Aircraft fuselages and modules for absorbing collision energy in the lower cabin of an aircraft for transporting passengers

Abstract

The invention describes an aircraft fuselage for transporting passengers in a lower cabin, a module for installation in an aircraft fuselage, and an aircraft, the aircraft fuselage having: a fuselage structure with a longitudinal axis and an interior space; an intermediate floor, which is fixed to the fuselage structure, extends through the interior space and divides the interior space into an upper cabin and a lower cabin; a support device for supporting the intermediate floor on the fuselage structure, wherein the support device is fixed to the intermediate floor with an upper end and is fixed to the fuselage structure with an opposite lower end in the lower cabin. In addition, the support device has a concave shape when viewed from the longitudinal axis to the fuselage structure and has an energy absorption element between the upper and lower ends. The energy absorption element is configured so that in the event of a defined collision on the lower side of the aircraft fuselage, the energy absorption element undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy of a component of the fuselage structure connected to the lower end of the support device.

Description

Technical Field

[0001] In a first aspect, the invention relates to an aircraft fuselage for transporting passengers in a lower cabin, the aircraft fuselage having a fuselage structure extending tubularly along a longitudinal axis and enclosing an interior space. The aircraft fuselage has an intermediate floor, which is fastened to the fuselage structure, extends through the interior space and divides the interior space into an upper cabin and a lower cabin. Finally, the aircraft fuselage has a support device for supporting the intermediate floor on the fuselage structure, wherein the support device is fastened with an upper end to the intermediate floor and with an opposite lower end to the fuselage structure in the lower cabin. In a second aspect, the invention relates to a module having a support device. Background Art

[0002] The upper deck of an aircraft is usually used to transport passengers, and the lower deck is usually used as a cargo hold.

[0003] Another important purpose of the lower cabin is to provide a crash crumple zone for the upper cabin in the event of a collision with the lower side of the aircraft fuselage. In this case, the lower cabin has a support device known from the prior art, which is configured to absorb part of the kinetic energy of the lower side of the aircraft fuselage and transform it by plastic deformation. The support device in the lower region of the aircraft fuselage and the deformation of the fuselage structure significantly reduce the acceleration forces on the passengers in the upper cabin due to the sudden reduction in speed due to the collision. This minimizes physical damage to the passengers.

[0004] Typically, in the prior art, support devices of linear shape are used, i.e. support devices having support elements in a direct connecting line between their two ends. Such linear support devices form a direct support between the intermediate floor and the aircraft fuselage section to which the support device is usually connected. Therefore, in the event of a collision, the relative movement between the aircraft fuselage and the intermediate floor cannot be prevented or significantly slowed down by the support device.

[0005] In order to increase the passenger transport capacity, it is desirable to use the lower deck to transport passengers and it is desirable that the lower deck be able to transport passengers.

[0006] However, such use of the lower deck is problematic. On the one hand, when using the lower deck as a passenger cabin, it must also be ensured that the lower deck continues to function as a crash crumple zone in the event of a collision on the underside of the aircraft fuselage. The disadvantage of the linear support devices used for this purpose in the prior art is that, since they are arranged in the near-fuselage region of the lateral region of the lower deck, they greatly restrict the arrangement of passenger seats and thus significantly reduce the number of passengers that can be transported.

[0007] It must also be ensured that the passengers in the lower cabin survive the collision. For this purpose, the support device must be dimensioned with respect to its ability to convert kinetic energy into plastic deformation, so that a minimum height of the lower cabin is ensured in the lower cabin during and after the collision. The support devices used in the prior art to date lack a corresponding dimensioning, i.e. they lack the ability to attenuate the kinetic energy resulting from the collision and to ensure a minimum height of the lower cabin after the collision. Specifically, in known aircraft fuselages, the lower cabin is allowed to fold up significantly in order to absorb the kinetic energy that occurs. Summary of the invention

[0008] The object of the present invention is therefore to provide an aircraft fuselage which provides a maximum available space for passengers in the lower cabin and which at the same time absorbs kinetic energy in the event of a collision so that the passengers survive and do not fall below a minimum altitude of the lower cabin.

[0009] According to a first aspect of the invention, the object of the invention is achieved by an aircraft fuselage for transporting passengers in a lower cabin. Advantageous embodiments emerge from the following.

[0010] In an aircraft fuselage for transporting passengers in a lower cabin according to a first aspect of the invention, a support device has a concave shape when the fuselage structure is viewed from the longitudinal axis and has an energy absorption element between an upper end and a lower end. The energy absorption element is configured such that in the event of a defined collision on the lower side of the aircraft fuselage, the energy absorption element undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy of a component of the fuselage structure connected to the lower end of the support device. The defined plastic deformation and the defined amount of absorbed energy are selected such that in the event of a collision, the fuselage structure on the lower side of the aircraft fuselage is deformed to a maximum extent that does not fall below the minimum height between the seat surface of the passenger seat arranged in the lower cabin and the intermediate floor.

[0011] In other words, the aircraft fuselage according to the first aspect of the invention has a fuselage structure. The fuselage structure has the shape of a tube here, but can also be the passenger area of ​​a flying wing aircraft. A flying wing aircraft is an aircraft without a separate horizontal tail, vertical stabilizing fins or vertical tail. The tubular fuselage structure can have or be formed by transverse and longitudinal reinforcement elements. Both transverse and longitudinal reinforcement elements increase the stability and rigidity of the fuselage structure. The transverse reinforcement elements can be bulkheads, which are basically arranged in the circumferential direction of the tubular fuselage structure. The longitudinal reinforcement elements can be so-called stringers, which are basically arranged along an axis perpendicular to the circumferential direction, i.e. the central longitudinal axis (also called the middle axis) of the fuselage structure. The fuselage structure can also have an outer skin, which separates the interior of the fuselage structure, i.e. the cabin interior space, from the external environment of the fuselage structure in space.

[0012] Furthermore, the aircraft fuselage has an intermediate floor, also referred to as a cabin floor. The intermediate floor extends horizontally through the interior of the fuselage structure and preferably at least partially divides the interior of the cabin into an upper cabin and a lower cabin. The upper cabin is preferably arranged above the lower cabin. The intermediate floor is further fastened to the fuselage structure, i.e., for example, to longitudinal and / or transverse reinforcement elements. The upper cabin can be designed as a cabin with passenger seats. The lower cabin can be designed as a cargo hold for transporting passengers' luggage and / or cargo.

[0013] Furthermore, a support device is arranged in the lower compartment. The support device can have at least one first support element. The support device has an upper end and a lower end. The upper end of the support device is fixed to the intermediate floor. The lower end of the support device is fixed to a section of the fuselage structure in the lower compartment. In this case, the upper end of the support device is opposite to the lower end of the support device. For example, the support element can be fixed to a transverse and / or longitudinal reinforcement element. The lower end of the support device, which is fixed to the fuselage structure, forms a support for the support device, whereby the support device can support the intermediate floor.

[0014] The support device can be formed in various ways. For example, the support device can have one, two or more support elements. The support element can be implemented, for example, as a pillar and have an upper end and a lower end. A pillar can describe an element having a spatial extension or range that corresponds to the spatial extension of the transverse and / or longitudinal reinforcement element or a multiple thereof. The upper ends of the support elements can each be fixed to the middle floor. The lower ends of the support elements can each be fixed to a section of the fuselage structure in the lower cabin. For example, the support elements can each be fixed to one or more transverse and / or longitudinal reinforcement elements. The support elements can be arranged in two edge regions of the lower cabin, i.e. in the region of the lower cabin adjacent to the outer skin.

[0015] However, it is also conceivable that the support device has one, two or more panel-shaped support elements, i.e. support elements in the form of panels. The panel-shaped support element can be a support element that has not only an extension in the circumferential direction of the fuselage structure, but also an extension along the longitudinal axis of the fuselage structure. For example, the panel-shaped support element can have an extension along the longitudinal axis of the aircraft fuselage, which extension corresponds to the spacing of the transverse reinforcement elements or one or more times of this spacing. In addition, the panel-shaped support element can extend in the circumferential direction of the aircraft fuselage, and the extension is within the range of the spacing of the longitudinal reinforcement elements or is one or more times of this spacing. Finally, it is conceivable that a plurality of panel-shaped support elements are arranged in the lower cabin and support the middle floor. The panel-shaped support elements can also each have an upper end and a lower end. Here, the upper end of the support element can each be fixed to the middle floor. The lower end of the support element can each be fixed to a section of the fuselage structure in the lower cabin. For example, the support element can each be fixed to one or more transverse and / or longitudinal reinforcement elements. The supporting elements can be arranged in two edge regions of the lower compartment, ie in the region of the lower compartment adjacent to the outer skin.

[0016] Viewed from the longitudinal axis of the fuselage structure, the support device has a concave shape. Concave means that the support device preferably has a region between the lower end and the upper end which is not rectilinear but non-rectilinear. In particular, the support device may be bent or curved towards the fuselage structure and thus away from the longitudinal axis of the fuselage.

[0017] Furthermore, the support device has an energy absorption element between the upper end and the lower end. The energy absorption element can be arranged, for example, in a defined local area between the upper end of the support device and the lower end of the support device. However, it is also conceivable that the energy absorption element extends from the upper end to the lower end and thus extends as a whole over more than half or even the entire support device. The energy absorption element is configured to absorb kinetic energy, in particular energy from a collision. A collision is understood here to be an event in which the fuselage of an aircraft or a fuselage structure is subjected to forces directed at least partially in the direction of the longitudinal axis of the aircraft fuselage, at least in the region of its underside. An example of a collision is, for example, the landing of an aircraft with an aircraft fuselage according to the invention without the landing gear deployed.

[0018] In order to simulate such a real collision, i.e. for the purpose of collision testing, a typical fuselage section is considered to be subjected to a defined vertical landing on its underside. This typical fuselage section comprises several rows of seats, but does not contain doors or other structural components, such as a central wing box or a landing gear shaft. The lowest point of the fuselage touches the ground first. There are different descent speeds, e.g. 25 ft / sec (feet per second), and combinations of different loading states, i.e. the lower and upper cabins from full to empty, respectively. The collision is preferably considered according to the approval standard CS25 ATA024CS25.561.

[0019] The energy absorbing element is configured such that in the event of a defined collision on the underside of the aircraft fuselage, the energy absorbing element absorbs kinetic energy of a defined magnitude. The kinetic energy originates from a fuselage structural component connected to the lower end of the support device. When absorbing the kinetic energy from the collision, the energy absorbing element undergoes a defined plastic deformation. Plastic deformation here describes the conversion of kinetic energy from the collision into other forms of energy, such as deformation energy or heat.

[0020] The defined amount of energy absorbed by the energy-absorbing element is selected in such a way that in the event of a collision with the fuselage structure at the lower side of the aircraft fuselage, the lower cabin is not completely deformed. The lower cabin is deformed to the maximum extent that it has a minimum height during and after the collision. The minimum height describes the height or the vertical distance between the seat surfaces of the passenger seats arranged in the lower cabin and the center floor. This minimum height is generally between 1.60 m and 2.00 m, preferably 1.80 m, and must not be lowered in the event of a collision. In the event of a collision, the minimum height of the lower cabin reserves a "survival space" for the passengers located in the lower cabin, no matter what happens, thereby increasing their chances of survival.

[0021] The aircraft fuselage according to the first aspect of the invention has essentially two advantages. Firstly, the concave shape of the support device allows a more efficient use of the space in the lower cabin compared to the conventional rectilinear support devices used in the prior art. This therefore allows the largest area of ​​the lower cabin to be used for equipping the passenger seats. Furthermore, due to the ability of the support device to absorb the kinetic energy from a collision and thus to prevent the movement of the fuselage structure up to the middle floor, the probability of survival of the passengers transported in the lower cabin is significantly increased. This is in particular due to the "survival space" formed during a collision, which is determined by the formation of a minimum height.

[0022] In an embodiment according to the first aspect of the invention, the support device has a plurality of support elements which follow one another in the direction of the longitudinal axis.

[0023] The support elements are preferably spaced apart from one another and preferably evenly spaced apart. In this case, the support elements can be configured in the form of a rod or strut having an upper end and a lower end. A rod or strut can be described here as an element having an extension or range in space, which corresponds to the extension or range of the transverse and / or longitudinal reinforcing element in space or a multiple thereof. The upper ends of the support elements can each be fixed to an intermediate floor. The lower ends of the support elements can each be fixed to a section of the fuselage structure in the lower cabin. For example, the support elements can each be fixed to one or more transverse and / or longitudinal reinforcing elements. The support elements can be located in two edge regions or sides of the lower cabin, i.e., in a region of the lower cabin adjacent to the outer skin, and thus on the left and right sides of the longitudinal axis of the aircraft fuselage.

[0024] However, it is also conceivable that the support elements are adjacent to each other, for example in the form of a flat structure such as a panel. Such panel-shaped support elements can be support elements that have not only an extension in the circumferential direction of the fuselage structure, but also an extension along the longitudinal axis of the fuselage structure. For example, the panel-shaped support element can extend on the longitudinal axis of the aircraft fuselage, and the extension is equivalent to the spacing of the transverse reinforcement elements or one or more times of this spacing. In addition, the panel-shaped support element can have an extension in the circumferential direction of the aircraft fuselage, which is within the range of the spacing of the longitudinal reinforcement elements or is at a multiple of this spacing. Finally, it is conceivable that a plurality of panel-shaped support elements are arranged in the lower cabin and support the middle floor. The panel-shaped support elements can also each have an upper end and a lower end. Here, the upper end of the support element can each be fixed to the middle floor. The lower end of the support element can each be fixed to a section of the fuselage structure in the lower cabin. For example, the support element can each be fixed to one or more transverse and / or longitudinal reinforcement elements. The support elements can be located in two edge regions of the lower cabin, ie in regions of the lower cabin adjacent to the outer skin and thus to the left and to the right of the longitudinal axis of the aircraft fuselage.

[0025] This embodiment has the following advantages. On the one hand, the multi-component structure of the support device consisting of support elements results in that a plurality of support elements can be installed simultaneously in the fuselage structure. As a result, several technicians can work simultaneously, which significantly reduces the installation time for assembling the support elements. Furthermore, even if an existing aircraft fuselage already uses linear support devices known from the prior art, individual elements can be easily and quickly replaced. This is because only one support element can be replaced at a time by a support element of the fuselage according to the invention. As a result, larger parts of the fuselage structure do not have to be replaced in an existing aircraft.

[0026] In an embodiment according to the first aspect of the invention, at least one first support element has a discrete energy absorbing element connecting a lower section with an upper section, wherein the lower section has a lower end of the support device and the upper section has an upper end of the support device, and wherein the energy absorbing element plastically deforms when the lower section moves relative to the upper section.

[0027] Discrete energy absorption elements are energy absorption elements which extend only in a very spatially limited region between the upper and lower ends of the support element, such as in the region of a joint, a connection point or a coupling point. As a result, the absorption of kinetic energy and the resulting plastic deformation is locally concentrated in discrete and specific regions of the support element.

[0028] Preferably, the lower section can be configured as a rigid and / or straight lower section. Furthermore, the upper section can also be configured as a rigid and / or straight lower section. It is also conceivable that a plurality or all of the support elements are configured in the same manner as the first support element or are configured differently from the first support element in a defined area of ​​the aircraft fuselage.

[0029] This embodiment has the advantage of being easy to design and manufacture. In addition, compared with the prior art linear support device, the structure of the first support element with discrete energy absorbing elements can provide a larger available space.

[0030] In an embodiment according to the first aspect of the invention, the energy absorption element has a spring element which is plastically deformable in an elastic range or is combined with a damping element for absorbing energy.

[0031] The spring element can be designed in various ways. For example, the spring element can have a helical spring which, when absorbing energy beyond its plastic range, winds up and thus deforms plastically. The winding can be realized, for example, in that a first end of the helical spring is fastened to the lower section and a second end of the helical spring is fastened to the upper section.

[0032] In another form of the spring element, the spring element may also be a torsion spring. When used in the above structure, such a spring may also bend and thus plastically deform when absorbing energy beyond its elastic range.

[0033] It is also conceivable that the spring element is a compression spring. In this case, similar to a helical spring, the first end of the compression spring can be connected to the lower section of the support element and the second end of the compression spring can be connected to the upper section of the support element. Thus, when the support element is stressed, the compression spring is compressed beyond its elastic range.

[0034] Furthermore, the energy absorption element can be coupled to at least one damping element for absorbing energy. It is also conceivable to couple a spring element in the form of a helical spring or a compression spring to at least one damping element. The damping element can be, for example, a fluid damper.

[0035] The advantage of spring elements and damping elements is that they have a technically simple structure and therefore require low maintenance. In addition, they are cost-effective and are known as reliable mechanical components. This reduces the costs when constructing the aircraft fuselage and increases the safety of the aircraft fuselage in the event of a crash.

[0036] In an embodiment according to the first aspect of the invention, the lower section and the upper section are connected to each other in an articulated manner, wherein the spring element has a torsion spring on the joint, and / or wherein the spring element has a linear compression spring, which is fixed between the lower section and the upper section at a distance from the joint.

[0037] The articulated connection can be any suitable articulated connection, which movably connects the lower section with the upper section in the articulation region. Examples of typical articulation types are universal joints, sliding joints, swivel joints, threaded joints, hinge joints, swivel joints and / or ball joints. Furthermore, the torsion spring can be, for example, a helical spring.

[0038] This design has the advantage that it is technically simple to implement and can be easily, ie inexpensively, maintained in the event of a spring failure, for example.

[0039] In an embodiment according to the first aspect of the present invention, the lower section and the upper section partially overlap so that the upper end of the lower section is located above the lower end of the upper section, and wherein the spring element comprises a linear tension spring, which connects the upper end of the lower section and the lower end of the upper section and is subjected to a tensile load and absorbs energy when the lower section and the upper section move relative to each other.

[0040] In this respect, the expression "the upper end of the lower section is located above the lower end of the upper section" should be understood as "the upper end of the lower section is arranged further in the direction of the middle floor".

[0041] Furthermore, this embodiment is advantageous in that it provides a construction that is simple in construction but reliable and cost-effective.

[0042] In an embodiment according to the first aspect of the present invention, the energy absorption element has a torsion element, which is installed between the upper end of the lower section of the support element and the lower end of the upper section, and is twisted relative to each other and plastically deformed when the lower section and the upper section undergo relative rotational movement.

[0043] The torsion element can be, for example, a torsion spring. However, it is also conceivable that the torsion element is any other twistable mechanical component. Furthermore, the plastic deformation of the torsion element occurs by absorbing kinetic energy from a collision or from a relative movement of the upper section and the lower section with respect to one another.

[0044] Furthermore, the structure is simple to implement in design and thus provides a reliable and robust structure.

[0045] In an embodiment according to the first aspect of the invention, at least one first support element has a continuous energy absorbing element which is distributed continuously between the upper end and the lower end of the support device over at least a portion of the length of the support element, preferably over its entire length.

[0046] A continuous energy absorption element is an energy absorption element which extends over a large portion of the section between the upper and lower ends of the support element or even over the entire section. As a result, the absorption of kinetic energy and the resulting plastic deformation take place on a global scale and are therefore distributed continuously over the area of ​​the energy absorption element of the support element. In other words, the support element itself or parts thereof can be constructed and adapted to be plastically deformable, thereby absorbing energy by plastic deformation.

[0047] For example, a continuous energy absorption element can have a continuously curved shape. This shape can be uniform, i.e., it can have a uniform bending radius over the entire shape. An example of such a shape can be a uniform arc. However, it is also conceivable that the bending radius varies locally. For example, in the case of a local variation of the bending radius, the sign of the bending radius of the bending radius can also vary. Such a structure with a locally varying bending radius can, for example, have a serpentine shape that can be seen in the contour of the energy absorption element. It is also conceivable that such a construction of the energy absorption element has an S-shape that can be seen in the contour. It is also conceivable that the energy absorption element has a continuously twisted or partially twisted structure. Finally, it is conceivable that the energy absorption element has a combination of the above-mentioned possibilities. However, other types of continuous structures are also possible.

[0048] This embodiment also has the advantages of being easy to design and manufacture. In addition, compared with the linear support device of the prior art, the structure of the first support element with the continuous energy absorbing element can provide a larger available space.

[0049] In an embodiment of the first aspect of the invention, at least one first support element has an externally supported energy absorption element which is fastened to the support element at a first end and is connected to the intermediate floor or to the fuselage structure at a second end.

[0050] Such a structure of at least the first support element can, for example, have a lower section and an upper section. In this case, the lower section can be connected to the fuselage structure with a first end, and the upper section can be connected to the intermediate floor with a first end. Furthermore, the second end of the lower section and the second end of the upper section can be connected to each other in an articulated manner, for example, using an articulated structure. The energy absorption element can be fixed with a first end at the articulation or in an area adjacent thereto. Furthermore, the energy absorption element is connected at its second end to the intermediate floor or to the fuselage structure. The energy absorption element can be designed in various ways. For example, it can be designed in one of the ways described above.

[0051] Furthermore, the structure is advantageous in that it provides a structure that is simple in construction but reliable and inexpensive.

[0052] In an embodiment according to the first aspect of the invention, the energy absorption element has a linear spring element which is plastically deformable beyond an elastic range.

[0053] The advantage of spring is that they are simple in construction and are easy to manufacture components. In addition, they have high reliability and can be replaced as a single component with little expense.

[0054] In an embodiment according to the first aspect of the invention, the spring element is either formed as a compression spring, which is connected to the support element at one end and to the intermediate floor at the opposite end; or is formed as a tension spring, which is connected to the support element at one end and to the fuselage structure at the opposite end.

[0055] The connection of the other end of the support element to the fuselage structure is in particular a connection to the underside of the aircraft fuselage.

[0056] Furthermore, the structure is advantageous in that it provides a structure that is simple in construction but reliable and inexpensive.

[0057] In an embodiment according to the first aspect of the invention, the energy absorbing element continuously rests on the surface of the supporting element and on the surface of the intermediate floor and / or the fuselage structure, so that when the supporting element moves relative to the intermediate floor and / or the fuselage structure, the energy absorbing element is compressed between them and plastically deforms while absorbing energy.

[0058] In other words, the energy absorption element can be a continuous energy absorption element. This is due to the fact that the energy absorption element can extend over a major section or over the entire section between the upper end and the lower end of the support element. In this case, the intermediate floor can serve as a support, with which the energy absorption element can establish permanent contact, i.e. by the energy absorption element being brought into contact against the intermediate floor. In the event of a collision on the underside of the aircraft fuselage, kinetic energy can be transferred from the underside of the fuselage to the energy absorption element. Due to the permanent contact with the intermediate floor serving as a support, the energy absorption element can be subjected to compression, which can develop into plastic deformation. In this case, the kinetic energy transferred by the underside of the aircraft fuselage can be converted into deformation energy.

[0059] However, it is also conceivable that the energy absorption element bears against the surface of the support element and the fuselage structure, in particular against the fuselage structure on the fuselage underside. In this case, the fuselage structure can serve as a support, with which the energy absorption element can establish permanent contact, i.e. by the energy absorption element bearing against the fuselage structure. In the event of a collision on the underside of the aircraft fuselage, kinetic energy can be transferred from the underside of the fuselage to the energy absorption element. Due to the permanent contact with the fuselage structure serving as a support, the energy absorption element can be subjected to compression, which can develop into plastic deformation. In this case, the kinetic energy transferred by the underside of the aircraft fuselage can be converted into deformation energy.

[0060] This embodiment of the support element has the advantage that it can continuously absorb energy. In addition, this support element is easy to manufacture.

[0061] In an embodiment according to the first aspect of the invention, the energy absorbing element is arc-shaped when viewed from a direction parallel to the longitudinal axis of the fuselage structure, wherein the concave side points in the direction of the longitudinal axis of the fuselage structure.

[0062] Such an energy absorption element is an example of a continuous energy absorption element. The energy absorption element can continuously convert kinetic energy into deformation energy by means of an arc-shaped deformation. In addition, such a shape, i.e. a concave, arc-shaped shape viewed from the longitudinal axis of the fuselage structure, reduces the space required in the lower compartment by means of the arrangement of the support element.

[0063] In an embodiment according to the first aspect of the invention, the energy absorbing element comprises a first section with a propulsion section and a second section with a receiving element, wherein the first section is movable relative to the propulsion section and wherein the receiving element is configured to accommodate the propulsion section in the direction of the receiving element when the propulsion section moves.

[0064] The thrust section can be, for example, a bolt. The receiving element can be, for example, a hole whose diameter is smaller than that of the bolt. However, the receiving element can also be formed by a section of the support device or support element or a section of the intermediate floor or fuselage structure. The thrust section can be arranged, for example, on the upper section of the support element and the receiving element can be arranged on the lower section of the support element. The upper section of the support element can move relative to the lower section of the support element. Thus, the thrust section, i.e., the bolt, can move relative to the receiving element, i.e., the hole, and can also move in its direction. However, it is also conceivable that the energy absorption element is constructed as a so-called "crash element". Here, the crash element has a section that undergoes plastic deformation and absorbs kinetic energy by movement, i.e., a thrust movement relative to a section of the intermediate floor, a section of the fuselage structure, or a section of the support device or support element. In other words, the crash element can be "crashed", i.e., deformed, and thus converts directed kinetic energy, for example, by compression, into non-directed or directed deformation energy.

[0065] In the event of a collision on the underside of the aircraft fuselage, the support element can now transfer kinetic energy to the energy absorption element. The absorbed kinetic energy and the resulting relative movement between the propulsion section and the receiving element can now cause the bolt of the propulsion section to be pushed into the hole of the receiving element. In this case, the hole of the receiving element, due to its smaller diameter, creates a shearing effect on the material of the bolt, i.e., causes the bolt to deform plastically.

[0066] Furthermore, the propulsion section can also be arranged on the lower section of the support element and the receiving element on the upper section of the support element. Finally, it is also conceivable to arrange the propulsion section or the receiving element on the fuselage structure on the lower side of the aircraft fuselage or on the intermediate floor and to provide a corresponding counterpart, i.e. the receiving element or the propulsion section on the lower section of the support element or the upper section of the support element.

[0067] This arrangement also has the advantage of providing a reliable and cost-effective energy absorbing element.

[0068] In an embodiment of the first aspect of the invention, the energy absorption element has a deformation element, wherein the deformation element is configured to undergo plastic deformation by bending, rotation, compression or shearing action when absorbing kinetic energy.

[0069] Such a deformation element can be designed in various ways, so that it is inexpensive to produce and can be adapted to the position of the energy absorption element or the support device in the aircraft fuselage.

[0070] In an embodiment of the first aspect of the invention, the fuselage structure has an energy absorption area, which is arranged as an ideal bending line parallel to the longitudinal axis and is configured to undergo plastic deformation and absorb energy in the event of a collision, wherein the ideal bending line is arranged above the position where the support device is fixed to the fuselage structure.

[0071] In other words, the fuselage structure can have a section configured for absorbing energy. Such a section can also be referred to as an ideal bending line. The section can, for example, extend along a line extending parallel to the longitudinal axis of the fuselage structure. However, it is also conceivable for the section to extend in other directions. It is also conceivable to arrange such a section on both sides of the fuselage structure in the lower cabin, i.e. on the left and right side of the lower cabin. The arrangement can, for example, be symmetrical about a plane that is developed along the longitudinal axis of the fuselage structure and a line perpendicular to the middle floor and passing through the longitudinal axis. Furthermore, the section for absorbing energy, i.e. the ideal bending line, can be arranged above the connection of the support device to the fuselage structure of the lower part of the aircraft fuselage and thus further in the direction of the middle floor. It is also conceivable that more than one ideal bending line is provided on each side of the fuselage structure. Finally, it is conceivable that the ideal bending line is formed in a planar manner with an extension in the circumferential direction and an extension along the longitudinal axis.

[0072] In the event of a collision on the underside of the aircraft fuselage, the kinetic energy can now be absorbed by the ideal bending line in addition to the supporting device. In this case, the ideal bending line can be plastically deformed in such a way that the area adjacent to the ideal bending line is at least partially moved outwards, i.e. away from the longitudinal axis of the fuselage structure. In other words, the ideal bending line is "bent" outwards. This increases the space between the fuselage structure and the supporting device. This enlarged space can now be occupied by, for example, the plastically deformed supporting device without the supporting device colliding with the fuselage structure or the outer skin arranged thereon.

[0073] The advantage of this is that, in addition to the support device, the kinetic energy can also be absorbed by the fuselage structure. In addition, the fuselage structure or the outer skin remains intact because the expansion of the space between the plastically deformed support device and the fuselage structure or the outer skin arranged thereon prevents collisions.

[0074] In addition, the object of the present invention is also achieved by the second aspect of the present invention, namely by a module installed in an aircraft fuselage. The module for installation in an aircraft fuselage according to the second aspect of the present invention comprises: a support device, and a wall panel, which extends along a longitudinal axis and in a circumferential direction, wherein the support device has a lower end and an upper end, wherein the lower end is configured to be connected to a fuselage structure in a lower cabin of the aircraft fuselage, and the upper end is configured to be connected to an intermediate floor in the aircraft fuselage, wherein the wall panel is connected to the support device, wherein the support device has a concave shape when viewed from the longitudinal axis, wherein the support device has an energy absorbing element between the upper end and the lower end, wherein the energy absorbing element is configured so that in the event of a defined collision on the lower side of the aircraft fuselage, The energy absorption element undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy of a component of the fuselage structure which is connected to the lower end of the support device, provided that the lower end of the support device is connected to the fuselage structure in the lower cabin of the aircraft fuselage and the upper end of the support device is connected to the intermediate floor in the aircraft fuselage, and wherein the defined plastic deformation and the defined amount of the absorbed energy are selected such that in the event of a collision the fuselage structure on the lower side of the aircraft fuselage deforms to a maximum extent which does not fall below a minimum height between the seat surface of a passenger seat arranged in the lower cabin and the intermediate floor.

[0075] In other words, the module according to the second aspect of the invention is arranged for installation in an aircraft fuselage. The module may be a device having a plurality of elements which together form the module. The module may also be installed as a smaller unit in a larger unit, for example in an aircraft fuselage. In the state in which the module is installed in the aircraft fuselage, the module may interact with the aircraft fuselage. Corresponding fixing means may be provided on the module and in the aircraft fuselage. The fixing means of the aircraft fuselage and the module may be configured for installing the module in the aircraft fuselage, for example in a positionally fixed manner.

[0076] The fuselage structure may have the shape of a tube, but may also be the passenger area of ​​a flying wing aircraft. A flying wing aircraft is an aircraft without a separate horizontal tail, vertical stabilizing fins or vertical tail. The tubular fuselage structure may have or be formed by transverse and longitudinal reinforcing elements. Both transverse and longitudinal reinforcing elements increase the stability and rigidity of the fuselage structure. The transverse reinforcing elements may be bulkheads, which are arranged essentially in the circumferential direction of the tubular fuselage structure. The longitudinal reinforcing elements may be so-called stringers, which are arranged essentially along an axis perpendicular to the circumferential direction, i.e. the central longitudinal axis (also called the middle axis) of the fuselage structure. The fuselage structure may also have an outer skin, which spatially separates the interior of the fuselage structure, i.e. the cabin interior, from the external environment of the fuselage structure.

[0077] Furthermore, the aircraft fuselage has an intermediate floor, also referred to as a cabin floor. This intermediate floor can extend horizontally through the interior of the fuselage structure and preferably at least partially divides the interior of the cabin into an upper cabin and a lower cabin. The upper cabin is preferably arranged above the lower cabin. The intermediate floor can further be fastened to the fuselage structure, i.e., for example, to longitudinal and / or transverse reinforcement elements. The upper cabin can be designed as a cabin with passenger seats. The lower cabin can be designed as a cargo hold for transporting luggage and / or cargo for passengers.

[0078] The module has a support device. The support device may have at least one first support element. The support device has an upper end and a lower end. The upper end of the support device is configured to be connected or fixed to the middle floor. The lower end of the support device is configured to be fixed to a section of the fuselage structure in the lower cabin. Here, the upper end of the support device can be opposite to the lower end of the support device.

[0079] For example, when the module is installed in the aircraft fuselage, the support device can be fixed on a transverse and / or longitudinal reinforcing element. In this case, the lower end of the support device fixed with the fuselage structure can form a support for the support device, and the support device can support the intermediate floor thus.

[0080] In addition, the module has a wall panel. In particular, the wall panel can be a wall lining element. The wall panel extends along the longitudinal axis and along the circumferential direction. Here, when the module is installed in the aircraft fuselage, the longitudinal axis of the module can be the same longitudinal axis of the aircraft fuselage. However, it is also conceivable that when the module is not installed in the aircraft fuselage, the longitudinal axis of the module describes the axis of the module along the longitudinal axis of the module, but wherein when the module is installed in the aircraft fuselage, the longitudinal axis of the module can coincide with the longitudinal axis of the aircraft fuselage. When the module is installed in the aircraft fuselage, the circumferential direction can be the circumferential direction of the aircraft fuselage. It is also conceivable that when the module is not installed in the aircraft fuselage, the circumferential direction describes the direction of the module along a direction perpendicular to the longitudinal axis of the module, preferably a bending direction, wherein when the module is installed in the aircraft fuselage, the circumferential direction of the module can coincide with the circumferential direction of the aircraft fuselage. Therefore, the wall panel can be configured as a plate-shaped element, wherein the plate-shaped element can have no or at least one curved portion with a radius of curvature.

[0081] Furthermore, the wall panel is connected to the support device. The connection can be a direct connection or an indirect connection. A direct connection can be a connection in which at least a part of the surface of the wall panel rests on a part of the surface of the support device. An indirect connection can be a connection in which at least a part of the surface of the wall panel rests on a part of the intermediate element or a group of intermediate elements. Then a part of the surface of the support device can rest on at least another part of the surface of the intermediate element or a group of intermediate elements.

[0082] The support device can be formed in various ways. For example, the support device can have one, two or more support elements. The support element can be implemented, for example, as a strut and have an upper end and a lower end. A strut can here describe an element with a spatial extension or range that corresponds to the spatial extension of a transverse and / or longitudinal reinforcement element in an aircraft fuselage or a multiple thereof.

[0083] Viewed from the longitudinal axis L, for example from the longitudinal axis of the fuselage structure or the aircraft fuselage, the support device has a concave shape. Concave means that the support device preferably has a region between the lower end and the upper end which is not rectilinear but non-rectilinear. In particular, the support device can be bent or curved away from the longitudinal axis of the aircraft fuselage.

[0084] Furthermore, the support device has an energy absorption element between the upper end and the lower end. The energy absorption element can be arranged, for example, in a defined partial region between the upper end of the support device and the lower end of the support device. However, it is also conceivable for the energy absorption element to extend from the upper end of the support device to the lower end of the support device and thus as a whole over more than half or even the entire support device.

[0085] The energy absorption element is configured to absorb kinetic energy, in particular energy from a defined collision on the underside of the aircraft fuselage, provided that the module is installed in the aircraft fuselage, i.e. the lower end of the support device is connected to the fuselage structure in the lower compartment of the aircraft fuselage and the upper end of the support device is connected to the intermediate floor in the aircraft fuselage. In this case, the energy absorption element is configured to undergo a defined plastic deformation and thereby absorb a defined amount of kinetic energy of a component of the fuselage structure to which the lower end of the support device is connected.

[0086] The defined amount of energy absorbed by the energy-absorbing element and the defined plastic deformation are selected such that in the event of a collision, the fuselage structure on the lower side of the aircraft fuselage is deformed to a maximum extent such that the minimum height between the seat surface of the passenger seat arranged in the lower cabin and the intermediate floor is not fallen below. The energy-absorbing element thus absorbs kinetic energy of such a defined amount from the fuselage structure on the lower side of the aircraft fuselage that the lower cabin is not completely deformed and there is a "survival space" for the passengers in the lower cabin during and after the collision. This survival space increases the chances of survival of the passengers in the lower cabin in the event of a collision on the lower side of the aircraft fuselage. The lower cabin is deformed to a maximum extent such that the lower cabin has a minimum height during and after the collision. The minimum height describes the height or vertical distance between the seat surface of the passenger seat arranged in the lower cabin and the intermediate floor. In the event of a collision, this minimum height must not be fallen below. Due to the minimum height of the lower cabin, in any event of a collision there is still a "survival space" for the passengers in the lower cabin, thus increasing their chances of survival.

[0087] The module according to the second aspect of the invention has the advantage that it can be installed in an aircraft fuselage in a simple manner. Furthermore, the module can be manufactured already outside the aircraft fuselage, so that only the final assembly has to be done on site in the aircraft fuselage, thereby minimizing the time required for installing the module. This leads to an increase in efficiency during the construction of the aircraft fuselage or the aircraft.

[0088] Furthermore, the space-saving design of the module reduces the volume of space required for the support device in the lower compartment. The freed-up volume can therefore also be used to arrange passenger seats.

[0089] Finally, the module, by virtue of its ability to convert kinetic energy into plastic deformation energy, generally enables safe or safer transportation of passengers in the lower deck and significantly increases the probability of survival of passengers transported in the lower deck.

[0090] In an embodiment according to the second aspect of the invention, the wall panel has a hinge region which is arranged adjacent to the energy absorbing element of the structural element.

[0091] In this case, the hinge region can be a region which connects the upper section of the wall panel with the lower section of the wall panel. The hinge region can have at least one hinge which is configured to movably connect the upper section of the wall panel with the lower section of the wall panel. The at least one hinge can be designed in such a way that the mobility of the hinge is only present after a minimum force has been overcome. Before the minimum force has been overcome, the at least one hinge can be a rigid connection. Furthermore, the hinge region can be arranged in the region of the energy absorption element. Finally, it is conceivable that more than one hinge region is provided. For example, two hinge regions can be oriented substantially parallel to one another and spaced apart in the circumferential direction.

[0092] The advantage of the hinge region is that in the event of a collision on the underside of the aircraft fuselage and the energy-absorbing element absorbing the energy by plastic deformation, the panel can follow the movement of the support device in the direction of the fuselage structure. This prevents the panel from being damaged in an uncontrolled manner during plastic deformation of the support device or the energy-absorbing element and preventing passengers from being injured by parts of the panel being thrown out.

[0093] In an embodiment according to the second aspect of the invention, the wall panels and / or the supporting device have connecting elements which are configured for connection with connecting elements of another module.

[0094] The further module can be a module according to the second aspect of the invention. However, it is also conceivable that the further module is a module of a different construction. For example, the further module can be a module having only one wall panel and fixing elements for fixing to the fuselage structure and / or the intermediate floor. In particular, the further module can be a module without a supporting device. In this context, the connecting element can be any suitable element for connecting modules. Examples of such connecting elements are screws and holes, clamping connectors and / or plug connectors.

[0095] This configuration provides a greater degree of flexibility when installing the module in an aircraft.

[0096] In an embodiment of the second aspect of the invention, the module comprises a display element configured for displaying an external view of the aircraft.

[0097] The display element can be arranged on the whole wall panel, or only on the upper section of the wall panel, or only in certain areas, such as in the form of windows of a typical aircraft cabin. The content displayed on the display element can be, for example, a moving image, a real-time image of one or more outdoor cameras, or a still image.

[0098] By using the display element in the module, the comfort of the passengers in the lower compartment as the passenger compartment is increased.

[0099] In an embodiment of the second aspect of the invention, an outer surface of the support device and / or the panel oriented in the direction of the longitudinal axis has an S-shape, viewed in a direction parallel to the longitudinal axis of the fuselage structure.

[0100] In the section of the wall formed by the S-shape, for example, a storage space can be formed in which passengers can store luggage. Furthermore, it is conceivable that the S-shape forms a section which, by suitable dimensioning and material selection, can also absorb energy in the event of a crash. Such a section can then serve as an additional energy-absorbing element. Finally, it is conceivable to combine a storage space with an additional energy-absorbing element.

[0101] Thus, the S-shape enhances passenger comfort and / or may help increase passenger safety and chances of survival.

[0102] In an embodiment according to the second aspect of the invention, the wall is divided into an upper wall section and a lower wall section by a hinge area, wherein the upper wall section can be moved toward the lower wall section behind or in front of the lower wall section.

[0103] In other words, the upper section of the wall panel can be moved, for example, in a circumferential direction relative to the lower section of the wall panel and towards the lower section of the wall panel. It is also conceivable that the lower section of the wall panel can be moved in a circumferential direction relative to the upper section of the wall panel and towards the upper section of the wall panel. For this purpose, the movable section of the wall panel can have a fixing device, by means of which the movable section is connected to the supporting structure. At the same time, the fixing device can allow a movement in the circumferential direction, which can preferably be separated from the movement of the supporting element in the event of a collision. However, it is also possible that the upper section or the lower section moves with the movement of the supporting element of the module and thus moves or bends, for example, away from the longitudinal axis.

[0104] The relative movement capability of the panel has the advantage that in the event of a collision on the underside of the aircraft fuselage and the energy-absorbing element absorbing the energy by plastic deformation, the panel can follow the movement of the support device coupled thereto, for example, towards the fuselage structure. This prevents the panel from being damaged in an uncontrolled manner during plastic deformation of the support device or the energy-absorbing element and from injuring passengers by ejected parts of the panel.

[0105] In an embodiment according to the second aspect of the invention, the wall has a section which provides at least one receptacle and / or fastening for a cable, line and / or pipe.

[0106] Such a section is preferably arranged on the back side of the wall panel. The back side of the wall panel can be the surface of the wall panel facing away from the longitudinal axis. Typical sections for accommodating and / or fixing cables and lines can be: cable channels, clamps, clips, clamps, conduits for laying cables or guide rail systems with modular brackets. Typical sections for accommodating and / or fixing pipes can be: pipe clamps, channels, pipe slides, round clamps, pipe clamps or guide rail systems with modular brackets.

[0107] Providing at least one such section has the advantage that during the installation of the module, cables, lines and / or pipes can be laid with little effort, which in turn saves time and increases efficiency.

[0108] In an embodiment according to the second aspect of the present invention, the wall panel has a section which provides the storage space.

[0109] Storage space is space used to hold items such as luggage or life jackets.

[0110] Providing a storage space in a section of a wall has the advantage that a passenger sitting adjacent to the wall or module can place his luggage piece in this storage space and thus have, for example, increased legroom in his position.

[0111] In an embodiment according to the second aspect of the present invention, the storage space is arranged in a lower section of the wall panel.

[0112] For example, the storage space can be arranged in a region remote from the lower section of the wall, for example in the form of a box. However, it is also conceivable that the storage space is embedded in the lower section of the wall in such a way that the wall with the storage space and the wall without the storage space visually differ on the inner side of the wall only by the opening for access to the storage space. In this case, the inner side of the wall can be the side of the wall facing the longitudinal axis.

[0113] By providing the storage space in the lower section of the wall, the upper section of the wall can be used independently, for example by providing a display element.

[0114] In an embodiment according to the second aspect of the invention, the wall panel has side surfaces transverse to the longitudinal axis and is connected to the support means in at least a portion of one of the side surfaces.

[0115] These side surfaces can preferably be surfaces which are connected to the inner side of the wall in one region and to the rear side of the wall in another region and face away from the wall.

[0116] Such a connection of the wall plate to the support device has the advantage that it can be produced in a technically simple manner and can therefore be carried out quickly during the assembly of the module. This increases the efficiency of the assembly of the module.

[0117] In an embodiment of the second aspect of the invention, the support device has at least one support element, wherein the support element has an energy absorption element, wherein the support element and / or the energy absorption element is arc-shaped when viewed in a direction parallel to the longitudinal axis of the fuselage structure, wherein a concave side is shown in the direction of the longitudinal axis of the fuselage structure.

[0118] Such an energy-absorbing element is an example of a continuous energy-absorbing element. A continuous energy-absorbing element is an energy-absorbing element which extends over a major section or even the entire section between the upper and lower ends of the support element. As a result, the absorption of kinetic energy and the resulting plastic deformation take place on a global scale and are therefore distributed continuously over the area of ​​the energy-absorbing element of the support element. In other words, the support element itself or parts thereof can be designed and adapted to be plastically deformable, thereby absorbing energy by plastic deformation.

[0119] The energy absorption element can continuously convert kinetic energy into deformation energy by means of arc-shaped deformation. In addition, such a shape, i.e. a concave, arc-shaped shape viewed from the longitudinal axis of the fuselage structure, reduces the required space in the lower compartment by means of the arrangement of the modules.

[0120] In an embodiment according to the second aspect of the invention, the module has a support device with at least a first support element, wherein the first support element has a discrete energy absorption element connecting a lower section with an upper section, wherein the lower section has a lower end of the support device and the upper section has an upper end of the support device, and wherein the energy absorption element is plastically deformed when the lower section undergoes relative movement with respect to the upper section.

[0121] Discrete energy absorption elements are energy absorption elements which extend only in a very spatially limited region between the upper and lower ends of the support element, for example in the region of a joint, a connection point or a coupling point. As a result, the absorption of kinetic energy and the resulting plastic deformation is locally concentrated in discrete and specific regions of the support element.

[0122] Preferably, the lower section can be designed as a rigid and / or straight lower section. In addition, the upper section can also be designed as a rigid and / or straight lower section. It is also conceivable that a plurality or all of the support elements are constructed identically to the first support element or differ from the first support element in a defined area of ​​the aircraft fuselage.

[0123] This embodiment has the advantage of being easy to design and manufacture.

[0124] In an embodiment according to the second aspect of the invention, the supporting device or the energy absorption element has a spring element which is plastically deformable beyond an elastic range, or is combined with a damping element for absorbing energy.

[0125] The spring element can be designed in various ways. For example, the spring element can have a helical spring which, when absorbing energy beyond its plastic range, winds up and thus deforms plastically. The winding can be realized, for example, in that a first end of the helical spring is fastened to the lower section and a second end of the helical spring is fastened to the upper section.

[0126] In another form of the spring element, the spring element may also be a torsion spring. When used in the above structure, such a spring may also bend and thus plastically deform when absorbing energy beyond its plastic range.

[0127] It is also conceivable that the spring element is a compression spring. In this case, similar to a helical spring, a first end of the compression spring can be connected to the lower section of the support element and a second end of the compression spring can be connected to the upper section of the support element. Thus, when the support element is actuated, the compression spring is compressed beyond its elastic range.

[0128] Furthermore, the energy absorption element can be coupled to at least one damping element for absorbing energy. It is also conceivable to couple a spring element in the form of a helical spring or a compression spring to at least one damping element. The damping element can be, for example, a fluid damper.

[0129] The advantage of spring elements and damping elements is that they have a technically simple structure and therefore require low maintenance. In addition, they are cost-effective and known to be reliable mechanical components. This reduces the costs when constructing the module and increases the safety of the aircraft fuselage in the event of a crash when the module is installed.

[0130] In an embodiment of the second aspect of the invention, when the module is installed in the aircraft fuselage, the energy absorbing element continuously rests on the surface of the supporting element and on the surface of the intermediate floor and / or the fuselage structure, so that when the supporting element moves relative to the intermediate floor and / or the fuselage structure, the energy absorbing element is compressed between them and plastically deforms while absorbing energy.

[0131] In other words, the energy absorption element can be a continuous energy absorption element. This is due to the fact that the energy absorption element can extend over a major section or over the entire section between the upper end and the lower end of the support element. When the module is installed, the intermediate floor can serve as a support, with which the energy absorption element can have permanent contact, i.e., contact formed by the energy absorption element resting against the intermediate floor. In the event of a collision on the underside of the aircraft fuselage, when the module is installed, kinetic energy can be transferred from the underside of the aircraft fuselage to the energy absorption element. Due to the permanent contact with the intermediate floor serving as a support, the energy absorption element can be subjected to compression, which can develop into plastic deformation. In this case, the kinetic energy transferred by the underside of the aircraft fuselage can be converted into deformation energy.

[0132] However, it is also conceivable that when the module is installed, the energy absorption element bears against the surface of the support element and the fuselage structure, in particular the fuselage structure on the lower side of the aircraft fuselage. In this case, the fuselage structure can serve as a support, with which the energy absorption element can establish permanent contact, i.e., contact that is formed by the energy absorption element bearing against the fuselage structure. In the event of a collision on the lower side of the aircraft fuselage, when the module is installed, kinetic energy can be transferred from the lower side of the aircraft fuselage to the energy absorption element. Due to the permanent contact with the fuselage structure serving as a support, the energy absorption element can be subjected to compression, which can develop into plastic deformation. In this case, the kinetic energy transferred by the lower side of the aircraft fuselage can be converted into deformation energy.

[0133] Furthermore, it is conceivable that the energy absorption element can be designed as part of a wall panel when the module is already installed in the aircraft fuselage and the energy absorption element rests with its surface against the surface of the fuselage structure. In particular, in this case, the energy absorption element can be designed as a storage space or container. The container can be configured by corresponding dimensioning and design to absorb kinetic energy from the underside of the aircraft fuselage in the event of a collision with the underside of the aircraft fuselage and to undergo plastic deformation.

[0134] This embodiment of a module with such a support element has the advantage that it can continuously absorb energy. In addition, such a module with a support element implemented in this way is easy to manufacture.

[0135] Furthermore, the object is achieved by an aircraft having an aircraft fuselage according to the first aspect of the invention and / or a module according to the second aspect of the invention.

[0136] The advantage of this aircraft is that passengers can be transported in the lower cabin. In addition, by being arranged in the aircraft fuselage and / or at least one module in the aircraft, the probability of survival of passengers in the lower cabin in the event of a collision with the lower side of the aircraft fuselage can be significantly improved.

[0137] In an embodiment of an aircraft having an aircraft fuselage with a fuselage structure and a module according to the second aspect of the invention, the fuselage structure has an energy absorption region, the fuselage structure having an energy absorption region, the energy absorption region being arranged at an ideal bending line parallel to the longitudinal axis and being configured to undergo plastic deformation and absorb energy in the event of a collision, wherein the ideal bending line is arranged above the position at which the support device is fixed to the fuselage structure.

[0138] In other words, the fuselage structure can have a section configured for absorbing energy. Such a section can also be referred to as an ideal bending line. The section can, for example, extend along a line extending parallel to the longitudinal axis of the fuselage structure. However, it is also conceivable to have the section extend in other directions. It is also conceivable that such a section is arranged on both sides of the fuselage structure in the lower cabin, i.e. on the left and right sides of the lower cabin. The arrangement can, for example, be symmetrical about a plane that is developed by a line along the longitudinal axis of the fuselage structure and a line perpendicular to the middle floor and passing through the longitudinal axis. In addition, the section for absorbing energy, i.e. the ideal bending line, is arranged above the connection between the support device of the module and the fuselage structure of the lower part of the aircraft fuselage, and thus further in the direction of the middle floor. It is also conceivable that more than one ideal bending line is arranged on each side of the fuselage structure. Finally, it is conceivable that the ideal bending line is formed in a planar manner with an extension in the circumferential direction and an extension in the direction of the longitudinal axis.

[0139] In the event of a collision on the underside of the aircraft fuselage, the kinetic energy can now be absorbed by the ideal bending line in addition to the module or its support. In this case, the ideal bending line can be plastically deformed in such a way that the area adjacent to the ideal bending line moves at least partially outward, i.e. away from the longitudinal axis of the fuselage structure. In other words, the ideal bending line "bends" outward. In this way, the space between the fuselage structure and the support of the module is enlarged. This enlarged space can now be occupied, for example, by the plastically deformed support without the support colliding with the fuselage structure or the outer skin arranged thereon.

[0140] This has the advantage that, in addition to the module or its support device, kinetic energy can also be absorbed by the fuselage structure. In addition, the fuselage structure or the outer skin remains intact because the expansion of the space between the plastically deformed support device and the fuselage structure or the outer skin arranged thereon prevents collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0141] The invention according to the invention is described below with reference to schematic diagrams which are merely illustrative, wherein

[0142] Figure 1 An embodiment of an aircraft having an aircraft fuselage and / or a module according to the invention is shown,

[0143] Figure 2 Shown through Figure 1 A portion of a cross section of an aircraft fuselage,

[0144] Figure 3 Schematically showing a supporting device in the prior art and a supporting device for an aircraft fuselage and / or a module according to the invention,

[0145] Figure 4 A schematic diagram showing the working method of the support device of the aircraft fuselage and / or module according to the invention,

[0146] Figures 5 to 12 A preferred embodiment of the device for supporting an aircraft fuselage and / or a module according to the invention is shown.

[0147] Fig.13 shows a preferred embodiment of a module according to the invention when assembled with a second module,

[0148] Fig.14 shows a preferred embodiment of a module according to the invention with a cable system mounted thereon, and

[0149] Fig.15 Several installed embodiments of modules according to the invention are shown. DETAILED DESCRIPTION

[0150] Figure 1 An aircraft 1 having an aircraft fuselage 3 according to the first aspect of the invention and a module according to the second aspect of the invention is shown. The aircraft 1 or aircraft fuselage 3 has a longitudinal axis L. The longitudinal axis L is parallel to the flight direction F of the aircraft 1 in straight flight.

[0151] Figure 2 Shown from Figure 1 The cross section of a part of an aircraft fuselage 3 of the aircraft. The aircraft fuselage 3 has a fuselage structure 5 here. The fuselage structure 5 has the shape of a tube here, but can also be the passenger area of ​​a flying wing aircraft. A flying wing aircraft is an aircraft without a separate tail, vertical stabilizing fins or vertical tail. The tubular fuselage structure 5 can have or be formed by transverse and longitudinal reinforcement elements. Both transverse and longitudinal reinforcement elements increase the stability and rigidity of the fuselage structure 5. The transverse reinforcement elements can be bulkheads, which are basically arranged in the circumferential direction U of the tubular fuselage structure 5. The longitudinal reinforcement elements can be so-called stringers, which are basically arranged along an axis perpendicular to the circumferential direction U, i.e. the central longitudinal axis L of the fuselage structure 5. The fuselage structure 5 can also have an outer skin 7, which spatially separates the interior space 9 of the fuselage structure 5, i.e. the cabin interior space, from the external environment of the fuselage structure 5.

[0152] Furthermore, the aircraft fuselage 3 has an intermediate floor 11, also referred to as a cabin floor. This intermediate floor extends horizontally through the interior 9 of the fuselage structure 5 and preferably at least partially divides the interior 9 of the cabin into an upper cabin 13 and a lower cabin 15. The upper cabin 13 is preferably arranged above the lower cabin 15. The intermediate floor 11 is also fastened to the fuselage structure 5, i.e., for example, to longitudinal and / or transverse reinforcement elements. The upper cabin 13 can be designed as a cabin with passenger seats 17 having seats for passengers. The lower cabin 15 can be designed as a cargo hold for transporting luggage and / or cargo for passengers.

[0153] Furthermore, a support device 19 is arranged in the lower cabin 15. The support device 19 can have at least one first support element 21. The support device 19 has an upper end 23 and a lower end 25. The upper end 23 of the support device 19 is fixed to the intermediate floor 11. The lower end 25 of the support device 19 is fixed to the section of the fuselage structure 5 in the lower cabin 15. Here, the upper end 23 of the support device 19 is opposite to the lower end 25 of the support device 19. For example, the support device 19 can be fixed to a transverse and / or longitudinal reinforcement element. The lower end 25 of the support device 19, which is fixed to the fuselage structure 5, forms a support for the support device 19, whereby the support device 19 can support the intermediate floor 11.

[0154] The support device 19 can be formed in various ways. For example, the support device 19 can have one, two or more support elements 21. The support element 21 can be implemented, for example, as a pillar and have an upper end and a lower end. A pillar here can describe an element with the following spatial extension or range, which corresponds to the spatial extension of the transverse and / or longitudinal reinforcement element or a multiple thereof. The upper end of the support element 21 can be fixed to the middle floor 11 respectively. The lower end of the support element 21 can be fixed to a section of the fuselage structure 5 in the lower cabin 15 respectively. For example, the support element 21 can be fixed to one or more transverse and / or longitudinal reinforcement elements respectively. The support element can be arranged in two edge areas of the lower cabin 15, i.e. in the area of ​​the lower cabin 15 adjacent to the outer skin 7.

[0155] However, it is also conceivable that the support device 19 has one, two or more panel-shaped support elements 21, i.e. support elements 21 in the form of panels. The panel-shaped support element 21 can be a support element 21 that has an extension in the circumferential direction U and an extension along the longitudinal axis L of the fuselage structure 5. For example, the panel-shaped support element 21 can have an extension on the longitudinal axis L of the aircraft fuselage 3, which is within the range of the spacing of the transverse reinforcement elements, or is one or more times of this spacing. In addition, the panel-shaped support element 21 can have an extension in the circumferential direction U of the aircraft fuselage 3, which is within the range of the spacing of the longitudinal reinforcement elements, or is one or more times of this spacing. Finally, it is conceivable that a plurality of panel-shaped support elements 21 are arranged in the lower cabin 15 and support the middle floor 11. The panel-shaped support elements 21 can also each have an upper end and a lower end. Here, the upper end of the support element 21 can each be fixed to the middle floor 11. The lower end of the support element 21 can each be fixed to the section of the fuselage structure 5 in the lower cabin 15. For example, the support elements 21 can each be fastened to one or more transverse and / or longitudinal reinforcement elements.The support elements 21 can be arranged in both edge regions of the lower compartment 15 , ie in the region of the lower compartment 15 adjacent to the outer skin 7 .

[0156] The support device 19 has a concave shape, viewed from the longitudinal axis L of the fuselage structure 5. The concave shape means that the support device 19 preferably has a region between the lower end 23 and the upper end 25 which is not rectilinear but non-rectilinear. In particular, the support device 19 can be bent or curved towards the fuselage structure 5 and thus away from the longitudinal axis L of the fuselage 3.

[0157] Furthermore, the support device 19 has an energy absorption element 27 between the upper end 23 and the lower end 25. The energy absorption element 27 can be arranged, for example, in a defined local area between the upper end 23 of the support device 19 and the lower end 25 of the support device 19. However, it is also conceivable that the energy absorption element 27 extends from the upper end 23 to the lower end 25 and thus extends as a whole over more than half of the support device 19 or even the entire support device 19. The energy absorption element 27 is configured to absorb kinetic energy, in particular energy from a collision.

[0158] The energy absorption element 27 is furthermore configured such that in the event of a defined collision on the underside 29 of the aircraft fuselage 3, the energy absorption element 27 absorbs a defined amount of kinetic energy. The kinetic energy originates from the part of the fuselage structure 5 connected to the lower end 25 of the support device 19. When receiving or absorbing the kinetic energy from the collision, the energy absorption element 27 undergoes a defined plastic deformation. Plastic deformation here means the conversion of the kinetic energy from the collision into another energy form, for example deformation energy or heat.

[0159] also, Figure 2 The module 35 is shown in a cross section of an aircraft fuselage 3. The module 35 is provided for installation in the aircraft fuselage 3 and is Figure 2 , is shown in the built-in, ie installed, state.

[0160] The module 35 has a support device 37. The support device 37 can have at least one first support element 39. The support device 37 has an upper end 41 and a lower end 43. The upper end 41 of the support device 37 is configured for connection or fastening to the intermediate floor 11. The lower end 43 of the support device 37 is configured for fastening to a section of the fuselage structure 5 in the lower compartment 15. In this case, the upper end 41 of the support device 37 can be opposite to the lower end 43 of the support device 37. For example, when the module 35 is installed in the aircraft fuselage 3, the support device 37 can be fastened to a transverse and / or longitudinal reinforcement element. In this case, the lower end 43 of the support device 37, which is fastened to the fuselage structure 5, can form a seat for the support device 37, whereby the support device 37 can support the intermediate floor 11.

[0161] Furthermore, the module 35 has a wall 44. In particular, the wall 44 can be a wall lining element. The wall 44 extends along a longitudinal axis L and along a circumferential direction U. Here, the longitudinal axis L of the module 35 can be the same longitudinal axis L of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. However, it is also conceivable that the longitudinal axis L of the module describes the axis of the module 35 on the longitudinal axis of the module 35 when the module 35 is not installed in the aircraft fuselage 3, but wherein the longitudinal axis L of the module 35 can coincide with the longitudinal axis L of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. The circumferential direction U can be the circumferential direction U of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. It is also conceivable that the circumferential direction U describes the direction of the module 35 along a direction perpendicular to the longitudinal axis L of the module 35, preferably a curved direction, when the module 35 is not installed in the aircraft fuselage 3, wherein the circumferential direction U of the module 35 can coincide with the circumferential direction U of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. Thus, the panel 44 can be configured as a plate-shaped element, wherein the plate-shaped element can have no or at least one curvature with a radius of curvature.

[0162] Furthermore, the wall 44 is connected to the support device 37. The connection can be a direct connection or an indirect connection. A direct connection can be a connection in which at least a portion of the surface of the wall 44 rests on a portion of the surface of the support device 37. An indirect connection can be a connection in which at least a portion of the surface of the wall 44 rests on a portion of an intermediate element or a portion of a group of intermediate elements. Then a portion of the surface of the support device 37 can rest on at least another portion of the surface of the intermediate element or a group of intermediate elements.

[0163] The support device 37 can be constructed in various ways. For example, the support device 37 can have one, two or more support elements 39. The support element 39 can be implemented, for example, as a strut and have an upper end and a lower end. A strut can be described here as an element with a spatial extension or range that corresponds to the spatial extension of a transverse and / or longitudinal reinforcement element in the aircraft fuselage 3 or a multiple thereof.

[0164] The support device 37 has a concave shape when viewed from the longitudinal axis L, for example from the longitudinal axis L of the fuselage structure 5 or of the aircraft fuselage 3. Concave means that the support device 37 preferably has a region between the lower end 43 and the upper end 41 which is not rectilinear but non-rectilinear. In particular, the support device 37 can be bent or curved away from the longitudinal axis L of the aircraft fuselage 3.

[0165] Furthermore, the support device 37 has an energy absorption element 45 between the upper end 41 and the lower end 43. The energy absorption element 45 can be arranged, for example, in a defined partial region between the upper end 41 of the support device 37 and the lower end 43 of the support device 37. However, it is also conceivable for the energy absorption element 45 to extend from the upper end 41 of the support device 37 to the lower end 43 of the support device 37 and thus as a whole over more than half of the support device 37 or even over the entire support device 37.

[0166] Like the energy absorbing element 27 of the support device, the energy absorbing element 45 is configured to: Figure 2 The support device 37 shown installed in the aircraft fuselage 3, that is, the module 35, absorbs kinetic energy, in particular energy from a defined collision of the underside 29 of the aircraft fuselage 3, when the lower end 43 of the support device 37 is connected to the fuselage structure 5 in the lower compartment 15 of the aircraft fuselage 3, and when the upper end 43 of the support device 37 is connected to the intermediate floor 11 in the aircraft fuselage 3. In this case, the energy absorption element 45 is configured to undergo a defined plastic deformation and thereby absorb a defined amount of kinetic energy of the part of the fuselage structure 5 connected to the lower end 43 of the support device 37. Plastic deformation here means the conversion of kinetic energy in a collision into another form of energy, for example deformation energy or heat.

[0167] The defined amount of energy absorbed by the energy absorption element 27 or 45 is selected to be equal in the support device 19 of the aircraft fuselage 3 and in the support device 37 of the module 35 .

[0168] The defined amount of energy absorbed by the energy-absorbing elements 27 of the support device 19 of the aircraft fuselage 3 is selected so that in the event of a collision of the fuselage structure 5 at the underside 29 of the aircraft fuselage 3, the lower cabin 15 is not completely deformed. The lower cabin 15 is deformed at most in such a way that it has a minimum height MH during and after the collision. The minimum height MH describes the height or vertical distance between the seat surfaces of the passenger seats arranged in the lower cabin and the center floor. In other words, the minimum height MH is the height UH of the lower cabin 15 minus the height SH of the seat surface 31 above the bottom 33 of the lower cabin 15. In the event of a collision, this minimum height MH must not be fallen below. By means of the minimum height MH of the lower cabin 15, a "survival space" is still reserved for the passengers located in the lower cabin in any event of a collision, thus increasing their chances of survival.

[0169] The same applies to the energy absorption element 45 of the module 35: the defined amount of energy absorbed by the energy absorption element 45 and the defined plastic deformation are selected such that in the event of a collision, the fuselage structure 5 at the underside 29 of the aircraft fuselage 3 is deformed to a maximum extent such that the minimum height MH between the seat surface 31 of the passenger seat 17 arranged in the lower cabin 15 and the intermediate floor 11 is not fallen below. The energy absorption element 45 thus absorbs kinetic energy from the fuselage structure 5 at the underside 29 of the aircraft fuselage 3 to such a defined amount that the lower cabin 15 is not completely deformed and a "survival space" for the passengers is present in the lower cabin 15 during and after the collision. This survival space increases the chances of survival of the passengers in the lower cabin 15 in the event of a collision on the underside 29 of the aircraft fuselage 3. In this case, the lower cabin 15 is deformed at most such that it has a minimum height MH during and after the collision. The minimum height MH describes the height or vertical distance between the seat surface 31 of the passenger seat 17 arranged in the lower cabin 15 and the intermediate floor 11. In other words, as in the support device 19 of the aircraft fuselage 3, the minimum height MH describes the height UH of the lower cabin 15 minus the height SH of the seat surface 31 beyond the bottom 33 of the lower cabin 15. This minimum height MH is 1.80 m in the present case and must not be lowered in the event of a collision. By means of the minimum height MH of the lower cabin 15, in any event of a collision, a "survival space" is still reserved for the passengers in the lower cabin 15, thus increasing their chances of survival.

[0170] Furthermore, an ideal bending line 47 is provided in the fuselage structure 5. The ideal bending line 47 provides an energy absorption area which is arranged linearly parallel to the longitudinal axis L. The ideal bending line 47 is also configured to undergo plastic deformation and absorb energy in the event of a collision of the underside 29 of the aircraft fuselage 3. To this end, the ideal bending line 47 is provided above the location at which the support means 19 of the aircraft fuselage 3 and / or the support means 37 of the module 35 are fastened to the fuselage structure 5 (i.e. further in the direction of the intermediate floor 11).

[0171] like Figure 2 As shown, the support device 19, 37 of the aircraft fuselage 3 or of the module 35 installed therein has the following advantages: Due to the substantially concave shape of the support device 19 or of the module 35 in the lower cabin 15, the space requirement of the support device 19 or of the module 35 is significantly reduced compared to a straight support structure with the same mounting points on the intermediate floor 11 and the fuselage structure 5. Thus, the space in the lower cabin 15 that is not required due to the concave shape of the aircraft fuselage 3 and the support device 19 of the module 35 can also be used to accommodate passengers. In addition, the energy absorption elements 27 of the support device 19 of the aircraft fuselage 3 and the energy absorption elements 45 of the module 35 ensure the survival of the passengers in the event of a collision.

[0172] exist Figure 3 The different space requirements of two embodiments of the aircraft fuselage 3 and the support device 19 of the module 35 are explained in FIG.

[0173] Figure 3 a, 3b show the Figure 2 A portion of the cross section of the lower compartment 15 in FIG. Figure 3 FIG. 1 shows a support device 19 according to the invention, which is fixed with its upper end 23 to an upper mounting point 49 on the intermediate floor 11. Furthermore, the support device 19 is fixed with its lower end 25 to a lower mounting point 51 on the fuselage structure 5. Furthermore, a direct straight connection 53 is shown between the upper mounting point 49 and the lower mounting point 51, which can be a direct straight support device according to the prior art. Finally, compared with a direct straight connection 53, the space 55a released by the concave shape of the support device 19 according to the invention is Figure 3 In a, this is shown by hatching.

[0174] for Figure 3 Module 35 in b also produces a similar spatial advantage. Figure 3 In FIG. 1 , the upper end 41 of the module 35 is fixed to the upper mounting point 57 on the intermediate floor 11. The lower end 43 of the module 35 is fixed to the lower mounting point 59 of the fuselage structure 5. In this case, a direct linear connection 53 is also shown, which can correspond to a linear support device in the prior art. The module 35 also has a storage space 61. Figure 3As shown in a, the space 55b which is less required due to the module 35 and which is freed up compared to a direct straight line connection 53 is Figure 3 b is shown by hatching. It should be noted that the hatching only emphasizes the "open" free space. In addition to this "open" space, i.e. the space that is directly accessible from outside the module 35, the storage space 61 should also be included. In the storage space 61, for example, luggage of passengers can be stored or it can be used as a trash can.

[0175] Figure 3 The shaded areas in a and 3 b clearly show the spatial advantage, ie the spatial gain, which is obtained by the support device 19 according to the invention of the aircraft fuselage 3 or by the module 35 .

[0176] Figure 4 The schematic structure of an embodiment of a support device 19 for an aircraft fuselage 3 according to the first aspect of the invention is shown. In this case, the support device 19 has at least one first support element 21. The first support element 21 has a lower section 63 and an upper section 65, which are connected via an energy absorption element 27. The lower section 63 has a lower end 25. The lower end 25 is fastened to a lower mounting point 51 on the fuselage structure 5. The upper end 23 is fastened to an upper mounting point 49 on the intermediate floor 11.

[0177] Figure 4 The energy absorption element 27 shown in FIG. 2 is a discrete energy absorption element 27. A discrete energy absorption element 27 is an energy absorption element 27 which extends only in a very spatially limited region, such as a joint, connection point or coupling point, between the upper end and the lower end 43 of the support element 21. As a result, the absorption of kinetic energy and the resulting plastic deformation are locally concentrated in discrete and specific regions of the support element 21.

[0178] The discrete energy absorbing element 27 functions as follows. In the event of a collision on the underside 29 of the aircraft fuselage 3, the support element 21 is subjected to a force F1. Since the support element 21 is connected both to the fuselage structure 5 and to the intermediate floor 11, and the intermediate floor 11 acts as a support, the support element 21 is subjected to a reaction force F2 which is substantially opposite to the force F1. Furthermore, due to its ability to absorb kinetic energy, the energy absorbing element provides a further reaction force component which forms the entire reaction force with the reaction force F2.

[0179] The energy absorption element 27 absorbs kinetic energy in the event of a collision and thus deforms in a direction A pointing away from the longitudinal axis L. This results in a movement of the support element 21 directed in the direction A pointing away from the longitudinal axis L with a horizontal deflection V1 and a vertical deflection V2. After the support element 21 has absorbed a defined amount of energy, it occupies Figure 4In this case, the energy absorption elements 27 of the support elements 21 of the support device 19 absorb so much energy that the minimum height MH in the lower compartment 15 of the aircraft fuselage 3 is not fallen below, and the passengers staying therein therefore have a significant probability of survival.

[0180] Figure 5 The support device 19 of the aircraft fuselage 3 according to the first aspect of the invention is shown in FIG. Figure 4 Another embodiment of a support element 21 is schematically shown in FIG.

[0181] Here, the support element 21 has an energy absorption element 27, a spring element 67 which is plastically deformable in an elastic range. It is also conceivable for the support element to have at least one damping element 69 which is used in combination with the spring element 67 to absorb energy.

[0182] Furthermore, the lower section 63 and the upper section 65 are articulated, ie connected to one another by a joint 71, wherein the spring element 67 has a torsion spring at the joint 71. The spring element 67 can also have a linear compression spring, which is fixed between the lower section 63 and the upper section 65 at a distance from the joint 71.

[0183] Figure 6 The support device 19 of the aircraft fuselage 3 according to the first aspect of the invention is shown in FIG. Figure 4 Another embodiment of a support element 21 is schematically shown in FIG.

[0184] In the support element 21, the energy absorption element 27 has a torsion element 73. The torsion element 73 is mounted between the upper end 23 of the lower section 63 and the lower end 25 of the upper section 65 of the support element 21. Furthermore, during the relative rotational movement of the lower section 63 and the upper section 65, the torsion element 73 is twisted relative to one another and thereby plastically deformed.

[0185] Figure 7 The support device 19 of the aircraft fuselage 3 according to the first aspect of the invention is shown in FIG. Figure 4 Another embodiment of a support element 21 is schematically shown in FIG.

[0186] In this embodiment, at least one first support element 21 also has a discrete energy absorption element 27 which connects a lower section 63 to an upper section 65. The lower section 63 has a lower end 25 and the upper section 65 has an upper end 23 of the support device 19.

[0187] In addition, the lower section 63 and the upper section 65 partially overlap, so that the upper end of the lower section is above the lower end of the upper section. The spring element 67 includes a linear tension spring 75, which connects the upper end of the lower section and the lower end of the upper section and bears the tensile load during the relative movement of the lower section 63 and the upper section 65 relative to each other and absorbs energy in the process.

[0188] Finally, the fuselage structure 5 of the aircraft fuselage 3 has an energy absorption region. This energy absorption region is arranged and configured parallel to an ideal bending line 47 of the longitudinal axis L in order to undergo plastic deformation and absorb energy in the event of a collision. Here, the ideal bending line 47 is arranged above the location where the support device 19 is fixed to the fuselage structure 5.

[0189] Figure 8 An embodiment of a support element 21 of a support device 19 of an aircraft fuselage 3 according to a first aspect of the invention is shown. In this embodiment, the support device 19 has at least one first support element 21, a continuous energy-absorbing element 27. The continuous energy-absorbing element 27 is distributed continuously, for example in the form of an arc 77, at least over a portion of the length of the support element 21, preferably over its entire length, between an upper end 23 and a lower end 25 of the support device 19. The support element 21 is fixed at its upper end 23 to an upper mounting point 49 on the intermediate floor 11. Furthermore, the support element 21 is connected at its end 25 to a lower mounting point 51 on the fuselage structure 5.

[0190] The continuous energy absorption element 27 is such an energy absorption element 27 which extends over a large part of the section or even over the entire section between the upper end 23 and the lower end 25 of the support element 19. As a result, the absorption of kinetic energy and the resulting plastic deformation takes place on a global scale and is therefore distributed continuously over the area of ​​the energy absorption element 27 of the support element 21. In other words, the support element 21 itself or parts thereof can be constructed and adjusted in a plastically deformable manner, thereby absorbing energy by plastic deformation.

[0191] The continuous energy-absorbing element 27 functions as follows. In the event of a collision on the underside 29 of the aircraft fuselage 3, the support element 21 is subjected to a force F1. Since the support element 21 is connected both to the fuselage structure 5 and to the intermediate floor 11, and the intermediate floor 11 acts as a support, the support element 21 is subjected to a reaction force F2 which is substantially opposite to the force F1. Furthermore, due to its ability to absorb kinetic energy, the energy-absorbing element provides a further reaction force component which together with the reaction force F2 forms the entire reaction force.

[0192] The energy absorption element 27 absorbs kinetic energy in the event of a collision and thereby continuously deforms in a direction A pointing away from the longitudinal axis L. This results in a movement of the support element 21 directed in the direction A pointing away from the longitudinal axis L with a horizontal deflection V1 and a vertical deflection V2. After the support element 21 has absorbed a defined amount of energy, it occupies Figure 8 In this case, the energy absorption elements 27 of the support elements 21 of the support device 19 absorb so much energy that the minimum height MH in the lower compartment 15 of the aircraft fuselage 3 is not fallen below, and the passengers staying therein therefore have a significant probability of survival.

[0193] Furthermore, the energy absorption element 27 can be compressed during a relative movement of the support element 21 relative to the intermediate floor panel 11 and / or the fuselage structure 5 between these and in the process be plastically deformed while absorbing energy.

[0194] Fig. 9 An embodiment of a support element 21 of a support device 19 for an aircraft fuselage 3 according to the first aspect of the invention is shown.

[0195] In this embodiment, at least one first support element 21 has an externally supported energy absorption element 27. The externally supported energy absorption element 27 is fixed to the support element 21 at a first end 79. Furthermore, the energy absorption element 27 is connected to the intermediate floor 11 or to the fuselage structure 5 at a second end 81.

[0196] Furthermore, the energy absorption element 27 has a linear spring element 67 which is plastically deformable beyond an elastic range. The spring element 67 is formed as a compression spring which is connected to the support element 21 at a first end 79 and to the intermediate floor panel 11 at an opposite second end 81. However, the spring element 67 can also be formed as a tension spring which is connected to the support element 21 at a first end 79 and to the fuselage structure 5 at an opposite second end 81.

[0197] Fig.10 and 11 Each shows an aircraft fuselage 3 according to the first aspect of the invention. Fig. 9 Another embodiment of the supporting device 19 is shown in FIG.

[0198] exist Fig.10 In an embodiment of the present invention, the energy absorption element 27, which is implemented as a so-called crash element, continuously rests on the surface 83 of the supporting element 21 and on the surface 85 of the intermediate floor 11, so that the energy absorption element 27 is compressed between them during the relative movement of the supporting element 21 relative to the intermediate floor 11 and is plastically deformed while absorbing energy.

[0199] exist Fig.11 In the embodiment of the invention, the energy absorption element 27 is also designed as a crash element. The energy absorption element 27 is arranged between the lower section 63 and the upper section 65 of the support element 21 in such a way that in the event of a collision due to the relative movement of the lower section 63 and the upper section 65, the crash element deforms plastically and thus absorbs the kinetic energy from the collision.

[0200] Fig.12 The aircraft fuselage 3 according to the first aspect of the invention is shown in FIG. Fig. 9 Another embodiment of the support device 19 is shown in FIG. In this embodiment, the energy absorption element 27 is in continuous contact with the surface of the support element 21 and the surface of the fuselage structure and can also be designed as a crash element. As a result, the energy absorption element 27 can be compressed between the support element 21 and the fuselage structure 5 during a relative movement between them and plastically deform while absorbing energy. It is also conceivable that in addition to the energy absorption element 27 designed as a crash element, a further energy absorption element 28 is provided. This further energy absorption element can, for example, connect the upper section 65 and the lower section 63 of the support element to each other.

[0201] Fig.13 An embodiment of a module 35 according to the second aspect of the invention is shown.

[0202] The module 35 has a support device 37 and a panel 44, which extends along the longitudinal axis L and in the circumferential direction U. The support device 37 has a lower end 87 and an upper end 89. The lower end 87 is configured to be connected to the fuselage structure 5 in the lower cabin 15 of the aircraft fuselage 3. The upper end 89 is configured to be connected to the intermediate floor 11 in the aircraft fuselage 3. The panel 44 is also connected to the support device 37. The support device 37 has a concave shape, viewed from the longitudinal axis L.

[0203] Furthermore, an energy absorption element 45 is arranged between the upper end 89 and the lower end 87, which is configured such that in the event of a defined impact on the underside 29 of the aircraft fuselage 3, the energy absorption element 45 undergoes a defined plastic deformation when the module 35 is installed in the aircraft fuselage 3. Due to the defined plastic deformation, a defined amount of kinetic energy of the part of the fuselage structure 5 connected to the lower end 87 of the support device 37 is absorbed. To this end, the lower end 87 of the support device 37 must be connected to the fuselage structure 5 in the lower compartment 15 of the aircraft fuselage 3. Furthermore, the upper end 89 of the support device 37 must be connected to the intermediate floor 11 in the aircraft fuselage 3.

[0204] Furthermore, the wall panel 44 has an upper section 91 of the wall panel 44 and a lower section 93 of the wall panel 44. The upper section 91 of the wall panel 44 and the lower section 93 of the wall panel 44 are movably connected via a hinge region 95. Thus, when the support device 37 moves in a direction away from the longitudinal axis L, the upper section 93 and the lower section 95 of the wall panel 44 can follow the movement without breaking.

[0205] Furthermore, a storage space 97 is provided in the lower section 93 of the wall 44, which storage space 97 can be opened by means of a handle 99. In the storage space 97, luggage items of passengers can be stored, for example.

[0206] Fig.13 A second module 101 is also shown. This second module can be a module according to the second aspect of the invention. However, it is also possible that the second module has only a wall panel 44 with an upper section 91 and a lower section 93 and a storage space 97 arranged in the lower section 93. The second module 101 can be connected to the module 35 via a fastening device 103. In addition, the second module 101 (like the module 35) has a fastening device 105 for mounting on the fuselage structure 5.

[0207] Fig.14 A schematic side view of a second aspect of the present invention is shown. Fig.13 Module 35 is an embodiment shown in FIG. Module 35 has a section 107, which provides at least one receiving portion 109 and / or fixing portion for cables, lines and / or pipes. The section 107 is arranged on the back side 111 of the wall 44. The back side 111 of the wall 44 is the surface of the wall 44 facing away from the longitudinal axis L and opposite to the inner side 113.

[0208] Fig.15 It is also shown that according to the second aspect of the present invention Fig.13 Multiple embodiments of the module 35 are shown in FIG. Fig.15 In the embodiment of the invention, a plurality of modules 35 are fixed to one another. In addition, each module 35 has a display element 115. By means of the display element 115, for example, an external view of the aircraft 1 is displayed.

Claims

1. An aircraft fuselage (3) for transporting passengers in a lower cabin (15), the aircraft fuselage comprising: a fuselage structure (5) extending in a tubular shape along a longitudinal axis (L) and enclosing an interior space (9); an intermediate floor (11) which is fixed to the fuselage structure (5), extends through the interior space (9), and divides the interior space into an upper cabin (13) and a lower cabin (15); a supporting device (19) for supporting the intermediate floor (11) on the fuselage structure (5), wherein the supporting device (19) is fixed at an upper end (23) to the intermediate floor (11) and at an opposite lower end (25) to the fuselage structure (5) in the lower compartment (15), It is characterized in that The support device (19) has a concave shape when viewed from the longitudinal axis (L) towards the fuselage structure (5), An energy absorbing element (27) is provided between an upper end (23) of the support device (19) and a lower end (25) of the support device (19), and The energy absorption element (27) is configured such that, in the event of a defined impact on the underside (29) of the aircraft fuselage (3), the energy absorption element (27) undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy of a component of the fuselage structure (5) connected to the lower end (25) of the support device (19), and The limited plastic deformation and the limited size of the absorbed energy are selected so that in the event of a collision, the fuselage structure (5) on the lower side (29) of the aircraft fuselage (3) deforms to a maximum extent that is not lower than a minimum height (MH) between the seat surface (31) of the passenger seat (17) arranged in the lower cabin (15) and the intermediate floor (11).

2. Aircraft fuselage (3) according to claim 1, wherein the intermediate floor (11) extends horizontally through the interior space (9).

3. Aircraft fuselage (3) according to claim 1, wherein the supporting device (19) has a plurality of supporting elements (21) which are arranged one after another in the direction of the longitudinal axis (L).

4. An aircraft fuselage (3) according to claim 3, wherein at least one first support element (21) has a discrete energy absorption element (27) connecting a lower section (63) with an upper section (65), wherein the lower section (63) has a lower end (25) of the support device (19) and the upper section (65) has an upper end (23) of the support device, and wherein the energy absorption element (27) is plastically deformed during a relative movement of the lower section (63) relative to the upper section (65).

5. Aircraft fuselage (3) according to claim 4, wherein the energy absorption element (27) has a spring element (67) which is plastically deformed beyond an elastic range or is combined with a damping element (69) for absorbing energy.

6. An aircraft fuselage (3) according to claim 5, wherein the lower section (63) and the upper section (65) are connected to each other in an articulated manner via a joint (71), wherein the spring element (67) has a torsion spring at the joint (71), and / or wherein the spring element (67) has a linear compression spring which is fixed between the lower section and the upper section at a distance from the joint (71).

7. The aircraft fuselage (3) according to claim 5, wherein the lower section (63) and the upper section (65) partially overlap, so that the upper end of the lower section (63) is located above the lower end of the upper section (65), and wherein the spring element (67) comprises a linear tension spring, which connects the upper end of the lower section (63) and the lower end of the upper section (65) and which is subjected to tensile loads and absorbs energy during relative movement of the lower section (63) and the upper section (65) relative to each other.

8. An aircraft fuselage (3) according to claim 4, wherein the energy absorption element (27) has a torsion element (73), which is installed between the upper end of the lower section (63) of the support element (21) and the lower end of the upper section (65), and the torsion element is twisted relative to each other and plastically deformed when the lower section (63) and the upper section (65) undergo relative rotational movement.

9. An aircraft fuselage (3) according to claim 3, wherein at least one first support element (21) has a continuous energy absorption element (27), which is continuously distributed between the upper end (23) of the support device (19) and the lower end (25) of the support device (19) at least over a part of the length of the support element (21).

10. Aircraft fuselage (3) according to claim 9, wherein the continuous energy absorption element is distributed continuously over the entire length of the support element (21) between the upper end (23) of the support device (19) and the lower end (25) of the support device (19).

11. Aircraft fuselage (3) according to claim 3, wherein at least one first support element (21) has an externally supported energy absorption element (27), which is fixed to the support element (21) at a first end (79) and is connected to the intermediate floor (11) or to the fuselage structure (5) at a second end (81).

12. Aircraft fuselage (3) according to claim 11, wherein the energy absorption element (27) has a linear spring element (67) which is plastically deformable beyond an elastic range.

13. Aircraft fuselage (3) according to claim 12, wherein the spring element (67) is either formed as a compression spring, which is connected to the support element (21) at one end and to the intermediate floor (11) at the opposite end; or is formed as a tension spring, which is connected to the support element (21) at one end and to the fuselage structure (5) at the opposite end.

14. An aircraft fuselage (3) according to claim 3, wherein the energy absorbing element (27) is continuously in contact with the surface of the supporting element (21) and the surface of the intermediate floor (11) and / or the fuselage structure (5), so that the energy absorbing element (27) is compressed between them when the supporting element (21) moves relative to the intermediate floor (11) and / or the fuselage structure (5) and undergoes plastic deformation while absorbing energy.

15. Aircraft fuselage (3) according to one of the preceding claims, characterized in that The fuselage structure (5) has an energy absorption area, which is arranged as an ideal bending line (47) parallel to the longitudinal axis (L) and is configured to undergo plastic deformation and absorb energy in the event of a collision, wherein the ideal bending line (47) is arranged above the position where the support device (19) is fixed to the fuselage structure (5).

16. A module (35) for installation in an aircraft fuselage (3), the module comprising: a supporting device (37), and a wall (44) extending along a longitudinal axis (L) and in a circumferential direction (U), The support device (37) has a lower end (41) and an upper end (43), wherein the lower end (41) is configured to be connected to a fuselage structure (5) in a lower compartment (15) of the aircraft fuselage (3), and the upper end (43) is configured to be connected to an intermediate floor (11) in the aircraft fuselage (3), The wall panel (44) is connected to the supporting device (37). wherein the support means (37) has a concave shape when viewed from the longitudinal axis (L), The support device (37) has an energy absorbing element (45) between the upper end (41) and the lower end (43), wherein the energy absorption element (45) is configured such that, in the event of a defined collision on the underside (29) of the aircraft fuselage (3), when the module (35) is installed in the aircraft fuselage (3), the energy absorption element (45) undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy of a part of the fuselage structure (5) connected to the lower end (43) of the support device (37), provided that the lower end (43) of the support device (37) is connected to the fuselage structure (5) in the lower compartment (15) of the aircraft fuselage (3) and the upper end (41) of the support device (37) is connected to the intermediate floor (11) in the aircraft fuselage (3), and The limited plastic deformation and the limited size of the absorbed energy are selected so that in the event of a collision, the fuselage structure (5) on the lower side (29) of the aircraft fuselage (3) deforms to a maximum extent that is not lower than a minimum height (MH) between the seat surface (31) of the passenger seat (17) arranged in the lower cabin (15) and the intermediate floor (11).

17. An aircraft having an aircraft fuselage according to claim 1 or having a module according to claim 16.

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