US20020000493A1 - Method and device for closing a door of an aircraft - Google Patents
Method and device for closing a door of an aircraft Download PDFInfo
- Publication number
- US20020000493A1 US20020000493A1 US09/845,530 US84553001A US2002000493A1 US 20020000493 A1 US20020000493 A1 US 20020000493A1 US 84553001 A US84553001 A US 84553001A US 2002000493 A1 US2002000493 A1 US 2002000493A1
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- US
- United States
- Prior art keywords
- latching
- door
- locking
- shaft
- single drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
- B64C1/1407—Doors; surrounding frames
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B17/00—Accessories in connection with locks
- E05B17/0025—Devices for forcing the wing firmly against its seat or to initiate the opening of the wing
- E05B17/0029—Devices for forcing the wing firmly against its seat or to initiate the opening of the wing motor-operated
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B17/00—Accessories in connection with locks
- E05B17/0025—Devices for forcing the wing firmly against its seat or to initiate the opening of the wing
Definitions
- the invention relates to a method and a device for closing a door, particularly of an aircraft.
- a door When a door is closed in a closed position, it is then also brought into a latched position, whereby the door is latched in the frame of the fuselage structure by a latch mechanism.
- Conventional aircraft doors have at least one latch mechanism with a drive shaft drivable by a latch drive.
- the drive shaft is connected to a latch element arranged on a latch axis or shaft and to the latch drive.
- the latch element is adapted for engaging a latch stop arranged in the frame of the aircraft structure.
- German Patent Publication DE 197 02 084 C1 discloses such a door for an aircraft. The door is moved from an open position to a closed position and then to a latched position, with the door being latched in the frame of the fuselage structure by a latch mechanism.
- the latch mechanism brings the door into a latched position and holds it there.
- the latch mechanism for a passenger door functions independently of a support device and of a tilt-position control of the passenger door.
- the passenger door is latched by a bolt or a hook movable into a latching position, whereby the bolt engages an anchorage in the door frame of the aircraft structure, or the hook reaches behind a stop.
- the latch mechanism with the bolt or hook is for example activated by a rotatable drive shaft which is connected to the manually operable hand lever.
- Aircraft which are in service today are equipped with doors which are manually swingable, by activating a hand lever, into the closed position and onward into the latched position.
- the force of the hand lever is transmitted to the latching axis or shaft with the bolt or hook through a drive shaft and a rod assembly.
- the method according to the invention achieves the foregoing objects in that a latch mechanism which holds the door in a latched position is locked by means of a safety lock mechanism which due to a delayed movement of a respective force transmission coupling is activated by a single drive, whereby the latching and safety locking steps are performed in sequence by the same drive.
- a single drive shaft for a latching mechanism is also connected to a safety lock mechanism by a respective force transmission coupling.
- the safety lock mechanism is hingeably or slideably held on a lock axis. Further, the safety lock mechanism is arranged so as to engage a lock element attached to a latch axis.
- the latch drive is guided according to the invention along a remaining travel distance by means of a single drive for the latching and the locking, with a delayed movement of the safety locking mechanism into a safety locking position with a slightly spaced apart engagement with a lock element on the latch axis.
- the delayed movement is transferred to the lock element or elements from the single drive through a second force transmission coupling, with the latch drive or first force transmission coupling remaining in the latching position.
- the single drive and first and second couplings or force transmissions comprise for example a gear arrangement. Preferred, however are coupling rods and journal links. Gear wheels, cam disks or a cam controls are also suitable for realizing the first and second couplings.
- rods and journal links with angular positions and dead points are particularly cost-effective.
- these rods and links with angular positions and dead centers or points constitute the force transmission couplings between the single drive and the latching and safety locking mechanisms.
- An intermediate shaft can be arranged between the drive shaft and the lock drive or between the drive shaft and the latch drive. In this way, the movement mechanism can be optimized.
- the latch axis or shaft can be connected to a transmission mechanism which synchronizes latching and locking of a vent flap in the door, relative to the latch and lock mechanism of the door.
- an indicator for showing the door status “closed”, “latched” and “safety locked” may be coupled to the single drive.
- the drive shaft can be connected to a transmission mechanism which guides the door from an open position to a closed position and vice versa.
- the invention is suitable for use in doors other than aircraft passenger doors. Any closure that needs to be latched and locked can be equipped with the present apparatus.
- the term door is intended to include, e.g., any freight door, any cargo hatch closure, any closable engine fairing or any other closures that are not subject to pressure, in the secondary structure of an aircraft such as cabin doors and closures of passageways between decks.
- the term door further includes any closure cover which in its open position is not connected to the frame of a fuselage structure.
- the invention provides the advantage that with only one drive, which already exists for the purpose of latching, the additional function of “safety locking” is achieved, whereby savings are achieved by avoiding additional production costs and additional door weight. There is no increase in inspection expenditure.
- latching and following safety locking involves an additional operator function at the door, the operator comfort achieved by a single drive is maintained, particularly since any direction reversal of the drive between latching and safety locking is avoided according to the invention.
- FIG. 1 is a diagram of a first embodiment according to the invention in a latched position and in a locked latched position also referred to as “safety locked” position;
- FIG. 2A shows a second embodiment of the present apparatus in its unlatched and unlocked position
- FIG. 2B shows the apparatus of FIG. 2A in the latched position but still in the unlocked position
- FIG. 2C shows the apparatus of FIG. 2A in the latched position and in the safety locked position.
- the passenger door 20 , 200 as such is a construction which is known from DE 197 02 084 C1 mentioned above.
- the passenger door is hingeable by a support arm on one side of the door frame DF of the aircraft fuselage F, so as to be liftable, swingable, and lowerable.
- FIG. 1 shows the device according to the invention in a “latched and safety locked position”.
- door During a closing operation of a passenger door or a freight door, for the sake of brevity, herein referred to as “door”, an operator swings the door from an open position along a swinging-in path. At the end of the swinging-in path, the door is positioned in front of a door opening formed by a door frame DF in the fuselage F.
- the operator in the interior of the passenger cabin operates the drive lever 10 of the drive D in the direction of the arrow A clockwise.
- the drive lever 10 can be a hand lever and/or an electric motor and gear MG with a motor control system.
- the electric motor and gear MG can for example be an individual drive for a latch mechanism or it can be a central drive which is activated by a switching gear assembly as required.
- the drive lever 10 is connected to a drive shaft 11 which is rotatably mounted in the door structure.
- the lever 10 is guidable along a section of an arc-shaped track for approximately 110°.
- the lever 10 can be independently operated either by an operator positioned inside or outside the aircraft cabin.
- the drive lever 10 is operated, the door is lowered along a stroke motion path into a closed position.
- the closed position involves a positive engagement of stop elements which are fixed to the door side, with respective catch elements which are fixed to the door frame DF secured to the aircraft fuselage.
- a movement of a latch element 13 takes place into cooperation with a retention member or stop 14 by way of further movement of the drive shaft 11 and a first force transmission coupling 12 also referred to as a latch drive 12 coupled to the drive shaft 11 by a journal link J 4 .
- the latch element 13 can for example be a hook or a roller; correspondingly, the retention member 14 can be an eyelet, a roller, or an opposite fitting capable of cooperating with the element 13 .
- the stop member 14 is arranged in the door frame of the aircraft fuselage F.
- the movement path of the latch element 13 is limited by at least one further stop 13 ′.
- the latch drive 12 for example comprises a rod assembly with angular positions and dead centers or dead points for transmitting power from the drive 10 through the shaft 11 to the latch axis 17 which is mounted for rotation in the door structure.
- other types of drives may be used, e.g. an eccentric cam disk or the like.
- the latch element 13 and a first safety lock element 16 are both rigidly mounted on the latch axis or latch shaft 17 . Therefore, the lock element 16 also moves to a limit position, whereby the door is latched in the “latched position”, i.e. the latch element 13 engages the retention member 14 while the first lock element 16 is in its limit position.
- the arrangement or position of the components 16 , 19 and 13 , 14 relative to each other is such, according to the invention, that a small additional movement of the drive 10 is possible. More specifically, when the latched position is reached, the drive 10 still has a small remaining angular distance to travel (approximately 4°) to the limit position of its arc-shaped track. This is possible by the angular arrangement of the drives 12 and 15 relative to each other. It has been found that this small additional movement of the drive 10 can be advantageously used to operate the safety lock mechanism of the invention. Thus after the latched position has been attained, a delayed movement of a second safety lock element 19 becomes possible.
- the movement mechanism or drive D which is located within the door, and comprises the drive shaft 11 , the latch drive 12 or first force transmission coupling, the lock drive 15 or second force transmission coupling, the latch axis 17 or shaft and the lock axis 18 or shaft.
- the movement mechanism or drive D of the invention is preferably, but not necessarily, constructed of coupling rod assemblies and journal links J 1 , J 2 , J 3 and J 4 capable of assuming angular positions and dead points.
- This force transmission system allows a delayed movement, so to speak, of the second lock element 19 after the latching position has been reached.
- the angular movement of the coupling rod assemblies is possible due to the journal links.
- the rod assemblies of the movement mechanism D forming the first force transmission coupling 12 and the second force transmission coupling 15 could also be combined with cam disks, gear wheels or with a cam control or a so-called Maltese cross.
- the use of other forms of force transmission couplings is also possible.
- the movement mechanism or drive D could also be constructed so that an intermediate shaft is arranged between the lock drive or coupling 15 and the drive shaft 11 or between the latch drive or coupling 12 and the drive shaft 11 .
- force-exerting elements such as springs S, can lock or bias the movement mechanism or drive D in its limit position or positions.
- the lock drive or coupling 15 is activated since the coupling 15 is journalled by the link J 1 and a lever arm 11 ′ to the drive shaft 11 .
- the slight rotation of the drive shaft 11 transmits the force to the lock drive or coupling 15 , whereby the latch drive or coupling 12 moves through and beyond a dead point, that is, past a neutral position thereby abutting the latch element 13 against an end stop 14 so that forces other than those provided by the drive 10 , 11 cannot apply an opening moment to the rod assembly.
- the latch drive or coupling 12 cannot leave the latching position, for example as a result of vibrations, because the latching position is, as mentioned, a position beyond the dead point of the coupling 12 .
- the upper end of the lock drive or coupling 15 is journalled by a journal link J 2 to a second locking member 19 .
- One end of the second locking member 19 is connected to a lock axis 18 which either forms a journal for the member 19 or is itself journalled in the door structure, so that the second locking member 19 may be rotated counterclockwise into a locking position or clockwise into a disengaged position.
- a spring S biases the second locking member 19 into the locking position.
- the lock drive 15 drives the lock member 19 with its head 191 directly in front of a stop 161 of the first lock member 16 . In this position the first locking member 16 and the second locking member 19 are effectively engaged with each other at 161 , 191 yet slightly spaced apart. If, for any reason, the latch axis 17 is moved in the direction of a door opening, and if, at the same time there is a failure within the latch drive 12 , the first lock 16 and the second lock 19 remain positively engaged to maintain the safety locking function.
- the lock member 16 is firmly connected to the latch axis 17 and thus locks any reverse rotation of the latch axis if the latch drive 12 should fail, whereby unlatching is positively prevented, since the latch axis 17 is locked at 161 , 191 against unwanted reverse rotation out of the latched position.
- the door has reached a so-called “latched and locked position”.
- the lock mechanism with the first lock member 16 and the second lock member 19 are not subjected to any loads, yet these members 16 , 19 are functionally in a locking position or in a locking “ready” position. If the latch axis 17 is subjected to loads and if at the same time there is a fault in the latch drive 12 , the second lock member 19 is pushed against the first lock member 16 , thus locking the latch axis 17 against reverse or clockwise rotation out of the latched position. It is also advantageous if the free play for the latch element 13 is relatively large prior to any movement which lifts the door is initiated.
- cam disks are used in the movement mechanism or drive D, then these disks should be constructed so that in the latched and locked position, no forces must act on the lock 19 as a result of the latching operation.
- FIGS. 2A, 2B, 2 C show sequentially the movements of the latching and locking mechanism according to the invention.
- the latch mechanism uses a latching roller 130 and an armature as a retention or stop member 140 .
- the drive D comprises a drive lever 100 , but it could instead be an electric motor and gear drive MG as shown in FIG. 1.
- FIG. 2A shows a door 200 having mounted in its structure the movement mechanism or drive D, whereby the door 200 is shown to be neither latched nor locked.
- a latching axis or shaft 170 is mounted for rotation in the door structure.
- the drive lever 100 is rigidly attached to the drive shaft 110 and has been moved clockwise downwardly to bring the door 200 into the “closed position”.
- the drive shaft 110 carries three lever arms 111 , 112 and 114 rigidly secured to the shaft 110 at defined angular positions relative to each other around an axis 110 ′.
- the shaft 110 is rotatably mounted in the door structure.
- a coupling rod 113 with spring means (not shown) is movably held or journalled in the arm 112 .
- a lock drive 150 forming a second force transmission is journalled by a journal 111 ′ in the arm 111 .
- a latch drive 120 is journalled by a journal 114 ′ in the arm 114 .
- the latch drive 120 is located away or axially displaced from a stop 121 .
- the upper end of the lock drive 150 is journalled in a fork by a journal 150 ′ to a second locking member 190 . If the locking member 190 is journalled to a lock axis 180 the latter is rigidly mounted in the door structure. This arrangement may be reversed.
- the latch drive 120 forming a first force transmission is movably held or journalled at 114 ′ in the arm 114 of the drive shaft 110 .
- the upper end of the drive 120 is movably held or journalled at 120 ′ in an arm 132 of a latch axis 170 .
- the latch axis 170 carries a first lock member 160 and, on an arm 131 , a first latch element 130 which can be moved against a stop 135 secured in the door structure.
- a rod 134 with spring means not shown is movably journalled on an arm 133 , for example for the purpose of operating an indicator not shown but provided to display the latched and locked states of the door.
- a retention means or second latch element 140 is attached to the frame of the aircraft structure or fuselage F. The first latch element 130 will engage a second latch element 140 as will be described below.
- FIG. 2B shows the present device in a “latched position” but not yet in a “locked and latched position”.
- the drive lever 100 has been tilted further downwardly thereby rotating the drive shaft 110 counterclockwise about the axis 110 ′. Consequently the latch drive 120 has been moved up, thus rotating the latch shaft 170 clockwise about its axis 170 ′.
- the arm 131 with the first latch element 130 was pushed to engage the retention or second latch element 140 , whereby the roller forming the latch element 130 , was guided to its limit position, i.e. into the “latched position”.
- the latched position is reached and the arm 131 rests against a stop 135 .
- FIG. 2B shows that the first lock element 160 is positioned in its limit position relative to the second lock element 190 , since during the latching motion the lock element 190 with its cam was tilted toward the lock element 160 . However, the lock element 160 and the lock element 190 are not yet fully engaged; they are still spaced apart. Thus the “latched and locked” position has not yet been reached.
- FIG. 2C shows the present device in the “latched position” and in the “latched and locked position”. This state was reached in that the drive lever 100 was moved along a small remaining angular travel distance to its limit position, whereby the arm 114 of the drive shaft 110 rests against a stop 121 . In this way, in addition to the “latched position” as shown in FIG. 2B, a “latched and locked position” is reached.
- the drive D By respectively constructing the drive D, more specifically properly angularly spacing the drive arms 111 and 114 relative to each other around the axis 110 ′ the additional movement for the lock drive 150 is achieved in addition to the operation of the latch drive 120 .
- the described drive mechanism of rods and journal links with angular positions and dead points is most efficient and cost effective for this purpose.
- the arm 131 of the latch element 130 rests against the stop means 135 .
- FIG. 2C further shows that the cam or head of the second lock element 190 engages the first lock element 160 , at a slight distance. This provides a safeguard against any unintentional reverse rotation of the latch axis 170 when a failure occurs or the latch drive 120 is deformed. Thus, in addition to the “latched position”, the “latched and locked position” has been reached.
- Opening of the door takes place in the reverse order.
- the drive D particularly the lever 100 is moved counterclockwise, first the “latched and locked position” and then the “latched and closed positions” are cancelled.
- the door is lifted and can now swing open.
- the invention makes it possible, by way of the rotary movement of the latch axis 17 , for example additionally to move a vent flap (not shown) in a passenger door, by means of a suitable transmission mechanism.
- the link 134 could be used for this purpose instead of driving an indicator.
- the vent flap in a synchronized switching action towards the latched and locked position, the vent flap, too, is latched and locked.
- a synchronized control of all components driven by the same drive D is achieved, for example for a movable display or indicator arranged in the door.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Power-Operated Mechanisms For Wings (AREA)
- Lock And Its Accessories (AREA)
- Elevator Door Apparatuses (AREA)
Abstract
Description
- This application is based on and claims the priority under 35 U.S.C. §119 of
German Patent Application 100 20 825.8, filed on Apr. 28, 2000, the entire disclosure of which is incorporated herein by reference. - The invention relates to a method and a device for closing a door, particularly of an aircraft. When a door is closed in a closed position, it is then also brought into a latched position, whereby the door is latched in the frame of the fuselage structure by a latch mechanism.
- Conventional aircraft doors have at least one latch mechanism with a drive shaft drivable by a latch drive. The drive shaft is connected to a latch element arranged on a latch axis or shaft and to the latch drive. The latch element is adapted for engaging a latch stop arranged in the frame of the aircraft structure. German Patent Publication DE 197 02 084 C1 discloses such a door for an aircraft. The door is moved from an open position to a closed position and then to a latched position, with the door being latched in the frame of the fuselage structure by a latch mechanism.
- It is further known to guide a door, during closing at the end of the swinging-in movement, along a stroke motion path which essentially conforms to the exterior contour of the aircraft. The stroke motion path is essentially aligned transversely to the swinging direction of the passenger door. At the end of the swinging path and at the start of the stroke motion path, the passenger door is lowered and guided into a closed position by a manual operation of a hand lever. The closed position involves a positive engagement of the stop elements which are fixed to the door, with the accommodating elements which are fixed to the door frame. At this stage the hand lever has not yet completed its entire travel path. There is still a small distance to be traversed by the hand lever. A further manual operation of the hand lever along the travel path until the limit position of the hand lever has been reached, latches the passenger door in the closed position by means of a door latch mechanism. The latch mechanism brings the door into a latched position and holds it there. The latch mechanism for a passenger door functions independently of a support device and of a tilt-position control of the passenger door. In the structurally simplest case the passenger door is latched by a bolt or a hook movable into a latching position, whereby the bolt engages an anchorage in the door frame of the aircraft structure, or the hook reaches behind a stop. The latch mechanism with the bolt or hook is for example activated by a rotatable drive shaft which is connected to the manually operable hand lever.
- Aircraft which are in service today are equipped with doors which are manually swingable, by activating a hand lever, into the closed position and onward into the latched position. The force of the hand lever is transmitted to the latching axis or shaft with the bolt or hook through a drive shaft and a rod assembly.
- Dynamic loads on the door during the flight can result in vibrations which may cause a reversal of the latch action. This can lead to the danger of the passenger door opening during flight. Such a danger might also exist if the latch drive breaks.
- In view of the above it is an object of the invention to achieve the following objects singly or in combination:
- to avoid door failures particularly during flight, and especially of the latch mechanism of an aircraft door;
- to provide an economical door latching and locking mechanism useful for any door but particularly suitable for various types of aircraft doors;
- to latch and safety lock a door, such as an aircraft door, with a single drive that is operable either by a hand lever or a motor, preferably moving in the same direction for all functions; and
- to avoid using separate drives for the latching and safety locking functions.
- The method according to the invention achieves the foregoing objects in that a latch mechanism which holds the door in a latched position is locked by means of a safety lock mechanism which due to a delayed movement of a respective force transmission coupling is activated by a single drive, whereby the latching and safety locking steps are performed in sequence by the same drive.
- The above objects have been further achieved by an apparatus according to the invention in that a single drive shaft for a latching mechanism is also connected to a safety lock mechanism by a respective force transmission coupling. The safety lock mechanism is hingeably or slideably held on a lock axis. Further, the safety lock mechanism is arranged so as to engage a lock element attached to a latch axis.
- In the case of an existing latch mechanism, the latch drive is guided according to the invention along a remaining travel distance by means of a single drive for the latching and the locking, with a delayed movement of the safety locking mechanism into a safety locking position with a slightly spaced apart engagement with a lock element on the latch axis. The delayed movement is transferred to the lock element or elements from the single drive through a second force transmission coupling, with the latch drive or first force transmission coupling remaining in the latching position. The single drive and first and second couplings or force transmissions comprise for example a gear arrangement. Preferred, however are coupling rods and journal links. Gear wheels, cam disks or a cam controls are also suitable for realizing the first and second couplings. However, the use of rods and journal links with angular positions and dead points is particularly cost-effective. According to a special embodiment, these rods and links with angular positions and dead centers or points constitute the force transmission couplings between the single drive and the latching and safety locking mechanisms. An intermediate shaft can be arranged between the drive shaft and the lock drive or between the drive shaft and the latch drive. In this way, the movement mechanism can be optimized.
- According to a further embodiment, the latch axis or shaft can be connected to a transmission mechanism which synchronizes latching and locking of a vent flap in the door, relative to the latch and lock mechanism of the door. Similarly, an indicator for showing the door status “closed”, “latched” and “safety locked” may be coupled to the single drive. According to a further embodiment, the drive shaft can be connected to a transmission mechanism which guides the door from an open position to a closed position and vice versa.
- The invention is suitable for use in doors other than aircraft passenger doors. Any closure that needs to be latched and locked can be equipped with the present apparatus. The term door is intended to include, e.g., any freight door, any cargo hatch closure, any closable engine fairing or any other closures that are not subject to pressure, in the secondary structure of an aircraft such as cabin doors and closures of passageways between decks. The term door further includes any closure cover which in its open position is not connected to the frame of a fuselage structure.
- The invention provides the advantage that with only one drive, which already exists for the purpose of latching, the additional function of “safety locking” is achieved, whereby savings are achieved by avoiding additional production costs and additional door weight. There is no increase in inspection expenditure.
- Although the latching and following safety locking involves an additional operator function at the door, the operator comfort achieved by a single drive is maintained, particularly since any direction reversal of the drive between latching and safety locking is avoided according to the invention.
- In order that the invention may be clearly understood, it will now be described in connection with example embodiments, with reference to the accompanying drawings, wherein:
- FIG. 1 is a diagram of a first embodiment according to the invention in a latched position and in a locked latched position also referred to as “safety locked” position;
- FIG. 2A shows a second embodiment of the present apparatus in its unlatched and unlocked position;
- FIG. 2B shows the apparatus of FIG. 2A in the latched position but still in the unlocked position; and
- FIG. 2C shows the apparatus of FIG. 2A in the latched position and in the safety locked position.
- The
passenger door - The following description refers to FIG. 1 and explains the latching and locking functions achieved according to the invention by a movement mechanism or drive D. FIG. 1 shows the device according to the invention in a “latched and safety locked position”.
- During a closing operation of a passenger door or a freight door, for the sake of brevity, herein referred to as “door”, an operator swings the door from an open position along a swinging-in path. At the end of the swinging-in path, the door is positioned in front of a door opening formed by a door frame DF in the fuselage F. The operator in the interior of the passenger cabin operates the
drive lever 10 of the drive D in the direction of the arrow A clockwise. Thedrive lever 10 can be a hand lever and/or an electric motor and gear MG with a motor control system. The electric motor and gear MG can for example be an individual drive for a latch mechanism or it can be a central drive which is activated by a switching gear assembly as required. - The
drive lever 10 is connected to adrive shaft 11 which is rotatably mounted in the door structure. Thelever 10 is guidable along a section of an arc-shaped track for approximately 110°. Thelever 10 can be independently operated either by an operator positioned inside or outside the aircraft cabin. When thedrive lever 10 is operated, the door is lowered along a stroke motion path into a closed position. The closed position involves a positive engagement of stop elements which are fixed to the door side, with respective catch elements which are fixed to the door frame DF secured to the aircraft fuselage. - Immediately after the door has assumed the closed position, a movement of a
latch element 13, arranged on a latch axis orshaft 17, takes place into cooperation with a retention member or stop 14 by way of further movement of thedrive shaft 11 and a firstforce transmission coupling 12 also referred to as alatch drive 12 coupled to thedrive shaft 11 by a journal link J4. Whenlatch element 13 and thestop member 14 are engaged the latching is complete. Thelatch element 13 can for example be a hook or a roller; correspondingly, theretention member 14 can be an eyelet, a roller, or an opposite fitting capable of cooperating with theelement 13. Thestop member 14 is arranged in the door frame of the aircraft fuselage F. The movement path of thelatch element 13 is limited by at least onefurther stop 13′. The latch drive 12 for example comprises a rod assembly with angular positions and dead centers or dead points for transmitting power from thedrive 10 through theshaft 11 to thelatch axis 17 which is mounted for rotation in the door structure. However, other types of drives may be used, e.g. an eccentric cam disk or the like. - The
latch element 13 and a firstsafety lock element 16 are both rigidly mounted on the latch axis or latchshaft 17. Therefore, thelock element 16 also moves to a limit position, whereby the door is latched in the “latched position”, i.e. thelatch element 13 engages theretention member 14 while thefirst lock element 16 is in its limit position. - In this latched position with the
first lock element 16 in its limit position, the arrangement or position of thecomponents drive 10 is possible. More specifically, when the latched position is reached, thedrive 10 still has a small remaining angular distance to travel (approximately 4°) to the limit position of its arc-shaped track. This is possible by the angular arrangement of thedrives drive 10 can be advantageously used to operate the safety lock mechanism of the invention. Thus after the latched position has been attained, a delayed movement of a secondsafety lock element 19 becomes possible. This delayed “lock movement” is possible as a result of the present construction of the movement mechanism or drive D, which is located within the door, and comprises thedrive shaft 11, the latch drive 12 or first force transmission coupling, the lock drive 15 or second force transmission coupling, thelatch axis 17 or shaft and thelock axis 18 or shaft. The movement mechanism or drive D of the invention is preferably, but not necessarily, constructed of coupling rod assemblies and journal links J1, J2, J3 and J4 capable of assuming angular positions and dead points. This force transmission system allows a delayed movement, so to speak, of thesecond lock element 19 after the latching position has been reached. The angular movement of the coupling rod assemblies is possible due to the journal links. - The rod assemblies of the movement mechanism D forming the first
force transmission coupling 12 and the secondforce transmission coupling 15 could also be combined with cam disks, gear wheels or with a cam control or a so-called Maltese cross. The use of other forms of force transmission couplings is also possible. According to another embodiment, the movement mechanism or drive D could also be constructed so that an intermediate shaft is arranged between the lock drive orcoupling 15 and thedrive shaft 11 or between the latch drive orcoupling 12 and thedrive shaft 11. However, basically this does not alter the described function of the present apparatus. In addition, force-exerting elements, such as springs S, can lock or bias the movement mechanism or drive D in its limit position or positions. - When the
drive lever 10 traverses the remaining travel distance (approximately 4°), the lock drive orcoupling 15 is activated since thecoupling 15 is journalled by the link J1 and alever arm 11′ to thedrive shaft 11. The slight rotation of thedrive shaft 11 transmits the force to the lock drive orcoupling 15, whereby the latch drive or coupling 12 moves through and beyond a dead point, that is, past a neutral position thereby abutting thelatch element 13 against anend stop 14 so that forces other than those provided by thedrive coupling 12. - The upper end of the lock drive or
coupling 15 is journalled by a journal link J2 to asecond locking member 19. One end of thesecond locking member 19 is connected to alock axis 18 which either forms a journal for themember 19 or is itself journalled in the door structure, so that thesecond locking member 19 may be rotated counterclockwise into a locking position or clockwise into a disengaged position. Preferably, a spring S biases thesecond locking member 19 into the locking position. The lock drive 15 drives thelock member 19 with itshead 191 directly in front of astop 161 of thefirst lock member 16. In this position the first lockingmember 16 and thesecond locking member 19 are effectively engaged with each other at 161, 191 yet slightly spaced apart. If, for any reason, thelatch axis 17 is moved in the direction of a door opening, and if, at the same time there is a failure within thelatch drive 12, thefirst lock 16 and thesecond lock 19 remain positively engaged to maintain the safety locking function. - The
lock member 16 is firmly connected to thelatch axis 17 and thus locks any reverse rotation of the latch axis if thelatch drive 12 should fail, whereby unlatching is positively prevented, since thelatch axis 17 is locked at 161, 191 against unwanted reverse rotation out of the latched position. The door has reached a so-called “latched and locked position”. - When the
latch element 13 is functioning properly, the lock mechanism with thefirst lock member 16 and thesecond lock member 19, are not subjected to any loads, yet thesemembers latch axis 17 is subjected to loads and if at the same time there is a fault in thelatch drive 12, thesecond lock member 19 is pushed against thefirst lock member 16, thus locking thelatch axis 17 against reverse or clockwise rotation out of the latched position. It is also advantageous if the free play for thelatch element 13 is relatively large prior to any movement which lifts the door is initiated. - If cam disks are used in the movement mechanism or drive D, then these disks should be constructed so that in the latched and locked position, no forces must act on the
lock 19 as a result of the latching operation. - FIGS. 2A, 2B,2C show sequentially the movements of the latching and locking mechanism according to the invention. The latch mechanism uses a latching
roller 130 and an armature as a retention or stopmember 140. The drive D comprises adrive lever 100, but it could instead be an electric motor and gear drive MG as shown in FIG. 1. - FIG. 2A shows a
door 200 having mounted in its structure the movement mechanism or drive D, whereby thedoor 200 is shown to be neither latched nor locked. A latching axis orshaft 170 is mounted for rotation in the door structure. - The
drive lever 100 is rigidly attached to thedrive shaft 110 and has been moved clockwise downwardly to bring thedoor 200 into the “closed position”. As is shown, thedrive shaft 110 carries threelever arms shaft 110 at defined angular positions relative to each other around anaxis 110′. Theshaft 110 is rotatably mounted in the door structure. Acoupling rod 113 with spring means (not shown) is movably held or journalled in thearm 112. Alock drive 150 forming a second force transmission is journalled by ajournal 111′ in thearm 111. Alatch drive 120 is journalled by ajournal 114′ in thearm 114. Thelatch drive 120 is located away or axially displaced from astop 121. The upper end of thelock drive 150 is journalled in a fork by ajournal 150′ to asecond locking member 190. If the lockingmember 190 is journalled to alock axis 180 the latter is rigidly mounted in the door structure. This arrangement may be reversed. - The
latch drive 120 forming a first force transmission is movably held or journalled at 114′ in thearm 114 of thedrive shaft 110. The upper end of thedrive 120 is movably held or journalled at 120′ in anarm 132 of alatch axis 170. Thelatch axis 170 carries afirst lock member 160 and, on anarm 131, afirst latch element 130 which can be moved against astop 135 secured in the door structure. Furthermore, arod 134 with spring means not shown is movably journalled on anarm 133, for example for the purpose of operating an indicator not shown but provided to display the latched and locked states of the door. A retention means orsecond latch element 140 is attached to the frame of the aircraft structure or fuselage F. Thefirst latch element 130 will engage asecond latch element 140 as will be described below. - FIG. 2B shows the present device in a “latched position” but not yet in a “locked and latched position”. As is shown, the
drive lever 100 has been tilted further downwardly thereby rotating thedrive shaft 110 counterclockwise about theaxis 110′. Consequently thelatch drive 120 has been moved up, thus rotating thelatch shaft 170 clockwise about itsaxis 170′. During this further rotation of thelatch axis 170, thearm 131 with thefirst latch element 130 was pushed to engage the retention orsecond latch element 140, whereby the roller forming thelatch element 130, was guided to its limit position, i.e. into the “latched position”. The latched position is reached and thearm 131 rests against astop 135. - Furthermore, FIG. 2B shows that the
first lock element 160 is positioned in its limit position relative to thesecond lock element 190, since during the latching motion thelock element 190 with its cam was tilted toward thelock element 160. However, thelock element 160 and thelock element 190 are not yet fully engaged; they are still spaced apart. Thus the “latched and locked” position has not yet been reached. - FIG. 2C shows the present device in the “latched position” and in the “latched and locked position”. This state was reached in that the
drive lever 100 was moved along a small remaining angular travel distance to its limit position, whereby thearm 114 of thedrive shaft 110 rests against astop 121. In this way, in addition to the “latched position” as shown in FIG. 2B, a “latched and locked position” is reached. By respectively constructing the drive D, more specifically properly angularly spacing thedrive arms axis 110′ the additional movement for thelock drive 150 is achieved in addition to the operation of thelatch drive 120. As mentioned the described drive mechanism of rods and journal links with angular positions and dead points is most efficient and cost effective for this purpose. As thelatch drive 120 rests against thestop 121, thearm 131 of thelatch element 130 rests against the stop means 135. - FIG. 2C further shows that the cam or head of the
second lock element 190 engages thefirst lock element 160, at a slight distance. This provides a safeguard against any unintentional reverse rotation of thelatch axis 170 when a failure occurs or thelatch drive 120 is deformed. Thus, in addition to the “latched position”, the “latched and locked position” has been reached. - Opening of the door takes place in the reverse order. When the drive D, particularly the
lever 100 is moved counterclockwise, first the “latched and locked position” and then the “latched and closed positions” are cancelled. The door is lifted and can now swing open. - According to another embodiment, the invention makes it possible, by way of the rotary movement of the
latch axis 17, for example additionally to move a vent flap (not shown) in a passenger door, by means of a suitable transmission mechanism. For example thelink 134 could be used for this purpose instead of driving an indicator. In this way, in a synchronized switching action towards the latched and locked position, the vent flap, too, is latched and locked. This is an additional advantage. A synchronized control of all components driven by the same drive D is achieved, for example for a movable display or indicator arranged in the door. Furthermore, it would also be possible to move the door from an open position to the closed position by the same drive D through the link androd 113. - Although the invention has been described with reference to specific example embodiments, it will be appreciated that it is intended to cover all modifications and equivalents within the scope of the appended claims. It should also be understood that the present disclosure includes all possible combinations of any individual features recited in any of the appended claims.
Claims (14)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10020825A DE10020825B4 (en) | 2000-04-28 | 2000-04-28 | Method and device for closing a door of an aircraft |
DE10020825 | 2000-04-28 | ||
DE10020825.8 | 2000-04-28 |
Publications (2)
Publication Number | Publication Date |
---|---|
US20020000493A1 true US20020000493A1 (en) | 2002-01-03 |
US6457674B2 US6457674B2 (en) | 2002-10-01 |
Family
ID=7640196
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/845,530 Expired - Lifetime US6457674B2 (en) | 2000-04-28 | 2001-04-30 | Method and device for closing a door of an aircraft |
Country Status (6)
Country | Link |
---|---|
US (1) | US6457674B2 (en) |
CA (1) | CA2344859C (en) |
DE (1) | DE10020825B4 (en) |
FR (1) | FR2808770B1 (en) |
GB (1) | GB2361743B (en) |
IT (1) | ITMI20010683A1 (en) |
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US20050134083A1 (en) * | 2003-12-23 | 2005-06-23 | Haibo Tong | Lock mechanism for a rotary door operator |
US20080277530A1 (en) * | 2007-05-09 | 2008-11-13 | B/E Aerospace, Inc. | Vent door system with lever mechanism |
US20120032028A1 (en) * | 2010-08-05 | 2012-02-09 | Eurocopter Deutschland Gmbh | Actuating mechanism for a vent door |
CN103352616A (en) * | 2013-07-19 | 2013-10-16 | 玉环县天润航空机械制造厂 | Cabin door locking mechanism |
CN104005633A (en) * | 2014-05-08 | 2014-08-27 | 中航飞机股份有限公司西安飞机分公司 | Opening structure of airplane cabin door |
CN105059527A (en) * | 2015-08-14 | 2015-11-18 | 中国航空工业集团公司西安飞机设计研究所 | Auxiliary lifting assembly, airplane hatch adopting auxiliary lifting assembly, and airplane |
US9296464B1 (en) * | 2014-11-12 | 2016-03-29 | The Boeing Company | Aircraft and associated door member biasing assembly and method |
CN105442975A (en) * | 2014-09-23 | 2016-03-30 | 空客直升机德国有限公司 | Actuator system for actuatable door, and aircraft with the actuatable door |
EP3275779A1 (en) | 2016-07-29 | 2018-01-31 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A load transfer interface for a vehicle door, in particular for an aircraft cabin door |
CN108583844A (en) * | 2018-04-19 | 2018-09-28 | 中国商用飞机有限责任公司 | Anti-misoperation apparatus for aircraft passengers hatch door |
US10240389B2 (en) * | 2015-09-30 | 2019-03-26 | Arconic Inc. | Pressure relief door |
WO2019209151A1 (en) * | 2018-04-26 | 2019-10-31 | Saab Ab | Method and an interlock arrangement for secure latching of a first body to a second bod at an aerial vehicle |
CN113374366A (en) * | 2020-02-25 | 2021-09-10 | 空客直升机德国有限公司 | Actuation system for an actuatable door |
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DE10116224B4 (en) * | 2001-03-30 | 2005-12-01 | Eurocopter Deutschland Gmbh | Method and device for adjusting a door-side securing device of an aircraft door |
DE10132361C1 (en) * | 2001-07-04 | 2002-11-07 | Eurocopter Deutschland | Aeroplane passenger door, for accessing passenger cabin, has lifting mechanism for opening passenger door cooperating with lowering safety device |
GB0320371D0 (en) * | 2003-08-29 | 2003-10-01 | Rolls Royce Plc | A closure panel arrangement |
US8201777B2 (en) * | 2007-07-31 | 2012-06-19 | B/E Aerospace, Inc. | Aircraft door and method for using the same |
US8047583B2 (en) * | 2007-10-04 | 2011-11-01 | B/E Aerospace, Inc. | Split handle for aircraft door |
DE102008040658A1 (en) | 2008-07-23 | 2010-02-04 | Sommer Metallbau-Stahlbau Gmbh & Co. Kg | boltwork |
CN102905971B (en) * | 2010-05-21 | 2015-07-15 | 空中客车简易股份公司 | Droop panel linkage |
DE102011114457B4 (en) * | 2011-09-28 | 2014-02-13 | Airbus Operations Gmbh | Aircraft fuselage with door stoppers attached to a door frame bulkhead |
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US10077580B2 (en) * | 2014-02-06 | 2018-09-18 | Amthor International, Inc. | Actuated locking system |
CN105235887B (en) * | 2014-07-08 | 2017-06-06 | 哈尔滨飞机工业集团有限责任公司 | A kind of hatch door hook-type position-limit mechanism |
US20160356062A1 (en) * | 2015-06-05 | 2016-12-08 | Hoffman Enclosures, Inc. | Latching System and Handle for Enclosures |
EP3168139B1 (en) * | 2015-11-10 | 2018-01-10 | Airbus Operations GmbH | Aircraft door assembly |
US11149472B1 (en) * | 2019-03-14 | 2021-10-19 | Wisk Aero Llc | Lock with single-sided automatic locking |
CN110588950B (en) * | 2019-10-12 | 2023-03-21 | 中国商用飞机有限责任公司 | One-way door opening device, door equipped with an opening device and aircraft equipped with a door |
EP3858726B1 (en) * | 2020-01-28 | 2022-08-31 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | An actuating system for an actuatable door |
EP4098827B1 (en) * | 2021-06-01 | 2024-04-10 | Airbus Operations GmbH | Securing mechanism for securing a vehicle door |
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US5337977A (en) * | 1993-01-29 | 1994-08-16 | The Boeing Company | Vent-latch interlock assembly for an aircraft door |
DE4413307C2 (en) * | 1994-04-16 | 1997-03-06 | Eurocopter Deutschland | Door system, in particular for a passenger plane |
US5584515A (en) * | 1994-12-30 | 1996-12-17 | Kelsey-Hayes Company | Double locking vehicle door latch |
US5823473A (en) * | 1995-05-15 | 1998-10-20 | The Boeing Company | Latch-lock mechanism for load carrying airplane cargo doors |
DE19702084C1 (en) | 1997-01-22 | 1998-02-19 | Eurocopter Deutschland | Operating system for pressurised aeroplane plug type door |
DE19825405C2 (en) * | 1997-12-16 | 2000-08-31 | Eurocopter Deutschland | Actuating device for an aircraft door of a commercial aircraft |
GB9802458D0 (en) * | 1998-02-06 | 1998-04-01 | Normalair Garrett Ltd | Uplock assembly |
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- 2000-04-28 DE DE10020825A patent/DE10020825B4/en not_active Expired - Fee Related
-
2001
- 2001-03-30 IT IT2001MI000683A patent/ITMI20010683A1/en unknown
- 2001-04-23 CA CA002344859A patent/CA2344859C/en not_active Expired - Lifetime
- 2001-04-26 GB GB0110268A patent/GB2361743B/en not_active Expired - Fee Related
- 2001-04-27 FR FR0105689A patent/FR2808770B1/en not_active Expired - Lifetime
- 2001-04-30 US US09/845,530 patent/US6457674B2/en not_active Expired - Lifetime
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US6948765B2 (en) * | 2003-12-23 | 2005-09-27 | Westinghouse Air Brake Technologies Corporation | Lock mechanism for a rotary door operator |
US20050134083A1 (en) * | 2003-12-23 | 2005-06-23 | Haibo Tong | Lock mechanism for a rotary door operator |
US20080277530A1 (en) * | 2007-05-09 | 2008-11-13 | B/E Aerospace, Inc. | Vent door system with lever mechanism |
US7900870B2 (en) * | 2007-05-09 | 2011-03-08 | B/E Aerospace, Inc. | Vent door system with lever mechanism |
US8991761B2 (en) * | 2010-08-05 | 2015-03-31 | Aibus Helicopters Deutschland Gmbh | Actuating mechanism for a vent door |
US20120032028A1 (en) * | 2010-08-05 | 2012-02-09 | Eurocopter Deutschland Gmbh | Actuating mechanism for a vent door |
CN103352616B (en) * | 2013-07-19 | 2015-06-24 | 玉环天润航空机械制造有限公司 | Cabin door locking mechanism |
CN103352616A (en) * | 2013-07-19 | 2013-10-16 | 玉环县天润航空机械制造厂 | Cabin door locking mechanism |
CN104005633A (en) * | 2014-05-08 | 2014-08-27 | 中航飞机股份有限公司西安飞机分公司 | Opening structure of airplane cabin door |
CN105442975A (en) * | 2014-09-23 | 2016-03-30 | 空客直升机德国有限公司 | Actuator system for actuatable door, and aircraft with the actuatable door |
US9296464B1 (en) * | 2014-11-12 | 2016-03-29 | The Boeing Company | Aircraft and associated door member biasing assembly and method |
CN105059527A (en) * | 2015-08-14 | 2015-11-18 | 中国航空工业集团公司西安飞机设计研究所 | Auxiliary lifting assembly, airplane hatch adopting auxiliary lifting assembly, and airplane |
US10240389B2 (en) * | 2015-09-30 | 2019-03-26 | Arconic Inc. | Pressure relief door |
EP3275779A1 (en) | 2016-07-29 | 2018-01-31 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A load transfer interface for a vehicle door, in particular for an aircraft cabin door |
US10871013B2 (en) | 2016-07-29 | 2020-12-22 | Airbus Helicopters Deutschland GmbH | Load transfer interface for a vehicle door, in particular for an aircraft cabin door |
CN108583844A (en) * | 2018-04-19 | 2018-09-28 | 中国商用飞机有限责任公司 | Anti-misoperation apparatus for aircraft passengers hatch door |
WO2019209151A1 (en) * | 2018-04-26 | 2019-10-31 | Saab Ab | Method and an interlock arrangement for secure latching of a first body to a second bod at an aerial vehicle |
CN113374366A (en) * | 2020-02-25 | 2021-09-10 | 空客直升机德国有限公司 | Actuation system for an actuatable door |
Also Published As
Publication number | Publication date |
---|---|
GB2361743B (en) | 2003-07-30 |
DE10020825B4 (en) | 2006-08-24 |
GB0110268D0 (en) | 2001-06-20 |
CA2344859C (en) | 2006-03-21 |
ITMI20010683A0 (en) | 2001-03-30 |
GB2361743A (en) | 2001-10-31 |
US6457674B2 (en) | 2002-10-01 |
DE10020825A1 (en) | 2001-11-08 |
ITMI20010683A1 (en) | 2002-09-30 |
CA2344859A1 (en) | 2001-10-28 |
FR2808770B1 (en) | 2005-04-22 |
FR2808770A1 (en) | 2001-11-16 |
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