Integrated cockpit door lock and access system
An electromechanical flight deck door locking system capable of functioning to keep a cockpit door locked in the event of an interruption in electrical power to the system. The flight deck door locking system includes a locking assembly including a locking component and a manually graspable handle for displacing the locking component. Further, the locking system includes an electronic control panel configured to receive data from an individual seeking access to the cockpit and for electrically locking and unlocking the locking assembly. The locking system also includes a mechanical locking assembly, such as a key lock, whereby a user can use a key to lock and unlock the door if electrical power to the system is unavailable.
This application is a divisional of U.S. patent application Ser. No. 10/255,916 filed on Sep. 26, 2002. The disclosure of the above application is incorporated herein by reference.
FIELD OF THE INVENTIONThe present invention relates generally to door locking systems, and more particularly to an aircraft cockpit door locking system that allows the cockpit door to remain locked and functional in the event of a power shortage affecting the electronic components associated with the door locking system.
BACKGROUND OF THE INVENTIONEffectively controlling access to the cockpit of a passenger aircraft helps to control numerous risks associated with unauthorized cockpit entry. Typically, aircraft personnel have controlled access to cockpits through electronic locking mechanisms disposed on or in the cockpit door. Electronic locking systems typically involve solenoid systems comprising an electric solenoid and a keypad, wherein the solenoid automatically locks upon closing the door and unlocks upon a cabin crew member entering an access code with the keypad.
While the electronic system effectively controls access, some situations could arise where the effectiveness of the system may be compromised. For example, an individual might be able to traverse the security of the electronic system by cutting the power supply conductors to the system, thus de-energizing the solenoid and unlocking the door. This scenario would apply to those systems where power is being supplied to the solenoid to hold it in an engaged, i.e., locked position. Furthermore, an individual might be able to traverse an electronic security system by witnessing a cabin crew member enter an access code, and subsequently re-entering the same access code.
Thus, it would be desirable to provide an even safer, more secure cockpit door locking system. More specifically, it would be desirable to provide a locking system that eliminates the aforesaid risks of a purely electronic system in the event of a power shortage or unauthorized use of the access code. Furthermore, it would be desirable to have a door locking system that remains locked, yet otherwise operational, in the event of an interruption of power to the components of the door security system.
SUMMARY OF THE INVENTIONThe present invention is directed to a cockpit door locking system having an electromechanical locking assembly capable of maintaining a door locking mechanism in its locked position in the event of a power shortage. One preferred embodiment of the present invention includes an electronic control panel for controlling the cockpit door locking assembly when supplied with electrical power. The locking assembly is situated in or on the cockpit door and includes a locking component, such as a latch or a dead bolt, that remains locked whether or not the system remains energized. The electronic control panel further controls a user input device adapted to receive an access code from a cabin crew member. The electronic control panel thereafter informs the cockpit crew that a cabin crew member has requested access, and the cockpit crew can choose to grant or deny access. The cockpit door locking system also includes a mechanical key lock assembly that requires engagement by a physical key which can: (1) lock or unlock the locking assembly in the event of a power shortage; and (2) act as a substitute for the security code when power is available for system operation.
The cockpit door locking mechanism of the present invention therefore provides the benefit of restricting access to the cockpit of an aircraft through the use of a robust electromechanical system. Importantly, the system is capable of maintaining the cockpit door in a locked condition in the event of a power shortage.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the following detailed description and specific examples discussed herein are only provided to illustrate the invention and should not to be construed as limiting its scope.
BRIEF DESCRIPTION OF THE DRAWINGSThe present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
Referring to
Referring now to
A latch handle 30 is shown in its biased latched position. A spring means (not shown) biases the latch handle 30 in the biased latching direction B as shown. A latch handle open position C, shown in phantom, is achieved by manually sliding the latch handle 30 against the tension of the spring means. The latch handle 30 is connected to a latch lever 32 which in turn connects to the latch 22 to displace the latch 22 between its extended position (shown) in its retracted position (shown in phantom). In a preferred embodiment, the latch handle 30 includes a recess between the latch handle 30 and the main cabin panel 14 such that an operator reaches within the recess and therefore within the enclosure of the main cabin panel 14 in order to access the latch handle 30 for manual operation. By providing a recess for the latch handle 30, the extension of the latch handle 30 above the surface of the main cabin panel 14 is minimized and therefore the ability to damage or dislodge the latch handle 30 is reduced.
The main cabin panel 14 also includes a key lock assembly 34 having a key slot 36 for insertion of a mechanical key (shown in
Electrical power is provided to the DLS 12 by a plurality of power contact points 58. In a preferred embodiment, a power source (discussed in reference to
In another preferred embodiment of the present invention, power contact points 60 are used to provide electrical power to the portion of the DLS 12 mounted on the cockpit door 10. The power contact points 60 are connected to a hinge edge 62 of the cockpit door 10 and the power contact points 60 electrically connect to contact areas on a frame panel 64 of the door frame 24. Similar to the power contact points 58, the power contact points 60 are preferably deflectable using a spring biasing mechanism (not shown) to ensure electrical contact.
Referring to
The secondary cockpit panel 20 provides a microphone 84, a speaker 86, a monitor 88, and a cabin view button 90, respectively. The microphone 84 permits cockpit personnel to converse with an operator standing at the cabin side of the cockpit door 10. The speaker 86 allows cockpit personnel to hear the operator standing at the aft side of the cockpit door 10. The monitor 88 operates either by manual selection or automatically. The monitor 88 provides a visual image of the operator or the space adjacent to the cabin side of the cockpit door 10 when manually selected by depressing the cabin view button 90. Personnel in the cockpit spaces can also depress the cabin view button 90 to get a general view of the cabin spaces if no operator is present before unlocking the cockpit door 10 for any other reason. The monitor 88 also automatically operates when either an access code is entered or a key is turned in the key lock assembly 34 on the main cabin panel 14. The image for the monitor 88 is provided by the camera lens 56 identified in
Referring to
The protective frame 94 joins many of the DLS 12 component parts including the main cabin panel 14 to the main cockpit panel 18. The protective frame 94 also provides physical protection against damage for the electronic components of the DLS 12 by impacting adjacent equipment before the electronic components impact the adjacent equipment. The fasteners 96 are positioned only on the cockpit side of the cockpit door 10 such that removal of the fasteners is only accessible from the cockpit side.
Referring to
Referring to
Referring to
Referring to
Turning now to the operation of the DLS 12, immediately subsequent to the cockpit door 10 closing, the latch handle 30 is spring biased to a closed position (shown in
Referring to
In the event of a power shortage, a cabin crew member may still gain access to the cockpit area via the key lock assembly 34. The key lock assembly 34 provides the ability to manually actuate the solenoid shaft 102 to displace the solenoid shaft 102 from its contact position with the latch 22.
Referring to
As further described in
At a step 176, which parallels the step 166, the EASM determines that no match exists to the entered access code. At a step 178, which parallels the step 168, the deny position for the manual switch 124 is selected. At a step 180, which follows either the step 176 or the step 178, the access denied light 46 is illuminated on the main cabin panel 14, the solenoid 101 position is unchanged and the cockpit door 10 cannot be opened.
An alternate method to open the cockpit door 10 provides that the key 104 can be inserted into the key lock assembly 34 and turned. When the key 104 is turned it provides a similar electronic signal to that sent when an operator enters an access code into the electronic key pad 38. Cockpit personnel have the option of unlocking the cockpit door 10 or to deny opening the cockpit door 10 using the manual switch 124 as described above. The chime 100 also sounds in the cockpit area when the key 104 is rotated in the key lock assembly 34, therefore audibly identifying that an attempt is being made to open the cockpit door 10. The manual key use light 74 illuminates on the access use panel 72 when the key 104 is rotated.
If cockpit personnel elect to deny access into the cockpit area and rotate the manual switch 124 on the door access panel 120 to the deny position, the access denied light 46 on the electronic key pad 38 illuminates indicating to the user that the cockpit door 10 cannot be opened using the latch handle 30. If cockpit personnel are incapacitated and the manual switch 124 is in the normal automatic position, a 30 second wait period applies after entry of a valid access code or operation of the key 104 before the operator receives the OK to access light 44 signal to open the cockpit door 10.
At any time during operation of the aircraft when cockpit personnel need to open the cockpit door 10, a visual inspection of the cabin via the monitor 88 is obtainable by depressing the cabin view button 90 on the secondary cockpit panel 20. Depressing the cabin view button 90 displays a view of the cabin area immediately adjacent to the cockpit door 10. This enables cockpit personnel to identify if an unsafe condition exists prior to opening the cockpit door 10. At any time when cockpit personnel identify that an emergency situation exists on the cabin side of the cockpit door, the dead bolt 66 can be manually positioned to lock the cockpit door 10. The dead bolt 66 is not controlled by the solenoid 101 and therefore the cockpit door 10 cannot be opened with the dead bolt 66 in its extended, (i.e., locked) position. The dead bolt 66 is an optional feature since it overrides the electrical features of the door locking system 12 of the present invention. Cockpit personnel can open the cockpit door 10 by positioning the manual switch 124 to the unlock position and operating the latch handle 30 on the main cockpit panel 18. If power is unavailable to the DLS 12, personnel in the cockpit (i.e., flight crew or maintenance personnel) can operate the latch handle 30 which from the cockpit side overrides the solenoid 101.
In another preferred embodiment of the present invention, Specific time periods are used for DLS 12 operation. If a cabin crew member enters a valid access code and the cockpit personnel take no action to reposition the manual switch 124 for a first fixed period of time (in a preferred embodiment, approximately 30 seconds), the EASM 142 repositions the solenoid shaft 102 automatically after the first fixed period of time. Subsequent to the first fixed period of time, a user can manipulate the latch handle 30 to displace the latch 22 for a second fixed period of time (in a preferred embodiment, approximately 30 seconds). If the user fails to displace the latch handle 30 within the second fixed period of time, the EASM 142 automatically returns the solenoid shaft 102 to its engaged position with the latch 22, preventing opening of the cockpit door 10. The first and second fixed periods of time are described herein as approximately 30 seconds; however any period of time can be selected by the aircraft designer or the aircraft operators.
The electromechanical architecture of the DLS 12 of the present invention provides numerous advantages over prior systems. First, the architecture provides graphical identification that a user seeks access to the cockpit area, thereafter enabling cockpit personnel to grant access, deny access, or allow the DLS 12 to continue in an automatic mode. The architecture also provides the advantage of maintaining the cockpit door in its locked position in the event of a power shortage. The DLS 12 further includes a mechanical key mechanism to lock and unlock the cockpit door in the event of a power shortage or if the access code is unavailable to an operator on the cabin side of the cockpit door. The DLS 12 of the present invention further advantageously provides that electrical power for the system is provided through contacts at the cockpit door such that system power is disconnected when the door is in an open position and is connected while the cockpit door is in its closed and/or locked position. The use of power contact points between the door structure and the door locking system 12 of the present invention eliminates the need for flexible wiring or a more complex system of providing electrical power to the door locking system 12 of the present invention.
Claims
1. A method of electronically controlling access to a restricted area of a mobile platform separated from a non-restricted area by a door, the door having a door locking system, said method comprising:
- locking the door using the door locking system with electrical power available to the door locking system;
- entering an access code indicating an authorized entry into the restricted area;
- initiating a predetermined time interval delay after entry of the access code before the door locking system can be unlocked.
2. The method of claim 1, further comprising automatically unlocking the door locking system following the predetermined time interval delay.
3. The method of claim 2, wherein the step of automatically unlocking the door locking system further comprises enabling a control panel to automatically unlock the flight deck door locking system.
4. The method of claim 3, further comprising:
- setting the predetermined time interval delay to a first fixed period of time; and
- automatically relocking the flight deck door locking system subsequent to a second fixed period of time if a first user fails to open the door within the second fixed period of time.
5. The method of claim 1, further comprising:
- setting the predetermined time interval delay to a first fixed period of time;
- automatically locking the flight deck door locking system subsequent to a second fixed period of time if a first user fails to open the door within the second fixed period of time; and
- enabling entry of an additional access control feature into the door locking system by a second user located in the restricted area, the additional access control feature operable to disable the door locking system from unlocking the door.
6. The method of claim 5, further comprising limiting entry by the second user of the additional access control feature to within the first period of time.
7. The method of claim 1, further comprising disposing a user input device on a non-restricted area side of the door.
8. The method of claim 7, further comprising creating a camera image of an area adjacent to the user input device upon receipt of the access code.
9. The method of claim 1, further comprising enabling manipulation of a mechanism of the door locking system with a key to unlock the door locking system.
10. A method of controlling access to a restricted area of a mobile platform separated from a non-restricted area by a door, the door having an electronic door locking system, the method comprising:
- locking the door using the door locking system with electrical power available to the door locking system;
- manipulating a mechanism of the door locking system with a key; and
- automatically unlocking the door locking system following a predetermined time interval after the manipulating step.
11. The method of claim 10, wherein the step of automatically unlocking the door locking system further comprises enabling a control panel to perform the automatic unlocking step subsequent to a first fixed period of the predetermined time interval.
12. The method of claim 11, further comprising automatically locking the flight deck door locking system subsequent to a second fixed period of time if a first user fails to open the door within the second fixed period of time.
13. The method of claim 10, further comprising:
- setting the predetermined time interval delay to a first fixed period of time;
- automatically locking the flight deck door locking system subsequent to a second fixed period of time if a first user fails to open the door within the second fixed period of time; and
- enabling entry of an additional access control feature into the door locking system by a second user located in the restricted area, the additional access control feature operable to disable a change in lock condition of door locking system.
14. The method of claim 13, further comprising limiting entry by the second user of the additional access control feature to within the first period of time.
15. A method of controlling access to a restricted area of a mobile platform separated from a non-restricted area by a door having a locking system, the door locking system including an electronic control panel, a user input device and a camera lens, the method comprising:
- supplying electrical power to the electronic control panel for controlling the door locking system;
- inputting an access code for unlocking the door locking system;
- producing an image of an area adjacent to the user input device using the camera lens upon receipt of the access code; and
- disposing a locking assembly having a locking component on the door, the locking assembly being responsive to the electronic control panel for automatically actuating the locking component.
16. The method of claim 15, further comprising operating a mechanical key lock assembly to urge the locking component into an unlocked position in the event of a power shortage to the door locking system.
17. The method of claim 15, further comprising inputting a code into the user input device using an electronic keypad.
18. The method of claim 15, further comprising manually latching the door to prevent the door from being opened.
19. The method of claim 15, further comprising manually actuating a switch remotely positioned from the door in the restricted area to position the locking component between one of an unlock position operable to position the locking component in an unlocked condition and a deny position operable to maintain the locking component in a locked condition.
20. The method of claim 15, further comprising manually selecting to display an image of the camera lens by an operator in the restricted area.
21. The method of claim 15, further comprising enabling an audio message to be addressed to an operator in the restricted area from the non-restricted area operable to alert the operator that a user has input an access code into the user input device.
Type: Application
Filed: Aug 5, 2004
Publication Date: Jan 13, 2005
Inventors: Sami Movsesian (Glendale, CA), Binh Truong (Kirkland, WA), Stephen Wiles (Los Alamitos, CA), Ravinder Jain (Long Beach, CA), Dinanath Gharmalkar (Fountain Valley, CA), Danny Valdez (Montebello, CA), Stephen Kelekian (Montebello, CA), Gary Bartz (Huntington, CA)
Application Number: 10/911,842