DESCRIPTION
TECHNICAL FIELD The invention relates to an aircraft emergency exit door with integrated 5opening mechanisms, i.e. which are concentrated in a reduced space of the door, as well as to a method for opening/closing an emergency exit door of this type. An emergency exit door of an aircraft is generally situated above the wing unit of theaircraft known as the “overwing emergency exit door”. In general, anaircraft is equipped with one or two emergency exit doors overthewing,which are 10situated on bothsidesof the fuselage. The evacuation of the passengers in an emergency situation is the essential function of this door. In general, the kinematics of opening of an aircraft door, for example a passenger door or a emergency door, is broken downinto several steps which succeedone another, i.e. unlocking after releasing the lock by means of a safety 15latch, then disengagement of the door from its frame towards the inside of the cabin by appropriate guiding, and then pivoting of the door by actuators in association with a hinge around an axis of rotation. For the closure, these movements succeed one another according to inverse kinematics.In emergency situations, it is required to be able to trigger the opening of the 20door in a minimum of operations in a minimumamount of time, whilst making the opening secure. The regulations now require emergency doors to be able to be moved away without obstructing the emergency exits. In order to comply with this, emergency exit doors overthe wing have been designed reusingthe architectures of doors of 25the passenger type or cabin service type, and applying a reduction of scale. The stores of the passenger cabin type, which are pressurizedin the cabin and provided with hinges, open automatically after activation of the inner handle and an articulation arm, with the door then being kept open along the fuselage. According to the regulations, these overwing doors of the passenger type 30are certified as “dangerous”, because of their complexity, whereas the prior
3overwing doors (doors without a hinge known as a hatch can be thrown onto the wing as soon as the emergency opening takes place) were considered to be “non-dangerous” because their surface areas, larger than that of the passage hole in the fuselage, give rise to a very low probability of opening in flight. All the functions of the passenger and service doors must therefore be integrated in the emergency 5doors over wings, and therefore in a greatly reduced surface area, all the more so since the presence of a large window,identical to the windows of the fuselage, is now also required in the emergency doors.In addition to all the functions of a so-called “dangerous” door to be integrated –double safety by means of a latch/lock during the locking/unlocking 10phases, secure opening/closure mechanisms, visual indicators and proximity sensors, assistance with the emergency opening and pressurizationblocking mechanism if the door is not correctly closed –another parameter must be takeninto account, i.e. the proximity of certain passengers to this overwing door, these passengers then being subjected to the thermal and acoustic problems which are 15associated with the presence of doors of this type. Consequently it is important to keep themaximum amount of space in the door structure in order to be able to install acoustic patches or thermal covers there. PRIOR ART20An aircraft emergency door supported on lateral stops is known for example from the document of patent US 5 031 863,which stops are in motion on rollers in guides, and are made secure by two latches situated in the threshold of the door. The general kinematics of the door consist of a movement towards the inside then a movement of lifting of the top of the door in order to bypass the stops. The 25bottom of the door is guided in ramps, then the door opens automatically upwards,thrust by connecting rodswith compression springs.The door is articulated by a hinge consisting of two arms in the form of a swan necksin the toppart. The lifting of the door is generated by a cam connected to the top part of the handle. An inner handle is arranged above the window, and is actuated in a movement from the top 30downwards.
4This door does not carry out all the functions of adoor of the type which is “dangerous” according to the regulations, i.e. the double safety of the locking/unlocking phases and the pressurizationblocking are not provided. In addition, this door can only be closed from the inside, and the locking mechanism is reduced to a hook at the bottom of the door.5Patent document US 5 931 415 relates to a door of the automatic opening type, and proposes opening kinematics towards the inside coupled with descentin order to bypass the stops. The guiding iscarried out by supports in ramps in order to impart the opening kinematics to the top of the door, whereas the bottom of the door follows a movement downwards then outwards. The door is retained in the 10open position thanks to a latch which automatically engages when opening takes place. In addition, the outer handle is connected to the shaft of the latch, whereas the inner handle is articulated relative to this assembly. In addition, this door does not comprise a system which prevents pressurizationif the door is not completely closed (“non-dangerous” door criterion 15according to the regulations). The ventilation panel of this mechanism is used as a pressure lock, in order to prevent the door from opening in the case of flight with low pressurization. In addition, this door does not have a safety system if one of the locks were to break. Finally, the kinematics of this doorare complex, and the safety functions are not fulfilled. 20In addition, the door according to patent document WO 2013128219is articulated at the top by means of an arm and a set of rocker bars which are raised by a gas actuator. The virtual hinge articulation point is on the outside of the fuselage. The door opens after alow-amplitude movement towards the inside then upwards in order to bypass the stops. The inside handle has a horizontal axis, is 25situated above the window, and operates from the top downwards. It makes it possible to open in emergency mode (toboggan armed) and in maintenance mode (toboggan disarmed). In addition to the particular kinematics with an instantaneous centerof rotation situated on the outside of the door, this assembly does not fulfil the safety 30conditions in terms of double safety in locking and unlocking, and of a pressurizationblocking mechanism (since the classification of this door is “non-dangerous” according to the regulations). SUMMARY OF THEINVENTIONThe objective of the invention is to comply with the main conditions which 5doors which are known as “dangerous”according to the regulationsmust fulfil, i.e. double safety in locking and unlocking, as well as secure opening/closure mechanisms, assistance with emergency opening, and a pressurizationblocking mechanism in the event of incorrect closure of the door. The objective of the present invention is also to provide functional mechanisms which are grouped so 10as to permit a combination of these functions in a reduced space –i.e. on an emergency door provided with a window of a standard size –and to facilitate the opening/closure kinematics of the door. For this purpose, the invention concentrates the mechanisms of opening of a vent flap of a first overwing door opening movement, of blocking/locking of this 15door, of a second opening movement of thedoor, then its rotation solely by manipulation of the inner handle, whilst developing kinematics suitable for the concentration of mechanisms thus integrated. For this purpose, the subject of the present invention is an aircraft emergency exit door with opening mechanisms which are integrated by grouping. This 20grouping of door opening mechanisms is carried out in a grouping stripsituated on a side of a window with standard dimensions, i.e. which is similar to the other windows of this aircraft. In a stripof this type, the grouping comprises a door opening inner handle fitted on a main shaft in association with a locking shaft on which there is fitted a mechanism for blocking/locking the door with a latch and 25lock. At least one mechanism for conditional opening of the door comprises a vent flap arranged in the door, a pivot connection arranged in the door in order to couple the vent flap to the inner handle, and a blocking shaft which has at each end a pressure lever equipped with a first and second support for blocking and unblocking of the flap. Return springs which are fitted against the conditional 30opening mechanism are calibrated in order to allow opening of said flap by exerting a reduced pressure in pressure variation conditions, i.e. in standard
6conditions with variation of residual pressure between the inside and outside of the aircraft which is close to zero (for example lower than 1 psi), and in order to prevent the flap from opening in excess pressure conditions. In standard conditions, the variation between said inner and pressures of the aircraft is residual, typically lower than 1 psi, and the conditions of excess pressure 5or pressurizationexist in particular when the aircraft reaches a certain altitude, typically with a pressure variation higher than 2 psi.According to a preferred embodiment, the first and second blocking and unblocking supports can come into contact respectively on a stop and on a camwhich are secured respectively on the blocking shaft and on a door mounting. In 10residualpressure variation conditions, the pressure levers and the flap can be displaced jointly by actuation of the inner handle, and can allowthe flap to open. In excess pressure conditions, the flap remains on the door, and the first supports then come into contact with the stops in order to block the flap. In excess pressure conditions, the flap remains on the door. The blocking 15shaft can then turn when the inner handle is raised, and, with the second supports rolling below each cam, the first supports come into contact with the stops in order to block the flap. The mechanism with pressure levers allows the system to prevent the opening of the flap and the door, which makes the flight secure. Thus, when an 20excess pressure persists (starting from a certain altitude of the aircraft), the passengers cannot open the emergency exit door.According to advantageous characteristics: -an exit opening buttonis provided on an outer face of the vent flap, in order to actuate an opening cam, disengage the pressure levers and thus 25permit opening of the door from the outside of the aircraft; -the supports are rollers; -in principle the springs are calibrated to substantially 1 psi, but their rigidity can be adapted according to the strategies of the airframe manufacturers.
7According to an advantageous embodiment, the blocking/locking mechanism comprises a blocking latch for each lock. Each lock is fitted directly against a hinge for pivoting and retention of the door in the open position, with fitting of this type makingit possible to block any displacement of the door at relative azimuth of the aircraft. 5This fitting makes it possible to avoid the conventional positioning of the locks on the edges of the door with a counter-mounting of each lock on the door framework. Advantageously, the locking/unlocking mechanism (for a door which is “dangerous” according to the regulations)is formed by a latch and counter-latch 10blocking assembly combined with each lock. In each assembly, the counter-latch andthe lock, which are fitted on the same locking shaft, form a single part. More particularly: -the latch is configured to envelop the lock and retain it in place when the locking mechanism breaks, in order to keep the door in a secure state;15-the counter-latch is configured to form a protuberance inside the latch, which makes it possible to create a stop when breakage of the locking mechanism takes place. According to another advantageous embodiment, a icebreakage mechanism is also integrated in the mechanism grouping strip. This icebreakage mechanism 20comprises at each end of the strip a breakage cam which is fitted on the main shaft. Each cam is guided by a pivoting ramp connected to a return spring, in order, by means of the actuation of the locking shaft by the inner handle, to generate a door opening sequence with a minimal amplitude towards the inside of the passengercabin, and to break a specific thickness of ice, for example a 25standard thickness of 2.5 mm, on an outer skin of the door. This first displacement of the door is designed to detach/break the icein the case when a layer of ice or frost is covering the fuselage. In these conditions, this icebreakage mechanism is independent from the locking/unlocking mechanisms of the latch and lock assemblies, since it is initiated 30directly by actuating the main shaft from the inner handle.
8Preferably, the door opening mechanism grouping strip extends horizontally above the window, with the door being able to open by pivoting according to a horizontal axis which coincides substantially with an upper edge of the emergency door. The flap is positioned at the strip, and/or is offset below the window, connectedto coupling connecting rods which connect the main shaft and the shaft 5for blocking of the flap. The invention also relates to a method for opening/closure of an aircraft emergency exit doorof this type which is situated overthe aircraft wing, in order to permit evacuation of the passenger cabin, with the closure kinematics of the door repeating the above opening steps in inverse order. The method consists of 10implementing opening kinematics for a door which is arranged in the framework of the aircraft fuselage, starting from an initial state in which the door is in the closed position with its profile aligned with the fuselage, according to the following series of steps generated in succession by a single action exerted on an inner handle in a pivoting sequence around a main shaft: 15-a first step of opening of a vent flap of the conditional opening mechanism, when a pressure variation between the cabin and the outside of the aircraft is lower than a specific residual value; -a step of unblocking/unlocking by actuation of amovement of the latches in order to unblock the locks and retract these unblocked locks so asto 20finalizethe unlocking by releasing the main shaft;-a step of opening of the door by rotation of the main shaft, giving rise to a movement of tilting of the door towards the inside of the cabin; -a step of translation substantially parallel to the fuselage, in association with guiding in the door framework and bypassing of the fuselage stops; 25and -a step of pivoting of the door entrained around an axis of rotation of hinges, and assisted in this rotation by actuators which are arranged laterally. Preferably, the step of translation of the door is a step of descent facilitated 30by its own weight.
9According to preferred functional characteristics:-a condition of excess pressure between the inside and the outside of the aircraft, higher than a given threshold value, blocks the conditional opening mechanism during its implementation, in order to prevent the opening of the vent flap during the first step; 5-a preliminary step of opening of the door towards the inside of the cabin with minimal amplitude is generated by initiation of rotation of cams which are fittedon the main shaft, in association witha lever and a return spring, this step being carried out after the step of unblocking/unlocking;-the initiation of preliminary rotation, which is designed to break the ice, is 10carried out by a to-and-fro rotation/counter-rotation according to an appropriate configuration of the cams. PRESENTATION OF THEFIGURES Other data, characteristics and advantages of the present invention will 15become apparent from reading the following which describes embodiments of the invention provided purely by way of non-limiting example. These detailed embodiments are accompanied by figures for better visualizationand understanding of the combination of means implemented, with these figures representing respectively: 20-figures 1 and 2 are lateral views in perspective of the conditional opening mechanism, with a cut-out of the door flap for better visibility in the lateral view (figure 2); -figure 3isa lateral view in cross-section of the conditional opening mechanism illustrating the movement of opening of the door flap;25-figure 4is a more detailed lateral view than figure 4, relating to the unblocking of the conditional opening mechanism;-figures 5a to 5f are lateral views in cross-section of the opening mechanism, relating to essential sequences of opening of the vent flap in normal pressure conditions;30-figures 6a to 6c are lateral views in cross-section of the opening mechanism, illustrating a sequence of opening of the vent flap when the outer face of the door structure is covered with a layer of ice;
10-figures 7a to7care lateral views in cross-section of the opening mechanism illustrating a sequence of blocking the opening of the vent flap;-figures 8a and 8b area front view and an enlarged view of the door strip incorporating the opening mechanisms, and in particular the blocking/locking mechanism;5-figures 9a and 9b are views in cross-section and in perspective of the blocking/locking mechanism;-figures 10a to 10f are lateral views in cross-section of the breakage mechanism, illustrating six successive instants of the to-and-fro displacement sequence of the door;10-figure11is a lateral view of the fuselage framework guides 200 of the upper rollers of the door and the fuselage framework stops;-figures 12a and 12b are global internal and external views in perspective ofan emergency exit door according to the invention; and-figures13a and13bare a front of an emergency exit door with, 15respectively, a vent flap offset below the window and two vent flaps, one beingarranged above and the other offset below the window. DETAILED DESCRIPTIONIn the present text, the location terms “upper”, “lower”, “above” and “below” 20relate to standard location configurations of elements of an aircraft on the ground or in cruising flight. The term “lateral” relates to a plane perpendicular to the fuselage of an aircraft. The conditional opening mechanism 100 with a vent flap 110, as illustrated in the views in perspective in figure 1 and figure 2, respectively of the inside and the 25outside of the aircraft (with the flap being cut out in figure 2 for better visibility), combines the vent flap which is arranged in the door 10 and an inner handle 1 which is articulated on a main shaft 102: the flap 110 is to prevent the pressurization(in the event of incorrect closure of the door), manipulation of the handle 1, limitation of opening of the door in standard pressurizedconditions, and 30opening of the doorin conditions which are disrupted, in particular by ice or frost. This mechanism 100 is also used to prevent the door from opening from the inside
11of the cabin inpressurizationconditions which are higher than the standard. Even in the case of external pressure –for example during rapid descent of the aircraft or when there are negative aerodynamic forces tending to exert pressure on the outer face of the flap, which face is situated on the outside of the aircraft –the conditional opening mechanism 100 is neither unlocked nor unblocked thanks to 5the blocking/locking mechanism described below. The conditional opening mechanism 100 illustrated in figure 1 consistsof the vent flap 110, coupled to the main shaft 102 of the handle 1 by eccentric connecting rods 103, which are fitted in opposition to return springs 32, and the mechanism consists of a pivot connection 12 (cf.figure 3)composedof a blocking 10shaft 120 which is integral with the flap 110, and on which pressure levers 121 arefitted. Each pressure lever 121 comprises at its two ends a blocking roller 122 and an unblocking roller 123. If the blocking latches of the blocking/locking mechanism are not in position in order to block the locks (see hereinafter the description of the blocking/locking 15mechanism with reference to figures 8a and 8b), the vent flap 110 cannot close, and the aircraft cabin can therefore not be pressurized. In the event of an attempt to open the door under a condition of pressure in the cabin which is higher than a given threshold, for example 2 psi, the opening mechanism 100 exerts a function of blocking/unblocking by the pressure levers 20121 and the door does not open. In the event of negative pressure variation –the cabin pressure then being lower than the pressure outside the aircraft –the blocking rollers 122 of the pressure levers 121 abut and prevent the opening of the vent flap 110. In the event of preliminary opening of the door for deicing or breakage of ice 25deposited on the door, the lower edge 111 (cf. figure 2) of the vent flap 110 is thrust towards the inside of the cabin by the eccentric shafts 103. Advantageously, this opening mechanism 100 prevents any mechanical interference. In order to open the flap 110 from the outside of the aircraft “E”, pressing an outer opening button 130 provided on the outer face 112 of the flap 110 actuates 30
12an opening cam131 (cf. figure 2) in order to disengage the pressure levers 121 (cf. figure 1). Thus, the opening mechanism 100 is unblocked by the outer button 130 –which is not sensitive to the pressure conditions –thanks to the induced “delayed”movement between the outer button 130 and the inner handle 1. This delayed movement is also used for opening in conditions of interference, for 5example in order to break the ice.The delayed movement is illustrated more particularly in the view in lateral cross-section of the opening mechanism 100 in figure 3. With the inner handle 1 being directly fitted on the main shaft 102, the vent flap 110 is connected to the handle 1 via the pivot connection 12, and the two return springs 32 which tend to 10maintain the contact. In nominal conditions (i.e. without pressure on the flap 110 and without ice on the outside of the door), the flap 110 and the handle 1 are displaced jointly, with the contact being ensured by the springs 32. A delay of movement between the handle 1 and the flap 110 takes place if a force greater than the return force of the springs 32 is applied to the flap. 15The more detailed lateral view in figure 4 relates to the unblocking of the conditional opening mechanism 100 at each end by an unblocking cam41 which disengages the unblocking roller 123 from the flap 110.The unblocking cam 41 which is secured on the blocking shaft 120 is displaced together with the handle 1. In nominal conditions, when the door is 20opened from the inside, each blocking roller122 initially comes into contact with a stop 42 secured on a lateral door mounting 10s (cf. figure 5a). In a second stage, the unblocking cam 41 thrusts the unblocking roller 123, and forces the rotation of the blocking shaft 120. The blocking roller 122 is detached from the stop and the vent flap 110 is released in order to continue its opening. In other words, the 25contact of the blocking rollers 123 on the stops 42 allows the unblocking rollers 122 to roll below the cams 41 and to be disengaged from them, which releases the opening of the flap 110. In conditions of excess pressure, with variation of more than 2 psi in the example, the flap 110 cannot open: the blocking shaft 120 turns when the inner 30handle 1 is raised, the unblocking rollers 123 roll below the cam 41, and the flapan opening cam131 (cf. figure 2) in order to disengage the pressure levers 121 (cf. figure 1). Thus, the opening mechanism 100 is unblocked by the outer button 130 –which is not sensitive to the pressure conditions –thanks to the induced “delayed”movement between the outer button 130 and the inner handle 1. This delayed movement is also used for opening in conditions of interference, for 5example in order to break the ice.The delayed movement is illustrated more particularly in the view in lateral cross-section of the opening mechanism 100 in figure 3. With the inner handle 1 being directly fitted on the main shaft 102, the vent flap 110 is connected to the handle 1 via the pivot connection 12, and the two return springs 32 which tend to 10maintain the contact. In nominal conditions (i.e. without pressure on the flap 110 and without ice on the outside of the door), the flap 110 and the handle 1 are displaced jointly, with the contact being ensured by the springs 32. A delay of movement between the handle 1 and the flap 110 takes place if a force greater than the return force of the springs 32 is applied to the flap. 15The more detailed lateral view in figure 4 relates to the unblocking of the conditional opening mechanism 100 at each end by an unblocking cam41 which disengages the unblocking roller 123 from the flap 110.The unblocking cam 41 which is secured on the blocking shaft 120 is displaced together with the handle 1. In nominal conditions, when the door is 20opened from the inside, each blocking roller122 initially comes into contact with a stop 42 secured on a lateral door mounting 10s (cf. figure 5a). In a second stage, the unblocking cam 41 thrusts the unblocking roller 123, and forces the rotation of the blocking shaft 120. The blocking roller 122 is detached from the stop and the vent flap 110 is released in order to continue its opening. In other words, the 25contact of the blocking rollers 123 on the stops 42 allows the unblocking rollers 122 to roll below the cams 41 and to be disengaged from them, which releases the opening of the flap 110. In conditions of excess pressure, with variation of more than 2 psi in the example, the flap 110 cannot open: the blocking shaft 120 turns when the inner 30handle 1 is raised, the unblocking rollers 123 roll below the cam 41, and the flap
13110 remains blocked. In fact, before the unblocking rollers123 are disengaged from the cams, the first blocking rollers 122come into contact with the stops 42 and block the mechanism 100: the flap 110 can not open. The lateral views in cross-section of the opening mechanism100in figures 5a to 5f relates to the essential opening sequences of the vent flap 110 in normal 5pressure conditions (i.e. residual conditions) by lowering of the handle 1: the vent flap 110 is firstly in the closed position with the blocking roller 122 spaced from the stop 42 (figure 5a); then, the roller123 forunblocking of the vent flap 110 comes into contact with the cam 41 (figure 5b);the blocking roller 122 then comes into contact with the stop 42, giving rise to a loss of contact between the handle 1 and 10the flap 110 (figure 5c); the unblocking of the vent flap 110 is then implemented by the advance of the unblocking roller 123 on the unblocking cam 41 (figure 5d), followed by rotation of the vent flap 110byretraction of the springs 32after the blocking roller 122 has been extracted from the stop 42, and contact“K” between the handle 1 and the flap 110 (figure 5e); the released vent flap 110 ends up in the 15fully open position when the inner handle 1 is completely lowered (figure 5f). The lateral views in cross-section in figures6a to6cillustrate an opening sequence of the vent flap 110 when the outer face of the door structure 61 is covered with a layer of ice “G” which impedes the opening of said flap: the vent flap 110 is firstly in the closed position (figure 6a); then, the flap 110 turns relative 20to the handle 1 (in rotation R1) with: a loss of contact in the area K2 between the handle 1 and the flap 110, displacement of the flap (arrow F1) and induced traction of the flap 110 (arrow F2) (figure 6b). The ice “G” is then broken on the periphery of the flap 110, with the breakage of ice beginning at the bottom of the flap 110 thanks to the induced traction (arrow F2), and propagating tothe remainder of the 25flap 110 in order to release it completely. The springs 32 then return the flap 110 which turns (arrow F3) in order to come back into contact with the handle 1 (figure 6c). A sequence of blocking the opening of the vent flap 110 is illustrated by the lateral views in figures 7a to 7c in the case of excess pressure, 2 psi in the 30example, of the cabin relative to the outside of the aircraft: the vent flap is closed
14with excess pressure of the cabin symbolizedby the arrows F4 (figure 7a); then(figure 7b),the vent flap 110 is rotated (arrow F5) until it comes intocontactin the area K3with the rotation shaft 102 of the handle 1, the rotation of which is actuated (arrow R1). The vent flap 110 is maintained by the excess pressure (arrows F4) in contact with the door structure 61 in the area K4 of the upper edge 5of the flap 110, whereas a loss of contact K5 occurs between the handle 1 and the flap 110, with contact between the shaft 102 forrotation of the handle 1 and the vent flap 110 (figure 7b).The blocking roller 122 is supported on the stop 42, and contact is established in the area K6 between the shaft 102 of the handle 1 and the vent flap 110 (figure 7c). 10More specifically, the functional conditional opening mechanisms described above, and the functions of opening the door itself andoflocking/unlocking described below, are grouped into an emergency exit door strip 3 according to the invention, an example of which is illustrated in figure 8a. This figure 8a shows an aircraft emergency exit door panel according to the inventionin partial front view15from theinside of the cabin. Only the upper part 10a which is situated above the window 16 of the door 10 is shown in this figure. An example of a door strip 3 extends in the reduced space of this upper part 10a. The door opening mechanism comprises two hinges80, which conventionally have the function of permitting the pivoting around an axis X’X in 20the door framework, and retention of the door 10 as far as its open position. It also comprises a so-called blocking/locking connection mechanism 8 between each hinge 80 and a lock 81 which comprises duplicated means on both sidesof the strip 3 on locking shafts8A,in particular a lock 81 provided with a roller 8g circulating on a guide ramp8R. The objective of these connections is to keep the 25door locked, in particular at aircraft azimuth in flight, irrespective of the constraints, i.e. uncommon fault of the mechanism, mechanical interference inthe environment, loads which tend to unlock, etc. As shown in the enlargement in figure 8b, the locking shaft 8A is fitted in the lower part of each hinge 80,and each lock 81, provided with the roller 8g driven on 30the guide ramp 8R, is fitted on the locking shaft 8A, such that the lock 81 is directly
15connected to the corresponding hinge 80. Displacement of the doorat azimuth, “aircraft Z”,brings the lock 81 into contact with the lock guide ramp 8R, and tends not to unlock the mechanism (i.e. the “overlock” mechanism). The locks 81 which are fitted on the hinges 80 also prevent the door from moving at aircraft Z.The door opening mechanism can be actuated only when the 5locking/unlocking mechanism permits it. This locking/unlocking mechanism 8 is illustrated more specifically by the view in lateral cross-section in figure 9a.For each hinge 80, this mechanism comprises a blocking latch 91 and counter-latch 92 system combined with the lock 81 on its guide ramp 8R. The view in perspective in figure 9b shows more globally the door opening 10and locking/unlocking mechanisms fitted on the main shaft 102 for rotation of the handle 1, as well as breakage cams 30 which are positioned at the ends of the shafts 102, and are designed for the preliminary opening phase for the breakage of ice.The function of the lock 81 is to keep the door closed irrespective of the flight conditions (acceleration, turbulence, low pressure, etc.). The function of the 15blocking latch 91 is to keep the door secure by locking if a fault occurs in the locking/unlocking mechanism. Thus, the function of the counter-latch 92 is to keep the lock 81 in place by retaining the latch 91 and creating a positive moment which tends to overblock the system, and thus to prevent inverse entrainment of the mechanism. 20Advantageously,the counter-latch 92 and the lock 81 form a single part 90, whilst each performing the same functions as when the counter-latch andthe lock are separate, as in the prior architectures. The latch 91 and the counter-latch 92have a circular form. The counter-latch 92 comes into the latch 91 in order to provide a stop inside its inner face when breakage of the locking mechanism takes 25place. If the stop is applied, the latch tends to overblock. Connecting rods with compression springs for locking83 and blocking 93 arepresent in order to make the locks 81 and latches 91 respectively secure by exerting a return force.In order to visualizewell the preliminary step of opening of the door by the breakage mechanism, the lateral views in cross-section in figures 10a to 10f show 30six successive instants of theto-and-fro preliminary displacement sequence of the
16door 10 towards the inside of the cabin 20 with minimum amplitude.This step is implemented by initiation of rotation of the breakage cams 30 fitted on the main shaft 102, each being guided on a breakage lever 31 which acts as a pivoting ramp. Each breakage lever 31 is fitted at an end 32 of a return spring 33. The cams 30,the levers 31 and the springs 32 form an ice breakage mechanism in the 5casewhere ice or frost has been deposited on the aircraft fuselage at the outer structure of the door 61 (cf. figures 6a to 6c). The door 10 is displaced firstly towards the inside of the cabin from its initial closedposition, which gives rise to breakage of the ice.This preliminary step thus makes it possible to carry out breaking of ice, 10typically a thickness of ice of 2.5 mm on the outer structure of the door 61. This step is carried out after the step of opening the vent flap 110, just after the unblocking of the hinges 81. Advantageously, the present architecture is independent from the sequences of unlocking of the latch-lock, and is initiated directly by actuating the shaft of the 15locks from the inner handle 1, contrary to the prior architectures in which the door movements in order to break the ice are determined by the movements and the kinematics of the locks. At the end of the sequence (cf. figure 10f), after unblocking/unlocking by the mechanism of systems of latches 91/counter-latches 92/locks 81 (cf. figure 9a), 20and the release of the breakage cams 30 of the associated breakage levers 31, the movement of descent of the door begins. Figure 11 illustrates the fuselage framework guides 200 for upper rollers 210aof the door 10 during the descent of the door, and the bypassing of the stops 220 of the fuselage framework. The rollers 210a coming from the lateral faces of 25the door 10 circulate in the guide ramps 200 formed in the framework of the fuselage, and the door 10reachesthe low position by bypassing the lower stops of the fuselage 220.Figures 12a and 12b illustrate a global presentation of the emergency exit door 10, respectively in inner and outer perspective views. The door 10 in the low 30
17position is positioned in order to pivot by means of rotary entrainment around the axis X’X for rotation of the hinges 80. Two actuators 18, fitted laterally on the same shaft Ax as the hinges 80, facilitate this rotation. These figures also show the upper door guide rollers 210a, the door stops 13 on the lateral flanks 11f, a locking/blocking detector 12, a strap 14 for manual gripping, advantageously a 5safetyin-flight door blocking system known as a flight lock 15(forcases of low safety between 0 psi and the pressure used forthe calibration of the springs, which is approximately 1 psi in the example), the window 16 (with the same dimensions as the other passenger windows of the aircraft fuselage), and the vent flap 110 forming an outer handle 17 with thebutton 130 foropening the door from 10the outside.The invention is not limited to the embodiments described and represented. The invention relates to a multifunctional combination of opening mechanisms integrated by means of a connection with the flap 110. This connection can either be direct, if the flap is placed below the inner handle 1, as 15illustrated for example by figures 1 or 2, or adapted to an offset position of the flap 110 because of the dimensions of this flap (according to the pressurizationvalues) and space available. A flap 110 of this type, offset below the window 16, is illustrated by the front view of the emergency exit door 10’ in figure 13a from the inside of the cabin. In 20order to actuate the opening of the flap 110, coupling connectingrods 310 connect the main shaft 102 and the blocking shaft 120 of the flap 110. As a variant, with reference to the front view of the door 10” in figure 13b, two flaps 110 can be used in the two locations described above with reference to figures 1 or 2, i.e. above and below the window 16.25
18WE CLAIM:1.An aircraft emergency exit door (10, 10’) with opening mechanisms which are integrated by grouping, characterized in that this grouping of door opening 5mechanisms is carried out in a grouping strip (3) situated on a side of a window (16) with standard dimensions, in that, in this strip (3),the grouping comprises a door opening inner handle (1) fitted on a main shaft (102) in association with a locking shaft (8A) on which there is fitted a mechanism for blocking/locking the door with latches (81, 92) and locks(81), in that at least 10one mechanism for conditional opening of the door (100) comprises a vent flap (110) arranged in the door, a pivot connection (12) arranged in the door in order to couple the flap (110) to the inner handle (1), and a blocking shaft (120) which has at each end a pressure lever (121) equipped with a first and second support for blocking (122) and unblocking (123) of the flap(110), and 15in that return springs (32) which are fitted against the conditional opening mechanism (100) are calibrated in order to allow opening of said flap (110) by exerting a reduced pressure in residual pressure variation conditions between the inside and outside of theaircraft, and in order to prevent the flap from opening in excess pressure conditions. 202.The emergency exit door (10, 10’) as claimed in claim 1, characterized in that the first and second blocking (122) and unblocking (123) supports can come into contact respectively on a stop (42) and on a cam (41) which are secured respectively on the blocking shaft (120) and on a door mounting(10s), in 25that, in residual pressure variation conditions, the pressure levers (121) and the flap (110) can be displaced jointly by actuation of the inner handle(1), and allow the flap (110) to open, and in that, in excess pressure conditions, the flap (110) remains on the door(10, 10’), and the first supports (122) then come into contact with the stops (42) in order to block the flap(110).303.The emergency exit door as claimed in either of claims 1 or 2, wherein an exit opening button (19) is provided on an outer face (112) of the vent flap
19(110), in order to actuate an opening cam (131), disengage the pressure levers (121) and thus permit opening of the door from the outside of the aircraft.4.The emergency exit door as claimed in any one of the preceding claims, 5whereinthe blocking/locking mechanism comprises a blocking latch (91) for each lock, which lock is fitted substantially against a hinge (80) for pivoting and retention of the door (10, 10’) in the open position, with fitting of this type making it possible to block any displacement of the door at relative azimuth of the aircraft.105.The emergency exit door as claimed in any one of the preceding claims, wherein the blocking/locking mechanism isformed by a latch (91) and counter-latch (92) blocking assembly combined with each lock(81), with the counter-latch(92)and the lock(81) of each assembly, which are fitted on the 15same locking shaft(8A), forminga single part.6.The emergency exit door as claimed in any one of the preceding claims, whereinthe latch (91) is configured to envelop the lock (81) and retain it in place when the locking mechanism breaks, in order to keep the door in a 20secure state.7.The emergency exit door as claimed in any one of the preceding claims, whereinthe counter-latch (92) is configured to form a protuberance inside the latch(91), which makes it possible to create a stop when breakage of the 25locking mechanism takes place.8.The emergency exit door as claimed in any one of the preceding claims, wherein anice breakage mechanism (30, 31, 32) is also integrated in the mechanism grouping strip(3), this ice breakage mechanism comprisingat 30each end of the strip (3) a cam (30) which is fitted on the main shaft(102), each cam (30) beingguided by a pivoting ramp (31) connected to a return spring(33), in order, by means of the actuation of the locking shaft by the
20inner handle, to generate a door opening sequence with a minimal amplitude towards the inside of the passenger cabin, and to break a specific thickness of ice.9. The emergency exit door as claimed in any one of the preceding claims, 5characterized in thatthe door opening mechanism grouping strip (3) extends horizontallyabove the window(16), with the door (10, 10’) being able to openedby pivoting according to a horizontal axis (X’X) which coincides substantially with an upper edge of the emergency door(10, 10’), and the flap (110) is positioned at the strip, and/or isoffset below the window (16), 10connected to coupling connecting rods (301) which connect the main shaft (102) and the shaft (120) for blocking of the flap(110).10.A method for opening/closure of an aircraft emergency exit dooras claimed in any one of the preceding claims, this door (10, 10’) being situated overthe 15aircraft wing, in order to permit evacuation of the passenger cabin, with the closure kinematics of the door (10, 10’) repeating the above opening steps in inverse order, this method being characterizedin that itconsists of implementing opening kinematics fora door which is arranged in aframework of the aircraft fuselage, starting from an initial state in which the 20door is in the closed position with its profile aligned with the fuselage, according to the following series of steps generated in succession by a single action exerted on an inner handle (1) in a single pivoting sequence around a main shaft(102): -a first step of opening of a vent flap (110) of the conditional opening 25mechanism(100), when a pressure variation between the cabin and the outside of the aircraft is lower than a specific residual value; -a step of unblocking/unlocking by actuation of a movement of the latches (91) in order to unblock the locks (81) and retract these unblocked locks so asto finalizethe unlocking by releasing the main shaft(102);30-a step of opening of the door by rotation of the main shaft(102), giving rise to a movement of tilting of the door (10, 10’) towards the inside of the cabin;
21-a step of translation substantially parallel to the fuselage, in association with guiding in the door framework (200) and bypassing of the fuselage stops(220); and -a step of pivoting of the door (10, 10’) entrained around an axis of rotation (X’X) of the hinges(80), and assisted in this rotation by actuators (18) 5which are arranged laterally.11.The opening method as claimed in the preceding claim, wherein a condition of excess pressure between the inside and the outside of the aircraft, higher than a given threshold value, blocks the conditional opening mechanism 10(100) during its implementation, in order to prevent the opening of the vent flap (110) during the first step.12.The opening method as claimed in either of claims 9 or 11, wherein a preliminary step of opening of the door (10, 10’) towards the inside of the 15cabin with minimal amplitudeis generated by initiation of rotation of breakage cams(30)which are fitted on the main shaft(102), in association with a guide ramp (31) coupled to a return spring (32), this step being carried out after the step of opening of the vent flap and beforethe step of unblocking/unlocking.2013.The opening method as claimed in any one of claims 9 to 12, wherein the initiation of preliminary rotation, which is designed to break the ice, is carried out by a to-and-fro rotation/counter-rotation according to anappropriate configuration of the breakage cams(30).