Patent ID: 12227282

DETAILED DESCRIPTION

FIGS.1and2illustrate an aircraft100that includes a fuselage101. A flight deck110is positioned at a front of the fuselage101and a cabin area103is positioned rearward. The cabin area103is equipped for accommodating passengers. The size of the flight deck110and the cabin area103can vary depending upon the aircraft100. One or more exterior doors104provide for passengers and the flight personnel to enter and exit the fuselage101.

The flight deck110includes one or more seats111for the flight personnel including but not limited to the pilot, co-pilot, and other authorized persons. Various controls and instrument panels (not illustrated) are located for use by the pilot and co-pilot to control the aircraft100.

The cabin area103is positioned along the fuselage101rearward of the flight deck110. The cabin area103includes a passenger section121with seats105arranged in rows along one or more aisles106. In some examples such as a commercial airline, the seats105extend throughout the cabin area103. In other examples in which the aircraft100is used for cargo transport, a limited number of seats105are positioned in the cabin area103.

The cabin area103also includes a vestibule120positioned between the flight deck110and the passenger section121. The vestibule120includes one or more monuments112that are mounted to the structural members of the aircraft100within the fuselage101. The monuments112are functional units with examples including but not limited to galleys, lavatories, and stowage units. In some examples, the monuments112are shaped and sized to extend from the floor107to the ceiling108of the cabin area103. In some examples, the monuments112extend between a wall114of the fuselage101to an aisle106.FIG.2includes the vestibule120including a pair of galley monuments112a,112b, a lavatory monument112c, and a stowage monument112d.

A flight deck door90separates the flight deck110from the cabin area103, and in some examples specifically separates the flight deck110from the vestibule120. The flight deck door90prevents unintended persons from entering the flight deck110from the cabin area103. As illustrated inFIG.3, the flight deck door90includes a lock91configured to secure the door90in the closed position. The lock91can include various configurations for unlocking, such as a magnetic card reader and input buttons. A viewing hole92provides for the flight personnel on the flight deck110to see into the cabin area103without opening the door90. In some examples, the door90is mounted in a frame109that mounts onto one or more of the monuments112, floor107, and ceiling108.

As illustrated inFIG.2, the cabin area103further includes an opening113in proximity to the flight deck110. In this example, the opening113is formed between two monuments-galley monument112band lavatory monument112c. Other examples include the opening113formed between monuments112band112d, and the opening113formed between monuments112aand112c. Other examples include the opening113formed between various components, such as monuments112, walls114of the fuselage101, and seats105.

A barrier door20is positioned at the opening113and includes a front side21that faces towards the front of the aircraft100and an opposing rear side22. The barrier door20is movable between an open position and a closed position (as illustrated inFIG.2). In the open position the barrier door20is retracted or otherwise configured to allow people to pass through the opening113, such as for passengers to use the lavatory112cor flight personnel to move between the flight deck110and passenger section121. In the closed position, the barrier door20extends across and is locked within the opening113. In the closed position the barrier door20functions to delay or otherwise slow the movement of a person moving from the passenger section121towards the flight deck110. This time provides for the flight deck door90to be closed and locked.

FIG.4schematically illustrates a barrier door20in a closed position. The barrier door20includes a body30sized to extend across the opening113. A lock40that includes one or more elongated members41is secured to the body30and movable between engaged and disengaged positions. In the engaged position, the one or more elongated members41extend outward and engage with the structure of the aircraft100to maintain the barrier door20in the closed position. The structure of the aircraft100can include but is not limited to one or more of the floor107, ceiling108, monument112, seat105, frame109, and outer wall114. The lock40further includes a release mechanism50that provides for moving the one or more elongated members41to the disengaged position. In the disengaged position as illustrated inFIG.5, the one or more elongated members41are retracted away from the structure of the aircraft100to allow for the barrier door20to move between the open and closed positions.

The body30can include various shapes and sizes. In one example, the body30in the closed position is rectangular and includes an upper side31, lower side32, and lateral sides33,34and is sized to extend across the opening113. In some examples, the body30is sized to completely fill the opening113. In other examples, the body30is smaller than the opening113with one or more gaps positioned between the body30and the edges of the opening113. In the open position, the barrier door20is positioned to allow persons to move through the opening113. In some examples as illustrated inFIG.5, the body30can fold or otherwise retract to fill a limited portion of the opening113and allow for persons to pass. In another example, the body30is connected to the structure of the aircraft such as along one of the lateral sides and pivots on a hinge away from the opening113.

The body30can have a variety of different constructions. In some examples, the body30is constructed as a single unitary piece, such as a large solid panel. In another example, the body30is constructed from multiple different sections that are mounted together. The different sections can be fixedly positioned relative to one another or can be movable relative to each other.FIG.6illustrates an example with the body30formed by vertical slats35that are hingedly connected together. The lateral sides of the slats35are connected together to provide for pivoting movement. The connection between the slats35can include rods that extend along the height, or the lateral sides of the slats35can include fingers that engaged together and provide for the relative movement.

In some examples as illustrated inFIG.6, a mount36is configured to mount the body30in the opening113. The mount36is positioned on the lateral side33and includes pins37,38that extend outward beyond the upper and lower sides31,32to engaged with the ceiling108and floor107respectively. In some examples, the mount36provides for the body30to be pivotally mounted in the opening113.

The lock40secures the door20in the closed position. The lock40is attached to the body30and can be positioned at various locations. In one example as illustrated inFIG.6, the lock40is positioned along the lateral side34and configured to extend outward from one or both of the upper side31and lower side32in the engaged position. In other examples, the lock40is orientated horizontally across the body30and configured to extend outward from one or both of the lateral sides33,34in the engaged position.

FIG.7illustrates a schematic diagram of the lock40that includes an elongated member41. A pin43is connected to the elongated member41. In some examples as illustrated inFIG.7, the elongated member41is a cylinder with a hollow interior space that houses the pin43. In other examples, the elongated member41is a rod and the pin43is attached to an exterior of the rod. The pin includes an elongated shape with a distal end49. The pin43is biased outward by biasing member44. The pin43includes a handle48that extends outward through an opening42in the elongated member41. In a disengaged position, the handle48is positioned in a first section46of the opening42. The handle48abuts against the edge of the first section46which positions the end49of the pin43in a retracted position. In some examples, the retracted positions includes the distal end49within the end45of the elongated member41. In other examples, the distal end49extends outward beyond the body30. In the engaged position as illustrated inFIG.7, the pin43is rotated relative to the elongated member41to position the handle48in the second section47of the opening42. The second section47extends closer to the end45of the elongated member41. The force of the biasing member44pushes the pin43outward until the handle48contacts against the upper edge of the second section47. This positioning causes the pin43to extend outward beyond the end45of the elongated member41and engage with the aircraft structure.

The lock40also include a release mechanism50. The release mechanism50includes a sleeve51that is threaded onto the elongated member41. The sleeve51is attached to the body30and threaded onto the elongated member41. The sleeve51can rotate but does not move along an axial length of the elongated member41. Therefore, rotation of the sleeve51in a first direction causes the elongated member41(and attached pin43) to move in a first direction (e.g., retract inward relative to the body30). Rotation in a second direction causes the elongated member41to move in a second direction (e.g., extend outward relative to the body30). The sleeve51can be rotated in the directions to move the lock40between the engaged and disengaged positions.

FIG.8illustrates a lock40configured to engage with two opposing sections of the aircraft structure such as the floor107and ceiling108. The lock40includes a pair of elongated members41a,41bthat are connected by threads to a sleeve51. Pins43a,43bare positioned within the interior space of the elongated member41a,41b. The pins43a,43binclude elongated bodies with outer ends49a,49b. The pins43a,43bare biased outward along the elongated members41a,41bby biasing members44a,44b.

FIGS.9A and9Billustrate the lock40moving between the disengaged position (FIG.9A) and the engaged position (FIG.9B) to secure the barrier door20.FIGS.9A and9Billustrate the movement of the first pin43awith the understanding that the second pin43boperates in a similar manner.

The pin43aincludes a handle48athat extends outward from a main section that is positioned in the hollow interior space of the elongated member41a. Further the elongated member41aincludes an opening42ain communication with the interior space. The opening includes a first section46aand a second section47a. During use, the pin43ais rotated relative to the elongated member41awith the handle48apositioned in the first section46aof an opening42a. The biasing member44a(not illustrated inFIGS.9A and9B) applies a force to the pin43ato position the handle48aagainst an outer side of the first section46a. This contact between the handle48aand first section46apositions the pin43aaxially along the elongated member41with the end49aretracted inward from the end45aof the elongated member41a. The lock40is positioned on the body30such that the elongated member41adoes not engage with the aircraft structure and thus the barrier door20can move between the open and closed positions.

In the engaged position ofFIG.9B, a person such as a flight personnel, grasps the handle48aand rotates the pin43ato move the handle48ainto the second section47aof the opening42a. The outer side of the second section47ais in closer proximity to the end45aof the elongated member41a. The force applied by the biasing member moves the pin43aaxially outward from the elongated member41a. The extent of axial movement is controlled by the contact of the handle48aagainst the outer edge of the second section47a. The extension of the pin43aoutward beyond the elongated member41aand beyond the body30provides for the pin43ato engage with the aircraft structure and lock the barrier door20in the closed position.

To move the lock40back to the unlocked position, the person grasps the handle48aand applies a force downward away from the end45aof the cylinder41a. The force overcomes the force of the biasing member and moves the pin43aalong the second section47aof the opening42a. When the handle48ais aligned with the first section46a, the person applies a sideways force to move the handle48ainto the first section46a. The person then releases the handle48aas the force of the biasing member contacts the handle48aagainst the outer edge of the first section46ato maintain the position.

In some examples, the one or more handles48are accessible from just one side of the barrier door20. Using the example ofFIG.2, the handles48are positioned on the front side21of the barrier door20to be accessible to the flight personnel in the vestibule120and/or flight deck110. This positioning also prevents access to a person from the passenger section121as the handles48are not accessible from the rear side22.

The release mechanism50provides for moving the pins43a,43b(and elongated members41a,41b) inward to the disengaged position without using the handles48. As illustrated inFIGS.8and10, the release mechanism50includes a sleeve51that is threaded onto the cylinders41a,41b. Rotation of the sleeve51relative to the elongated members41a,41bcauses the elongated members41a,41bto retract inward into the sleeve51. This movement causes the pins43a,43bto also retract inward towards and/or into the body30and disengage from the aircraft structure. The sleeve51includes a knob52with raised edges that facilitate grasping and applying a force by the user.

In some examples, the threads on the outer ends of the sleeve51are opposite one another. This provides for rotation of the sleeve51in one direction to cause retraction of both of the elongated members41a,41b. Likewise, rotation in the other direction causes extensions of both of the elongated members41a,41b.

In some examples, the sleeve51is accessible from both the front side21and the rear side22of the barrier door20. As illustrated inFIG.10, the body30includes an opening39sized for the knob52. This positioning provides for the knob52to be used from both sides of the barrier door20. This provides for flight personnel in the vestibule120and/or flight deck110to unlock the barrier door20, such as if one or both pins43a,43bare stuck in an extended position. This also provides for a passenger in the passenger section121to unlock the barrier door20in the event of an emergency in which they need to pass through the opening113. In other examples, the sleeve51of the release mechanism50is just accessible from a single side of the barrier door20.

In some examples, the barrier door20functions to slow the movement of a person through the opening113. The sleeve51is threaded such that it takes an extended time (e.g. 10-20 seconds) to rotate the sleeve51and disengage the one or more pins43. This time provides for flight personnel to close and lock the flight deck door90and prevent the person from entering the flight deck110.

In some examples, the one or more pins43contact against the aircraft structure in the engaged position. This can include extending into corresponding holes in the aircraft structure, such as in the floor107and ceiling108. In other examples, the one or more pins43simply contact against the structure without extending into holes. In other examples, a receptacle60is mounted to the aircraft structure to receive the pin43. As illustrated inFIGS.11A and11B, the receptacle60includes a body61and a flange62. When mounted to the aircraft structure, the body61is recessed into the structure and the flange62extends along the surface. An opening63extends through the flange62and into the body61to receive the pin43. A plug64is mounted in the opening63and biased outward by a biasing member65. In the engaged position, the pin43extends into the opening63and contacts against the plug64. The force of the pin43moves the plug64against the biasing member65and further into the body61.

FIG.12illustrates a method of controlling movement of passengers through an opening113within a cabin area103of an aircraft100. The barrier door20is positioned in a closed position that extends across the opening113(block190). In some examples, this occurs prior to opening the flight deck door90. While in the closed position, the barrier door20is locked by moving a first pin43aand a second pin43bthat are each connected to the barrier door20to engaged positions (block192). In some examples, locking the barrier door20includes a person (e.g., flight personnel) grasping and rotating the first handle48afrom the first section46ato the second section47aof the opening42aand extending the first pin43aoutward beyond an upper side31of a body30of the barrier door20and engaging the first pin43awith a ceiling108. The person also grasps and rotates the second handle48band rotates the pin in a similar manner to extend the second pin43boutward beyond a lower side32of the body30and into engagement with a floor107of the aircraft. In some examples, locking the barrier door20includes positioning just a single pin43into engagement with the aircraft structure. The barrier door20remains in the closed position allowing for the flight deck door90to be opened. After the flight deck door90is closed, the barrier door20is unlocked and moved to the open position (block194). In some examples, unlocking the barrier door20includes flight personnel grasping the handle48on each pin43and sliding the pin43inward and disengaging the pin43from the aircraft structure.

FIG.13illustrates a method of controlling movement of passengers through an opening113within a cabin area103of an aircraft100. In some examples, this method occurs when one or more of the pins43get suck or jammed and the barrier door20cannot be opened in a straight-forward manner (such as the method disclosed inFIG.12). This method may also occur when a person in the passenger section121needs access to the other side of the barrier door20such as access to the vestibule120or flight deck110. This may occur in the event of a medical emergency or if an unauthorized person is forward of the barrier door20. In this method, the barrier door20is positioned in a closed position that extends across the opening113(block200). While in the closed position, the barrier door20is locked by moving a first pin43aand a second pin43bthat are each connected to the barrier door20to engaged positions (block202). In some examples, the engaged positions include the first pin43aextending outward beyond an upper side31of a body30of the barrier door20and engaging the first pin43awith a ceiling108of the aircraft and with the second pin43bextending outward beyond a lower side32of the body30and engaging the second pin43bwith a floor107of the aircraft. In some examples, locking the barrier door20includes engaging just a single pin43. While the barrier door20is locked with the pins43a,43bin the engaged positions, a sleeve51that is connected to the body30is rotated which retracts the first pin43aand disengages the first pin43afrom the ceiling108and simultaneously retracts the second pin43band disengages the second pin43bfrom the floor107(block204). While the first pin43aand the second pin43bare disengaged, the barrier door20is positioned in an open position that opens the opening113(block206).

In some examples, the biasing members44,65are springs. In other examples, the biasing members are a foam block or other flexible material that applies an outward force.

The present invention may be carried out in other ways than those specifically set forth herein without departing from essential characteristics of the invention. The present embodiments are to be considered in all respects as illustrative and not restrictive, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.