FR3147313A1 - Method and mechanism for discontinuous guiding of lateral escape of door stops. - Google Patents

Abstract

The invention relates to a set (4) of mechanisms for guiding the opening and closing of a semi-plug type door (1) connected by a door arm (3) to a door frame (2) which has a front edge (2c), a rear edge (2d), an upper edge (2e) and a lower edge (2f), the door (1) and the door frame (2) respectively comprising door stops (1b) and frame stops (2b), the door being opened by a lateral escapement of the stops and the closing by a lateral approach of the stops. The set comprises an arm ramp (4e) on the door arm (3) as well as a discontinuous guiding mechanism (5) composed of a primary ramp (4a) and a secondary ramp (4c). Abstract figure: [Fig. 1c]

Description

Method and mechanism for discontinuous guiding of lateral escape of door stops.

The invention relates to a method and mechanism for the discontinuous guidance of lateral exhaust of door stops. More particularly, the present invention relates to semi-plug type doors of passenger and/or goods transport vehicles, i.e. doors which, when closed, are supported on their frame by the pressure inside the vehicle. In particular, aircraft are intended to be equipped with such doors.

In the aeronautical field in particular, stops installed on the perimeters of the door and its frame are engaged to keep the door closed in its frame. When the door is opened, the stops are disengaged following the kinematics of the door. Conversely, when the door is closed, the stops are re-engaged.

STATE OF THE ART

The door and its frame each have a set of stops. When the door stops are opposite and in contact with the frame stops, the stops are said to be engaged and the door is closed and locked in its frame by a mechanism linked to the handle.

According to a classic aircraft door opening kinematics, the door remains constantly parallel to the aircraft fuselage and the disengagement of the stops is therefore carried out by a vertical escape of the stops. To do this, the door is raised or lowered which disengages the stops by moving the stops of the door away from those of the frame.

A major drawback of this vertical release of the stops is that the flight crew must bear the entire weight of the door during the release phase of the stops. Assistance and mass compensation means can be installed, but these are means that considerably increase the overall mass of the door and therefore of the aircraft. In addition, these means increase the price and reduce the reliability of the aircraft.

According to another aircraft opening kinematics described in patent US2751636A, the disengagement of the stops is achieved by rotating the door on itself along an axis coinciding with a vertical edge of the frame. This kinematics, although making it possible to do without a mass compensation mechanism, remains complex to implement because it involves a combination of a large number of connecting rods, return gears and pinions, as well as a release lever located on the door frame.

Patent FR3097189 describes a door opening according to another kinematics of disengagement of the stops, this kinematics relying on two guide ramps respectively of the front part and the rear part of the door, these ramps being positioned on the door frame. The door comprises rollers which follow the guide ramps, driving the door according to the opening kinematics as well as the disengagement of the stops. In this opening kinematics, the door moves towards the rear and towards the inside of the aircraft according to a rotation and a translation.

However, the rear guide ramp limits the opening of the door during the disengagement of the stops. Indeed, during translation the rear edge of the door interferes with the frame if the clearances between the door and the frame are not large enough. To allow the door to open, the clearances are increased but an increase in the clearances leads to a degradation of the aerodynamic performance of the aircraft. In addition, certain door configurations, in particular with double curvature or narrow width or whose fuselage requires thick reinforcements in the corners, increase the interference constraints of the door with the frame, limiting the use of this opening kinematics.

The main objective of the invention is to solve the problem of interference of the door with the frame during the lateral release of the stops, thus making it possible to use semi-plug doors with lateral release of the stops in various configurations depending on the shape of the fuselage and the thickness of the fuselage skins, the position and the width of the aircraft door.

To reduce interference between the door and the frame when the stops are released laterally, the invention provides for modifying the start of the door opening kinematics by widening its upper guide while limiting the guidance in the rear position by introducing an additional guide allowing a discontinuous transfer between the guides.

More specifically, the present invention relates to a set of mechanisms for guiding the opening and closing of a semi-plug type door connected to a door frame by a door arm and integrated in the closed position in this door frame which has a front edge, a rear edge, an upper edge and a lower edge, the door and the door frame respectively comprising door stops and frame stops facing each other when the door is closed, the door being opened by a lateral escape of the stops and the closing by a lateral approach of the stops.

The assembly comprises an arm ramp on the door arm and a discontinuous guide mechanism composed of a primary ramp and a secondary ramp installed on two successive edges of the door frame. The door comprises an arm roller, a primary roller and a secondary roller sized to travel in the arm ramp, the primary ramp and the secondary ramp respectively and to guide the door along the ramps during its opening and closing. The primary ramp comprises at least one guide zone and at least one free zone in which the primary roller is dissociated from the guidance of the primary ramp, the guidance of the door then being ensured discontinuously by the secondary roller in the secondary ramp while the primary roller remains in the free zone(s).

Advantageously, such guide ramps make it possible to intrinsically control the clearances between the door and the door frame because these ramps guide the opening and closing kinematics of the door.

Advantageously also, the discontinuous guidance by the primary and secondary ramps secures the escape, respectively the approach, of the stops by simultaneous guidance in the primary and secondary ramps. In addition, when the primary roller accesses the free zone of the primary ramp, the discontinuous guidance makes it possible to reduce the constraints on the door. Indeed, the free zone provides play in the movement of the door while the secondary ramp continues to control the clearance of the stops. On leaving the free zone, the primary roller returns to a guide zone of the primary ramp and continues to guide the opening of the door.

Advantageously also, the discontinuous guidance allows a greater opening/closing angle of the door when releasing/approaching the stops and therefore use of the guide mechanism assembly of the present invention in a wide range of fuselage configurations, and door widths and/or curvatures.

According to certain preferred embodiments:
- the door arm is located on the front edge of the door frame;
- the primary ramp and the secondary ramp are located respectively on the upper edge and the rear edge of the door frame;
- the primary ramp is located on a middle area of the upper edge of the door frame;
- the secondary ramp is located near the stops closest to the upper edge;
- the primary ramp has two guide zones separated by a free zone;
- an auxiliary ramp is located on the rear edge of the door frame, near the stops closest to the lower edge;
- the auxiliary ramp guides the door in parallel with the secondary ramp;
- the free area of the primary ramp forms a closed space, and
- the free area of the primary ramp forms an open funnel from which the primary roller can exit.

The invention also relates to a method for opening/closing a semi-plug type door in a vehicle by lateral release/approach of the door stops and the frame stops. The opening by lateral release of the stops takes place according to the following steps:
- actuation of the door opening by a door handle;
- a lateral escape of the door stops and the frame stops by movement of the door guided by the primary ramp, the secondary ramp and the arm ramp;
- a rotation of the door guided by the secondary ramp and the arm ramp, the primary roller being in the free zone of the primary ramp, and
- an exit of the door from the door frame by guiding the primary ramp and the arm ramp.

And the closing by lateral approach of the stops takes place according to the reverse steps of the opening.

Advantageously, this door opening/closing process can then be adapted to a large number of door and frame configurations by adjusting the different ramps as well as the location and number of free zones of the primary ramp.

According to a preferred embodiment, the lateral escape step of the stops is also guided by the auxiliary ramp.

PRESENTATION OF FIGURES

Other characteristics and advantages of the present invention will emerge from the following reading of a detailed exemplary embodiment without limiting its scope, with reference to the appended figures which represent, respectively:

– figures 1a, 1b, 2a, 2b, 3a, 3b, 4a, 4b, 5a, 6a and 7a, top views (indexed a) and sectional views (indexed b) of a door and its frame;

- there , a perspective view of the interior of an aircraft door;

- there , 2c, 3c, 4c, 5b, 6b, 7b, a perspective view of the primary ramp;

- there , 2d, 3d, 4d, a perspective view of the secondary ramp;

- there , 2nd, 3rd, 4th, 5c, 6c, a perspective view of the auxiliary ramp, and

- there , a perspective view of a variant with the formation of a funnel of the primary ramp.

Numbers 1 to 7 in the figures represent seven successive states in the opening of the door, state 1 corresponding to the door closed, state 7 to the door coming out of the frame and states 2 to 6 relating to intermediate stages.

DETAILED DESCRIPTION

There illustrates a closed aircraft door 1 seen from above, this door 1 being installed on a conical portion of the fuselage, here the front tip. The door 1 is therefore closed in the door frame 2 and the outer skin 1a of the door 1 creates an aerodynamic surface in continuity with the outer fuselage 2a. This door 1, in section in the , is connected to the door frame 2 by a door arm 3. This door arm 3 comprises a handle 3a and an arm ramp 4e in which an arm roller 4f circulates. The arm ramp 4e and the arm roller 4f provide the door guide mechanism.

There shows a view of the door 1 from inside the aircraft, this semi-plug type door 1 comprises a set 4 of door opening and closing guide mechanisms. The door 1 is connected to the door frame 2 by the door arm 3 and is integrated in the closed position in this door frame 2 which has a front edge 2c, a rear edge 2d, an upper edge 2e and a lower edge 2f, the door 1 and the door frame 2 respectively comprising door stops 1b and frame stops 2b facing each other when the door 2 is closed.

The opening of the door, as illustrated in the figures by the state numbers 2 to 7, is achieved by lateral escape of the stops and the closing by a lateral approach of the stops. The assembly 4 comprises an arm ramp 4e on the door arm 3 as well as a discontinuous guide mechanism 5 ( ), consisting of the primary ramp 4a and the secondary ramp 4c installed on two successive edges of the door frame 2, the upper edge 2e and the rear edge 2d. The door 1 has an arm roller 4f ( ), a primary roller 4b ( ), a 4d secondary roller ( ) and an auxiliary roller 4h ( ), these rollers being sized to circulate in respectively the arm ramp 4e, the primary ramp 4a, the secondary ramp 4c and the auxiliary ramp 4g, and to guide the door 1 along the ramps during its opening and closing.

In the present variant of the invention, the door arm 3 is located on the front edge 2c of the door frame 2. In addition, the primary ramp 4a and the secondary ramp 4c are located respectively on a median zone of the upper edge 2e of the door frame 2 and on the rear edge 2d in the vicinity of the stops closest to the upper edge 2e. The assembly 4 also comprises an auxiliary ramp 4g also located on the rear edge 2d of the door frame 2 and in the vicinity of the stops closest to the lower edge 2f.

The primary ramp 4a, the secondary ramp 4c and the auxiliary ramp 4e are also illustrated in the respective , there and the .

The auxiliary ramp 4g guides the door 1 in parallel with the secondary ramp 4c, this guidance being optional depending on the geometry of the door and the fuselage. If the door is wide and installed in a cylindrical fuselage area, the secondary ramp is then sufficient to guide the opening and closing of the door. If, as in the present variant, the door is narrow and installed in a conical area of the fuselage, the auxiliary ramp provides a guiding support which facilitates and improves the safety of this guidance when opening and closing the door.

There shows a top view of the door 1 in the closed position in the door frame 2. The door stops 1b and the frame stops 2b are engaged, the secondary ramp 4c being located under the first row of stops on the rear edge 2d. The primary ramp 4a is positioned on a median area of the upper edge 2e of the door frame 2. A primary finger 1c is fixed on the door in correspondence with the primary ramp 4a, this primary finger 1c carrying at its end the primary roller 4b. The also shows an enlargement of the primary ramp 4a and the primary finger 1c whose end has been truncated to facilitate the visualization of the primary roller 4b.

The primary ramp 4b comprises two guide zones 4i and 4j, separated by a free zone 4k, this free zone 4k forming a closed space. The guide zone 4j has two rectilinear parts 4l, 4n and two curved parts 4m, 4o. According to another embodiment illustrated in , the free area of the primary ramp 4b forms an open funnel 4p from which the primary roller can exit.

When opening door 1 and changing from state 1 (door closed) to state 2 (lateral escape of the stops) illustrated in particular in the and the , the primary roller 4b travels along the guide zone 4i.

There and the have respectively the secondary ramp 4c and the auxiliary ramp 4g, these ramps forming a “U” which allows in a first time a lateral escape of the stops of the door 1 then in a second time an exit of the door 1. The secondary ramp 4c and the auxiliary ramp 4g are positioned between the first two rows of stops near respectively the upper edge 2e and the lower edge 2f of the door frame 2. A secondary finger 1d and an auxiliary finger 1e are fixed on the door 1 and carry respectively at their end the secondary roller 4d and the auxiliary roller 4h. Alternatively, the auxiliary ramp can be removed, a secondary ramp is then used alone by being positioned on a median zone of the rear edge of the door frame.

The transition from state 1 to state 2 is achieved by the action of handle 3a observable in which produces a displacement of the rear edge of door 1 towards the inside of the aircraft and towards the rear edge 2d of the door frame as illustrated in the and the . This movement is enabled by the guidance of the arm roller 4f, the primary roller 4b, the secondary roller 4d and the auxiliary roller 4h in their respective ramp as illustrated in the , there , there and the .

When the door is in the state numbered 2, the primary roller 4b is positioned at the boundary between the guide zone 4i and the free zone 4k as illustrated in . In addition, the secondary roller 4d is in the curve of the “U” of the secondary ramp 4c. In the continuation of the opening kinematics, that is to say towards state 3, the top of the door 1 guided by the secondary roller goes back towards the front edge 2c of the door frame 2. At the same time, the auxiliary roller 4h is positioned in an intermediate zone of the straight part of the “U” of the auxiliary ramp 4g. In the rest of the kinematics, the bottom of door 1 will therefore continue its movement towards the rear edge 2d of door frame 2. Between state 2 and state 3 of door 1, it therefore pivots on itself in door frame 2. This pivot is facilitated by the free zone 4k of primary ramp 4a in which primary roller 4b moves during the transition from state 2 to state 3. In free zone 4k, primary roller 4b is dissociated from the guidance of primary ramp 4a.

In state numbered 3, the front of door 1 begins to emerge from door frame 2, as shown in the and the . In addition, the primary roller 4b is guided in the first straight part 4l of the guide zone 4j ( ). The secondary roller 4d then arrives at the exit of the secondary ramp 4c ( ) and the auxiliary roller 4h is positioned in the curvature of the “U” of the auxiliary ramp 4g ( ). Thus, following state 3, the primary roller 4b ensures the guidance of the door 1 while the secondary ramp 4c is inactive. In addition, the auxiliary ramp 4g guides the bottom of the door 1 towards the front edge of the door frame 2.

As illustrated in states 1, 2 and 3, the door guidance is therefore provided discontinuously by the secondary roller 4d in the secondary ramp 4c while the primary roller 4b remains in the free zone 4k.

In state numbered 4, door 1 continues to linearly exit door frame 2 relative to state numbered 3, as shown in and the , the primary roller 4b moving in a first rectilinear part 4l of the guide zone 4j of the primary ramp. The secondary roller 4d has exited the secondary ramp 4c ( ) and therefore no longer provides guidance. The auxiliary roller 4h arrives at the exit of the auxiliary ramp 4g ( ). At the end of state 4, the rollers of the secondary and auxiliary ramps no longer participate in guiding door 1, which can then pivot on itself to exit door frame 2 (state 5).

In state 5 more precisely, the door pivots ( ) to exit the door frame 2, this pivot is guided by a first curved part 4m of the primary guide ramp 4a ( ), the auxiliary roller 4h remaining in contact with the auxiliary ramp 4g ( ) to accompany the exit from door 1.

In state 6, door 1 continues to exit door frame 2 ( ) guided by the primary roller 4b in the second straight part 4n of the primary ramp 4a ( ) and the auxiliary roller 4h detaches from the auxiliary ramp 4g ( ).

The end of the exit of door 1 from door frame 2 is shown in which represents the state numbered 7 of the door. A second curved part 4o at the end of the second straight part 4n of the primary ramp 4a ( ) allows the primary roller 4b to guide a rotation of the door 1 which is brought back parallel to the fuselage 2a of the aircraft. The door can then continue to open to release the door frame according to suitable kinematics, for example circular translation kinematics.

The invention also presents a method for opening/closing a semi-plug type door 1 in a vehicle, here an airplane, by lateral escape/approach of the door stops 1b and the frame stops 2b. The opening by lateral escape of the stops takes place according to the following steps:
- actuation of the opening of door 1 by handle 3a;
- a lateral exhaust of the door stops 1b and the frame stops 2b by movement of the door 1 guided by the primary ramp 4a, the secondary ramp 4c, the auxiliary ramp 4g and the arm ramp 4e;
- a rotation of the door 1 guided by the secondary ramp 4c and the arm ramp 4e, the primary roller 4b being in the free zone 4k of the primary ramp 4a, and
- an exit of door 1 from door frame 2 by guiding the primary ramp 4a and the arm ramp 4e.

Closing door 1 by moving the stops sideways takes place in the reverse order of opening.

The previous figures describe a door opening/closing by lateral escape of the stops. In the case of a door opening by vertical escape of the stops, a discontinuous guide mechanism can also be used.

Claims (12)

Set (4) of mechanisms for guiding the opening and closing of a semi-plug type door (1) connected to a door frame (2) by a door arm (3) and integrated in the closed position in this door frame (2) which has a front edge (2c), a rear edge (2d), an upper edge (2e) and a lower edge (2f), the door (1) and the door frame (2) respectively comprising door stops (1b) and frame stops (2b) facing each other when the door is closed, the door being opened by a lateral escape of the stops and the closing by a lateral approach of the stops, the assembly being characterized in that it comprises an arm ramp (4e) on the door arm (3) as well as a discontinuous guiding mechanism (5) composed of a primary ramp (4a) and a secondary ramp (4c) installed on two successive edges of the door frame (2), the door (1) comprising an arm roller (4f), a primary roller (4b), and a secondary roller (4d) dimensioned to circulate in the arm ramp (4e), the primary ramp (4a) and the secondary ramp (4c) respectively and to guide the door (1) along the ramps during its opening and closing, and characterized in that the primary ramp (4a) comprises at least one guide zone (4i, 4j) and at least one free zone (4k) in which the primary roller (4b) is dissociated from the guidance of the primary ramp (4a), the guidance of the door (1) then being ensured discontinuously by the secondary roller (4d) in the secondary ramp (4c) while the primary roller (4b) remains in the free zone(s) (4k). Set (4) of guide mechanisms according to claim 1 in which the door arm (3) is located on the front edge (2c) of the door frame (2) Set (4) of guide mechanisms according to any one of claims 1 to 2 in which the primary ramp (4a) and the secondary ramp (4c) are located respectively on the upper edge (2e) and the rear edge (2d) of the door frame (2). Set (4) of guide mechanisms according to claim 3 in which the primary ramp (4a) is located on a median zone of the upper edge (2e) of the door frame (2). Set (4) of guide mechanisms according to any one of claims 3 to 4 in which the secondary ramp (4c) is located in the vicinity of the stops closest to the upper edge (2e). Set (4) of guide mechanisms according to any one of claims 1 to 5 in which the primary ramp comprises two guide zones (4i, 4j) separated by a free zone (4k). Set (4) of guide mechanisms according to any one of claims 1 to 6 in which an auxiliary ramp (4g) is located on the rear edge (2d) of the door frame (2), in the vicinity of the stops closest to the lower edge (2f). Set (4) of guide mechanisms according to claim 7 in which the auxiliary ramp (4g) guides the door (1) in parallel with the secondary ramp (4c). Set (4) of guide mechanisms according to any one of claims 1 to 8 in which the free zone (4k) of the primary ramp (4a) forms a closed space. Set (4) of guide mechanisms according to any one of claims 1 to 8 in which the free zone (4k) of the primary ramp (4a) forms an open funnel (4p) from which the primary roller (4b) can emerge. Method for opening/closing a semi-plug type door (1) in a vehicle by lateral exhaust/approach of the door stops (1b) and the frame stops (2b) by a set (4) of guide mechanisms according to any one of claims 1 to 10, characterized in that the opening by lateral exhaust of the stops takes place according to the following steps:
- an actuation of the opening of the door (1) by a handle (3a);
- a lateral escape of the door stops (1b) and the frame stops (2)b by movement of the door (1) guided by the primary ramp (4a), the secondary ramp (4c) and the arm ramp (4e);
- a rotation of the door (1) guided by the secondary ramp (4c) and the arm ramp (4e), the primary roller (4b) being in the free zone (4k) of the primary ramp (4a), and
- an exit of the door (1) from the door frame (2) by guiding the primary ramp (4a) and the arm ramp (4e);
and characterized in that the closing by lateral bringing together of the stops takes place in the reverse stages of the opening. Opening/closing method according to claim 11 in which the lateral escapement of the stops is also guided by the auxiliary ramp (4g).