DOOR LOCKING ASSEMBLY FOR AN AIRCRAFT

The disclosure relates to a door locking assembly for locking a door of an aircraft, comprising a locking hook adapted for blocking in a locking position a lockable arm of a door of an aircraft; a release lever connected to the locking hook for moving the locking hook from a releasing position into the locking position in response to being actuated by a lockable arm of a door of an aircraft; an operating handle connected at least to the release lever and rotatable for moving the locking hook from the locking position to the releasing position; and a locking indicator connected to the locking hook for indicating positioning of the locking hook in one of the locking position or the releasing position.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to European patent application No. EP 22400005.9 filed Jun. 30, 2022, the disclosure of which is incorporated in its entirety by reference herein.

TECHNICAL FIELD

The present disclosure is related to a door locking assembly for locking a door of an aircraft. The present disclosure is further related to an aircraft comprising such a door locking assembly.

BACKGROUND

Aircrafts are usually provided with respective aircraft doors to enable crew members and/or passengers an easy access to the aircrafts. The respective aircraft doors are generally embodied as hinged doors, but other types of doors may also be used dependent on a given type of aircraft. For instance, in a rotary-wing aircraft such as a helicopter sliding doors may be used to open or close corresponding apertures provided in the rotary-wing aircraft. Such sliding doors are usually guided on the rotary-wing aircraft via suitable guide rails from an opened position at a predetermined distance along an outer surface of the rotary-wing aircraft up to a height of a corresponding aperture provided in the rotary-wing aircraft, and are then guided into the aperture into a respective closed position via suitably curved or bent ends of the guide rails.

Conventional sliding doors usually comprise one or more sliding arm assemblies that are rigidly mounted to a plate-shaped support of the sliding door via an associated mounting plate by means of suitable fasteners, such as screws. The one or more sliding arm assemblies are e.g., rigidly mounted to a door leaf of the sliding door. Each one of the one or more sliding arm assemblies supports one or more roller carriages with associated guide rollers that are adapted for rolling in operation along a given guide rail. The one or more roller carriages, i.e., the associated guide rollers, are adapted for engaging the given guide rail in an accommodation provided on, or in, the given guide rail. An exemplary sliding door of a rotary-wing aircraft is described in the document EP 3 825 226 A1.

In general, a given sliding door in a rotary-wing aircraft must be moved manually, e.g., starting at a corresponding fully opened position, along the guide rails and must furthermore be locked manually in a corresponding fully closed position in the aperture of the rotary-wing aircraft. Furthermore, it might be required to lock the given sliding door in the corresponding fully opened position in order to prevent the given sliding door from unintentionally and inadvertently moving from the corresponding fully opened position in direction of the corresponding fully closed position, as this may lead to harm and injury e.g., of a respective operator of the given sliding door and/or rotary-wing aircraft passengers. For instance, it might be required to lock the given sliding door in the corresponding fully opened position to enable a safe and reliable hoisting operation. Therefore, it is necessary to provide a suitable door locking assembly for locking and retaining the given sliding door in the corresponding fully opened position upon reaching of the corresponding fully opened position.

The document EP 3 571 365 B1 describes a door locking assembly for locking a door leaf of a sliding door in an aircraft to a door frame. Locking of the door leaf to the door frame is achieved by engaging a catch element with a latching unit, wherein the catch element is designed as an oblong flat part with a latching recess which is engaged by latching bodies of the latching unit for being latched in a latch and lock state of the door locking assembly.

The document EP 2 872 395 B1 describes a door locking assembly for locking a sliding door in an aircraft in a fully opened position. The door locking assembly comprises multiple constituent components, comprising handles, cables, hooks, brackets, and so on.

However, a door locking assembly is generally not only provided to maintain a given sliding door in a respective latch and lock state in its fully opened position, but also to enable a simple and ergonomic unlocking and releasing. Furthermore, such a door locking assembly should be adapted to absorb a respective opening energy generated by the given sliding door upon reaching of the fully opened position and, moreover, have no friction wearing and no noise generation when functioning. In addition, such a door locking assembly should provide an information about its current state, i.e., whether it is in locking or releasing state, and it should be easily and securely installable in a respective rotary-wing aircraft.

Usually, all these different and dissociate functions of the door locking assembly are performed by various different constituent components, so that conventional door locking assemblies are complex and heavy with a comparatively great number of constituent components. However, due to the complexity of the conventional door locking assemblies they usually require a comparatively great installation space. Furthermore, due to the comparatively great number of constituent components, the conventional door locking assemblies are susceptible to failure, which may lead to incidents e.g., in flight operation of a respective rotary-wing aircraft. Moreover, the conventional door locking assemblies are usually difficult to lock/unlock by respective operators, thus, leading potentially to hazardous events. In particular, it is generally not possible to lock/unlock the conventional door locking assemblies with only one hand and suitable ergonomics. WO2014011130, US2003146643, CN114109195 and EP3922546 were cited.

SUMMARY

It is, therefore, an object of the present disclosure to provide a new door locking assembly for locking a sliding door of an aircraft and, more generally, for locking any type of door of any type of vehicle. The new door locking assembly is preferably suitable for locking the door in a fully opened position and enables an increased reliability and safety of the door in locked state.

This object is solved by a door locking assembly having the features of claim1. More specifically, according to the present disclosure a door locking assembly for locking a door of an aircraft comprises a locking hook adapted for blocking in a locking position a lockable arm of a door of an aircraft; a release lever connected to the locking hook for moving the locking hook from a releasing position into the locking position in response to being actuated by a lockable arm of a door of an aircraft; an operating handle connected at least to the release lever and rotatable for moving the locking hook from the locking position to the releasing position; and a locking indicator connected to the locking hook for indicating positioning of the locking hook in one of the locking position or the releasing position.

Advantageously, the inventive door locking assembly forms a light-weight self-lock and latch system with an integrated unlocking or release lever, visual indication means, and an amortizing or dampening member, and it enables a safe and ergonomic unlocking. More particularly, it has a simple design with a reduced number of constituent components and enables creation of standard equipment parts for any type of door. Thus, any type of door may be designed to have a safe locked state in fully opened position and to be unlocked via a simple unlocking operation which can be performed with only one hand by an operator. The design enables a safe and reliable usage and an easy maintainability and inspection, and it is particularly advantageous for use in aircrafts with sliding doors which must be lockable in fully opened position.

Preferably, the inventive door locking assembly is designed for locking a locker implemented by the lockable arm, which is e.g., installed on the door, i.e., attached to a respective door leaf. The lockable arm may e.g., be provided with a guiding member that implements a failsafe function. The inventive door locking assembly as such may e.g., be mounted to an associated door frame and preferably comprises an integrated lever implemented by the locking hook, the release lever, the operating handle, and the locking indicator, but without any rods or kinematics required in the conventional door locking assemblies. The locking indicator preferably constitutes a direct visual means such as a visual indicator integrated on the door locking assembly. More specifically, the locking indicator forms a flag system that is clearly visible and unambiguously understandable by an operator.

The inventive door locking assembly may further comprise an integrated absorption bumper, in particular an elastomeric bumper, forming a dampening member. Such a dampening member may prevent damage and wearing due to vibration, but it may also be suitable for absorption of energy. Moreover, a pre-catch and catch locking system may be integrated into the door locking assembly. For instance, the pre-catch and catch locking system may comprise a catching notch adapted for catching a lockable arm of a door that performs a locking movement towards the door locking assembly.

Furthermore, two different configurations are possible. More specifically, the door locking assembly may advantageously be installed on an associated door frame, or alternatively on a given door, i.e., door leaf. Likewise, the lockable arm may be mounted either to the given door, i.e., door leaf, if the door locking assembly is installed on the associated door frame, or to the associated door frame, if the door locking assembly is installed on the given door, i.e., door leaf. In both configurations a respectively required installation space is identical, at least within associated manufacturing tolerances, and an adaptation of the door locking assembly and/or the lockable arm is configuration-independent and, therefore, not required.

In summary, the inventive door locking assembly is safe and reliable, has a comparatively low complexity with a reduced number of constituent components, and it is provided with visible indication means. Due to its comparatively low complexity with the reduced number of constituent components respective costs and an associated weight may advantageously be reduced. Furthermore, it may be used on internal and external direct locking means of opening systems, such as doors or cowlings and so on. In particular, it enables a reduction of noise perceived with conventional door locking assemblies during door closure and in flight due to vibration of the rods or kinematics required in such conventional door locking assemblies. Moreover, it enables an easy and ergonomic usage with only one hand of an operator.

According to some aspects, the locking hook is rigidly attached to, or integrally formed with, the release lever.

According to some aspects, the locking hook and the release lever form a plate-shaped lock and release element.

According to some aspects, the plate-shaped lock and release element is rotatably mounted to an associated housing.

According to some aspects, the plate-shaped lock and release element is rotatably mounted to the associated housing via a rotation shaft.

According to some aspects, the locking indicator is rotatably mounted to the associated housing via the rotation shaft.

According to some aspects, the rotation shaft is non-rotatably mounted to the associated housing.

According to some aspects, the locking indicator is connected to the locking hook by means of at least one drive guide pin provided on the plate-shaped lock and release element.

According to some aspects, the at least one drive guide pin is movably arranged in an arc-shaped guide groove.

According to some aspects, the arc-shaped guide groove is formed in the associated housing.

According to some aspects, the operating handle is rotatably mounted to the associated housing by means of a connecting member, in particular a connecting shaft.

According to some aspects, the operating handle is connected to the plate-shaped lock and release element via a clutch unit arranged in the associated housing.

According to some aspects, the associated housing forms a catching notch adapted for catching a lockable arm of a door of an aircraft that performs a locking movement towards the associated housing.

According to some aspects, the door locking assembly further comprises a dampening member adapted for dampening a locking movement of a lockable arm of a door of an aircraft at the associated housing.

The present disclosure further provides an aircraft comprising a door that is equipped with a lockable arm, and a door locking assembly as described above for locking the door.

DETAILED DESCRIPTION

FIG.1shows a vehicle1that is exemplarily illustrated as an aircraft, in particular as a rotary-wing aircraft and, more particularly, as a helicopter. Thus, for purposes of simplicity and clarity, the vehicle1is hereinafter referred to as the “rotary-wing aircraft1”. The present disclosure is, however, not limited to rotary-wing aircrafts and can likewise be applied to any other vehicle, in particular to a vehicle that is controllable in a flowing medium, such as air or water, independent of a particular configuration thereof.

Illustratively, the rotary-wing aircraft1comprises a fuselage1aand a tail boom1b, which exemplarily comprises a tail wing1c, a fin1dand a shroud1efor accommodation of a suitable counter-torque device, such as a tail rotor, which is configured to provide counter-torque during operation in order to balance the rotary-wing aircraft1in terms of yaw. The tail boom1bmay further be provided e.g., with a horizontal stabilizer, a bumper and so on.

It should be noted that only the fuselage1awith the tail boom1bare shown inFIG.1for purposes of simplicity and clarity of the drawings. However, other conventional components, such as e.g., a main rotor and a landing gear of the rotary-wing aircraft1, are not shown, as they are well-known to the person skilled in the art and as such not part of the present disclosure and would, thus, only unnecessarily encumber and complicate the representation.

Illustratively, the fuselage1acomprises at least two longitudinal side walls, a portside wall1fand a starboard side wall1g. The fuselage1apreferably defines at least a cockpit, a passenger cabin and/or a cargo compartment. However, for simplicity and clarity of the description, such a cockpit, passenger cabin and cargo compartment are not explained in greater detail.

By way of example, at least the portside wall1fis provided with a sliding element region2, wherein a sliding element arrangement (3inFIG.2) with at least one upper and at least one lower rail arrangement2a,2bcan be provided. Illustratively, the upper and lower rail arrangements2a,2bare attached to the fuselage1a.

More specifically, the upper and lower rail arrangements2a,2bare preferably adapted for slidably receiving a sliding element, in particular a sliding door (4inFIG.2) or a sliding window, which in turn is adapted for opening or closing an aperture1hprovided in the sliding element region2of the portside wall1f, preferably sealingly. By way of example, the aperture1his equipped with a frame2c.

According to one aspect of the present disclosure, the starboard side wall1gis also provided with a sliding element region2, wherein at least one upper and at least one lower rail arrangements2a,2bare attached to the fuselage1aand wherein an aperture1his provided for reception of a sliding element. More specifically, the starboard side wall1gis preferably provided with a sliding element arrangement that is preferably embodied similar to the sliding element arrangement3ofFIG.2.

FIG.2shows a sliding element arrangement3, which is illustratively adapted for being mounted at the sliding element region2ofFIG.1to the portside wall1fof the fuselage1aof the rotary-wing aircraft1ofFIG.1. Illustratively, the sliding element arrangement3is mounted to the frame2cof the fuselage1a, which is provided at the sliding element region2.

The sliding element arrangement3preferably comprises at least one sliding element4, in particular a sliding door or a sliding window, as well as the upper and lower rail arrangements2a,2bofFIG.1, which preferably comprise associated sliding element rails7which are preferentially attached to the portside wall1fof the rotary-wing aircraft1ofFIG.1by means of suitable fasteners, such as screws, bolts, rivets and so on. For brevity and simplicity, the associated sliding element rails7are hereinafter referred to as the “rails7”.

The sliding element4is illustratively embodied as a sliding door that comprises at least a door leaf4aand is, therefore, also referred to hereinafter as the “sliding door4”, for simplicity and clarity. Consequently, the frame2cdefines a sliding door frame.

The sliding door4is preferably slidably supported by the rails7such that the sliding door4may slide in operation along the rails7. More specifically, the sliding door4is preferably at least slidable along the rails7by means of an opening sliding movement into an opening movement direction from a fully closed position into a fully opened position. The fully opened position is exemplarily illustrated inFIG.2.

In the fully opened position, the sliding door4is preferably locked by means of an associated door locking assembly6. The door locking assembly6is illustratively arranged in a door locking region5. By way of example, the door locking region5is located at the upper rail arrangement2aclose to an upper edge4bof the door leaf4a.

FIG.3shows the door locking assembly6ofFIG.2which is illustratively rigidly mounted to the fuselage1aofFIG.1andFIG.2. More specifically, the door locking assembly6is rigidly mounted close to an upper rail7aof the rails7, which is part of the upper rail arrangement2aofFIG.2.

InFIG.3, the door locking assembly6locks the sliding door4ofFIG.2in its fully opened position. To enable locking of the sliding door4in its fully opened position, the latter is provided with a lockable arm4e. Illustratively, the lockable are4eis rigidly mounted to the sliding door4via a locking lug member4c. For instance, the locking lug member4cmay be rigidly mounted to the door leaf4a, e.g., at the upper edge4bof the door leaf4a, or to a roller carriage provided at the upper edge4b. Furthermore, the locking lug member4cmay be provided with a guide member4dfor implementing a failsafe function of the sliding door4.

Illustratively, the lockable arm4eis locked by the door locking assembly6. The door locking assembly6comprises a locking hook6athat is adapted for blocking, in an illustrated locking position, the lockable arm4eof the sliding door4. By way of example, the locking hook6aextends in the illustrated locking position into a respective lug formed by the locking lug member4c.

Furthermore, the door locking assembly6comprises a release lever (6iinFIG.4toFIG.6) connected to the locking hook6afor moving the locking hook6afrom a releasing position illustrated inFIG.4andFIG.5into the locking position in response to being actuated by the lockable arm4e. The release lever (6iinFIG.4toFIG.6) is connected to an operating handle6dwhich is rotatable for moving the locking hook6afrom the locking position to the releasing position illustrated inFIG.4andFIG.5. The operating handle6dmay comprise a grip plate6nto enable an easy and comfortable operating of the operating handle6d.

Moreover, the locking hook6ais connected to a locking indicator6bprovided for indicating positioning of the locking hook6ain one of the locking position or the releasing position. InFIG.3, the locking indicator6billustratively indicates positioning of the locking hook6ain the locking position.

Preferably, the locking hook6ais rotatably mounted to an associated housing6gvia a rotation shaft6c. Likewise, the locking indicator6bis preferably rotatably mounted to the associated housing6gvia the rotation shaft6c. The rotation shaft6c, in turn, is preferably non-rotatably mounted to the associate housing6g. The associated housing6gmay be rigidly attached to the fuselage1a.

Furthermore, the operating handle6dis preferably rotatably mounted to the associated housing6gby means of a connecting member6e, in particular a connecting shaft. More specifically, the operating handle6dmay be connected to the release lever (6iinFIG.4toFIG.6) via a clutch unit6farranged in the associated housing6g. A suitable clutch unit that may be used for implementing the clutch unit6fis well-known to the person skilled in the art and, as such, not part of the present disclosure. Accordingly, a detailed description of the clutch unit6fis omitted, for brevity and conciseness.

Illustratively, the associated housing6gforms a catching notch6hadapted for catching the lockable arm4ewhen the latter performs a locking movement toward the associated housing6g. The catching notch6his preferably at least approximately V-shaped in order to guarantee a reliable entering of the lockable arm4einto the catching notch6hduring the locking movement.

FIG.4shows the sliding door4with the lockable arm4eand the locking lug member4cofFIG.3, as well as the door locking assembly6ofFIG.3which is illustratively rigidly mounted as illustrated inFIG.3to the fuselage1aclose to the upper rail7aof the rails7. As described above atFIG.3, the door locking assembly6illustratively comprises the locking hook6a, the locking indicator6b, the rotation shaft6c, the operating handle6dwith the grip plate6n, the connecting member6e, the associated housing6g, and the catching notch6h.

The door locking assembly6further comprises a release lever6i. Preferably, the release lever6iis rigidly attached to, or integrally formed with, the locking hook6a.

Furthermore, the door locking assembly6may comprise a dampening member6jwhich is illustratively accommodated in the catching notch6hformed in the associated housing6g. The dampening member6jmay be embodied as an absorption bumper, in particular an elastomeric bumper. The dampening member6jmay be provided to prevent damage and wearing due to vibration, but it may also be suitable for absorption of energy, as described below atFIG.5.

More specifically,FIG.4shows an illustrative unlocking process performed by means of the door locking assembly6. The illustrative unlocking process implies movements of different components in different movement directions illustrated with arrows8.

The illustrative unlocking process starts with a rotation of the operating handle6dfrom an initial standby position shown inFIG.3in a rotation direction8aillustrated inFIG.4, whereby the operating handle6dis rotated about the connecting member6e. For instance, an operator pushes the grip plate6nof the operating handle6din the rotation direction8a.

Via the rotation of the operating handle6d, the locking hook6ais rotated in the rotation direction8aabout the rotation shaft6cfrom the locking position illustrated inFIG.3to a releasing position as illustrated. Simultaneously, the release lever6iis rotated in the rotation direction8aabout the rotation shaft6cand pushes the lockable arm4ein an ejection direction8bout of the catching notch6h. By way of example, the locking hook6aand the release lever6iare rotated in a guide groove6membodied in the associated housing6g.

The rotation of the locking hook6aand the release lever6iin the rotation direction8aabout the rotation shaft6ccauses rotation of the locking indicator6bin the rotation direction8aabout the rotation shaft6c. This rotation is caused via a drive guide pin6kthat is attached to, or integrally formed with, the locking hook6aand/or the release lever6iand movably arranged in a guide groove6l, such that the drive guide pin6kentrains the locking indicator6b. The guide groove6lis illustratively arc-shaped and formed in the associated housing6g.

At the end of the illustrative unlocking process the locking indicator6bindicates positioning of the locking hook6ain the releasing position and, thus, indicates that the sliding door4is unlocked. Furthermore, the operator releases the grip plate6nof the operating handle6dpreferably at the end of the illustrative unlocking process. This leads to a rotation of the operating handle6din a rotation direction opposed to the rotation direction8asuch that the operating handle6dis moved back from its illustrated end position to its initial standby position shown inFIG.3. For instance, the operating handle6dmay be biased by a suitable spring element.

FIG.5shows the sliding door4with the lockable arm4eand the locking lug member4cofFIG.4, as well as the door locking assembly6ofFIG.3andFIG.4, which is illustratively rigidly mounted as illustrated inFIG.4to the fuselage1aclose to the upper rail7aof the rails7. As described above atFIG.4, the door locking assembly6illustratively comprises the locking hook6a, the locking indicator6b, the rotation shaft6c, the operating handle6dwith the grip plate6n, the connecting member6e, the associated housing6gwith the guide grooves6l,6m, the catching notch6h, the release lever6i, and the dampening member6j.

More specifically,FIG.5shows an illustrative locking process performed by means of the door locking assembly6. The illustrative locking process implies movements of different components in different movement directions illustrated with the arrows8.

The illustrative locking process starts with movement of the sliding door4in a locking movement direction8ctoward the door locking assembly6, i.e., illustratively in a locking movement direction8c. Thus, the lockable arm4eis entrained to a locking movement in the locking movement direction8c.

Upon reaching the door locking assembly6, the lockable arm4eis caught in the catching notch6h, where the lockable arm4eabuts against the release lever6i. By means of a further movement of the lockable arm4ein the locking movement direction8c, rotation of the release lever6iand, thus, of the locking hook6ain a rotation direction8dabout the rotation shaft6cfrom the illustrated releasing position to the locking position illustrated inFIG.3is caused. In other words, the locking hook6ais rotated into the locking position in response to the release lever6ibeing actuated by the lockable arm4e.

The rotation of the locking hook6aand the release lever6iin the rotation direction8dabout the rotation shaft6ccauses rotation of the locking indicator6bin the rotation direction8dabout the rotation shaft6c. This rotation is caused via the drive guide pin6kwhich entrains the locking indicator6b.

At the end of its locking movement in the locking movement direction8c, the lockable arm4eabuts against the dampening member6j. The dampening member6jis preferably adapted for dampening the locking movement of the lockable arm4eat the associated housing6g.

Accordingly, at the end of the illustrative locking process the locking indicator6bindicates positioning of the locking hook6ain the locking position according toFIG.3and, thus, indicates that the sliding door4is locked.

It should be noted that the entire illustrative locking process is merely performed by sliding the sliding door4along the rails7into its fully opened position. Thereby, the door locking assembly6is activated and locks the sliding door4in its fully opened position without the operator being required to act manually on the door locking assembly6. Accordingly, the operating handle6dremains in its initial standby position shown inFIG.4during the entire illustrative locking process.

FIG.6shows the sliding door4with the lockable arm4eand the locking lug member4cofFIG.4, as well as the door locking assembly6ofFIG.3toFIG.5, which is illustratively rigidly mounted as illustrated inFIG.4to the fuselage1aclose to the upper rail7aof the rails7. As described above atFIG.4, the door locking assembly6illustratively comprises the locking hook6a, the locking indicator6b, the rotation shaft6c, the operating handle6dwith the grip plate6n, the connecting member6e, the associated housing6gwith the guide grooves6l,6m, the catching notch6h, the release lever6i, and the dampening member6j.

Preferably, the locking hook6aand the release lever6iform a plate-shaped lock and release element6o. More specifically, the locking hook6ais either rigidly attached to or, preferentially, integrally formed with the release lever6ito form the plate-shaped lock and release element6o.

The plate-shaped lock and release element6ois preferably rotatably mounted to the associated housing6g. More specifically, the plate-shaped lock and release element6ois rotatably mounted in the guide groove6mof the associated housing6gto the associated housing6gvia the rotation shaft6c. Accordingly, the locking hook6aand the release lever6iare both rotatable about the rotation shaft6c, as described above.

Preferably, the plate-shaped lock and release element6ois provided with the drive guide pin6k, which connects the plate-shaped lock and release element6oto the locking indicator6band, thus, to the locking hook6aas described above. Furthermore, the plate-shaped lock and release element6ois preferably connected via the clutch unit6farranged in the associated housing6gto the operating handle6d. The clutch unit6fmay comprise the connecting member6e.

It should be noted that modifications to the above described embodiments are within the common knowledge of the person skilled in the art and, thus, also considered as being part of the present disclosure. For instance, inFIG.3toFIG.6the sliding door4is provided with the lockable arm4eand the door locking assembly6is rigidly mounted to the fuselage1a. Alternatively, the sliding door4may be provided with the door locking assembly6and the lockable arm4emay be rigidly mounted to the fuselage1a, and so on.

REFERENCE LIST