METHOD AND ASSEMBLY FOR PROVIDING STABILISING GUIDANCE TO A VEHICLE DOOR WITH CONNECTING ROD LOCKING

Abstract

An assembly for providing stabilising guidance to a semi-plug aircraft door equipped with an opening/closing mechanism. The door frame (3) is provided with stops (7) at the front and at the rear of the door with its stops (8) bears when it is closed. A door arm (4) links the door (2) to the door frame (3). A guiding connecting rod (6), referred to as a stabilising guiding connecting rod and located on a door edge (2h) extending parallel to the longitudinal axis of the vehicle, is mobile, being able to move in translation at one of its ends in relation to the door in the longitudinal direction of the aircraft during the phases of disengaging and re-engaging the stops (7, 8). During the swivelling and swivelling return phases, the stabilising rod (6) is locked to the door by a lever locking mechanism (9) being actuated by a return device.

Claims

1. A method of stabilizing guiding of a semi-plug type vehicle door during opening/closing thereof, said door (2) being arranged in a vehicle opening (P, P) defining a door frame structure (3) including front and rear parts defined relative to a longitudinal axis (axis X) of the vehicle conventionally oriented between a rear and a front of the vehicle, the vehicle defining an interior space and an exterior space, movements of disengagement of the door (2) relative to the door frame structure (3) and a complete opening by a circular movement in translation, known as swiveling, taking place in a common horizontal plane, the method comprising the following steps in door opening mode: a phase of disengagement of the stops (7, 8) by a first movement of the door (2) toward the rear and toward the interior of the vehicle by a movement in rotation and in translation, followed by a second movement of the door (2) by rotation about the rear part, followed by inclined movement in translation toward the front and the exterior of the vehicle bringing the passage of the door (2) parallel to the door frame structure (3) to an outside the vehicle, during which rotation a stabilizing connecting rod (6) located at a door edge (2h) and extending parallel to the longitudinal axis of the vehicle and one mobile end (6c) of which is free to move in horizontal translation parallel to a horizontal section of the door (2) is moved; locking of said mobile end (6c) on the door (2) at the end of the phase of disengagement of the stops, the mobile end (6c) then being adapted so as no longer to be able to move freely in translation while remaining articulated to the door (2); and stabilized guiding of the door (2) by said stabilizing connecting rod (6) parallel to the longitudinal axis of the vehicle during the swiveling phase; and in closing mode in accordance with a reversed kinematic: the stabilizing connecting rod (6) remains locked, stabilizing the guiding of the door (2) during a return swiveling phase; one end (6c) of the stabilizing connecting rod (6) is released and free to move in horizontal translation relative to the door (2); and a phase of re-engagement of the stops (7, 8).

2. The door stabilizing guiding method as claimed in claim 1, wherein a return device (16) triggers locking/unlocking of the stabilizing connecting rod (6) between two operating positions respectively corresponding to locking and unlocking the stabilizing connecting rod (6).

3. The door stabilizing guiding method as claimed in claim 2, wherein in the locking position the stabilizing connecting rod (6) is prevented from moving in translation along the door (2) and in an unlocking position the stabilizing connecting rod (6) is free to move in translation along the door (2).

4. The door stabilizing guiding method as claimed in claim 3, wherein the phases of disengagement and re-engagement of the stops (7, 8) the return device (16) is actuated by locking/unlocking bearing surfaces of the stabilizing connecting rod (6), the bearing surfaces corresponding to the two operating positions of the return device (16).

5. The door stabilizing guiding method as claimed in claim 4, wherein during swiveling and return swiveling phases the return device (16) is not actuated by the locking/unlocking bearing surfaces.

6. A aircraft door stabilizing guiding assembly of an aircraft including a fuselage in which is cut at least one semi-plug type door opening equipped with an opening/closing mechanism for executing the method as claimed in claim 1, wherein the stabilizing connecting rod (6) located on a door edge (2h) extending parallel to the longitudinal axis of the vehicle is mobile in translation at one of its ends (6C) relative to the door in the longitudinal direction of the aircraft during phases of disengagement and of re-engagement of the stops (7, 8) and is locked on the door (2) during swiveling and return swiveling phases by a locking mechanism including a lever (15) adapted to be actuated by the return device (16) between two operating positions and, during phases of disengagement and of re-engagement of the stops (7, 8), to remain connected to a control ramp (14) fastened to the door frame (3) and including the locking/unlocking bearing surfaces.

7. The aircraft door stabilizing guiding assembly as claimed in claim 6, wherein the locking/unlocking mechanism (9) is located on a median zone (2m) at the edge (2h) at the top of the door.

8. The aircraft door stabilizing guiding assembly as claimed in claim 7, wherein the locking/unlocking mechanism (9) of the stabilizing connecting rod (6) includes a first device (11, 15) fastened to the door (2) and a second device (12, 14) fastened to the door frame (3), the first device (11, 15) including a lever (15) articulated on a shaft (15C) and a lever support (11) provided with a slideway (6B) in which the mobile end (6C) of the stabilizing connecting rod (6) is able to move in horizontal translation relative to the door (2), and the second device (12, 14) including the control ramp (14) as well as a ramp (12) accompanying the first device (11, 15) during the phases of disengagement/re-engagement of the stops (7, 8) of the door (2), the two ramps (12, 14) being adjacent to one another and positioned in horizontal plane.

9. The aircraft door stabilizing guiding assembly as claimed in claim 8, wherein the lever (15) has at one end (15B) an opening which, in the locking position, is engaged on the stabilizing connecting rod (6) in order to prevent it moving in translation along the door (2) and which, in the unlocking position, is adapted to free the stabilizing connecting rod (6) to move in translation along the door (2), and at its other end a finger (15A) that during the phases of disengagement and re-engagement of the stops (7, 8) maintains the contact of the stabilizing connecting rod (6) on the control ramp (14).

10. The aircraft door stabilizing guiding assembly as claimed in claim 6, wherein the return device is a torsion spring (16) wound around the shaft (15C) of the lever and arranged so that it positions the lever (15) in the locking position when is released.

11. The aircraft door stabilizing guiding assembly as claimed in claim 6, wherein the control ramp (14) is disposed and sized so that at the end of the phase of disengagement of the stops (7, 8) the lever (15) goes to the position locking the stabilizing connecting rod (6) and, at the start of the phase of re-engagement of the stops (7, 8) the lever goes to the position unlocking the stabilizing connecting rod (6).

12. The aircraft door stabilizing guiding assembly as claimed in claim 6, wherein the bearing surfaces of the control ramp (14) includes of a first and a second horizontal and parallel bearing surfaces (14B, 14C) arranged so that when the door (2) is in the closed position the first bearing surface (14B) makes contact with the finger of the lever (15A) and when the door (2) arrives at the end of the phase of disengagement of the stops (7, 8) or at the start of the phase of re-engagement of the stops (7, 8) the second bearing surface (14C) makes contact with the lever finger (15A).

13. The aircraft door stabilizing guiding assembly as claimed in claim 12, wherein the two control bearing surfaces (14B, 14C) are interconnected by a surface defining a transition slope (14A).

Description

DESCRIPTION OF THE FIGURES

[0034] Other features and advantages of the present invention will emerge from the following detailed description of one embodiment without limiting the scope thereof, given with reference to the appended figures that respectively represent:

[0035] FIG. 1 shows a perspective view of an aircraft with its conventional system of axes;

[0036] FIG. 2 shows a front view of an aircraft door in its flush closed position;

[0037] FIG. 3 shows a front view of an aircraft door in its open position;

[0038] FIG. 4a shows a perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0039] FIG. 4b shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0040] FIG. 4c shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0041] FIG. 4d shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0042] FIG. 4e shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0043] FIG. 4f shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0044] FIG. 4g shows another perspective view of the kinematic of disengagement of the door stops at the level of the stabilizing connecting rod located in the upper part of the door;

[0045] FIG. 5a shows a perspective view of the control ramp acting on the locking lever;

[0046] FIG. 5b shows another perspective view of the control ramp acting on the locking lever;

[0047] FIG. 6a shows a perspective view of the locking lever in the unlocked position;

[0048] FIG. 6b shows a perspective view of the locking lever in the locked position;

[0049] FIG. 7a shows a perspective view of a position of the door and the stabilizing connecting rod during the swiveling phase;

[0050] FIG. 7b shows a perspective view of another position of the door and the stabilizing connecting rod during the swiveling phase; and

[0051] FIG. 7c shows a perspective view of another position of the door and the stabilizing connecting rod during the swiveling phase.

DETAILED DESCRIPTION

[0052] Referring to the FIG. 1 general view, an aircraft 1 and its conventional direction system of axes (X, Y, Z) are represented in order to define the various directions referred to: the axis X in the longitudinal direction of the aircraft 1, the axis Y perpendicular to the axis X and defining a plane XY parallel to the ground on which the aircraft stands, and the axis Z completing the forward system of axes. The fuselage 10 of this aircraft 1 has in particular two passenger door openings P, P on a common face of the fuselage 10a.

[0053] FIG. 2 shows more precisely a semi-plug type door 2 in its frame 3 in a closed configuration. In this embodiment the door 2 is articulated relative to its frame 3 by means of a door arm 4 and two connecting rods (5, 6), a connecting rod 5 that participates in controlling the door in combination with and in the vicinity of the arm 4 and a stabilizing connecting rod 6 disposed at the top edge 2h of the door 2. This stabilizing connecting rod 6 is mobile: [0054] in rotation relative to the frame 3, and [0055] in rotation and in longitudinal translation between the front and the rear of the door, as defined relative to the longitudinal axis (X) of the aircraft 1, the front of the door being the vertical door edge 2a situated at the front.

[0056] In this closed configuration the frame stops 7 and the door stops 8 are interengaged at twelve points of contact, six of which are at the front and six at the rear.

[0057] FIG. 3 depicts the door 2 in its open configuration and the elements that are fastened to the door frame 3, namely: the frame stops 7, the attachment 6A of the upper guiding connecting rod 6 to the frame 3, and the guide ramp 12 and the control ramp 14 of the system 9 for locking/unlocking the guiding connecting rod 6.

[0058] The locking mechanism of the upper guiding connecting rod 9 is installed in the median zone 2m of the top of the door.

[0059] FIGS. 4a to 4g show a view from below of the locking/unlocking mechanism 9 of the stabilizing guiding connecting rod 6 during the kinematic of disengagement of the frame stops 7 and the door stops 8 in the various subsequent phases.

[0060] FIG. 4a shows first the position of the upper guiding connecting rod 6 and that of its shaft 6C mobile in translation in its slideway 6B relative to the door 2 when the latter is in the closed position. The frame stops 7 and the door stops 8 are interengaged on each side of the door 2. The locking/unlocking mechanism 9 includes two devices, the first consisting of a lever 15 and a lever support 11 and the second consisting of an accompanying ramp 12 and a control ramp 14.

[0061] The accompanying ramp 12 and the control ramp 14 are adjacent to one another and fastened to the door frame 3. The lever support 11 is fixed to the top edge 2h of the door 2. This support 11 consists of a triangular plate having at its base a slideway 6B enabling movement in translation of the stabilizing guiding connecting rod 6 and a horizontal shaft 15C about which a torsion spring 16 is wound (cf. FIG. 6a or 6b).

[0062] The lever 15 is fastened to the torsion spring 16 so that this lever 15 pivots about this return spring 16 and the horizontal shaft 15C of the lever support 11, defining two operating positions: a locking position and an unlocking position of the stabilizing connecting rod 6. Moreover, the lever 15 has at one of its ends a finger 15A making contact with the control ramp 14 and at its other end an opening 15B (cf. FIG. 6a or 6b) which, when it is engaged on the shaft 6C mobile in translation of the stabilizing guiding connecting rod 6, causes immobilization of said movement in translation.

[0063] As for the control ramp 14, its function is to activate or to deactivate locking of the mobile stabilizing guiding connecting rod 6 by blocking movement in translation of said connecting rod. To this end the control ramp 14 has two parallel horizontal bearing surfaces (14B, 14C) connected by a transition slope 14A. A first bearing surface 14B is positioned at a height such that when the finger 15A of the lever is in contact with it the torsion spring 16 maintains the contact placing the lever 15 in the unlocking position. The stabilizing connecting link 6 is then unlocked and free to move in translation.

[0064] The finger 15A of the lever moves on this first bearing surface 14B during the start of the phase of disengagement of the stops (7, 8) until it reaches the transition slope 14A: this phase of disengagement of the stops (7, 8) taking place in a horizontal plane, the torsion spring 16 maintaining constant contact between the finger 15A of the lever and the transition slope 14A until it reaches the second bearing surface 14C, positioned at a greater height than the first bearing surface. Under these conditions, when the lever finger 15A comes into contact the torsion spring 16 then holds the other end 15B of the lever in the position locking the mobile shaft 6C of the stabilizing connecting rod 6.

[0065] In fact, when, acted on by the torsion spring 16, the finger 15A of the lever slides on the transition slope 14A from one bearing surface to the other the lever 15 pivots about its shaft 15C. At the end of the second bearing surface 14C the finger 15A of the lever is no longer in contact and the torsion spring 16 keeps the mobile shaft 6C of the stabilizing connecting rod 6 locked during the rest of opening the door.

[0066] During the return phase of re-engaging the stops (7, 8) the reverse process is observed: initially the finger 15A of the lever is free and the mobile shaft 6C of the stabilizing connecting rod 6 is locked, after which the finger 15A of the lever comes into contact with the second bearing surface 14C until it reaches the transition slope 14A.

[0067] Contact with this slope being maintained, the lever 15 is going to pivot about the shaft 15C and release the mobile shaft 6C of the stabilizing connecting rod 6 when the finger 15A of the lever reaches the first bearing surface 14B: the stabilizing connecting rod 6 being mobile again, the door closing kinematic may be carried out.

[0068] FIG. 4b shows the beginning of the phase of opening the door 2 with in particular separation of the door stops 8 and the frame stops 7. The guide ramp 12 allows the lever support 11 to follow the kinematic of disengagement/re-engagement of the stops by way of its guide rod 13.

[0069] In the aforementioned kinematic the door 2 has performed a movement in translation toward the rear and toward the interior of the cabin in the initiation of the first step of the process. The accompanying ramp 12 is particularly suited to this start of the kinematic in order not to impede the movement of the door 2. Consequently, the stabilizing connecting rod 6 is moved in translation toward the front of the door 2 in its slideway 6B.

[0070] FIGS. 4c, 4d and 4e show in detail the disengagement of the door 2 as far its complete deployment parallel to the frame 3 on the outside of the fuselage achieved by a movement in rotation of the door about its rear part and then by a movement in translation inclined toward the front and the outside. During this first step of the process the finger 15A of the lever remains in contact with the first bearing surface 14B of the control ramp 14: the locking system remains deactivated and the stabilizing connecting rod 6 retains its mobility in translation during these steps and travels the whole of the slideway 6B.

[0071] FIG. 4f depicts the finger 15A of the lever at the entry of the transition slope 14A of the control ramp 14: the torsion spring 16 being configured so that the finger 15A of the lever is permanently in contact with the control ramp 14 for as long as the latter is accessible, the change of slope leads to activation of the mechanism for locking the mobile shaft 6C of the stabilizing connecting rod 6.

[0072] In FIG. 4g the finger 15A of the lever is on the second bearing surface 14C of the control ramp 14 and the stabilizing connecting rod 6 is prevented from moving in translation relative to the door 2 by the locking of the mobile shaft 6C in the second step of the process.

[0073] FIGS. 5a and 5b represent a perspective view of the locking mechanism 9 and more particularly the lever 15 during activation of locking of the mobile shaft 6C of the stabilizing connecting rod 6. In FIG. 5a the finger 15A of the lever is still on the first bearing surface 14B, the other end 15B of the lever 15 is raised and the stabilizing connecting rod 6 is mobile in translation in the first step of the process. In FIG. 5b the finger 15A of the lever, acted on by the torsion spring 16, maintains the contact with the control ramp 14. The transition slope 14A of the control ramp 14 then causes a change of position of the lever 15, which swivels on its shaft 15C and engages with the mobile shaft 6C of the stabilizing connecting rod 6 in order to lock movement in translation thereof in the second step of the process.

[0074] FIGS. 6a and 6b depict views from above of the lever 15 in the locking and unlocking positions: [0075] in FIG. 6a the mobile shaft 6C of the stabilizing connecting rod 6 is free and is able to move in translation in its slideway 6B relative to the door 2 in the first step of the process, and [0076] in FIG. 6b the other end 15B of the lever 15 has come to engage the mobile shaft 6C of the stabilizing connecting rod 6, thus rendering it immobile and locking movement in translation of the stabilizing connecting rod 6 in the second step of the process.

[0077] FIGS. 7a, 7b and 7c show the initiation of the step of swiveling the door. In FIG. 7a the finger 15A of the lever is in contact with the second bearing surface 14C of the control ramp 14, which has caused the stabilizing connecting rod 6 to be locked. In FIGS. 7b and 7c the door 2 opens progressively and the lever 15 is no longer in contact with the control ramp 14. The stabilizing connecting rod 6 is prevented from moving in translation and thus exercises a stabilization function with respect to the door 2 when it is opened in the third step of the process.

[0078] The invention is not limited to the embodiments described and represented. Thus the accompanying ramp 12 of the locking/unlocking mechanism may be eccentric relative to the median zone of the door and thus dissociated from the control ramp. Moreover, the door may feature a plurality of ramps to accompany its opening/closing kinematic: it is then possible to use one of them to constitute this accompanying ramp 12 of the locking/unlocking mechanism and to associate it with the control ramp 14.

[0079] Moreover, the stabilizing connecting rod could be fixed to the door and fixed against movement in translation at the level of its attachment to the door frame: the locking mechanism is then offset on the door frame. Finally, the invention applies to any vehicle a door of which is of the semi-plug type and moves in translation during opening/closing thereof.