Door translation hinge assembly

An aircraft door translation hinge assembly connects a passenger door of an aircraft to the aircraft fuselage structure and enables the passenger door to move through a desired opening motion. The opening motion of the passenger door is controlled by a simplified mechanism that utilizes a pair of linkages connected by a cam surface follower that engages in sliding engagement with a cam surface. The simplified mechanism controls a pivoting movement of the passenger door as the passenger door is first opened, and then controls a translation movement of the passenger door as the passenger door is continued to be opened from a passenger door opening in the aircraft fuselage.

FIELD

This disclosure pertains to an aircraft door translation hinge assembly. In particular, this disclosure pertains to a hinge assembly of an aircraft door that connects a passenger door of an aircraft to the aircraft fuselage and enables the passenger door to move through a desired opening motion. The opening motion of the door is controlled by a simplified mechanism that utilizes a pair of linkages connected by a cam surface follower that engages in sliding engagement with a cam surface. The simplified mechanism controls a pivoting movement of the door as the door is first opened and then controls a translation movement of the door as the door is continued to be opened.

BACKGROUND

A typical hinge assembly of an aircraft door connecting the aircraft door to the aircraft fuselage controls different motions of the passenger door as the door is opened. The different motions that a passenger door of an aircraft goes through as the door is opened include a pivoting movement of the passenger door relative to the aircraft fuselage, and then a translation movement of the aircraft door relative to the aircraft fuselage and away from the door opening in the aircraft fuselage. The different motions of the passenger door relative to the aircraft fuselage as the door is opened are produced by separate mechanisms that control the pivoting movement of the door and the translation movement of the door. The typical aircraft passenger door also includes flight lock mechanisms that are put in place to ensure that if the door is opened during flight, the door won't be blown entirely open by the force of the air flowing between an edge of the door and the aircraft fuselage. Some aircraft passenger door designs require the use of a secondary mechanism that starts by cocking the door open in such a way, that if it were open during flight, it would blow shut due to the force of the air traveling along the exterior of the aircraft fuselage impacting with the aircraft door. Additional mechanisms are needed in these types of designs in order to continue translating the door until it is fully opened. The translation motion of the door as it is opened is preferred by airlines because the motion to open the door is more ergonomic and the door sweep path takes up less space. The existing aircraft passenger door hinge assembly require additional parts and complexity in order to achieve the desired passenger door opening motion. The additional parts and complexity increase the cost of the hinge assembly and make manufacturing the parts of the hinge assembly more difficult and more expensive.

SUMMARY

The door translation hinge assembly of this disclosure has a simplified construction. The simplified construction has a reduced number of parts and eliminates the need for additional, separate mechanisms that would need to be installed in an aircraft passenger door in order to drive the different motions of the door.

The door translation hinge assembly includes a hinge box. The hinge box has a length between a first end of the hinge box and a second end of the hinge box. The first end of the hinge box is connected to a structure of the aircraft, for example the aircraft fuselage structure adjacent a passenger door opening. The connection of the hinge box to the aircraft fuselage structure enables relative pivoting movement between the hinge box and the aircraft fuselage structure. The second end of the hinge box is connected to a door fitting of a door pivot assembly. The connection of the hinge box to the door fitting enables relative pivoting movement between the hinge box and the door fitting.

There is a cam surface on the hinge box. The cam surface is positioned on the hinge box intermediate the first end of the hinge box and the second end of the hinge box. The cam surface is part of a cam slot on the hinge box.

The door translation hinge assembly also includes a first linkage. The first linkage has a length between a first end of the first linkage and a second end of the first linkage. The length of the first linkage is a straight, fixed length between the first end of the first linkage and the second end of the first linkage. The first end of the first linkage is connected to the aircraft fuselage structure by a first linkage pivot connection. The first linkage pivot connection enables relative pivoting movement between the first linkage and the aircraft fuselage structure.

The hinge assembly further includes a second linkage. The second linkage has a length between a first end of the second linkage and a second end of the second linkage. The length of the second linkage is a straight, fixed length between the first end of the second linkage and the second end of the second linkage. The first end of the second linkage is connected to the door fitting of the door pivot assembly, and to the second end of the hinge box by the door fitting. The first end of the second linkage is connected to the door fitting by a second linkage pivot connection. The second linkage pivot connection enables relative pivoting movement between the second linkage and the door fitting, and between the second linkage and the hinge box by the door fitting.

The door fitting is attached to an aircraft door, for example an aircraft passenger door. Thus, the door pivot assembly connects the door fitting to the first end of the second linkage and to the second end of the hinge box. The door pivot assembly has a door fitting pivot connection connecting the door fitting to the second end of the hinge box that enables relative pivoting movement between the second end of the hinge box and the door fitting. The door pivot assembly connected to the first end of the second linkage and the hinge box enables relative pivoting movement between the second linkage and the hinge box.

A cam surface follower is connected to the second end of the first linkage and is connected to the second end of the second linkage. The cam surface follower is received in the cam slot and engages with the cam surface for sliding movement of the cam surface follower along the cam surface and the length of the cam slot. The cam surface follower is a pivot connection between the second end of the first linkage and the second end of the second linkage. The pivot connection provided by the cam surface follower enables relative pivoting movement between the first linkage and the second linkage about the cam surface follower.

DETAILED DESCRIPTION

As stated earlier, the door translation hinge assembly10of this disclosure has a simplified construction. The simplified construction has a reduced number of parts, and eliminates the need for additional, separate mechanisms that would need to be installed in an aircraft passenger door in order to drive the different motions of the door. The door translation hinge assembly is basically comprised of a hinge box12, a first linkage14, a second linkage16, a door fitting18and a cam surface follower22. Each of these component parts is constructed of a material that provides the component part with sufficient strength to function in its intended manner. The materials could include lightweight metals, composite materials or other equivalent materials.

The hinge box12has a length between a first end24of the hinge box and a second end26of the hinge box. In use, the hinge box12structurally supports an aircraft door, such as a passenger door, on an aircraft structure, such as the aircraft fuselage adjacent a passenger door opening in the aircraft fuselage. The first end24of the hinge box12is connected to a structure of the aircraft, for example the aircraft fuselage structure adjacent a passenger door opening of the aircraft fuselage. The first end24of the hinge box12is connected to the structure of the aircraft by a hinge box pivot connection that enables relative pivoting movement between the hinge box12and the fuselage structure of the aircraft about a first pivot axis28. The pivot connection between the first end24of the hinge box12and the aircraft fuselage structure could be provided by a pivot pin connection, or any other equivalent pivot connection. As represented inFIG. 1, the pivot connection of the hinge box12to the aircraft fuselage structure enables pivoting movement of the hinge box12about the first pivot axis28relative to the aircraft fuselage.

The second end26of the hinge box12is connected to a door fitting18of a door pivot assembly34. The door fitting18is configured for attachment to an aircraft door, such as a passenger door of the aircraft. The door fitting18is connected to the second end26of the hinge box12by a door fitting pivot connection for relative pivoting movement between the door fitting18and the hinge box12about a second pivot axis36. The first pivot axis28and the second pivot axis36are both vertically oriented axes and are parallel axes. The pivot connection between the door fitting18and the second end26of the hinge box12at the second pivot axis36could be provided by a simple pivot pin connection, or any other equivalent pivot connection that enables relative pivoting movement between the door fitting18and the second end26of the hinge box12about the second pivot axis36.

The hinge box12also provides support for other components of the door translation hinge assembly10. These other components include an upper cam flange38and a lower cam flange42. As represented inFIG. 1, both the upper cam flange38and the lower cam flange42project outwardly from the hinge box12and are positioned intermediate the first end24of the hinge box and the second end26of the hinge box. In an alternative, equivalent design of the hinge box12, the upper cam flange38and lower cam flange42could be built into the hinge box12and integral with the hinge box12. The upper cam flange38and lower cam flange42are horizontally oriented and are spaced vertically from each other. There is a cam surface defined by a cam slot44in an interior surface of the upper cam flange38that opposes the lower cam flange42. There is also a cam surface defined by a cam slot46in an interior surface of the lower cam flange42that opposes the upper cam flange38. The cam surface44of the upper cam flange38and the cam surface46of the lower cam flange42are mirror images of each other. Only the configuration of the cam surface44of the upper cam flange38is described herein, with it being understood that the configuration of the cam surface46of the lower cam flange42is the same configuration as the cam surface44of the upper cam flange38.

As represented inFIGS. 1 and 2, a first portion48of the cam surface or cam slot44extends from a first edge52of the upper cam flange38toward the hinge box12. The cam surface or cam slot44in the upper cam flange38then extends through a second portion or curved portion54of the cam surface or cam slot44. The cam surface or cam slot44in the upper cam flange38then extends through a third portion56of the cam surface or cam slot that angles away from the hinge box12. From the third portion56, the cam surface or cam slot44then extends across a fourth, curved portion58of the cam surface or cam slot and then through a fifth portion60that angles back toward the hinge box12and extends to a second edge62of the upper cam flange38. The five portions of the configuration of the cam surface or cam slot44in the upper cam flange38control the movement of an aircraft door or aircraft passenger door relative to the aircraft fuselage structure as the door is opened from a passenger opening in the aircraft fuselage structure. The configuration of the five portions48,54,56,58,60of the cam surface or cam slot44in the upper cam flange38is only one example of a possible configuration of the cam surface or cam slot44in the upper cam flange38. The configurations of the cam surfaces or cam slots44,46can be various different configurations, depending on the desired motion of the aircraft door or aircraft passenger door relative to the aircraft fuselage structure made during the opening of the aircraft passenger door from a passenger opening in the aircraft fuselage.

The first linkage14has a length between a first end64of the first linkage and a second end66of the first linkage. The length between the first end64of the first linkage and the second end66of the first linkage is straight, and is a fixed length. The first end64of the first linkage is constructed as a first linkage pivot connection that is connected to the aircraft fuselage structure. The first linkage pivot connection has a third pivot axis67that is parallel with the first pivot axis28of the first end24of the hinge box12and with the second pivot axis36of the second end26of the hinge box12. The hinge connection at the first end64of the first linkage14can be any type of hinge connection that enables relative pivoting movement between the first linkage14and the aircraft fuselage structure to which the first end64of the first linkage14is connected.

The second linkage16has a length between a first end68of the second linkage and a second end72of the second linkage. The length between the first end68of the second linkage and the second end72of the second linkage is straight, and is a fixed length. The first end68of the second linkage is constructed as a second linkage pivot connection that is connected to the door fitting18. The door fitting18connects the first end68of the second linkage16to the second end26of the hinge box12. The hinge connection at the first end68of the second linkage16can be any type of hinge connection that enables relative pivoting movement between the second linkage16, and the door fitting18about a fourth pivot axis70. The first pivot axis28, the second pivot axis36, the third pivot axis67and the fourth pivot axis70are all oriented vertically and are all parallel axes.

The cam surface follower22is connected to the second end66of the first linkage14and the second end72of the second linkage16. The cam surface follower22provides a pivoting connection between the first linkage14and the second linkage16that enables relative pivoting movement between the first linkage14and the second linkage16. The cam surface follower22that extends through the pivot connection it provides between the second end66of the first linkage14and the second end72of the second linkage16has cam rollers76,78at its opposite ends. The cam rollers76,78are positioned on the opposite sides of the pivot connection provided by the cam surface follower22between the second end66of the first linkage14and the second end72of the second linkage16. The cam rollers76,78are cylindrical rollers that are dimensioned to be received in the cam surface or cam slot44of the upper cam flange38and the cam surface or cam slot46of the lower cam flange42, respectively. The cam roller76engages in rolling or sliding contact with the cam surface or cam slot44in the upper cam flange38. The cam roller78engages in rolling or sliding contact with the cam surface or cam slot46of the lower cam flange42.

A power assist piston and cylinder assembly82is provided in the door translation hinge assembly10. The power assist piston/cylinder assembly82provides mechanical motion input to open the door translation hinge assembly in emergency situations. In emergency situations, the power assist piston/cylinder assembly82takes the place of manual force typically used to open the door translation hinge assembly10to open an aircraft passenger door in the passenger door opening of the aircraft fuselage structure.

The operation of the door translation hinge assembly10in opening an aircraft door or aircraft passenger door84in an aircraft passenger door opening86of an aircraft fuselage structure88is represented inFIGS. 4-10. InFIGS. 4-10, the orientation of the door translation hinge assembly10is reversed from the orientation of the door translation hinge assembly10represented inFIGS. 1 and 2.

As represented inFIG. 4, the aircraft passenger door84or door can be opened manually in the conventional manner by moving a door handle (not shown) to unlock the door84and by manually pushing the door84outwardly from an aircraft passenger door opening86in the aircraft fuselage structure88. In emergency situations, the power assist piston/cylinder82will be activated. The activated power assist piston/cylinder82will push the door84from the passenger door opening86and outward from the fuselage structure88. The power assist piston/cylinder82is only activated in emergency situations. Typically, the door84will be manually pushed open from the passenger door opening86in the fuselage structure88.

When the door84is first opened and pushed from the passenger door opening86, the door translation hinge assembly10and the door84rotate about the first pivot axis28. As represented inFIG. 5, the rotation of the door translation hinge assembly10and the door84is in a clockwise direction around the first pivot axis28. As represented inFIG. 5, should the door84be opened during flight, the rush of air across the exterior of the aircraft fuselage structure88from right to left as viewed inFIG. 5would impact against the exterior of the door84and force the door back to its closed position in the aircraft passenger opening86. As the door84is continued to be opened, the first end24of the hinge box12rotates about the first pivot axis28in a clockwise direction and the second end26of the hinge box12is moved outward from the aircraft passenger opening86.

As represented inFIGS. 5 and 6, as the door84is continued to be opened, the hinge box12continues to rotate in a clockwise direction about the first pivot axis28and the first linkage14and second linkage16move the cam rollers76,78from the first edge52of the upper cam flange42through the first portion of the cam surface48or cam slot. This causes the first linkage14and second linkage16to control the movement of the door fitting18in a counterclockwise pivoting movement about the second pivot axis36. Thus, the first linkage14and second linkage16control the orientation of the door84about the second pivot axis36as the door is continued to be opened, and thereby control the translation movement of the door84away from the aircraft fuselage structure88and the aircraft passenger opening86. As represented inFIGS. 6 and 7, as the door84is continued to be opened, the cam rollers76,78move through the second portion or curved portion of the cam surface or cam slot54and into the third portion of the cam surface or cam slot56. As the cam rollers76,78travel through the third portion of the cam surface or cam slot54, the second linkage16pushes against the door fitting18and causes the door fitting to continue to be pivoted about the second pivot axis36. The movement of the cam roller76and cam roller78through the third portion of the cam surface or cam slot56is represented inFIGS. 6-8. As represented inFIGS. 6-8, the movement of the passenger door84continues out of the passenger opening86. The door84also continues to pivot in a counterclockwise direction about the second axis36. This moves the door84in a translation movement out of the door opening86and toward a position of the door outside the aircraft fuselage structure88.

As represented inFIGS. 8-10, as the door84is continued to be opened, the hinge box12and the first linkage14pivot in a clockwise direction about the first pivot axis28and the third pivot axis67, respectively. This causes the cam roller76and cam roller78to move through the fourth, curved portion of the cam surface or cam slot56and then through a fifth portion of the cam surface or cam slot60that angles back toward the hinge box12. The movement of the cam roller76and cam roller78through the fourth, curved portion of the cam surface or cam slot58and then through the fifth portion of the cam surface or cam slot60controls movement of the door84in a counterclockwise pivoting movement about the second pivot axis36and moves the door84in a translating movement away from the aircraft passenger opening86and over the aircraft fuselage structure88.

Thus, the simplified construction of the door translation hinge assembly10moves the aircraft passenger door84from the aircraft passenger door opening86and out over the aircraft fuselage structure88with a reduced number of parts and without additional mechanisms. This is achieved by the movements of the cam roller76through the cam surface or cam slot44of the upper cam flange38and the cam roller78through the cam surface or cam slot46of the lower cam flange42controlling the movement of the aircraft passenger door84as the door is opened.

As various modifications could be made in the construction of the hinge assembly and its method of use herein described and illustrated without departing from the scope of the invention, it is intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative rather than limiting. Thus, the breadth and scope of the present disclosure should not be limited by any of the above described exemplary embodiments, but should be defined only in accordance with the following claims appended hereto and their equivalents.