Patent Publication Number: US-2023159152-A1

Title: Automated Cabin-Divider Door

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of priority of U.S. Provisional Patent Application No. 63/281,200 entitled Automated Cabin-Divider Door and filed on Nov. 19, 2021, the disclosure of which is herein incorporated by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field 
     The disclosed embodiments relate generally to the field of aircraft doors. More specifically, embodiments relate to an automated divider door for aircraft. 
     2. Description of the Related Art 
     Divider-doors in aircraft cabin are known. For example, DE102016103825A1 publication to Lange discloses a first door for closing a first access opening and a second door for closing a second access opening. EP3129281B1 publication to Seibt discloses a retaining system for an aircraft lavatory door including a retaining device and a locking device. EP3546690B1 to Long et al. discloses a bi-fold door having a first panel pivotably connected to a second panel via a living hinge. CN114199546A publication discloses a system for testing durability of a sliding cockpit door having a pushing mechanism and a limiting mechanism. 
     SUMMARY 
     This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects and advantages of the invention will be apparent from the following detailed description of the embodiments and the accompanying drawing figures. 
     In an embodiment, a system for an automated cabin-divider door for an aircraft includes: a door; a motor operatively connected to the door for moving the door to an open position; a limit switch configured to detect when the door is in a fully open position and to stop the motor; and electronics coupling the motor and the limit switch to an avionics system of the aircraft, wherein the avionics system determines when the door is to be opened and provides a signal to the motor for moving the door to the fully open position. 
     In another embodiment, a method for automatically opening a cabin-divider door for an aircraft includes: determining whether the aircraft is on the ground or in flight; when the aircraft is on the ground, determining whether the aircraft is taxiing, and when the aircraft is taxiing, automatically sending a command signal via an avionics system to a motor for opening the cabin-divider door; when the aircraft is in flight, determining whether the aircraft is in a final phase of approach; and when the aircraft is in the final phase of approach, sending the command signal via the avionics system to the motor for opening the cabin-divider door. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       Illustrative embodiments are described in detail below with reference to the attached drawing figures, which are incorporated by reference herein and wherein: 
         FIG.  1    is a block diagram of an automated cabin-divider door system, in an embodiment; 
         FIG.  2 A  shows a cabin-divider door of the system of  FIG.  1    in an open position, in an embodiment; 
         FIG.  2 B  shows the cabin-divider door of the system of  FIG.  1    in a closed position, in an embodiment; 
         FIG.  3    is a flow diagram of an automated cabin-divider door method, in an embodiment; and 
         FIG.  4    is a depiction of a graphic user interface used in connection with the system of  FIG.  1    and the method of  FIG.  3   , in an embodiment. 
     
    
    
     The drawing figures do not limit the invention to the specific embodiments disclosed and described herein. The drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the invention. 
     DETAILED DESCRIPTION 
     The following detailed description references the accompanying drawings that illustrate specific embodiments in which the invention can be practiced. The embodiments are intended to describe aspects of the invention in sufficient detail to enable those skilled in the art to practice the invention. Other embodiments can be utilized and changes can be made without departing from the scope of the invention. The following detailed description is, therefore, not to be taken in a limiting sense. The scope of the invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled. 
     In this description, references to “one embodiment,” “an embodiment,” or “embodiments” mean that the feature or features being referred to are included in at least one embodiment of the technology. Separate references to “one embodiment,” “an embodiment,” or “embodiments” in this description do not necessarily refer to the same embodiment and are also not mutually exclusive unless so stated and/or except as will be readily apparent to those skilled in the art from the description. For example, a feature, structure, act, etc. described in one embodiment may also be included in other embodiments, but is not necessarily included. Thus, the technology can include a variety of combinations and/or integrations of the embodiments described herein. 
     Many aircraft are equipped with divider doors for separating different compartments of the aircraft. For example, a divider door may reside in a portion of the cabin between a main cabin seating area and a galley or refreshment center, between a crew area and a passenger area, etc. When the divider door is in a path of an emergency exit, aircraft regulations require that the divider door be open during takeoff and landing. Existing divider doors are manually stowed by an operator (e.g., a passenger or flight crew member), who either physically push or pull the doors open (e.g., by sliding the doors apart) or manually turn on a motor for opening a motorized door. The operator also verifies that the divider door is properly stowed. For example, even when the divider door is open prior to takeoff and landing, the operator must get up and check that the divider door is properly stowed to ensure that the door remains open during takeoff or landing. 
     Embodiments are generally directed to a system for automatically opening one or more divider doors in an aircraft cabin. In some embodiments, a signal is provided from an avionics system of the aircraft to automatically open the divider door prior to takeoff or landing. The avionics system, in embodiments, has direct access to aircraft components that are operated during certain phases of taxiing and landing approach, which enable the divider doors to be automatically opened at the appropriate times. 
       FIG.  1    is a block diagram of an exemplary system for an automated cabin-divider door system  100 . A cabin-divider door  110  is for example a sliding door or a pair of sliding doors. However, cabin-divider door  110  may be a swinging door without departing from the scope hereof. Cabin-divider door  110  is configured for separating sections or areas of an aircraft cabin, such as a galley from a main cabin. A motor  116  is operatively coupled to cabin-divider door  110  for opening the door. Motor  116  may be a brushless DC motor configured to move door  110 . Motor  116  may be operatively coupled to door  110  via gearing, cables, rods, rails, carriage assemblies, etc. Door  110  may include wheels or rollers for assisting movement. A track in the aircraft floor may be configured for guiding door  110 . In embodiments, cabin-divider door  110  includes a pair of doors and motor  116  includes a pair of motors, with each motor being operatively coupled to a respective door. An exemplary cabin-divider door  110  is shown in  FIGS.  2 A and  2 B . 
     In embodiments, motor  116  is configured to open cabin-divider door  110  only and is not configured to close door  110 . For example, motor  116  has a one way coupling with door  110 , which allows motor  116  to move door  110  open but not closed. Instead, a user may manually close the doors by pushing or pulling by hand, which overcomes the resistive force of motor  116 . The user may close the doors completely or partially. A latch or similar mechanism may be installed on door  110  for securing the door in the open configuration. 
     A limit switch  118  may be used for detecting when cabin-divider door  110  is fully open and for stopping motor  116 . Limit switch  118  is an electromechanical device capable of being actuated to operate an electrical switch. For example, limit switch may include a physical button or lever to be actuated or limit switch may use another sensing mechanism (e.g., electromagnetic, infrared light, etc.) to determine that door  110  is fully open. In embodiments, limit switch  118  is a proximity switch. Limit switch  118  may be used to break electrical power to motor  116  such that motor  116  is powered off Alternatively, a command signal may be sent from limit switch  118  directly to motor  116 , or indirectly via avionics system  120 , to power off motor  116 . In embodiments, a button or lever of limit switch  118  may be actuated by door  110  when the door reaches a fully open position. 
     An avionics system  120  is communicatively coupled with motor  116 . Avionics system  120  may comprise any type of electronics system for aircraft including navigation, communications, flight control, collision avoidance, etc. Avionics system  120  may also comprise one or more controllers, such as a computer, a microcontroller, a microprocessor, or a programmable logic controller (PLC), and one or more printed circuit boards (PCBs). Each of the one or more controllers includes a memory, including a non-transitory medium for storing software, and a processor for executing instructions of the software. The memory may be used to store information used by the controller, including but not limited to instructions, algorithms, lookup tables, etc. The software may be an automated cabin-divider door software configured to receive inputs from avionics system  120 , process information based on the inputs, and transmit a signal to motor  116  based on the processed information. The controller may further include one or more switches (e.g., for switching motor  116  on or off) and be configured to operate the one or more switches. An optional user interface  130  enables a user to transmit instructions and receive information, as further described below. The controller is not limited by the materials from which it is formed or the processing mechanisms employed therein and, as such, may be implemented via semiconductor(s) and/or transistors (e.g., electronic integrated circuits (ICs)), and so forth. In embodiments, avionics system  120  is configured to access information via the controller about various flight control functions onboard the aircraft. For example, avionics system  120  may receive information regarding flap position, landing gear position, engine status, crew-alert system status, and a weight-on-wheels status, among other things. 
     In operation, automated cabin-divider door system  100  receives information from avionics system  120  and determines whether cabin-divider door  110  should be automatically opened. When door  110  is to be opened, motor  116  is commanded to operate, thereby opening door  110 . When door  110  is fully opened, limit switch  118  is actuated and motor  116  stops. An exemplary method of operation of door  110  is described below in connection with  FIG.  3   . 
     Optional user interface  130  may be part of avionics system  120 , as depicted in  FIG.  1   . Alternatively, user interface  130  may be communicatively coupled with avionics system  120 . User interface  130  may comprise one or more buttons or switches for receiving inputs related to automated cabin-divider door system  100 . In embodiments, user interface  130  comprises a touchscreen capable of receiving touch inputs from a user. User interface  130 , in embodiments, provides a selection to enable or disable an automated feature for opening door  110 . Additionally, user interface  130  may provide a selection for a crew member to manually command door  110  open. User interface  130  may be present on a crew member&#39;s display in the aircraft cockpit. For example, user interface  130  may appear on an inboard touchscreen, a pilot main flight display and/or a co-pilot main flight display. An exemplary depiction of user interface  130  is shown in  FIG.  4    and described below. 
     An optional strapping pin  140  may be installed in wiring of cabin-divider door  110  when motor  116  is installed. In embodiments, avionics system  120  senses when strapping pin  140  is installed or uninstalled and displays or hides user interface  130  accordingly. In embodiments, strapping pin  140  is an electrical pin of avionics system  120  that is wired to ground, which lets avionics system  120  know that automated cabin-divider door system  100  is installed. In some embodiments, user interface  130  is present on a display for a crew member only when motor  116  is installed and operational based on the presence of strapping pin  140 . Otherwise, when strapping pin  140  is removed, user interface  130  may be removed from the flight display of a crew member. 
       FIGS.  2 A and  2 B  depict cabin-divider door  110  for opening and closing a doorway.  FIG.  2 A  shows door  110  in an open position and  FIG.  2 B  shows door  110  in a closed position. In the embodiment of  FIGS.  2 A and  2 B , cabin-divider door  110  is configured as a pair of sliding doors that slide in an outboard direction to open and come together in an inboard direction when closed. However, only one door of the pair of sliding doors is shown in  FIGS.  2 A and  2 B  for clarity of illustration. Motor  116  is coupled to cabin-divider door  110  via a rail  112 , a carriage assembly  114  and a rod  115 . Rail  112  is mounted to a cabin-divider wall adjacent the doorway and aligned in a transverse direction (i.e., across the aircraft in an inboard-outboard direction). Rod  115  is fixed to door  110  and coupled to carriage assembly  114  in a one-way manner. Specifically, rod  115  is configured to slide through carriage assembly  114  until an end of rod  115  is reached. The end of rod  115  is configured to catch carriage assembly  114  such that when motor  116  moves carriage assembly  114  to the open position, door  110  moves with carriage assembly  114  via rod  115 . In embodiments, upon manually closing door  110 , motor  116  reverses polarity and drives carriage assembly  114  back to the closed position in anticipation for reopening door  110 . However, rod  115  slides freely through carriage assembly  114  such that door  110  is not closed. 
     In operation, when door  110  is fully opened, a resistive force of motor  116  may be used to hold door  110  open. Additionally, a latch (not shown) may be used to secure door  110  open. The latch is configured for a user to override enabling the user to close door  110  manually. An optional gas spring  117  may assist with closing door  110  by applying a biasing force against door  110  towards the open position. With optional gas spring  117  installed, when a user unlatches the door from the open position, the force applied by the gas spring  117  automatically pushes the door  110  to the closed position. Alternatively, without optional gas spring  117  installed, door  110  may be manually moved inboard to the closed position once the carriage assembly  114  is moved inboard along rail  112  via motor  116 . 
       FIG.  3    is a flow diagram of an exemplary automated cabin-divider door method  200 . Method  200  starts with a step  201 . The steps of method  200  may be performed in the order shown or in a different order without departing from the scope hereof. Before method  200  starts, the aircraft is powered on. For example, all aircraft power busses are on and powered including avionics system  120 . Avionics system  120  may then confirm that all aircraft power busses are powered on before starting method  200 . Additionally, avionics system  120  may confirm that the automated cabin-divider door software is operating prior to starting method  200 . In embodiments, the automated cabin-divider door software comprises code stored in memory of a controller, and avionics system  120  determines whether the controller is operating. The controller may be part of a subsystem of avionics system  120 , such as a crew-alert system for example. Alternatively, the controller may be part of a cabin management system and avionics system  120  is communicatively coupled with the cabin management system for determining whether the automated cabin-divider door software is operating. 
     In a step  230 , a determination is made as to whether the aircraft is on the ground. In an example of step  230 , avionics system  120  may receive a signal indicative of the aircraft being on the ground. The signal may be a “weight-on-wheels” signal, for example. If the avionics system  120  determines that the aircraft is on the ground (“YES” in  FIG.  3   ), method  200  proceeds with a step  240 . If avionics system  120  does not receive the signal indicative of the aircraft being on the ground (“NO in  FIG.  3   ), then avionics system  120  determines that the aircraft is airborne, and method  200  proceeds to a step  235 . 
     In step  235 , a determination is made as to whether the aircraft is in a final phase of approach. In an example of step  235 , avionics system  120  determines whether the aircraft is approaching landing. In some embodiments, avionics system  120  receives a signal indicative of a flap position. If the flaps are in a deployed position (e.g., fully deployed or partially deployed), avionics system  120  determines that the aircraft is in the final phase of approach. Otherwise, if the flaps are stowed, avionics system  120  determines that the aircraft is not in the final phase of approach. In certain embodiments, avionics system  120  receives a signal indicative of a landing gear position. If the landing gear is deployed, avionics system  120  determines that the aircraft is in the final phase of approach. For example, avionics system  120  may determine that the main landing gear is down and locked. Otherwise, if the landing gear is not deployed (e.g., the main gear is stowed), avionics system  120  determines that the aircraft is not in the final phase of approach. Step  235  may determine whether the aircraft is approaching landing based on the flap position, the landing gear position, or both, without departing from the scope hereof. 
     If in step  235  the avionics system  120  determines that the aircraft is not in the final phase of approach (“NO” in  FIG.  3   ), then method  200  returns to start  201 . Otherwise, if the avionics system  120  determines that the aircraft is in the final phase of approach (“YES” in  FIG.  3   ), then method  200  proceeds to a step  250 . 
     In step  240 , a determination is made as to whether the aircraft has started taxiing. In an example of step  240 , avionics system  120  receives signals that engines are running, a group of electrical buses are powered, and associated avionics units are operating. Additionally or alternatively, avionics system  120  receives a signal indicative of ground speed. For example, avionics system  120  may receive a signal indicative of wheel speed, GPS ground speed, etc. If in step  240  the avionics system  120  determines that the aircraft has not started taxiing, (“NO” in  FIG.  3   ), then method  200  returns to start  201 . Otherwise, if the avionics system  120  determines that the aircraft has started taxiing (“YES” in  FIG.  3   ), then method  200  proceeds to step  250 . In embodiments, a predetermined ground speed may be used to determine that the aircraft has started taxiing (e.g., greater than one mile-per-hour). 
     In step  250 , a signal is sent to open the door. In an example of step  250 , avionics system  120  sends a command signal to motor  116  for opening cabin-divider door  110 . In embodiments, when avionics system  120  sends the command signal to motor  116 , a ground signal is provided to a relay, which energizes to provide power to motor  116 . Motor  116  may continue to operate until door  110  is fully open (e.g., fully stowed in an outboard position). For example, limit switch  118  or another detection mechanism may be used to provide a command signal to motor  116  for stopping or turning off when the door  110  is fully open. Alternatively, motor  116  may operate for a predetermined duration configured to fully open door  110  without receiving any feedback. Once door  110  is fully open, the door may be latched in the open configuration, or motor  116  may provide a resistive force sufficient to maintain door  110  fully open during flight. In some embodiments, motor  116  provides a resistive force sufficient to maintain door  110  fully open, and a latch is employed to secure the door open. 
     If a failure of automated cabin-divider door system  100  occurs, a user may manually move (e.g., push or pull) door  110  to the open position by overcoming any resistive force of motor  116  without operating the motor  116 . If a latch is employed, the latch is configured for unlatching by the user. Therefore, in the event of an emergency, cabin-divider door  110  may be opened despite any failure of system  100 . 
     In a step  260 , a signal is received when the door is fully open. In an example of step  260 , avionics system  120  receives a signal from limit switch  118  that door  110  is fully open, and avionics system  120  commands motor  116  to stop. Alternatively, motor  116  receives a signal directly from limit switch  118  to stop. In some embodiments, motor  116  is powered off when stopped and a latch (not shown) is used to secure door  110  fully open. Alternatively, motor  116  remains powered when stopped for maintaining door  110  fully opened. 
     In a step  270 , method  200  ends when the cabin-divider door is fully open. In an example of step  270 , avionics system  120  receives a signal from limit switch  118  that cabin-divider door  110  is fully open and method  200  ends. In another example of step  270 , open button  138  of user interface  130  is pressed to transmit a command for fully opening cabin-divider door  110 . 
     Method  200  may be repeated periodically (e.g., every second or every minute) during flight in case cabin-divider door  110  needs to be re-opened. For example, after takeoff a user may manually close cabin-divider door  110 , and method  200  continues to operate during flight. When the flight enters the final phase of approach, method  200  detects the final phase of approach in step  235 , and a command signal is sent to motor  116  to open door  110  in step  250 . 
     Optionally, a caution message may be displayed via the crew-alert system (CAS) when cabin-divider door  110  should be fully open but is not. For example, a CAS message may be displayed in the cockpit anytime the doors are not in the fully stowed position. In some embodiments, the CAS message has an advisory display for when it is okay for door  110  to be closed and a caution display for when the door should be fully open. For example, the advisory display may be displayed in a first color (e.g., white) and the caution display may be displayed in a second color (e.g., amber). In some embodiments, no CAS message is displayed under certain conditions when door  110  may be open or closed, such as during a cruise phase of flight (e.g., above 18,000-ft). The CAS message avoids having a crew member go check that door  110  is fully open. 
       FIG.  4    provides an exemplary depiction of user interface  130  located on a display  300  for use in connection with automated cabin-divider door system  100  of  FIG.  1    and automated cabin-divider door method  200  of  FIG.  3   . User interface  130 , as depicted in  FIG.  4   , is displayed on display  300  within the cockpit when strapping pin  140  is present to indicate the presence of system  100 , as described above. Display  300  may be a touchscreen in the cockpit, such as an inboard touchscreen, for example. If user interface  130  fails to properly display on the pilot main flight display, user interface  130  may be displayed on a copilot main flight display, either as a backup or in duplicate. Other displays within the cockpit may be used to display user interface  130  to crew members without departing from the scope hereof. 
     A label  132  is displayed on user interface  130  to identify the automated cabin-divider door feature. An enable indicator  134  displays an indication as to whether automated cabin-divider door system  100  is enabled. For example, an illuminated portion of enable indicator  134  in  FIG.  4    is brightly lit to indicate that system  100  is enabled. Similarly, a disable indicator  136  is configured to display when system  100  is disabled. An open button  138  is configured to indicate that opening of cabin-divider door  110  has been selected. When strapping pin  140  is not present, user interface  130  is not displayed on display  300  and the door indication is set to “disable” for any logic to use. 
     In some embodiments, user interface  130  is configured as a touch screen display such that indicators  134 ,  136 , and  138  are each configured as a touch sensitive button for receiving touch input from a user. For example, automated cabin-divider door system  100  may be enabled by touching indicator  134  or disabled by touching indicator  136 , and cabin-divider door  110  may be manually opened by touching indicator  138 . Upon receiving a touch input, illumination of the appropriate indicator(s) changes accordingly. In embodiments, only one of the enable, disable, and open radio buttons  134 ,  136 ,  138  may be active at a time. 
     Advantages of embodiments disclosed herein include that cabin-divider doors are automatically opened at key phases of flight to ensure access to emergency exits. 
     Many different arrangements of the various components depicted, as well as components not shown, are possible without departing from the spirit and scope of what is claimed herein. Embodiments have been described with the intent to be illustrative rather than restrictive. Alternative embodiments will become apparent to those skilled in the art that do not depart from what is disclosed. A skilled artisan may develop alternative means of implementing the aforementioned improvements without departing from what is claimed. 
     It will be understood that certain features and subcombinations are of utility and may be employed without reference to other features and subcombinations and are contemplated within the scope of the claims. Not all steps listed in the various figures need be carried out in the specific order described.