阅读说明：本技术 能量吸收轻型可移动屏障以及包括至少一个这种可移动屏障的飞行器 (Energy-absorbing lightweight movable barrier and aircraft comprising at least one such movable barrier ) 是由 T·莱热 B·萨尔格 于 2021-07-01 设计创作，主要内容包括：本发明涉及一种可移动屏障(30),其包括：-面板(38),其被构造为至少部分地封闭由框架(34)界定的开口；-多个条带(40),多个条带各自连接到面板(38)并且各自具有第一和第二端部(40.1、40.2)；-对于条带(30)而言,该可移动屏障包括：o第一连接件(46.1),其被构造为至少临时连接条带的第一端(40.1)和框架(34)的第一边缘(36.1)；o第二连接件(46.2),其被构造为至少临时连接条带(40)的第二端部(40.2)和框架(34)的第二边缘(36.2)；o至少一个折叠延伸部(58.1,58.2),其位于条带(40)的第一和第二端部(40.1,40.2)中的至少一个处；o至少一个可熔连接件(64、66),其保持折叠延伸部(58.1、58.2)。本发明的主题还涉及一种包括至少一个这种可移动屏障(30)的飞行器。(The invention relates to a movable barrier (30) comprising: -a panel (38) configured to at least partially close the opening defined by the frame (34); -a plurality of straps (40) each connected to the panel (38) and each having a first and a second end (40.1, 40.2); -for the strip (30), the movable barrier comprises: o a first connection (46.1) configured to at least temporarily connect the first end (40.1) of the strap and the first edge (36.1) of the frame (34); o a second connection (46.2) configured to at least temporarily connect the second end (40.2) of the strap (40) and the second edge (36.2) of the frame (34); o at least one folded extension (58.1,58.2) located at least one of the first and second ends (40.1,40.2) of the strap (40); o at least one fusible link (64,66) which holds the folded extension (58.1, 58.2). The subject of the invention is also an aircraft comprising at least one such movable barrier (30).)

1. A movable barrier (30), the movable barrier (30) comprising a panel (38) configured to at least partially close an opening (28) bounded by a frame (34), characterized in that the movable barrier (30) comprises a plurality of strips (40) each connected to the panel (38) by at least one joining element (44) and each having a first end (40.1) and a second end (40.2), and in that, for each strip (30), the movable barrier comprises:

a first connector (46.1), the first connector (46.1) being configured to at least temporarily connect the first end (40.1) of the strip to a first edge (36.1) of the frame (34);

a second connector (46.2), the second connector (46.2) being configured to at least temporarily connect the second end (40.2) of the strip (40) to the second edge (36.2) of the frame (34);

at least one folding extension (58.1,58.2), said at least one folding extension (58.1,58.2) being positioned between said engaging element (44) and at least one of said first end (40.1) and said second end (40.2) of said strap (40); and

at least one fusible link (64,66), the fusible link (64,66) retaining the fold extension (58.1, 58.2).

2. A movable barrier (30) according to claim 1, wherein the at least one extension (58.1,58.2) of each strap (40) is located at the first or second end of the strap (40) such that:

-when the extension corresponds to a first extension at the first end (40.1) of the strip (40), the strip (40) comprises the first fold extension (58.1) and at least one first fusible link (64) holding the first fold extension (58.1) and having a first intensity threshold (S1); and

-when the extension corresponds to a second extension at the second end (40.2) of the strip (40), the strip (40) comprises the second folded extension (58.2) and at least one second fusible link (66) holding the second folded extension (58.2) and having a second intensity threshold (S2).

3. A movable barrier (30) according to claim 2, wherein each strap (40) comprises the first extension (58.1) and the second extension (58.2).

4. A movable barrier (30) according to claim 2 or 3, wherein each extension (58.1,58.2) comprises at least two foldings (60.1, 60.2) defining at least three sections (62.1, 62.2, 62.3) which are superimposed one on top of the other;

and the fusible link (64,66) of each extension (58.1,58.2) comprises at least one stitch (68.1,68.2,68.3) connecting at least two sections (62.1, 62.2, 62.3) of the extension (58.1,58.2) and having a length (d1, d2, d3) and a stitch density, the length (d1, d2, d3) and/or the stitch density of each stitch (68.1,68.2,68.3) being adjusted according to a strength threshold (S1) or (S2) required by the first fusible link (64) or the second fusible link (66).

5. The movable barrier (30) according to any one of claims 2 to 4, wherein the first strength threshold (S1) of the first fusible link (64) is lower than the second strength threshold (S2) of the second fusible link (66), the first threshold (S1) being determined such that the first fusible link (64) breaks if a pressure difference over both sides of the movable barrier (30) exceeds a given threshold.

6. A movable barrier (30) according to any of claims 2 to 5, wherein for each strip (40) the strength threshold (S1, S2) of each fusible link (64,66) is determined to avoid damage to the strip (40) and the first and second links (46.1, 46.2) in case of loading the movable barrier (30).

7. A movable barrier (30) according to any preceding claim, wherein the panel (38) is flexible.

8. A movable barrier (30) according to the preceding claim, wherein the panel (38) comprises at least one stiffener (42) to stiffen the panel.

9. An aircraft comprising at least one movable barrier according to any preceding claim.

10. An aircraft comprising a cockpit (12), a passenger cabin (14), an entrance lock (32) delimited by a security door (20) connecting the passenger cabin (14) and the cockpit (12), and a movable barrier (30) according to any one of claims 1 to 7, the movable barrier is swung relative to the security door (20) towards the passenger compartment (14), the movable barrier (30) is positioned at a frame (34) delimiting an opening (28) and comprises a first and a second edge (36.1, 36.2) parallel to each other, characterized in that the panel (38) has a first face (38.1) oriented towards the passenger compartment (14) and a second face (38.2) opposite to said first face (38.1), and the strip (40) is positioned on at least one of the first face (38.1) and the second face (38.2).

11. The aircraft of the preceding claim, wherein the first connector (46.1) of each strap (40) is permanent and connects the first end (40.1) of each strap (40) and the first edge (36.1) of the frame (34).

12. The aircraft according to claim 9 or 10, characterized in that the movable barrier (30) comprises at least one hooking system (48), the hooking system (48) cooperating with the frame (34) and being configured to temporarily connect the second end (40.2) of the strap (40) and the frame (34).

13. The aircraft according to the preceding claim, characterized in that each hooking system (48) comprises:

an eyelet (52), said eyelet (52) being positioned on said strip (40) close to said second end (40.2); and

a hook (54), the hook (54) being integral with the frame (34);

the hooking system (48) is configured to be able to be in an unhooked condition, in which the strap (40) is spaced from the hook (54), and in a hooked condition, in which the eye (52) of the strap (40) is suspended to the hook (54).

14. The aircraft according to claim 11 or 12, characterized in that, for each hooking system (48), the hook (54) is positioned on a face of the second edge (36.2) of the frame (34) facing the cockpit (12).

15. The aircraft according to any one of claims 9 to 13, characterized in that the panel (38) comprises at least two portions (70.1, 70.2) connected by a fusible joint (72).

16. The aircraft of the preceding claim, wherein the panel (38) comprises at least one side (C1, C2) directly or indirectly connected to the frame (34), the fusible joint (72) being positioned close to and parallel to the side (C1, C2) of the frame (34) directly or indirectly connected to the panel (38).

17. The aircraft according to the preceding claim, characterized in that the fusible joint (72) is such that it has a strength limit that is smaller than the fusible joints (64,66) of the strip (40).

Technical Field

The present application relates to an energy absorbing lightweight movable barrier and an aircraft comprising at least one such movable barrier.

Background

According to an embodiment, the cockpit of the aircraft is separated from the passenger cabin by a bulkhead having an opening closed by a security door comprising a first side connected to the bulkhead by a hinge system and a second side connected to the bulkhead by a locking/unlocking system. The locking/unlocking system control is controlled from inside the cockpit. The security door, its hinge system and locking/unlocking system and the partition walls around the door are dimensioned to ensure stress recovery in the event of an intrusion attempt. Furthermore, the partition wall and/or the safety door are equipped with pressure equalization means on both sides of the partition wall and the safety door to prevent decompression in the driver or passenger compartment. Finally, the display device allows the person present in the cockpit to:

-if the person is authorized to enter the cockpit, visualizing the person who wishes to enter and triggering the unlocking of the security door, or

-ensuring that the area is free of any occupancy before triggering the unlocking of the security door to enter the passenger compartment.

When the safety door is closed and locked, it can provide effective protection against attempts to intrude into the interior of the cockpit.

According to one configuration, the corridor allows access to the security door.

To enhance security, this corridor may be used as an entrance lock room and a movable barrier may be provided at the entrance of the corridor, which movable barrier is configured to be in an open state when the security door is closed and locked and in a closed state when the security door is unlocked. Thus, when a person wishes to enter the cockpit, he positions himself in the corridor and closes the movable barrier. Thus, if the person is authorized to enter the cockpit, the person in the cockpit can visualize the person who wishes to enter and trigger the unlocking of the security door. When the security door is in the unlocked state, the movable barrier may prevent any personnel from entering the corridor and accessing the cockpit. Similarly, personnel located in the cockpit ensure that the cabin area is free of any occupancy for personnel to exit from the cockpit toward the passenger cabin.

According to an embodiment, the movable barrier may be a second security door. However, this solution is not satisfactory, since it leads in particular to a significant increase in the onboard mass corresponding to that of the barrier and in the mass of the structural reinforcements required to transmit the stresses in the case of an intrusion attempt. Furthermore, the movable barrier need not provide as high a level of strength as the security door. The barrier need only slow down the time that a potential intrusion could give a person in the cockpit time to close and lock the security door.

Disclosure of Invention

The present invention aims to remedy all or part of the drawbacks of the prior art.

To this end, the invention relates to a movable barrier comprising a panel configured to at least partially close an opening defined by a frame. According to the invention, the movable barrier comprises a plurality of strips each connected to the panel by at least one coupling element and each having a first end and a second end; and for each strip, the movable barrier comprises a first connector configured to at least temporarily connect a first end of the strip to a first edge of the frame; a second connector configured to at least temporarily connect the second end of the strap to the second edge of the frame; at least one folded extension positioned between the coupling element and at least one of the first and second ends of the strap; and at least one fusible link that retains the folded extension.

The invention allows to obtain a movable barrier of simple and light concept. By means of the extensions and the fusible links, the movable barrier is able to balance the pressure on both sides of the movable barrier, absorb a part of the energy generated during an intrusion attempt, and limit the stresses transmitted by the barrier to the edge of the frame through the first and second links. Thus, the structure to which the movable barrier is connected does not require reinforcement or integration of a pressure equalization system.

According to another feature, the at least one extension of each strip is located at the first or second end of the strip, so that

-when the extension corresponds to a first extension at a first end of the strip, the strip comprises said first folded extension and at least one first fusible link retaining the first folded extension and having a first strength threshold; and

when the extension corresponds to a second extension at the second end of the strip, the strip comprises said second folded extension and at least one second fusible link retaining the second folded extension and having a second intensity threshold.

In a particular embodiment of the movable barrier, each strap comprises the first extension and the second extension.

According to another feature, each extension comprises at least two foldings defining at least three portions superposed on each other. Further, the fusible link of each extension includes at least one stitch connecting at least two sections of the extension and having a length and a stitch density, the length and/or stitch density of each stitch being adjusted according to a desired strength threshold of the fusible link.

According to another feature, the first fusible link has a first strength threshold lower than a second strength threshold of the second fusible link, the first threshold being determined such that the first fusible link ruptures if a pressure difference across the movable barrier exceeds a given threshold.

According to another feature, for each strip, the strength threshold of each fusible link is determined to prevent damage to the strip and the first and second fusible links in the event of loading of the movable barrier.

According to another feature, the panel is flexible.

According to another feature, the panel comprises at least one stiffener to stiffen the panel.

The invention also relates to an aircraft comprising at least one movable barrier according to one of the preceding features.

According to one configuration, the aircraft comprises a cockpit, a passenger cabin, an entrance lock room delimited by a security door connecting the passenger cabin and the cockpit, and a movable barrier pivoted relative to the security door towards the passenger cabin, said movable barrier being positioned at a frame delimiting an opening and comprising a first edge and a second edge parallel to each other.

According to the invention, the panel has a first face oriented towards the passenger compartment and a second face opposite the first face, the strip being positioned on at least one of the first face and the second face.

According to another feature, the first connector of each strip is permanent and connects the first end of each strip and the first edge of the frame.

According to another feature, the movable barrier comprises at least one hooking system cooperating with the frame and configured to temporarily connect the second end of the strip with the frame.

According to another feature, each hooking system comprises an eyelet positioned on the strap near the second end, and a hook integral with the frame, the hooking system being configured to occupy an unhooked condition in which the strap is moved away from the hook and a hooked condition in which the eyelet of the strap is suspended to the hook.

According to another feature, for each hooking system, the hook is positioned on a face of the second edge of the frame oriented towards the cockpit.

According to another feature, the panel comprises at least two portions connected by a fusible joint.

According to another feature, the panel comprises at least one side directly or indirectly connected to the frame, the fusible joint being positioned close to and parallel to the side of the panel directly or indirectly connected to the frame. In particular, the fusible joint is such that it has a strength limit less than that of the fusible joint of the tape.

Drawings

Other features and advantages will appear from the following description of the invention, given by way of example only, and with reference to the accompanying drawings, in which:

figure 1 is a top view of the front of the aircraft showing the embodiment,

FIG. 2 is a top view of a corridor leading to a cockpit, equipped with a movable barrier in an open state illustrating an embodiment of the invention,

FIG. 3 is a top view of a corridor leading to a cockpit, equipped with a movable barrier in a closed state illustrating an embodiment of the invention,

figure 4 is a rear view of a movable barrier illustrating an embodiment of the invention,

figure 5 is a front view of a portion of the movable barrier visible in figure 4,

figure 6 is a rear view of a portion of the movable barrier visible in figure 4,

figure 7 is a top view of the movable barrier visible in figure 4,

figure 8 is a top view of the first side of the movable barrier and the first edge of the frame visible in figure 4,

figure 9 is a top view of the second side of the movable barrier and of the second edge of the frame visible in figure 4,

figure 10 is a front view of the hooking system of a strip on the edge of the frame in the hooked state illustrating an embodiment of the invention,

figure 11 is a front view of the hooking system in the hooked state visible in figure 10,

figure 12 is a top view of a movable barrier with folded extensions in a closed state illustrating an embodiment of the invention,

figure 13 is a top view of the movable barrier after a portion of the fusible joint has broken in the event of reduced pressure in one of the regions separated by the movable barrier visible in figure 12,

figure 14 is a top view of the movable barrier visible in figure 12 after all the fusible links have broken in the event of an intrusion attempt,

figure 15 is a front view illustrating a movable barrier with a panel comprising two portions connected by a fusible link of another embodiment,

figure 16 is a top view of one side of the movable barrier visible in figure 15,

figure 17 is a front view of a frame comprising two movable barriers, illustrating another embodiment of the invention.

Detailed Description

In fig. 1, the aircraft 10 includes a cockpit 12, a passenger cabin 14, at least one first bulkhead 16 separating the cockpit 12 and the passenger cabin 14, at least one first opening 18 through the first bulkhead 16, and a security door 20 disposed to close the first opening 18. According to one configuration, the aircraft 10 comprises a corridor 22 connecting the cockpit 12 and the passenger cabin 14, a second opening 28, defined by a first and a second lateral wall 24, 26 and opening into the cockpit 12 through the first opening 18 and called an entrance, to the passenger cabin 14. All these elements are known and will not be described in more detail.

According to the embodiment visible in fig. 2 and 3, the aircraft 10 comprises at least one movable barrier 30 positioned in the corridor 22, moved towards the passenger compartment 14 with respect to the security door 20, configured in an open state visible in fig. 2, in which the movable barrier 30 at least partially frees the corridor 22, and in a closed state, in which the movable barrier 30 closes the corridor 22 and inhibits access to the security door 20, visible in fig. 3.

According to one configuration, the movable barrier 30 is positioned at the entrance or second opening 28 of the corridor 22 in the closed state.

According to this embodiment, the corridor 22, the security door 20 and the movable barrier 30 form an entrance lock chamber 32 of the cockpit 12. When the security door 20 is in the closed and locked state, the movable barrier 30 is in the open state. When a person wants to enter the cab 12, he positions himself in the corridor 22, between the security door 20 and the movable barrier 30 and closes the movable barrier 30. Since the movable barrier is in the closed state, the security door 20 is safely unlocked and opened. The movable barrier 30 prevents any intrusion into the cabin 12. The movable barrier 30 is in the closed state as long as the security door 20 is in the unlocked state. Once the security door 20 is again in the locked state, the movable barrier 30 may be positioned in the open state.

Regardless of the embodiment, in the closed condition, the movable barrier 30 is positioned at a frame 34 of the opening 28, which frame 34 comprises two substantially vertical edges 36.1, 36.2 and two substantially horizontal edges 36.3, 36.4, as can be seen in fig. 4. In the closed state, the movable barrier 30 substantially closes the entire opening 28 and connects the parallel first and second edges. For the remainder of the description, the first and second edges connected by the movable barrier 30 are two substantially vertical edges 36.1, 36.2. However, the movable barrier 30 may connect two edges 36.3, 36.4 that are substantially horizontal.

Regardless of the embodiment, the frame 34 includes at least two parallel edges.

The movable barrier 30 includes a panel 38 configured to close approximately the entire opening 28 and a plurality of straps 40 connected to the panel 38, the plurality of straps 40 each having a first end 40.1 configured to be connected to the first edge 36.1 at least in the closed state and a second end 40.2 configured to be connected to the second edge 36.2 at least in the closed state.

The panel 38 has a geometry that approximates the opening 28. Thus, the panel 38 has a first side C1 parallel and proximate to the first edge 36.1 of the frame 34, a second side C2 parallel and proximate to the second edge 36.2 of the frame 34, a third side C3 parallel and proximate to the third edge 36.3 of the frame 34, and a fourth side C4 parallel and proximate to the fourth edge 36.4 of the frame 34.

According to one embodiment, the panel 38 is flexible.

According to the design visible in fig. 4, the flexible panel 38 comprises at least one stiffener 42 to stiffen the panel 38. Each stiffener 42 may be in the form of a rigid or semi-rigid rod or a plurality of rigid or semi-rigid rods arranged end to end. By way of example, each stiffener may be metallic or made of composite material.

According to one configuration, the stiffener 42 is positioned proximate sides C1-C4 of the panel 38. In the case of an approximately rectangular panel 38, the panel 38 includes four stiffeners 42 near the four sides C1 through C4 to form a rectangle, and a fifth stiffener 42 connecting two opposite vertices of the rectangle. Of course, other arrangements of one or more stiffeners 42 are possible.

According to one embodiment, the panel 38 is made of a cut-resistant fabric. Where stiffeners 42 are present, fabric panel 38 includes loops or hems to attach each stiffener 42 to panel 38.

Of course, the present invention is not limited to these embodiments of the panel 38.

Regardless of the embodiment, the panel 38 should be lightweight. In the case of the entrance lock chamber 32, the panel 38 has a first face 38.1 facing the passenger compartment 14 in the closed state and a second face 38.2 facing the driver's cabin 12 opposite the first face 38.1.

According to one embodiment, each strip 40 is in the form of a fabric strip. To give an order of magnitude, each strip 40 has a width of about 5 to 10 cm. By way of example, each strap 40 is made of the same material as the aircraft safety belt.

At least one of the strips 40 may include reinforcing fibers to resist cutting.

Regardless of the embodiment, each strap 40 is flexible.

Each strap 40 is connected to the panel 38 by at least one joining element 44, for example at least one stitch, extending between the first and second ends 44.1, 44.2.

According to one arrangement, the strips 40 of the movable barrier 30 are parallel to each other and to a first direction substantially perpendicular to the first and second edges 36.1, 36.2 of the frame 34 to which the strips 40 are connected in the closed state. According to a first alternative, the strips 40 are regularly distributed in a second direction perpendicular to the first direction. According to a second alternative, the strips 40 are distributed irregularly in a second direction perpendicular to the first direction, so that the space between the strips in the central portion of the panel 38 in this second direction is smaller than the space between the strips in the lower or upper portion of the panel 38.

In the case of a rectangular panel 38, the first strap 40a is positioned at side C3 of the panel 38 and the second strap 40b is positioned at side C4 of the panel 38.

For each strip 40, the movable barrier 30 comprises a first connector 46.1 for connecting the first end 40.1 and the first edge 36.1 of the strip 40 at least in the closed state and a second connector 46.2 for connecting the second end 40.2 and the second edge 36.2 of the strip 40 at least in the closed state. At least one of the first and second connecting elements 46.1, 46.2 is a hooking system 48 which ensures a temporary connection and occupies an unhooked condition, as shown in fig. 10, in which the first and/or second end 40.1,40.2 of the strip 40 is not connected to the first and/or second edge 36.1, 36.2, and a hooked condition, as shown in fig. 11, in which the first and/or second end 40.1,40.2 of the strip 40 is connected to the first and/or second edge 36.1, 36.2.

According to one embodiment, each of the first and second connection elements 46.1, 46.2 is a hooking system 48 ensuring a temporary connection.

According to another embodiment, the first connection element 46.1 is permanent. Which continuously connects the first end 40.1 and the first edge 36.1 of the strip 40 in both the closed state and the open state. The second connecting element 46.2 is a hooking system 48. Which only temporarily connects the second end 40.2 of the strip 40 and the second edge 36.2 in the closed state.

The first permanent connection 46.1 ensures the hinge function between the movable barrier 30 and the first edge 36.1 of the frame 34.

According to a first variant, each first connector 46.1 comprises at least one fixing element, for example a screw, which passes through the strip and is screwed into the frame 34.

According to a second variant, visible in fig. 9, each first connector 46.1 comprises a first profile 50.1, this first profile 50.1 being configured to fit into a second profile 50.2 fixed to the frame 34, the strip 40 being sandwiched between the first and second profiles 50.1, 50.2. Different strips 40 may share a single second profile 50.2, while each strip 40 is provided with a respective first profile 50.1.

Of course, the invention is not limited to these embodiments of the first connecting piece 46.1.

According to one embodiment visible in fig. 8, 10 and 11, each hooking system 48 comprises an eyelet 52 positioned on the strip 40 close to one of the first and second ends 40.1,40.2 of the strip 40, so as to create a hole through the strip 40; and a hook 54 integral with the frame 34. According to one configuration, each hook 54 comprises a pressure plate 54.1 fixed to the frame 34 by means of at least one fixing element (for example one or more screws), a cylindrical head 54.2 comprising a peripheral side having a section slightly smaller than that of the eyelet 52 so as to pass through the eyelet 52, and a stem 54.3 connecting the pressure plate 54.1 and the head 54.2, the stem 54.3 having a section smaller than that of the head 54.2 and being spaced apart from the peripheral side of the head 54.2 so as to form a hook.

In the unhooked condition visible in fig. 10, strap 40 is spaced away from hook 54. To switch to the hooked state, the strap 40 is grasped, its eyelet 52 is positioned to the right of the head 54.2 of the hook 54 and then screwed around the head 54.2 until positioned at the rod 54.3. Since the cross section of the stem 54.3 is smaller than the cross section of the head 54.2, the eyelet 52 hangs to the hook 54 and cannot unhook without human intervention.

According to this embodiment, the straps 40 are hooked or unhooked independently of each other.

When the movable barrier 30 is used to control access to the cabin 12, the hooking system and/or the frame 34 is configured such that the hooking system 48 is inaccessible by the passenger compartment 14. For this purpose, the strip 40 is positioned, for example, on the second face 38.2 of the panel 38 and, for each hooking system 48, the hook 54 is positioned on the face of the second edge 36.2 of the frame 34 oriented towards the cabin 12. It should be noted that the strip may also be positioned on the first face 38.1 of the panel 38 without departing from the scope of the invention. According to one configuration, the second edge 36.2 of the frame 34 has an L-shaped section and comprises a wing 56 with a first face F56, oriented towards the cab 12, on which wing 56 the hooks 54 of the different hooking systems 48 are positioned.

Of course, other solutions may be envisaged for one or more hooking systems 48. Thus, according to another embodiment, the movable barrier 30 comprises a single hooking system 48 common to the different straps 40, for example a stud to which the different straps 40 are connected in a permanent manner and which cooperates with the frame 34 to occupy a hooked condition, in which it is connected to the frame 34, and a second unhooked condition, in which it is not connected to the frame 34.

Further, for the at least one hooking system 48, the movable barrier 30 comprises a locking system configured to occupy a locked state, in which it keeps the hooking system in the hooking state and inhibits the change of state of the hooking system 46 to the unhooking state, and an unlocked state, in which it allows the change of state of the hooking system 46 to the unhooking state.

Regardless of the embodiment, movable barrier 30 includes at least one hooking system 48 that cooperates with frame 34, is configured to occupy an unhooked state in which it does not connect movable barrier 30 and frame 34, and a hooked state in which it connects movable barrier 30 and frame 34.

According to the embodiment visible in fig. 6, 7, 12 to 14, at least one strip 40 comprises at least one over-length 58.1,58.2 located between at least one of the first and second ends 40.1,40.2 of the strip 40 and the joining element 44 connecting the strip 40 and the panel 38. According to one configuration, each over-length 58.1,58.2 comprises at least two foldings 60.1, 60.2 defining at least three sections 62.1,62.2, 62.3 placed one above the other. In one variant, at least one of the first and second ends 44.1, 44.2 of the engaging element 44 is located in the vicinity of the pleat 60.2, so that the section 62.3 has a length of almost zero: the overlength 58.1,58.2 then comprises two sections 62.1, 62.2.

Each first or second overlength 58.1,58.2 has a length L1, L2 when deployed, which length L1, L2 corresponds to the distance between the first or second connector 46.1, 46.2 and the first or second end 44.1, 44.2 of the engagement element 44 connecting the panel 38 and the strap 40.

For each overlength 58.1,58.2, the strip 40 comprises at least one fusible link 64,66 connecting at least two of the three sections 62.1,62.2, 62.3 of the overlength 58.1,58.2 to maintain the folded overlength 58.1, 58.2.

Each of the first or second fusible links 64,66 has an intensity threshold S1, S2, the intensity threshold S1, S2 corresponding to the energy required to rupture the fusible link. Thus, the fusible links 64,66 remain folded over the overlength 58.1,58.2 as long as the energy applied to the strip 40 is less than the intensity thresholds S1, S2. As soon as the energy applied to the strip 40 exceeds the intensity threshold S1, S2, the fusible links 64,66 break and the overlength 58.1,58.2 unfolds.

The strength threshold S1, S2 of each fusible link 64,66 is less than the tensile strength of the strap 40 and the strength of each of the first and second links 46.1, 46.2 for each strap 40 to avoid damage to the strap 40 and the first and second links 46.1, 46.2 in the event that the movable barrier 30 is loaded, such as during an intrusion attempt.

According to the configuration visible in fig. 7 and 12, each strip 40 comprises a first folded over-length 58.1 and at least one first fusible link 64 holding the first folded over-length 58.1 at the first end 40.1, and a second folded over-length 58.2 and at least one second fusible link 66 holding the second folded over-length 58.2 at the second end 40.2. As a variant, each strip 40 comprises a single folded overlength 58.1,58.2 at the first or second end 40.1,40.2 and at least one fusible link holding the folded overlength.

According to one embodiment, the first or second fusible link 64,66 of each overlength 58.1,58.2 includes at least one stitch 68.1,68.2,68.3, the stitch 68.1,68.2,68.3 having a length d1, d2, d3, and a stitch density. For each stitch 68.1,68.2,68.3, the length d1, d2, d3 and/or stitch point density is adjusted according to the required strength threshold S1, S2 of the first or second fusible link 64, 66.

According to the configuration seen in fig. 7 and 12, the first fusible link 64 comprises a single stitch 68.1 connecting the first and second sections 62.1,62.2 of the first overlength 58.1. The second fusible link 66 includes a first stitch 68.2 connecting the first and second sections 62.1,62.2 of the second overlength 58.2 and a second stitch 68.3 connecting the second and third sections 62.2, 62.3 of the second overlength 58.2, the first and second stitches 68.2,68.3 being offset from each other and extending over almost the entire length of the second section 62.2.

According to the configuration seen in fig. 13, the strength threshold S1 of the first fusible link 64 is lower than the strength threshold S2 of the second fusible link 66. This first threshold S1 of the first fusible link 64 is determined such that the first fusible link 64 breaks in the event of a pressure differential across the movable barrier 30 that exceeds a given threshold, such as in the event of a depressurization in the cabin 12 or the passenger compartment 14. The length L1 of the first excess length 58.1 is determined to achieve satisfactory airflow between the cabin 12 and the passenger compartment 14 in the event of a decompression in one or the other of the cabin 12 and the passenger compartment 14.

Thus, in case of reduced pressure, the at least one over-length 58.1,58.2 and the at least one fusible link 64,66 perform a pressure balancing function on both sides of the movable barrier 30.

The strength thresholds S1, S2 of the first and second fusible links 64,66 are determined to limit the propagation of stress toward the frame 34. In this case, the breaking of the first and second fusible links 64,66 absorbs all or part of the energy generated during the intrusion attempt. Thus, the movable barrier 30 induces forces F1 (approximately equal to S1), F2 (approximately equal to S2) at the first and second connectors 46.1, 46.2 that are less than the forces required to break or fracture the first and second connectors 46.1, 46.2. In addition, the sum of these forces F1 and F2 is less than the sum of the stresses that the rigid barrier system would produce on the uprights 36.1 and 36.2, thereby limiting the need to reinforce these uprights and the structure to which they are fixed.

According to one embodiment visible in fig. 15 and 16, the first side C1 of the panel 38 is connected to the first edge 36.1 of the frame 34 when the first link 46.1 of each strip 40, which is located near the first side C1 of the panel 38, is permanent. Furthermore, the panel 38 comprises at least two portions 70.1, 70.2 connected by a longitudinal fusible bond 72 extending between the third and fourth sides C3, C4, parallel to the first side C1 and positioned near the first side C1.

According to one configuration, the longitudinal fusible joint 72 is a slider having a strength determined to break in the event of an intrusion attempt and/or a decompression before the fusible links 64,66 are present at the overlength portions 58.1, 58.2.

Regardless of the embodiment, the first connector 46.1 is configured to at least temporarily connect the first end 40.1 of the strap to the first edge 36.1 of the frame 34, and the second connector 46.2 is configured to at least temporarily connect the second end 40.2 of the strap to the second edge 36.2 of the frame 34. By at least temporarily it is meant that the first or second connector 46.1, 46.2 is configured to temporarily or permanently connect the first or second end 40.1,40.2 of the strip to the first or second edge 36.1, 36.2 of the frame 34.

When the second end 46.2 of each strip 40, positioned near the second side C2 of the panel 38, is connected to a post of the hooking system 48 connected to the second edge 36.2 of the frame 34, the second side C2 of the panel 38 may be connected to the post. In this case, furthermore, the panel 38 comprises at least two portions connected by a longitudinal fusible bond extending between the third and fourth sides C3, C4, parallel to the second side C2 and positioned adjacent to the second side C2.

According to one embodiment, the panel 38 comprises at least one side C1, C2 directly or indirectly connected to the frame 34 and has at least two portions 70.1, 70.2, said at least two portions 70.1, 70.2 being connected by at least one longitudinal fusible joint 72 located near and parallel to the side C1, C2 of the panel 38 directly or indirectly connected to the frame 34.

The fact that the first and/or second sides C1 and C2 are connected to the first edge 36.1 of the frame 34 and/or the uprights of the hook system 48, which are themselves connected to the second edge 36.2 of the frame 34, contributes to improving the aesthetics of the movable barrier 30.

When the movable barrier 30 is used to define the access lock 32 of the cabin 12, the lateral wall 24 of the corridor 22 (to which lateral wall 24 the first connector 46.1 is connected) comprises a receptacle 74 dimensioned to receive the movable barrier 30 in the open state.

Although described as applied to an access lock chamber of an aircraft cockpit, the movable barrier 30 according to the present invention may be used with various vehicles (boats, buses, trains, aircraft, etc.) that require temporary inhibition of passage through the opening 28.

Regardless of the application, regardless of the embodiment, the frame 34 defining the opening 28 includes one or more movable barriers 30, 30 'configured to occupy an open state in which the one or more movable barriers 30 release one (the plurality of openings 28) and a closed state in which the one or more movable barriers 30 close the opening 28, at least one of the movable barriers being as described above, thus, as shown in FIG. 17, the frame 34 may include two movable barriers 30, 30' connected to each other by at least one hooking system 48, each of which is connected to one of the edges of the frame 34.

The present invention provides a mobile barrier 30 of simple and lightweight design that can be installed on new or existing vehicles.

The overlength 58.1,58.2 and the first and second fusible links 64,66 allow to obtain a movable barrier 30 capable of balancing the pressure on both sides of the movable barrier 30 in case of reduced pressure, durable, capable of absorbing at least part of the energy generated during an intrusion attempt and limiting the stresses transmitted to the frame 34. The movable barrier 30 allows for no need to strengthen the structure surrounding the movable structure 30 and thus no increase in its mass. Furthermore, these structures do not require an integrated pressure equalization system.

The maintenance cost of the movable barrier 30 is as low as possible.

Finally, the panel 38 of the movable barrier 30 may be decorated to make it as aesthetically pleasing as possible. It may also include a cutout to allow the brake chamber 32 to be viewed from the passenger compartment 14.