Patent Description:
An aircraft cabin can be pressurized during operation. Cabin pressurization may offset differences between low-altitude and high-altitude air density. That is, air is less dense at high altitudes than at low altitudes, resulting in air pressure imbalances between low-altitude and high-altitude. The per square inch (PSI) differences between low-altitude and high-altitude pressure can exceed <NUM> PSI (i.e., about <NUM>,<NUM> bar).

Low air pressure associated with high-altitude flights can restrict passengers from receiving an adequate amount of oxygen. Thus, aircraft cabins are typically pressurized to ensure that passengers are able to receive the adequate amount of oxygen and prevent unfavorable conditions such as hypoxia. That is, the low air pressure at higher altitudes results in the density of air being less and containing less oxygen. As such, pressurization is required so that the air density increases leading to people receiving sufficient oxygen.

In accordance with one or more examples, provided is an aircraft comprising a pressurization vent door that is moveable between a pressurization position to close a depressurization vent to allow the aircraft to be pressurized, and a depressurization position to open the depressurization vent to depressurize the aircraft. The aircraft includes a locking vent door that when moved to be open in an opening position opens a lockout vent, and when moved to be closed in a closing position closes the lockout vent. The aircraft includes a handle that controls the pressurization vent door and is moveable to an engaged position to control the pressurization vent door to be in the pressurization position, and a disengaged position to control the pressurization vent door to be in the depressurization position, the handle being releasably connected with the locking vent door. The handle is releasably connected with the locking vent door so that when the locking vent door is in the closing position, the handle is secured in the engaged position so that the handle is prevented from moving into the disengaged position, and when the locking vent door is in the opening position, the handle is moveable to the disengaged position to permit the pressurization vent door to be in the depressurization position.

In accordance with one or more examples, a method comprising moving a locking vent door from an opening position to a closing position, wherein in the opening position, the locking vent door opens a lockout vent, and in the closing position, the locking vent door closes the lockout vent. The method comprises when the locking vent door is in the closing position, prohibiting movement of a handle from an engaged position to a disengaged position. The method comprises when the locking vent door is in the opening position, moving the handle from the engaged position to the disengaged position to permit a pressurization vent door to be in a depressurization position, and moving the pressurization vent door from a pressurization position to the depressurization position based on the handle being moved from the engaged position to the disengaged position, wherein in the pressurization position the pressurization vent door closes a depressurization vent, and in the depressurization position the pressurization vent door opens the depressurization vent to depressurize an aircraft.

The features, functions, and advantages that have been discussed can be achieved independently in various examples or can be combined in yet other examples further details of which can be seen with reference to the following description and drawings.

The various advantages of the examples will become apparent to one skilled in the art by reading the following specification and appended claims, and by referencing the following drawings, in which:.

Turning now to <FIG>, an aircraft door <NUM> is illustrated. The aircraft door <NUM> is part of an aircraft that can seal or open an entry/exit into the aircraft. For example, the aircraft door <NUM> is moveable to a first position to permit a user to enter or exit the aircraft, and a second position to seal the aircraft and disallow the user from entering or exiting the aircraft. The aircraft door <NUM> includes an aircraft pressurization system <NUM> that comprises a pressurization vent door <NUM> and a locking vent door <NUM>. The aircraft pressurization system <NUM> is configured to allow pressurization in a first configuration and prevent pressurization in a second configuration to enhance safety and comply with certain regulations. For example, the aircraft pressurization system <NUM> separates the locking vent door <NUM> (e.g., a means to pressure lock), and the pressurization vent door <NUM> (e.g., a means of preventing pressurization of the aircraft). As will be explained in further detail, the separation of the pressurization vent door <NUM> and the locking vent door <NUM> can provide enhanced operations including flexible positioning and safety. Furthermore, some examples can lock a handle <NUM> and prevent opening of vent(s) (e.g., depressurization vent) on the ground when there is a pressure differential that could cause damage to interior parts of an aircraft (e.g., door, electronic components, etc.), and/or potential injury.

The pressurization vent door <NUM> is moveable between a pressurization position to close a depressurization vent to allow the aircraft to be pressurized, and a depressurization position to open the depressurization vent to depressurize the aircraft. The pressurization vent door <NUM> can be biased via a biasing mechanism (e.g., springs) towards the depressurization position (e.g., opens the depressurization vent). As described below, the pressurization vent door <NUM> is interlocked with the locking vent door <NUM> to prevent movement of the pressurization vent door <NUM> from the pressurization position to the depressurization position when a pressure differential (e.g., between an interior and exterior air pressure) meets a threshold. For example, if a pressure difference between an interior of the aircraft and an exterior of the aircraft meets a threshold, the pressurization vent door <NUM> may be locked by the locking vent door <NUM> to prevent rapid depressurization of a cabin of the aircraft. Doing so can enhance safety while also facilitating design. In this example, the pressurization vent door <NUM> is in the pressurization position.

The pressurization vent door <NUM> is releasably connected with a hook or catch <NUM>. The hook or catch <NUM> is movable between a locking position to engage with the pressurization vent door <NUM> to lock the pressurization vent door <NUM> into the pressurization position, and an unlocking position to unlock the pressurization vent door <NUM> to allow the pressurization vent door <NUM> to move into the depressurization position. For example, the hook or catch <NUM> can form a groove that a portion of the pressurization vent door <NUM> is disposed within when the hook or catch <NUM> is in the locking position and the pressurization vent door <NUM> is in the pressurization position. In doing so, the hook or catch <NUM> is secured to the pressurization vent door <NUM> to prevent the pressurization vent door <NUM> from moving to the depressurization position. When the hook or catch <NUM> is moved from the locking position to the unlocking position (e.g., rotated upward) the hook or catch <NUM> releases the pressurization vent door <NUM> so that the pressurization vent door <NUM> is free to move and open (e.g., rotates outwardly or inwardly) to the depressurization position. In the depressurization position, the depressurization vent is exposed so that air pressure inside the aircraft and outside the aircraft equalizes (i.e., depressurization of the aircraft cabin occurs).

The locking vent door <NUM> is configured to open inwardly towards an interior of the aircraft. For example, a top portion of the locking vent door <NUM> can rotate inwardly while a bottom portion of the locking vent door <NUM> remains fixed so that the top portion rotates around the bottom portion. The locking vent door <NUM> can be firmly held in the closing position (e.g., a close position) by an air pressure inside the aircraft. For example, if the interior air pressure inside the aircraft is greater than an exterior air pressure of the aircraft, the locking vent door <NUM> can be firmly held and/or biased in the closing position. Thus, if the interior air pressure is significantly greater than the exterior air pressure (e.g., the pressure difference between the interior air pressure and the exterior air pressure meets a threshold), the locking vent door <NUM> cannot be moved into the opening position and remains in the closing position. In the closing position, the locking vent door <NUM> abuts a portion <NUM> of a shaft <NUM> of the handle <NUM>, thus preventing downward rotation of the handle <NUM> along arrow <NUM> to prevent the handle <NUM> from moving into the disengaged position. That is, rotation of the handle <NUM> rotates the shaft <NUM>. If the shaft <NUM> cannot rotate downward due to the portion <NUM> abutting the locking vent door <NUM>, the handle <NUM> cannot rotate downward as well. Thus, when the locking vent door <NUM> is in the closing position, the handle <NUM> is secured in the engaged position so that the hook or catch <NUM> is in the locking position and the handle <NUM> is prevented from moving into the disengaged position. When the locking vent door <NUM> is in the opening position, the handle <NUM> is moveable to a disengaged position.

In some examples, the aircraft pressurization system <NUM> includes a cover <NUM> attached to the locking vent door <NUM>. The cover <NUM> covers several elements, including the handle <NUM>, the shaft <NUM>, the portion <NUM> and the locking vent door <NUM>. The cover <NUM> is removed when the handle is pulled to open the door. For example, the cover <NUM> is coupled with the locking vent door <NUM> so that movement of the cover <NUM> moves the locking vent door <NUM> between the opening position and the closing position. As noted above, in some examples the locking vent door <NUM> cannot be moved from the opening position to the closing position when the pressure difference between the interior air pressure and the exterior air pressure meets the threshold. In such examples, the cover <NUM> cannot be moved since the locking vent door <NUM> cannot be moved, thus inhibiting movement of the cover <NUM>. As discussed below, doing so prohibits the handle <NUM> from moving and the pressurization vent door <NUM> cannot be moved into the depressurization position.

If a pressure difference does not meet the threshold, the locking vent door <NUM> is moveable (e.g., can be moved from the closing position to the opening position). The cover <NUM> can be thus moved to expose the handle <NUM>, locking vent door <NUM>, portion <NUM>, shaft <NUM> and the pressurization vent door <NUM>. Furthermore, movement of the cover <NUM> rotates the locking vent door <NUM> to the opening position due to interconnections <NUM> between the cover <NUM> and the locking vent door <NUM>. The interconnection <NUM> is a flexible link that runs from the center of the cover <NUM> to the top of the locking vent door <NUM> that when pulled, causes the locking vent door <NUM> to rotate along a lower hinge line of the locking vent door <NUM>. If the locking vent door <NUM> is unable to be opened due the pressure difference, the cover <NUM> cannot be moved. When the locking vent door <NUM> rotates to the opening position (e.g., opens inwardly towards an interior of the aircraft) based on the cover <NUM> moving, the locking vent door <NUM> no longer abuts the portion <NUM> of the shaft <NUM> of the handle <NUM>.

Since the portion <NUM> of the shaft <NUM> no longer abuts the locking vent door <NUM>, the handle <NUM> is no longer locked in place and can be freely moved to the disengaged position from the engaged position. The handle <NUM> can be manually rotated. When the handle <NUM> moves into the disengaged position, cranks <NUM> are rotated to move the hook or catch <NUM> into the opening position (e.g., unlocking position), permitting the pressurization vent door <NUM> to automatically open due to the pressure difference and equalize the interior air pressure and the exterior air pressure. Thus, the handle <NUM> controls the hook or catch <NUM>.

When the handle <NUM> is moved from the current illustrated engaged position to the disengaged position (e.g., downward) along arrow <NUM>, the handle <NUM> moves (e.g., rotates) the hook or catch <NUM> into the unlocking position to unlock the pressurization vent door <NUM> from the hook or catch <NUM>. When the pressurization vent door <NUM> is unlocked, the pressurization vent door <NUM> can move into the depressurization position under the influence of the pressure difference. That is, the pressurization vent door <NUM> rotates towards an outside of the aircraft and is pushed open by the internal air pressure. Since the external air pressure is less than the internal air pressure, the internal pressure is able to move the pressurization vent door <NUM> to the open position. For example, on landing the above operations can be executed to open the pressurization vent door <NUM> and equalize pressure.

In this example, the locking vent door <NUM> will rotate downward pulled open by removing the cover <NUM> over the locking vent door <NUM>. If the internal pressure is too high, the cover <NUM> will not be removed and the handle <NUM> will remain locked out to avoid depressurization when the pressure difference is significantly high. In some examples, a spring or small latch can be added to a hinge line of the locking vent door <NUM> to tune a value of the pressure difference that will permit opening of the locking vent door <NUM>, and thus when the hook or catch <NUM> will be disengaged. The spring or small latch can also hold the hook or catch <NUM> closed once the hook or catch <NUM> is in the locking position. In some examples and depending on the configuration and loads, an additional feature to hold the locking vent door <NUM> open until the locking vent door <NUM> is manually closed is possible.

The positions of the pressurization vent door <NUM> and the locking vent door <NUM> are flexible as well. For example, in some examples the locking vent door <NUM> and the pressurization vent door <NUM> can be located off the aircraft door <NUM> in a sidewall of the aircraft that supports the aircraft door <NUM>. In some examples, the pressurization vent door <NUM> can be located beneath the illustrated window in areas that typically would not be able to accommodate the pressurization vent door <NUM> since the pressurization vent door <NUM> opens outwardly.

<FIG> illustrates a process <NUM> to close an aircraft door and enable pressurization in an aircraft. The process <NUM> is generally implemented by any of the examples described herein and can be applied to for example the aircraft door <NUM> (<FIG>).

In a first portion <NUM> of the process <NUM>, a locking vent door <NUM> is in an opening position and is thus not visible. Rather, a lockout vent <NUM> is illustrated that the locking vent door <NUM> will cover (explained below). A hook or catch <NUM> is further in an unlocking position. A handle <NUM> is in a disengaged position. A pressurization vent door <NUM> (not yet illustrated) is in a depressurization position to open a depressurization vent <NUM> to depressurize the aircraft.

In a second portion <NUM> of the process <NUM>, the locking vent door <NUM> is moved towards a closing position to cover the lockout vent <NUM>. The handle <NUM> is moved towards the locking position to rotate the cranks <NUM> into a closed position and position the hook or catch <NUM> into a locking position. Thus, the handle <NUM> is rotated to an engaged position (e.g., a close latched and locked position).

Turning now to <FIG>, in a third portion <NUM> of the process <NUM> is illustrated. In <FIG>, the handle <NUM> is closed to abut against the locking vent door <NUM> (e.g., form a lower handle pressure lock). For example, a portion <NUM> of the handle <NUM> abuts against the locking vent door <NUM>. The locking vent door <NUM> is now in the closing position and the handle <NUM> is in the engaged position.

In a fourth portion <NUM> of the process <NUM>, pins <NUM> are removed from the pressurization vent door <NUM> to allow the locking vent door <NUM> to move to the closing position (e.g., locking position). The pressurization vent door <NUM> is closed, covering and sealing the depressurization vent <NUM>. The pins are then inserted into the pressurization vent door <NUM> and hook or catch <NUM> locks the pressurization vent door <NUM> into a pressurization position (e.g., a closed position). At this time, a handle cover (not illustrated) can also be replaced and coupled with the locking vent door <NUM>.

<FIG> illustrates a pressure locking system <NUM>. The pressure locking system <NUM> is generally implemented by any of the examples described herein and can be applied to for example the aircraft door <NUM> (<FIG>) and/or in conjunction with the process <NUM>. The pressure locking system <NUM> may be readily substituted for the portion <NUM> of the shaft <NUM> of the handle <NUM>, and the locking vent door <NUM> (<FIG>).

<FIG> illustrates a locked state of the pressure locking system <NUM>. A locking vent door <NUM> includes a first protrusion <NUM>. A shaft <NUM> of a handle <NUM> includes a second protrusion <NUM> that interlocks with the first protrusion <NUM>. In some examples, when a pressure difference between an internal air pressure internal to the aircraft and an external air pressure external to the aircraft meets a threshold, the locking vent door <NUM> is held firmly into a closed position as illustrated, and the first and second protrusions <NUM>, <NUM> form a shear lock to hold the handle <NUM> firmly in place (e.g., handle <NUM> cannot be rotated downward) and a cover (not illustrated) covering the handle <NUM>. If the internal pressure is too high, a cover will not be able to be removed and the handle <NUM> will remain locked out. A pressurization vent door will be physically locked out if the locking vent door <NUM> is closed, the handle <NUM> shaft will bear on to the lock out feature preventing rotation of the handle <NUM> and the pressurization vent door. Most door vents are considered locked when the handle force to open is above approximately 300lbs (i.e., <NUM>,<NUM> N), but may not be locked out by a shear or bearing connection.

<FIG> illustrated an unlocked state of the pressure locking system <NUM>. When the pressure difference does not meet the threshold, the locking vent door <NUM> can rotate downward pulled open by removing a cover (not illustrated) covering the handle <NUM>. The first and second protrusions <NUM>, <NUM> no longer abut each other to disengage the shear lock. The cover can be removed to open the locking vent door <NUM> and place the locking vent door <NUM> into an opening position. The handle <NUM> can now be rotated to open a pressurization vent door as discussed above. In some examples, a spring or small latch can be added to a hinge line of the locking vent door <NUM> to tune at what pressure a lock locking the pressurization vent door will be disengaged, and also hold the pressurization vent door closed once the lock and pressurization vent door are in proper positions. In some embodiments, depending on the configuration and loads, an additional feature to lock the locking vent door <NUM> open until the locking vent door <NUM> is manually closed is implemented.

<FIG> illustrates an intermediary state between a locked state of the pressure locking system <NUM> (<FIG>) and an unlocked state of the pressure locking system <NUM> (<FIG>). As illustrated, the first and second protrusions <NUM>, <NUM> can move relative to each other.

<FIG> illustrate a pressure regulation system <NUM>. The pressure regulation system <NUM> is generally implemented by any of the examples described herein and can be applied to for example the aircraft door <NUM> (<FIG>), in conjunction with the process <NUM> and/or in conjunction with the pressure locking system <NUM> (<FIG>).

As illustrated in <FIG>, a handle <NUM> is connected with a hook or catch <NUM> via crank <NUM>. The hook or catch <NUM> locks the pressurization vent door <NUM>. When the handle <NUM> rotates to open the pressurization vent door <NUM>, the handle <NUM> direct drives the hook or catch <NUM> through the crank <NUM> releasing the pressurization vent door <NUM> (e.g., an outwardly opening vent), allowing the pressurization vent door <NUM> to rotate open freely. The pressurization vent door <NUM> will be spring loaded open. Removeable pins <NUM> are also illustrated to close the pressurization vent door <NUM>.

The pressurization vent door <NUM> will stay open until manually closed. Doing so prevents pressurization of an aircraft and provides a required sequencing. The pressurization vent door <NUM> (e.g., a means to prevent pressurization) cannot be closed until the door is closed, latched, and locked by means of the latches of the hook or catch <NUM> are in place on the pressurization vent door <NUM> to secure the pressurization vent door <NUM> closed in a pressurization position.

During closing of the pressurization vent door <NUM>, a pin on the pressurization vent door <NUM> will be removed then replaced latching the pressurization vent door <NUM> in the pressurization position (e.g., the hooks will be in the closed position).

In some examples, to facilitate ice breaking, the hook or catch <NUM> can have added kicker(s) to aid in biasing the pressurization vent door <NUM> open. In some examples, a spring force of the pressurization vent door <NUM> can be tuned to provide enough opening force to overcome restraining elements such as ice. In examples, a combination of the added kickers and spring force can be used.

<FIG> illustrates an example where the handle <NUM> is in the disengaged position. The hook or catch <NUM> has released the pressurization vent door <NUM> and is able to freely move into the depressurization position to depressurize the aircraft.

<FIG> illustrate a modified aircraft pressurization system <NUM>. <FIG> is generally implemented by any of the examples described herein and can be applied to for example the aircraft door <NUM> (<FIG>), in conjunction with the process <NUM> and/or in conjunction with the pressure locking system <NUM> (<FIG>), and/or in conjunction with pressure regulation system <NUM> (<FIG>).

The modified aircraft pressurization system <NUM> has a same function as the aircraft pressurization system <NUM> (<FIG>), but a locking vent door <NUM> is positioned in the pressurization vent door <NUM> and locks out a shaft <NUM> (e.g., a connection mechanism) of a hook or catch <NUM> rather locking a shaft of a handle <NUM> directly. In this example, a shear lock is formed between the shaft <NUM> and the locking vent door <NUM>. Thus, the locking vent door <NUM> is pressed into a locked position when a pressure difference between an internal air pressure of an aircraft and an external air pressure of the aircraft meets a threshold. When the locking vent door <NUM> is in the closed position, the locking vent door <NUM> abuts against a portion of the shaft <NUM> to form the shear lock and prevent rotation of the hook or catch <NUM> as well as the handle <NUM>.

As illustrated in <FIG>, when the pressure difference fails to meet the threshold, the locking vent door <NUM> can be moved into an opening position to disengage the shear lock, thereby permitting the pressurization vent door <NUM> to move into the depressurization position from the pressurization position. The shaft <NUM> may then be rotated allowing the hook or catch <NUM> to rotate. The pressurization vent door <NUM> is then rotatable into a depressurization position to depressurize the aircraft. The locking vent door <NUM> rotates with the pressurization vent door <NUM>. A protrusion 504a of the locking vent door <NUM> is illustrated. The protrusion can form part of the shear lock and abuts the shaft <NUM> to lock the shaft <NUM> into place and prevent rotation of the shaft <NUM>.

<FIG> illustrates when the pressure difference fails to meet the threshold, and the shear lock is initially disengaged. The protrusion 504a disengages the shaft <NUM>. At this time, the handle <NUM> can be freely rotated to a disengaged position. When the handle <NUM> moves to the disengaged position, the hook or catch <NUM> can be rotated to the unlocking position to permit the pressurization vent door <NUM> to open into the depressurization position.

<FIG> illustrates when the shear lock is disengaged and the handle <NUM> is rotated to the disengaged position. When the handle <NUM> moves to the disengaged position, the hook or catch <NUM> is rotated to the unlocking position to permit the pressurization vent door <NUM> to open into the depressurization position.

<FIG> shows a method <NUM> of controlling pressurization and depressurization of an aircraft. The method <NUM> is generally implemented by any of the examples described herein, for example, the aircraft door <NUM> (<FIG>), in conjunction with the process <NUM> and/or in conjunction with the pressure locking system <NUM> (<FIG>), in conjunction with pressure regulation system <NUM> (<FIG>), and/or modified aircraft pressurization system <NUM> (<FIG>). Some embodiments may include some electrical monitoring.

Illustrated processing block <NUM> moves a locking vent door from an opening position to a closing position, where in the opening position, the locking vent door opens a lockout vent, and in the closing position, the locking vent door closes the locking vent. When the locking vent door is in the closing position, illustrated processing block <NUM> prohibits movement of a handle from an engaged position to a disengaged position.

When the locking vent door is in the opening position illustrated processing block <NUM> moves the handle from the engaged position to the disengaged position. Further, processing block <NUM> moves a lock from a locking position to an unlocking position based on the handle moving from the engaged position to the disengaged position, where in the locking position the lock engages with a pressurization vent door to lock the pressurization vent door into a pressurization position to close a depressurization vent, and in the unlocking position the lock unlocks the pressurization vent door to allow the pressurization vent door to move into a depressurization position to open the depressurization vent to depressurize an aircraft. Further, processing block <NUM> moves the pressurization vent door from the pressurization position to the depressurization position based on the lock being moved from the locking position to the unlocking position.

Example sizes/models/values/ranges can have been given, although examples are not limited to the same. Arrangements can be shown in block diagram form in order to avoid obscuring examples, and also in view of the fact that specifics with respect to implementation of such block diagram arrangements are highly dependent upon the computing system within which the example is to be implemented, i.e., such specifics should be well within purview of one skilled in the art. The term "coupled" can be used herein to refer to any type of relationship, direct or indirect, between the components in question, and can apply to electrical, mechanical, fluid, optical, electromagnetic, electromechanical, or other connections. In addition, the terms "first", "second", etc. can be used herein only to facilitate discussion, and carry no particular temporal or chronological significance unless otherwise indicated.

As used in this application and in the claims, a list of items joined by the term "one or more of" can mean any combination of the listed terms. For example, the phrases "one or more of A, B, or C" can mean A; B; C; A and B; A and C; B and C; or A, B, and C.

Claim 1:
An aircraft comprising:
a pressurization vent door (<NUM>) that is moveable between a pressurization position to close a depressurization vent to allow the aircraft to be pressurized, and a depressurization position to open the depressurization vent to depressurize the aircraft;
a locking vent door (<NUM>) that when moved to be open in an opening position opens a lockout vent, and when moved to be closed in a closing position closes the lockout vent; and
a handle (<NUM>) that controls the pressurization vent door (<NUM>) and is moveable to an engaged position to control the pressurization vent door (<NUM>) to be in the pressurization position, and a disengaged position to control the pressurization vent door (<NUM>) to be in the depressurization position, the handle (<NUM>) being releasably connected with the locking vent door (<NUM>),
wherein the handle (<NUM>) is releasably connected with the locking vent door (<NUM>) so that:
when the locking vent door (<NUM>) is in the closing position, the handle (<NUM>) is secured in the engaged position so that the handle (<NUM>) is prevented from moving into the disengaged position, and
when the locking vent door (<NUM>) is in the opening position, the handle (<NUM>) is moveable to the disengaged position to permit the pressurization vent door (<NUM>) to be in the depressurization position.