FR3071222A1 - SYSTEM AND METHOD FOR SUPPORTING AND GUIDING AN AIRCRAFT OPENING - Google Patents

Abstract

This system for supporting and guiding an aircraft opening comprises at least two connecting rods (5, 6) each comprising a first end (7) intended to be connected to the opening and a second end (8) intended to be linked to the fuselage of the aircraft, the ends of each connecting rod each comprising a hinge (9) about a first axis of rotation (A1) with respect to the door and the fuselage and a second axis of rotation (A2) relative to the connecting rods, distinct from the first axis, the first axes of rotation (A1) of the first and second ends being parallel and offset with respect to each other and the second axes of rotation (A2) of the first and second ends being parallel and offset with respect to each other.

Description

SYSTEM AND METHOD FOR SUPPORTING AND GUIDING AN AIRCRAFT OPENING ELEMENT

DESCRIPTION

TECHNICAL FIELD [0001] The invention relates to technical support systems and guidance for aircraft doors. It relates in particular, and in no way to limit it, to a system for supporting and guiding a cabin door for an aircraft.

STATE OF THE ART [0002] Aircraft are conventionally provided with cabin access doors for embarkation and disembarkation of passengers, conventionally designated by the term PAX doors, OWEED emergency exit doors (acronym for "Overwing Emergency Exit Door" and CARGO doors for freight.

With regard to aircraft cabin doors, a PAX door comprises, at its lateral sides, holding parts commonly called “stops”, intended to cooperate, in the closed position of the door, with corresponding retaining pieces or stops situated on a frame structure of the door integral with the fuselage.

The assembly can be carried out either in the "fixed stop" configuration or in the "mobile stop" configuration.

In the "fixed stop" configuration, the access doors are supported, at their own fixed stops, on a set of peripheral stops fixed on the framing structure.

In the "movable stop" configuration, several movable holding pieces, generally linked to the door, are arranged opposite fixed elements, generally arranged on the framing structure.

The contacts between the stops of the access door and the stops of the door frame structure then prevent the door from opening under the effect of the pressure prevailing in the cabin. When closing, a peripheral seal provided between the door and the framing structure seals between the interior of the cabin and the exterior.

To open the door, it is first necessary to release the stops.

In the case of fixed stops, the release of the stops is effected by a generally vertical translation of the door in order to release the fixed stops of the door, on the one hand, and of the fuselage, on the other hand.

In the case of movable stops, the stops are released individually by a movement which can be of rotation or translation.

The door is then released from its framing structure. When released, the door can be supported and guided either by an articulated arm relative to the fuselage, or by a hinge. The arm or the hinge can be arranged either laterally with respect to the door, or above the door.

When the arm or the hinge is positioned laterally, the axis of articulation or rotation is vertical. On the contrary, when the arm or the hinge is located above the door, the door is then moved relative to a horizontal axis.

In the case of the use of an arm with a vertical articulation axis, the door is parallel to the fuselage in the final open position. The use of a hinge, on the other hand, results in an inverted position relative to the fuselage, the outside face of the door being turned towards the outside of the fuselage.

The arm version with a vertical axis of rotation is today mainly used for PAX doors.

For OWEED doors, an arm version is more often used with a horizontal axis of rotation. The arm versions with vertical axis of rotation and hinged can also be used.

The hinged version is today mainly used for CARGO doors, with a horizontal axis of rotation.

An arm with a vertical axis of rotation requires the addition of an additional guide system to guide the door during opening.

Two different principles are usually used.

The first principle is to add two connecting rods in the upper part to thus form with the arm a joint with three branches. The second principle consists in integrating a guide mechanism in the arm, using combinations of sprockets / chains and / or sprockets / racks and / or levers / connecting rods.

In the final position, the door is in a position external to the access zone, generally designated by the term "clearance" by Anglo-Saxons, and most often outside the fuselage.

In the case of the use of an arm associated with a guide system by connecting rods, a first drawback is the reduction in the access area generated by the implantation of connecting rod anchoring fittings on the fuselage . This requires adopting a larger cut than necessary in height so as not to reduce the access area.

Another disadvantage is that the connecting rods impose on the door a lateral movement in the upper part during vertical translation, which can reduce the clearance between the door and the fuselage. It should also be noted that, in this case, the function of supporting the door by the arm is dissociated from the function of guiding the door by the two connecting rods, which increases the number of parts.

In the case of the use of an arm associated with an internal guide mechanism, in addition to the difficulty in accommodating such a mechanism inside the arm, the complexity, the cost and the mass of the guide mechanism, the effectiveness in terms of guide stability is poor due to the play related to the structure of the mechanism. This solution can also generate a reduction in the passage between the door and the fuselage.

Finally, as regards the OWEED doors, reference may be made to document EP 0 876 954 which describes an aircraft emergency door comprising two arms articulated on the fuselage and located above the door to lift the door into position opened. While being articulated, the arms are led by guide means provided on mounting panels integral with the door panel.

Such architecture also poses the aforementioned problems related to the presence of the guide means.

DESCRIPTION OF THE INVENTION In view of the above, there is a need for a support and guidance system solving all or part of the problems of the state of the art.

The invention thus relates, according to a first aspect, to a support and guidance system for an opening of the aircraft.

This support comprises at least two connecting rods each comprising a first end intended to be linked to the leaf and a second end intended to be linked to the fuselage of the aircraft, the ends of each connecting rod each comprising an articulation around a first axis of rotation relative to the door and the fuselage, respectively and a second axis of rotation relative to the connecting rods distinct from the first axis, the first axes of rotation of the first and second ends being parallel and offset one with respect to the other and the second axes of rotation of the first and second ends being parallel and offset from one another.

The two connecting rods guide the door during the entire movement and also support the mass of the door as soon as it leaves the frame of the fuselage, which constitutes an appreciable gain in the number of parts entering the constitution of the support and guidance system.

The connecting rods hinged relative to the door on the one hand, and relative to the fuselage, on the other hand, around two axes of rotation, allow dissociation of the output movement of the frame and the release movement of the passage area and a reduction in the angle of rotation of the connecting rods, when the door is released in the fully open position and thus make it possible to use only two connecting rods for guiding whereas three are generally necessary.

In addition, thanks to the use of the link by connecting rods, in the closed position, the door remains free to move in two degrees of horizontal and vertical freedom and can thus adapt to the various deformations of the fuselage on the ground and in flight, without additional adaptation mechanism.

In the open position, the door remains free to move vertically under the effect of a vertical upward force, for example to adapt to a vertical movement of the floor of an access walkway ("overlift », In English), without additional mechanism.

According to another characteristic of the support and guidance system, the first axes and the second axes delimit two respective quadrilaterals, deployable respectively during a first phase and a second phase of deployment of the opening.

Note that, through the use of connecting rods, the movement of the opening during the first phase can be done without lateral displacement component, which facilitates the implementation of the first phase of the opening.

Advantageously, the system comprises at least a first stop limiting the movement of the first quadrilateral formed by the first axes, during the first deployment phase of the first quadrilateral and supporting the door at the end of said first phase.

We can also provide that the system comprises at least a second stop limiting the deployment of the second quadrilateral formed by the second axes of articulation during the second deployment phase of said second quadrilateral.

Advantageously, the joints are cardan joints.

In one embodiment, the first and second axes are substantially perpendicular.

We can predict that the second axes are oriented so that the movement of the opening during the second phase has a vertical component.

According to yet another characteristic, the length of each connecting rod constitutes a means of adjusting the positioning of the opening during at least one of said first and second phases.

Advantageously, each connecting rod has at least one elbow.

The invention also relates, according to a second aspect, to a method of opening an aircraft opening by means of a support and guidance system as defined above, comprising a first phase during which the opening is released from a frame structure secured to the fuselage of the aircraft by rotation of the connecting rods around the first axis of rotation extending horizontally and a second phase of release of the opening by rotation of the connecting rods around the second axes of rotation extending vertically.

BRIEF DESCRIPTION OF THE FIGURES Other objects, characteristics and advantages of the invention will appear on reading the following description, given solely by way of nonlimiting example and made with reference to the appended drawings in which:

FIG. 1 is a front view of an aircraft cabin door, in the closed position, provided with a support and guidance system according to the invention;

FIG. 2 is a detailed view of the connecting rods of the support and guide system visible in FIG. 1;

FIGS. 3a and 3b are side views of the support and guide system visible in FIG. 1 in the locked position and in the position for extracting the door from the frame structure, respectively, during the first deployment phase. Door ;

FIGS. 4a and 4b are top views of the support and guide system of FIG. 1 during the second deployment phase of the door; and

FIG 5 is a schematic view of the door of Figure 1 during the various stages of deployment of the door.

DETAILED DESCRIPTION Reference will first be made to FIG. 1 which illustrates a PAX cabin I door of an airplane or, in general, of an aircraft, seen from inside the cabin, and shown upright.

Although Figure 1 illustrates a cabin door, it is not, however, outside the scope of the invention when it applies to any other type of opening, such as an OWEED emergency exit door , or a CARGO door for freight.

Door I, visible in Figure 1, has a door panel 1 with a window 2 and hinged relative to a frame structure integral with the fuselage 3 of the aircraft.

It is here mounted in an articulated manner relative to the fuselage between a fully closed position (visible in Figure 1) in which it is locked against the frame structure and a fully open position in which it is released laterally relative to the cabin access area, designated by the anglosaxons by the term "clearance".

It includes a set of holding elements or "stops", intended to cooperate with complementary stops provided on the frame structure to lock the door in the closed position.

The opening kinematics of the cabin door includes a prior phase of release of the stops, an exit phase, in which the panel 1 is extracted from the frame structure, then a release phase in which the panel 1 extract from the frame structure is moved laterally to clear the access area.

The door I is also provided with a support and guidance system 4 which provides support and guidance for the door during the exit phase and the release phase.

In the embodiment illustrated in the figures, the system 4 comprises two connecting rods 5 and 6, respectively upper and lower, each provided with a first end 7 provided with a joint linked to an element represented by a cylinder C integral with the panel 1 and a second end 8 comprising a hinge linked to an element represented by a cylinder C ′ linked to the fuselage of the aircraft.

Referring to Figure 2, the joints are universal joints 9 which have two degrees of freedom. Each articulation in fact comprises a first axis A1 of generally horizontal rotation which constitutes a cardan joint / door or cardan joint / fuselage and a second axis of rotation A2, generally vertical, which constitutes a cardan joint / connecting rod.

Of course, it is not beyond the scope of the invention when the axis of rotation Al cardan / door or cardan / fuselage is generally vertical and the axis of rotation A2 cardan / connecting rod is generally horizontal.

The first hinge pin A1 is used during the exit phase of the door panel 1, while the second axis of rotation A2 is used during the release phase of the panel.

The two connecting rods 5 and 6 are bent and more precisely comprise two elbows 10 and 11 with opposite concavities giving each connecting rod a generally S shape. Thus, from the first end, each connecting rod has a first part 12, for example rectilinear by which it is articulated relative to the panel 1, extended by the first elbow 10, then by a second rectilinear part 13, by the second elbow 11, then by a third part 14 articulated relative to the fuselage 3.

We can advantageously provide that the third part 14 is itself arched so as to maintain sufficient clearance to allow the full clearance of the door in the presence of the fuselage.

Of course, the shape of the connecting rods is by no means limiting. Any other shape could also be adopted, as a variant, insofar as the first axes of rotation A1 of the two ends of connecting rods are offset with respect to each other and that, of course, the axes of rotation A2 are also offset from each other. Thus, for example, the two connecting rods may comprise, in various embodiments, two elbows with concavities turned in the same direction or in two neighboring directions, a single bend or be straight or have any other geometry between their ends.

The four universal joints / door on the one hand, and universal joint / fuselage, on the other hand, constitute a first quadrilateral EFGH, while the four universal joints / rod constitute a second quadrilateral IJKL.

During the exit phase of the panel 1, in which the panel 1 is extracted from its frame structure, the first quadrilateral EFGH is deployed towards the outside of the cabin, by rotation around the axes of rotation A1 by relative to the door and the fuselage, while during the release phase, the second quadrilateral IJKL is deployed towards the outside of the cabin by rotation around the axes of rotation A2 relative to the connecting rods.

The opening sequence is thus separated into two successive phases, namely a first phase allowing the extraction of the door from its frame on the fuselage and a second phase of release of the door from the passage area thus authorizing passenger entry and exit.

FIGS. 3a and 3b show the configuration of the cabin door, respectively in the closed position, after prior release of the stops, and at the end of the first exit phase in which the panel is released from the support structure.

During the first phase, the first quadrilateral EFGH is deployed towards the outside of the cabin (arrow Fl).

The support and guidance system is advantageously provided with a first stop Bl, diagrammatically shown, for example provided on the universal joint / fuselage or on the universal joint / door joint in order to limit the amplitude of this first movement. This stop then takes up the mass of the door at the end of this first movement to support the door during the second consecutive movement.

During the second phase of the movement, visible in FIGS. 4a and 4b, the second quadrilateral IJKL is deployed towards the outside of the cabin by rotation around the axes A2 to release the door from the so-called clearance area. Thus authorizing the entry and exit of passengers.

A stop B2, also schematically shown, can be provided to limit the amplitude of this second movement. This second stop B2 is provided on the universal joint / connecting rod on the door side or on the fuselage side.

Referring to Figure 5, the first phase of the door movement consists, from a closed PI position, to move the door to an intermediate position P2 outside the frame structure (arrow Fl) , while the second phase (arrow F2) deploys the door panel 1 to its fully open position (P3).

It will be noted that, in the first phase, the offset between the axes of rotation A1 of the two ends of the connecting rods allows adjustment of the intermediate position P2, while the overall length of the connecting rods, and more particularly the offset between the axes A2 on both ends of the connecting rods allows adjustment of the travel of the door panel in the open position.

Note, however, that in the closed position of the door, the two connecting rods can be perfectly integrated under the door trim, the first quadrilateral EFGH being substantially folded flat against the panel, in this position.

In the case where the prior phase of release of the stops is effected by a generally vertical translation of the door panel, in particular upwards, the first phase of extraction of the door advantageously allows the door panel to be brought back to its original level by tilting the panel outwards and downwards.

As described above, the cardan / connecting rod axes of rotation are generally vertical. It is also possible, as a variant, to adequately orient these axes A2 as illustrated in the figures so that during the second phase of deployment of the door, the movement has a vertical component, for example upwards, in order , for example, to move the door away from the floor of an access walkway or for example downwards, in order, for example, to release the door automatically under the effect of its mass.

Furthermore, the two connecting rods can have different lengths. The length of the connecting rods can be adjusted independently in order to obtain a different orientation of the door at the end of the first phase of the movement, for example to favor the distance from the upper or lower part of the door.

During the first phase, the movement of the door 5 takes place along the axis Al around the first end of the connecting rods. By modifying the offset between the axes Al, it is possible to obtain a consecutive inclination of the door at the end of the first phase.

Similarly, during the second phase, the door moves along the axis A2 around the second end of the 10 connecting rods. By modifying the offset between the axes A2, it is possible to obtain a consecutive inclination of the door in the final position. These adjustments are of course independent for the two phases.

It will thus be understood that the shape of the connecting rods constitutes a means of adjusting the position of the opening during at least one of the first and last phases.

Claims (11)

1. Support and guidance system for an aircraft opening, characterized in that it comprises at least two connecting rods (5, 6) each comprising a first end (7) intended to be linked to the opening and a second end (8) intended to be linked to the fuselage of the aircraft, the ends of each connecting rod each comprising an articulation (9) about a first axis of rotation (A1) relative to the door and to the fuselage and a second axis of rotation (A2) relative to the connecting rods, distinct from the first axis, the first axes of rotation (Al) of the first and second ends being parallel and offset with respect to each other and the second axes of rotation (A2) first and second ends being parallel and offset from each other. 2. System according to claim 1, wherein the first axes (A1) and the second axes (A2) delimit two respective quadrangles deployable respectively during a first phase and a second phase of deployment of the opening. 3. System according to claim 2, comprising at least a first stop (Bl) for limiting the displacement of the first quadrilateral formed by the first axes during the first phase of deployment of the first quadrilateral and supporting the opening (1) in end of said first phase. 4. System according to one of claims 2 and 3, comprising at least a second stop (B2) for limiting the movement of the second quadrilateral formed by the second axes of articulation during the second deployment phase of said second quadrilateral. 5. System according to any one of claims 2 to 4, wherein the shape of said connecting rods (5, 6) constitutes a means of adjusting the position of the opening during at least one of said first and second phases . 6. The system of claim 5, wherein the second axes are oriented so that the movement of the opening (1) during the second phase has a vertical component. 7. System according to any one of claims 1 to 6, in which each connecting rod (5, 6) comprises at least one elbow (10, 11). 8. System according to any one of claims 1 to 7, in which the joints (9) are cardan joints. 9. System according to any one of claims 1 to 8, wherein the first and second axes (A1, A2) are substantially perpendicular. 10. Method for opening an aircraft opening by means of a support and guide system (4) comprising at least two connecting rods (5, 6) each comprising a first end (7) linked to the opening (1) and a second end (8) linked to the fuselage of the aircraft, the ends of each connecting rod each comprising an articulation (9) about a first axis of rotation (A1) relative to the opening and to the fuselage and a second axis of rotation (A2) relative to the connecting rods distinct from the first axis, the first axes of rotation (A1) of the first and second ends being parallel and offset with respect to each other and the second axes of rotation (A2) of the first and second ends being parallel and offset relative to each other, characterized in that it comprises a first phase during which the opening (1) is released from a structure of integral frame of the fuselage by rotation of connecting rods (5, 6) around the first axes of rotation (A1) and a second phase of disengaging the opening by rotating the rods around the second axes of rotation. 11. Opening of an aircraft, characterized in that it comprises a system for guiding the opening according to any one of claims 1 to 9.