can be rotated through the hinge assembly (124) towards the intermediate area (301) of the cabin to an open position (105), where the door (101) of Privacy comprises a decompression latch (112) arranged to engage the latch recess (111) when the privacy door (101) is in the closed position (106), and where the decompression latch (112) is configured to disengage of the latch recess (111) in response to a decompression of the aircraft (400) detected ahead of the door (101) d and privacy, - wherein the door frame (107) comprises a connector (119) for coupling the door frame (107) to an adjacent structure (120) of the aircraft (400), and where to couple the frame (107) of the door to the aircraft (400) comprises coupling the connector (119) to the adjacent structure (120) in such a way that the door frame (107) maintains at least one degree of freedom of movement with respect to the structure ( 120) adjacent, - where the connector (119) comprises a sliding pin (121) positioned at an upper end of the first post (108) and where the adjacent structure (120) comprises a ceiling support (123), and where to couple the connector (119) to the adjacent structure (120) comprises coupling the sliding pin (121) to the ceiling support (123) in such a way that the door frame (107) maintains at least two degrees of freedom of movement with respect to the support (123) ceiling. The method according to claim 9, wherein the second post (109) includes a gate (113) movable between an open position (114), and a closed position (115) configured to retain the latch ( 112) decompression within the latch recess (111), the method further comprising: - extending a flight deck cable (117) from the hatch (113) to the area (200) of the flight deck in such a way that the flight deck cable (117) is operable from the area (200) from the flight deck to move the hatch (113) to the closed position (115) so as to retain the decompression latch (112) in the latch recess (111) and lock the door (101) of the privacy in the closed position (103), securing the intermediate area (301) of the cabin from the main area (302) of the cabin behind the privacy door (101). The method according to claim 9, wherein the second post (109) includes a gate (113) movable between an open position (114) and a closed position (115) configured to retain the latch (112 ) decompression into the latch recess (111), The method further comprises extending a flight deck cable (117) from the hatch (113) to the flight deck area (200) such that the flight deck cable (117) is operable at from the flight deck area (200) to move the gate (113) to the open position (114) such that the gate (113) does not retain the decompression latch (112) in the recess (111) of the latch, preferably further comprising: extend a main car cable (118) from the gate (113) through the second post (109) and into the main car area (302) such that the main car cable (118) is operable from the main area (302) of the car to move the gate (113) from the closed position (115) to the open position (114) such that the gate (113) does not retain the latch (112) decompression in the latch recess (111), to allow the privacy door (101) to open from the main cabin area (302). The method according to any one of claims 9-11, wherein the privacy door (101) comprises a latch (130) positioned to engage a slot (131) in the first post (108) of the frame (107) of the door when the privacy door (101) is in the open position (102) and the latch (130) is suddenly in a first position (135), the method further comprising: - after coupling the privacy door (101) to the first post (108) through the hinge assembly (124), rotating the privacy door (101) to the open position (102); Y - engaging the latch (130) snapping into the slot (131), preferably wherein the latch (130) is coupled to a lever (132) positioned on a front side (133) of the privacy door (101), the method further comprising: - operating the lever (132) to move the latch (130) suddenly away from the first post (108) to a second position (136), where moving the latch (130) suddenly to the second position (136) disengages the latch (130) snapped out of slot (131). The method according to any one of claims 9-12 for establishing a privacy door (101) with respect to an aircraft flight deck door (104), using an aircraft door assembly (150). privacy according to any of the preceding claims 1-4 or a privacy door system (100) according to any of the preceding claims 5-8.