VEHICLE DOOR UNIT AND VEHICLE WITH DOOR UNIT

Abstract

A vehicle door unit comprises a rotating lever supported rotatably about a first shaft at a first end, a door mounting coupled rotatably about a second shaft to a second end of the rotating lever, a door attached to the door mounting and being configured to cover an opening in a vehicle and to close off a vehicle interior, and a drive unit configured to rotate the rotating lever about the first shaft between a closed position and an open position. The rotating lever is configured to move the second shaft, on a movement from the closed position to the open position, on a circular path, due to which the door mounting is first moved into the vehicle interior and, on further rotation of the rotating lever, out of the vehicle interior.

Claims

1. A vehicle door unit comprising: a rotating lever supported rotatably at a first end about a first shaft; a door mounting coupled rotatably about a second shaft to a second end of the rotating lever; a door attached to the door mounting and being configured to cover an opening in a vehicle and to close off a vehicle interior; and a drive unit configured to rotate the rotating lever between a closed position and an open position about the first shaft, wherein the rotating lever is configured to move the second shaft on a circular path on a movement from the closed position to the open position, due to which the door mounting is moved initially into the vehicle interior and, on further rotation of the rotating lever, is moved out of the vehicle interior.

2. The vehicle door unit according to claim 1, wherein a complete circle containing the circular path of the movement of the second shaft is divided into two halves by a dividing line defined by a perpendicular from the first shaft to an outer skin of the vehicle, and wherein the rotating lever is configured to move the second shaft from a first half of the circle over the dividing line into the second half of the circle on the movement from the closed position to the open position.

3. The vehicle door unit according to claim 2, wherein the rotating lever is configured to move the door attached to the door mounting into the vehicle interior on the movement of the second shaft on the first half of the circle and to move it away from an edge of the vehicle opening on the movement of the second shaft on the first and second half of the circle.

4. The vehicle door unit according to claim 2, wherein the rotating lever is further configured to move the second shaft, after passing through the second half of the circle, over the dividing line into the first half of the circle.

5. The vehicle door unit according to claim 1, further comprising: a guide element, having an open end and a closed end; and an engaging element in engagement with the guide element at least in the closed position of the rotating lever, wherein the guide element is coupled to a frame element surrounding the opening in the vehicle and the engaging element is coupled to the door, and one of: wherein the open end of the guide element lies in the direction of the rotating lever, or wherein the engaging element is coupled to a frame element surrounding the opening in the vehicle and the guide element is coupled to the door, and wherein the closed end of the guide element lies in the direction of the rotating lever.

6. The vehicle door unit according to claim 5, wherein the guide element and the engaging element are configured in such a way that on rotation of the rotating lever by the drive unit, the engaging element is moved relative to the guide element initially towards the closed end and on further rotation is moved back to the open end of the guide element.

7. The vehicle door unit according to claim 5, wherein the guide element has a curved shape and is configured to guide the door into the vehicle interior on rotation of the rotating lever by the drive unit.

8. The vehicle door unit according to claim 5, wherein the guide element is configured and arranged in such a way that the engaging element leaves the guide element through the open end during the rotation of the rotating lever.

9. The vehicle door unit according to claim 1, further comprising: a pair of retaining elements, of which a first retaining element is attached to a frame element surrounding the opening in the vehicle and a second retaining element is attached to the door, wherein in the closed position of the rotating lever, the first and second retaining elements contact one another in an interacting manner and prevent a movement of the door outwards from the vehicle interior.

10. The vehicle door unit according to claim 9, wherein the rotating lever is configured in such a way that on rotation of the rotating lever from the closed position, a part of the door, together with the retaining element attached to the part of the door, is moved initially into the vehicle interior and the first and second retaining elements are separated from one another, and wherein the retaining element attached to the part of the door is moved by further rotation of the rotating lever in a curve around the retaining element attached to the frame element.

11. The vehicle door unit according to claim 9, wherein the first retaining element is formed T-shaped or L-shaped and the second retaining element is formed T-shaped or L-shaped, wherein a limb of the first and second retaining element in each case stands freely, and wherein the free-standing limbs of both retaining elements lie parallel to one another in the closed position of the rotating lever and contact one another in an interacting manner

12. The vehicle door unit according to claim 1, further comprising: an actuator coupled rotatably to the rotating lever and the door respectively, wherein the actuator is configured to rotate the door about the second shaft relative to the rotating lever and move it away from the opening in the vehicle.

13. The vehicle door unit according to claim 1, wherein the rotating lever comprises two limbs arranged obliquely to one another.

14. The vehicle door unit according to claim 13, wherein the rotating lever is configured in such a way that, in the open position, the two limbs encompass at least one of a part of a vehicle outer skin and a part of a frame element surrounding the opening in the vehicle.

15. A vehicle comprising a vehicle door unit comprising: a rotating lever supported rotatably at a first end about a first shaft; a door mounting coupled rotatably about a second shaft to a second end of the rotating lever; a door attached to the door mounting and being configured to cover an opening in a vehicle and to close off a vehicle interior; and a drive unit configured to rotate the rotating lever between a closed position and an open position about the first shaft, wherein the rotating lever is configured to move the second shaft on a circular path on a movement from the closed position to the open position, due to which the door mounting is moved initially into the vehicle interior and, on further rotation of the rotating lever, is moved out of the vehicle interior.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Preferred embodiments of the invention are now explained with reference to the enclosed schematic drawings, in which

[0046] FIG. 1A shows a schematic representation of a vehicle door unit in perspective and as an interior view,

[0047] FIG. 1B shows a schematic representation of the vehicle door unit in perspective and as an interior view from another angle,

[0048] FIGS. 2(a)-2(d) (collectively referred to as FIG. 2) show a schematic sectional view of a vehicle door unit and three enlarged details of this in a closed position of the vehicle door unit,

[0049] FIGS. 3A(a)-3A(d), 3B, 3C(a)-3C(d), 3D and 3E (collectively referred to as FIGS. 3A-3E, or simply FIG. 3) show schematic sectional views of a vehicle door unit and enlarged details of this in various phases of an opening process of the vehicle door unit,

[0050] FIGS. 4A-4B show a schematic sectional view and a detail of this in the open position of a rotating lever and various degrees of opening of a door of the vehicle door unit,

[0051] FIG. 5 shows a schematic representation of a vehicle door unit in perspective and as an interior view with various degrees of opening of a door of the vehicle door unit, and

[0052] FIG. 6 shows a schematic representation of a detail of a vehicle door unit with drive unit.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0053] Elements, components and assemblies of a vehicle door unit are described below with reference to exemplary schematic representations in the figures. Here the figures show all elements, components and assemblies of the vehicle door unit in a certain configuration of the elements and components. However, the present invention is not restricted to the explicit representation in the figures. On the contrary, vehicle door units are also comprised that contain only one or a few of the elements, components and/or assemblies represented and described. The individual elements, components and assemblies can form further configurations of a vehicle door unit in any combination.

[0054] FIG. 1A shows a schematic representation of a vehicle door unit 10 in perspective and as an interior view. The representation of the vehicle door unit 10 is strongly simplified, in particular, the representation of the vehicle structure around the opening in the vehicle outer skin 40 and corresponding door 12. The vehicle structure comprises an outer skin 40 which has an opening. The opening is used, for example, for the boarding and alighting of passengers from the vehicle. It can also be an emergency opening for disembarking passengers in an emergency. On account of the opening in the outer skin 40, frame elements are provided which strengthen the outer skin around the opening. These frame elements include ribs 42 which are arranged laterally next to the opening. These ribs 42 or door ribs are arranged substantially perpendicular to a longitudinal axis of the vehicle. Furthermore, these ribs are generally described as frame elements or lateral frame elements 42. Alternatively or in addition, longitudinal members, so-called stringers, can also be arranged around the opening to reinforce the outer skin 40. These include the upper longitudinal member 44 and the lower longitudinal member 46. These members 44, 46 are also generally described as frame elements here.

[0055] The vehicle door unit 10 comprises a door 12 (or door assembly 12) which covers the opening in the vehicle and closes off a vehicle interior. The door 12 comprises a door outer side or door outer skin 60, and door stiffening elements which form a door stiffening frame 62. The door outer skin 60 is attached to the door stiffening frame 62 but can also be formed in one piece with this frame. The door can optionally also comprise a window opening 64 which is surrounded by a corresponding window stiffening or a window stiffening frame 66.

[0056] Retaining elements 52 are shown in FIG. 1A that comprise, respectively, a pair of retaining elements 52. A first retaining element is attached here to a frame element, for example a lateral frame element 42, while a second, corresponding retaining element is attached to the door 12, for example to the door stiffening frame 62. In a closed state of the door 12, the two corresponding retaining elements 52 contact one another in an interacting manner They thereby prevent a movement of the door 12 outwards from the vehicle interior.

[0057] Furthermore, the opening in the outer skin 40 of the vehicle can be provided circumferentially with a sealing element 50. In the closed state of the door 12, the inside of the door outer skin 60 can lie close to and/or be pressed onto this sealing element 50, for example a rubber seal.

[0058] FIG. 1B shows further details of the vehicle door unit 10. The vehicle door unit 10 thus comprises a rotating lever assembly. This comprises a rotating lever 14 which is supported rotatably about a first shaft at a first end. The vehicle door unit 10 further comprises a door mounting which is coupled rotatably about a second shaft to a second end of the rotating lever 14. The door 12 is attached to the door mounting. Alternatively, the door mounting can also be formed in one piece with the door 12.

[0059] A drive unit 18 of the vehicle door unit 10 can rotate the rotating lever 14 about the first shaft between a closed position and an open position. The drive unit can comprise an electric motor or hydraulic motor. The rotary movement of the rotating lever 14 can also be accomplished by a manual drive, such as a crank handle or lever handle 16, for example.

[0060] The vehicle door unit 10 further comprises one or more guide elements 48 and one or more corresponding engaging elements 68. In FIGS. 1A and 1B, two guide elements 48 are shown on a side of the door 12 lying opposite the rotating lever 14. It goes without saying that both the rotating lever 14 and the guide and engaging elements 48, 68 can be arranged at other positions on the frame elements and on the door. An arrangement of the rotating lever 14 at the upper or also the lower end of the door 12 is sensible only on account of the curvature of the outer skin 40 of the vehicle shown in the figures. In the case of a flat outer skin, the rotating lever 14 can also be arranged on one side, for example on the frame elements 42. Likewise, the guide and engaging elements 48, 68 can be arranged independently of the position of the rotating lever 14, for example laterally between the door stiffening frame 62 and the frame elements 42.

[0061] The door 12 is held all around by the retaining elements 52, the rotating lever assembly and the guide and engaging elements 48, 68. In the case of an aircraft, in particular, the excess pressure prevailing in the aircraft interior during flight mode can be transferred uniformly by the door 12 to the frame elements 42, 44, 46. Loads and forces that act on the door 12 from outside can naturally also be transferred by the aforesaid elements to the frame elements 42, 44, 46.

[0062] To move the door 12 from its closed position into an open position, and, in particular, to release the guide and engaging elements 48, 68 and the retaining elements 52 from one another, a certain movement of the door 12 is necessary. This movement is now explained with reference to FIGS. 2 and 3A to 3E. FIG. 2(a)-2(d) show a schematic sectional view of a vehicle door unit and three enlarged details of this sectional view in a closed position of the vehicle door unit 10. FIGS. 3A to 3E show schematic sectional views of the vehicle door unit 10 and enlarged details of this in various phases of an opening process of the vehicle door unit 10. For greater clarity, not all elements are provided with reference signs in the figures. However, FIGS. 2 and 3 show all the same elements and components, just in different positions.

[0063] FIG. 2(a) shows a schematic sectional view through the entire vehicle door unit 10. The upper and lower frame element 44, 46 (longitudinal members) and the outer skin 40 of the vehicle attached to these frame elements are shown in this view. The door 12 is located lying in between. The door is attached to the upper frame element 44 via a rotating lever assembly 110. On its underside, the door 12 is coupled via guide and engaging elements 48, 68, at least in the closed state of the door 12 to the lower frame element 46. At its sides, the door 12 is held on the lateral frame elements 42 via retaining elements 52 shown by dashed lines.

[0064] Related to the sectional view in FIG. 2(a), FIG. 2(b) shows the rotating lever assembly 110 enlarged and in detail. A rotating lever retaining element 120 is attached to the upper frame element 44 or is formed in one piece with the upper frame element 44. The rotating lever 14 is coupled rotatably to the rotating lever retaining element 120 at one end of it. The rotating lever 14 is thereby supported rotatably about a first shaft 130 at a first of its ends (viewed in the cross section shown). The rotating lever 14 has a second end, to which a door mounting 140 is coupled rotatably about a second shaft 135. The door 12 is attached to a side of the door mounting 140 facing away from the second shaft 135. In particular, the door stiffening frame 62 is attached to the door mounting 140. Alternatively, the door mounting 140 can also be formed in one piece with the door 12 or the door stiffening frame 62.

[0065] The drive unit 18 shown in FIGS. 1A and 1B can rotate the rotating lever 14 about the first shaft 130. In FIGS. 2(a) and 2(b) the rotating lever 14 is shown in a closed position. The drive unit 18 can rotate the rotating lever 14 from the closed position into an open position about the first shaft 130. The rotating lever 14 is configured to move the second shaft 135 on a circular path upon movement from the closed position to the open position. Due to a rigid configuration of the rotating lever 14, in particular, each point of the rotating lever moves on a circular path about the first shaft 130, thus also the second shaft 135. Due to this movement on a circular path, the door mounting 140 moves first into the vehicle interior and, on further rotation of the rotating lever 14, out of the vehicle interior.

[0066] The vehicle door unit 10 further comprises an actuator 74 which is coupled rotatably to the rotating lever 14 and the door 12 respectively. In FIG. 2(b), the actuator 74 is connected rotatably to an additional frame element 145 which extends from the door stiffening frame 62 into the vehicle interior. Alternatively, the actuator 74 can also be connected rotatably to the door stiffening frame 62 or also the door mounting 140.

[0067] Finally, a seal 151 in the form of a sealing lip is provided. Alternatively, a tubular seal 151 can be used. The seal 151 serves to seal the vehicle interior off from the environment. The seal 151 is attached for this purpose to a seal holder or a seal profile 152 which is attached, in turn, to the outer skin 40. The seal 151 can naturally be attached to another element or another component or directly to the outer skin 40. In the closed state of the door 12, the door outer skin 60 lies at a free end of the seal 151. The vehicle interior is thus closed off or isolated from the environment of the vehicle on account of an elastic effect of the seal 151. In an aircraft, in particular, an excess pressure prevailing in the vehicle interior during flight mode can press the seal 151 onto the inside of the door outer skin 60, due to which the sealing property is improved.

[0068] FIG. 2(c) shows a pair of retaining elements 52 on an enlarged scale. A first retaining element 52a is attached to a frame element surrounding the opening of the vehicle, for example the lateral frame element 42. A second retaining element 52b is attached to the door 12, for example to the door stiffening frame 62. The first retaining element 52a can be formed T-shaped or L-shaped. The second retaining element 52b can likewise be formed T-shaped or L-shaped. The retaining elements 52 can also assume any other shape. What is common to both retaining elements 52a, 52b is that they comprise a component which stands out from the frame element 42, 44, 46 in the direction of the door 12, or stands out from the door 12 in the direction of the frame element 42, 44, 46. For example, the retaining elements 52a, 52b can contain a free-standing limb in each case which stands out in the manner described above. The free-standing limbs lie parallel to one another in the closed position of the rotating lever. The two limbs can thereby contact one another in an interacting manner and prevent the door 12 from moving outwards from the vehicle interior.

[0069] FIG. 2(d) shows the guide and engaging elements 48, 68 enlarged and in detail. These elements arranged on the lower area of the door 12 likewise serve to secure the door 12 during a closed position of the rotating lever 14, thus when the door 12 is closed. The guide element 48 is attached the frame element 46 for this. Alternatively, the guide element 48 can also be formed in one piece with the frame element 46. The engaging element 68 is also attached to the door 12. The engaging element 68 is advantageously attached to a lower part of the door stiffening frame 62. Alternatively, the engaging element 68 can also be formed in one piece with the door 12 or the door stiffening frame 62.

[0070] The engaging element 68 can comprise a sliding body 170. This can be in the form of a rod, roll or ball, for example. The sliding body 170 of the engaging element 68 is located, at least in the closed position of the rotating lever 14, in engagement with the guide element 48, as is shown in FIG. 2(d). The other components of the guide element 48 are explained with reference to FIGS. 3A to 3E.

[0071] In order to achieve an adequate retaining function of the door 12 in the closed position, even in the area of the guide element 48, the guide element 48 can also comprise a retaining component (not shown). For example, a retaining component in the form of a lug or similar can be arranged in the top right area of the open end of the guide element 48 shown in FIG. 2(d). The engaging element 68 (for example, the sliding body 170) can be supported thereby against this retaining component if a force directed outwards is applied to the door 12.

[0072] Alternatively to the representation shown in FIG. 2, the engaging element 68 and the guide element 48 can also be arranged reversed. In other words, the engaging element 68 can be attached to the lower frame element 46 or formed in one piece with this, and the guide element 48 can be attached to the door 12 or the door stiffening frame 62 or formed in one piece with either the door or the door stiffening frame.

[0073] Finally, a seal 181 is provided on this side of the door 12 also. Like the seal 151, the lower seal 181 also serves to seal off the vehicle interior from the environment. The seal 181 can be provided in the form of a sealing lip, for example. The seal 181 is also attached to a suitable seal profile 182 and lies close to a free end on the inside of the door outer skin 60 in the closed state of the door 12. The same embodiments and alternatives apply to the seal 181 as described for the seal 151 above.

[0074] Finally, a gap in the door 12 at its sides in relation to the outer skin 40 of the vehicle is also closed off by corresponding seals. These can be formed like the seals 151 and 181 or have a similar form and design.

[0075] In the present figures, the rotating lever 14 is shown V-shaped or U-shaped. The rotating lever 14 thus comprises two limbs arranged obliquely to one another. The limbs can be formed in a straight line to an intersection point at which the two limbs meet. Alternatively, one or both of the limbs can also be formed curved. The shape of the rotating lever 14 should not be understood as a restriction of the present disclosure. However, the form shown in the figures with curved limbs offers the advantage that the rotating lever 14 is very space-saving. Beveling of the limb facing the first shaft 130 enables the rotating lever 14 to be brought even closer to the inside of the outer skin 40 in the closed position.

[0076] To explain the movement of the rotating lever 14 and the second shaft 135 further, the following geometrical conditions are taken into account. In FIG. 2(a), a dividing line 160 is drawn in, which is defined by a perpendicular from the first shaft 130 and a plane formed through the outer skin 40. So as not to jeopardize a clear representation of the figures, the dividing line 160 is not shown in the detailed views of the figures. The perpendicular is a line that reflects the shortest distance from the first shaft 130 to the outer skin 40. The dividing line 160 defined by this divides a circle which contains the circular path of the second shaft 135, into two halves. In the embodiment according to FIG. 2, a first, upper and a second, lower half of the circle can be spoken of.

[0077] The rotating lever 14 is configured to move the second shaft 135 from a first half of this circle over the dividing line 160 into the second half of the circle on the movement from the closed position to the open position. This movement is explained in more detail with reference to FIGS. 3A to 3E.

[0078] FIG. 3A shows a state of the vehicle door unit 10 on a rotary movement of the rotating lever 14 shortly after leaving the closed position. As can be clearly recognized in FIG. 3A(b), the rotating lever 14 was rotated about the first shaft 130. Here this rotation is counter-clockwise, as the door 12 in the figures is opened to the right. The second shaft 135 was moved on a circular path by the rotation of the rotating lever 14. The situation shown in FIG. 3A corresponds to a rotation in which the second shaft 135 was moved on a first half of the circle described above roughly as far as the dividing line 160. This movement contains a movement component parallel to the dividing line 160, due to which the second shaft 135 and thus also the door mounting 140 were moved into the vehicle interior. This is to be recognized in FIG. 3A(b), as the door outer skin 60 was moved out of the plane formed by the outer skin 40 of the vehicle in the direction of the vehicle interior. The circular movement of the second shaft 135 naturally also comprises a movement component parallel to the plane formed by the outer skin 40 (thus perpendicular to the dividing line 160). The door mounting 140 and thus the entire door 12 also move on account of this movement component away from the frame element 44 surrounding the opening (obliquely downwards in the figures). A gap 210 thereby arises between the outer skin 40 of the vehicle and the door outer skin 60.

[0079] The second retaining element 52b, which is attached to the door 12, also executes a corresponding movement. As can be recognized from FIG. 3A(c), a free-standing limb 222 of the second retaining element 52b has detached itself from a free-standing limb 221 of the first retaining element 52a, which is attached to a lateral frame element 42, in the direction of the vehicle interior.

[0080] The lower part of the door 12 is likewise moved by the rotary movement of the rotating lever 14. On account of the rotatable coupling of the door mounting 140 to the rotating lever 14, the movement of the door 12 in the lower area does not have to correspond 100 percent to the movement of the second shaft 135. Nevertheless, the engaging element 68 and the guide element 48 are provided to be able to open the door 12 without contacting or damaging other components and elements of the vehicle. In particular, the guide element 48 has an open end and a closed end. In FIG. 3A the open end lies at the top and the closed end at the bottom. For example, the guide element 48 comprises two guide surfaces 231, 232 which run parallel to one another and converge and merge at the closed end of the guide element 48. The guide surfaces 231, 232 end at the open end still spaced at a distance. In the event of a movement of the engaging element 68 or the guide element 48, the engaging element 68 moves along at least one of the two guide surfaces 231, 232. The sliding body 170 of the engaging element 68 is advantageously configured in such a way that it permits as smooth a movement as possible of the door 12.

[0081] Furthermore, the two guide surfaces 231, 232 can have a curved shape. Due to this, the door 12 is not only moved downwards by the rotary movement of the rotating lever 14, but also into the vehicle interior. The door outer skin 60 can press the seal 181 inwards in this process, for example. The seal 181 and the seal profile 182 are advantageously arranged in such a way that the door outer skin 60 can be moved into a region that lies between the outer skin 40 of the vehicle and the seal 181 and the seal profile 182.

[0082] On continuation of the rotation of the rotating lever 14, the second shaft 135 moves further on the circular path until it reaches its lowest point. Lowest point here means the point on the circular path that lies closest to the guide element 48 arranged opposite. Alternatively, a point on the circular path that determines the center of the second, lower half of the circle can also be meant by this. In other words, this is a point on the circular path that is determined by an intersection with a parallel of the plane formed by the outer skin 40, wherein the parallel runs through the first shaft 130 (the center point of the circle).

[0083] In this state the engaging element 68, for example the sliding body 170, also reaches the lower end of the guide element 48. This situation is illustrated in FIG. 3B. The guide element 48, and, in particular, the guide surfaces 231, 232, must therefore be coordinated to the circle radius of the circular movement of the second shaft 135. Before the time at which the second shaft 135 reaches the lowest point on the circular path (the nearest point to the guide element 48), the engaging element 68 must not yet have reached the closed end of the guide element 48. Further rotary movement of the rotating lever 14 would otherwise be blocked.

[0084] FIG. 3B further shows that at this time, the retaining element 52b attached to the door 12 was not only moved in the direction of the vehicle interior, but was also moved away from the retaining element 52a attached to the frame element 42, 44, 46. The door outer skin 60 is also located at a maximum overlap with the outer skin 40 of the vehicle. The space provided for this must offer sufficient room by appropriate dimensioning of the door outer skin 60, the outer skin 40, the lower frame element 46 and the seal profile 182.

[0085] FIG. 3C now shows the vehicle door unit 10 at a time at which the rotating lever 14 was rotated further, wherein the second shaft 135 leaves the vehicle interior. In other words, the second shaft 135 is moved out over the plane formed by the outer skin 40. This is clearly recognizable in FIG. 3C(b).

[0086] Moreover, the actuator 74 was compressed on account of the movement. A spring element, such as a gas pressure spring, of the actuator 74 can be compressed. The maximum compression of the actuator 74 does not have to take place at the time or state of rotation as shown in FIG. 3C. On the contrary, it can also take place before or after this state. This can be achieved by suitable fitting of the actuator 74 to the rotating lever 14 and/or to the door 12 (for example, the door stiffening frame 62 or additional frame element 145).

[0087] Since the movement of the second shaft 135 along the second, lower half of the circle contains a movement component out of the vehicle, the second retaining element 52b also moves in a curve around the first retaining element 52a attached to the frame. This movement is shown in FIG. 3C(c) by a corresponding arrow.

[0088] The lower area of the door 12 is similarly moved upwards corresponding to the upward movement of the second shaft 135. Here the sliding body 170 again moves along the guide surfaces 231, 232 from the closed end to the open end of the guide element 48.

[0089] The door 12 is therefore located in an inclined position which is caused by the rotating lever 14 and the engaging and guide elements 48, 68. In this case the door 12 appears further out of the vehicle interior in the region of the rotating lever than on the opposite side.

[0090] As is now shown in FIG. 3D, the movement of the lower area of the door 12 is continued until the engaging element 68 leaves the guide element 48 through the open end. This position of the door 12 in the lower area corresponds almost to the position of the door 12 in the closed state (closed position of the rotating lever 14). However, due to the inclined position of the door 12, areas of the door 12 that lie above the engaging element 68 are already outside the plane formed by the outer skin 40. The second retaining element 52b attached to the door 12 is now also no longer in engagement with the retaining element 52a attached to the frame element 42, 44, 46, but lies further outside.

[0091] After leaving the open end of the guide element, as shown in FIG. 3E, the lower area of the door 12 can move freely. On account of the force applied by the actuator 74, the door 12 continues to move outwards from the vehicle interior. An end of the door 12 lying opposite the rotating lever 14 can also move away from the vehicle outer skin 40.

[0092] Finally, the rotating lever 14 reaches an open position as shown in FIGS. 4A and 4B. The illustration in FIGS. 4A and 4B shows the second shaft 135 roughly at the level of the dividing line 160 (which is not drawn in for reasons of clarity). The rotating lever 14 can naturally also be formed in such a way that, after moving through the second half of the circle, the second shaft 135 is moved over the dividing line 160 into the first, upper half of the circle.

[0093] It is clearly recognizable in FIG. 4B that the V-shaped or U-shaped rotating lever 14 reaches around the outer skin 40. This shape of the rotating lever 14 therefore offers the advantage of being arranged on the one hand compactly in the interior of the vehicle in the closed position, and on the other hand of being able to rotate the second shaft 135 as far as possible outwards and upwards. At the same time, the door outer skin 60 can come very close to the outer skin 40 of the vehicle during the closed position, due to which a gap between the two outer skins 40, 60 can be kept as small as possible.

[0094] Although the movement of the rotating lever 14 is completed, the door 12 can be opened further. This is accomplished by the actuator 74. As is evident in detail from FIG. 4B, the spring element of the actuator 74 can now expand again, due to which the door 12 is rotated about the second shaft 135. The actuator 74 can naturally also comprise an active element, for example an electric or hydraulic element, to accomplish the further movement of the door 12 about the shaft 135. However, the solution shown in FIGS. 2 to 4, in which the actuator is first compressed and can then expand again later, offers the advantage that the energy required for opening the door 12 can be introduced into the actuator 74 solely by the rotary movement of the rotating lever 14. The actuator can be realized more simply, lighter and more compactly due to this.

[0095] FIG. 5 shows another schematic representation of the open door in the states in FIGS. 4A and 4B as a view in perspective. It is clearly recognizable here that the retaining elements 52 and the engaging elements 68 and guide elements 48 are all separate from one another. The elements that remain on the frame elements 42, 44, 46 advantageously only occupy very little space. Moreover, they can be overlapped by the outer skin 40 of the vehicle. These elements thereby only obstruct disembarkation through the opening created in the outer skin 40 of the vehicle to a very small degree.

[0096] Alternatively to the arrangement shown in the figures of the guide element 48 on the lower frame element 46, the guide element 48 can also be fitted to the lateral frame elements 42. For example, guide element 48 can be arranged instead of the lowest retaining element 52a. The engaging elements 68 would be attached accordingly to the lateral door stiffening frame 62. The lower area of the door opening can be kept free from protruding elements by this, guaranteeing a safe disembarkation through the opening created.

[0097] FIG. 6 shows, finally, another detailed view of the upper door area with rotating lever 14 and drive unit 18. This highly simplified representation provides the drive unit 18 in such a way that a drive shaft 310 aligns directly with the first shaft 130. Transmissions or other devices, such as gearwheels, for example, can be avoided by this, due to which the weight and the space required can be reduced. This is advantageous in aircraft in particular. The drive unit 18 can be connected by a control rod (310), for example, to the rotating lever 14, wherein the rotating lever 14 is connected in a torsion-resistant manner to the control rod.

[0098] Alternatively, the rotating lever 14 can also be formed in one piece with a control rod which is coupled at its protruding end to the drive unit 18.

[0099] The rotating lever 14 is shown furthermore as an elongated element. This can be formed (bent) from a plate, for example. The rotating lever 14 is naturally not restricted to this configuration. For example, several rotating levers 14 can also be provided which are formed correspondingly from rods or cuboids. All rotating levers 14 can then be attached to one control rod adjacent to one another and at a distance from one another. However, the one-piece rotating lever 14 shown offers the advantage that it is more torsion-resistant.

[0100] Finally, FIG. 6 also shows a manual drive in the form of a crank handle or lever handle 16. This manual drive 16 can be provided in addition or alternatively to an electric or hydraulic motor 18. By actuating the manual drive 16 downwards from the top position shown, the rotating lever 14 can be rotated by one person in the vehicle interior about the first shaft 130 according to the preceding descriptions of FIGS. 2 to 4. The movement of the manual drive 16 can be limited to 180o or less on account of an inner lining of the vehicle. However, this is sufficient to move the second shaft 135 far enough over the circular path and out of the vehicle in order to execute the movements of the door 12 shown in FIGS. 2 to 4.

[0101] While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms comprise or comprising do not exclude other elements or steps, the terms a or one do not exclude a plural number, and the term or means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.