Floor assembly, aircraft region and aircraft having the floor assembly

Abstract

The invention relates to a floor assembly and to an aircraft region and an aircraft having the floor assembly. A floor assembly for an aircraft comprises a plurality of supports which are configured for being fastened in pairs to opposite sides of a bulkhead of the aircraft and an integral self-supporting floor element which consists of at least two longitudinal beams, a base plate arranged on the longitudinal beams and a coupling element which is arranged at each end of each of the longitudinal beams. The floor element can be fastened to the bulkhead by fastening each coupling element to a corresponding support, and the base plate extends in the direction of the longitudinal beams at least between two supports fastened in pairs. The invention also relates to an aircraft region having the floor assembly, an aircraft having the aircraft region and the use of the floor assembly for installing a cabin floor in an aircraft.

Description

Technical Field

[0001] The invention relates to a floor assembly with an integral, self-supporting floor element, an aircraft region with such a floor assembly, an aircraft with such an aircraft region, and the use of a floor assembly for installing a cabin floor in an aircraft. The invention relates in particular to a floor assembly, an aircraft region, an aircraft, and the use of a floor assembly, wherein the floor assembly comprises an integral, self-supporting floor element which extends transversely to the longitudinal direction of the aircraft over a region between two opposite sides of a bulkhead. Background Art

[0002] Current cabin floors in aircraft are made of longitudinal beams and floor panels placed and fastened to the longitudinal beams. The longitudinal beams usually span two load-bearing structures, which are arranged in the cargo hold region of the aircraft and form opposite side walls of the cargo hold region, which extend in the longitudinal direction of the aircraft. A part of the load-bearing structure consists, for example, of horizontal and vertical beams arranged transversely to the longitudinal direction of the aircraft, wherein the horizontal beams are fastened to the bulkheads of the aircraft and extend in the direction of the center of the aircraft. At the end facing the center of the aircraft, the horizontal beams are supported on the vertical beams, which in turn extend downwards and are fastened there to the bulkheads of the aircraft at relatively deep points.

[0003] Depending on the arrangement of the cabin floor in the aircraft, in particular the floor panels, but also the longitudinal beams, must be adapted to different load situations. Thus, in areas where cubicles such as the galley area, toilets, etc. are arranged, significantly greater loads and moments occur than in the seat area of ​​the cabin due to the built-in parts and the trolleys stored in the galley area with food and drinks for the passengers. The passenger seats are usually fastened on seat rails which are supported on the longitudinal beams of the cabin floor. Therefore, the floor panels must absorb the smaller loads in the seat area of ​​the cabin.

[0004] In order to cope with these different load situations, but at the same time to allow the aircraft operator the greatest possible flexibility in the division of the cabin, one or more regions of the cabin floor are reinforced so as to be able to bear the increased loads of the cubes, in particular the galley. In particular, in the entrance region of the aircraft, where most of the cubes are arranged, a specific section (the so-called flexible zone) with a stronger cabin floor is provided. Such a section can, for example, extend over several meters in the longitudinal direction of the aircraft. This allows the aircraft operator to install cubes (in particular heavy galleys) in the flexible zone, but also allows them to arrange rows of seats in the aircraft. The stronger longitudinal beams and stronger floor panels of the flexible zone naturally have a greater weight. Summary of the invention

[0005] The object of the invention is to provide a floor assembly which is light and yet allows the flexibility required for dividing the cabin of an aircraft. The object of the invention is also to provide an aircraft region and an aircraft with a corresponding aircraft region which comprise a light floor assembly and allow the flexibility required for dividing the cabin and rapid installation.

[0006] This object is achieved by a floor component with the features according to the first aspect, an aircraft region with the features according to the other aspect, an aircraft with the features according to the other aspect, and the use of a floor component with the features according to the other aspect.

[0007] According to a first aspect, a floor assembly for an aircraft is provided with at least two mounts, which are configured for being fastened to opposite sides of a bulkhead of the aircraft. For example, the floor assembly can have a plurality of mounts, which are fastened in pairs to opposite sides of a bulkhead of the aircraft. A bulkhead, also called a "frame", forms part of the fuselage of the aircraft and is arranged substantially perpendicular to the longitudinal axis of the aircraft and thus forms a cross section of the fuselage of the aircraft. The bulkhead can extend over the entire periphery of the fuselage or at least over a large part of the periphery. For example, the bulkhead can be coupled on both sides to an element of the aircraft forming the fuselage floor.

[0008] Alternatively, the at least two supports or a plurality of supports arranged in pairs can also be fastened individually to stringers on opposite sides of the aircraft. The stringers also form part of the fuselage of the aircraft and extend substantially parallel to the longitudinal axis of the aircraft. Usually, the skin of the aircraft is arranged and fastened to a plurality of stringers, while the bulkheads substantially form the cross-sectional shape of the fuselage of the aircraft and reinforce the stringers.

[0009] Furthermore, the floor assembly comprises a monolithic self-supporting floor element, which consists of at least two longitudinal beams, a base plate arranged on the longitudinal beams and a connecting element arranged at each end of each of the longitudinal beams. An monolithic floor element is to be understood as a floor element which, in the finished state, is a component which cannot be disassembled into its individual components without being destructive. It goes without saying that the monolithic floor element can be manufactured from individual parts which are connected to one another in such a way that they form the monolithic floor element. For example, the individual parts can be joined together by welding, gluing and / or riveting or in the form of a plurality of prepregs (prefabricated fiber composite components) which are assembled together and then cured together to form a monolithic structural element.

[0010] The floor element can be fastened to the frame or stringer by fastening each connecting element to a corresponding mount. The mount can be fastened directly to the frame or stringer. Alternatively, the mount can be integrated into the frame or stringer, i.e. formed in one piece with the rest of the frame / stringer. In this case, the mount is dimensioned to be as small as possible so that the floor component can be fastened to the mount without extending unnecessarily far into the interior of the aircraft fuselage. For example, the mount can extend only 5 cm to 10 cm from the frame or stringer in the Y direction (i.e. parallel to the transverse axis of the aircraft) into the interior of the fuselage. Lever forces caused by the introduction of forces from the floor component into the fuselage structure of the aircraft can thereby be reduced.

[0011] In one variant, the coupling element of the floor element can be releasably fastened to the corresponding support. For example, a screw and / or plug connection can be provided between the coupling element and the support, which connection can be released at any time without destruction. Likewise, a plug connection with a locking pin can be provided, which can be released at any time by releasing the locking pin and / or removing the bolt.

[0012] Furthermore, the floor plate can extend substantially completely over the area between the opposite sides of the frame. In this case, the floor plate can at least partially cover the supports. The floor plate can also extend in the direction of the longitudinal beams at least between two supports fixed in pairs. The longitudinal beams are longer than the floor plate and emerge below the floor plate. Due to the self-supporting floor element, the supports can be designed to be small and can have a small extension in the interior of the aircraft. This also allows the floor component and in particular the floor plate to occupy or fill the entire space between the two opposite supports, that is, to extend continuously (approximately) over the entire interior of the aircraft (viewed transversely to the longitudinal direction of the aircraft). In other words, the floor plate can either almost or completely occupy the entire intermediate space in the interior of the aircraft between the two opposite supports. Optionally, the floor plate can also overlap at least one of the opposite supports.

[0013] As a result, the number of floor panels adjoining one another and thus the number of necessary seals between the floor panels can be reduced compared to floor structures with floor panels up to now. The one-piece floor element thus allows a continuous floor which does not require seams extending in the transverse direction of the floor element (seams extending in the longitudinal direction of the aircraft). Since the introduction of the sealing material is usually associated with the curing time of the seam material, the production time of the cabin floor with the one-piece floor element described here is significantly reduced and the vulnerability of the cabin floor is reduced.

[0014] The integrated floor element not only reduces the weight of the floor assembly, but also reduces the number of components required for producing the cabin floor. The cabin floor previously consisted of a plurality of elements (e.g. longitudinal beams and floor panels) which had to be connected, riveted and / or glued to one another in the aircraft fuselage. The work steps that had to be performed in the aircraft fuselage were completely eliminated for the floor assembly described here. In addition, the integrated floor element can be prefabricated and only later fully installed in the aircraft. In addition, consistent supports can also be used throughout the entire aircraft, regardless of the orientation in the aircraft. As a result, only one type of support must be produced and maintained, which can be used in every floor type of the aircraft. For example, the same support can be used for the cabin floor or the cargo space floor and for any area in the longitudinal direction of the aircraft, regardless of the later use of the area.

[0015] In one variant, the integral floor element can be made at least in sections from a composite material. For example, the integral floor element can be produced in one piece from a fiber-reinforced plastic. This also increases the strength of the floor element against impact forces, such as objects (tools, luggage, kitchen utensils, etc.) that collide with the floor element.

[0016] Alternatively or additionally, the base plate can have a leg angle at at least one of its ends facing the connecting element. The leg angle is the end of the base plate that extends upward (away from the longitudinal beam). The leg angle - also called a dado angle - can overlap, be connected to and / or connected to a side panel or dado panel of an aircraft interior trim. Thus, a closed cabin trim of an aircraft can be manufactured quickly and simply. Since the base plate extends very close to the bulkhead of the aircraft fuselage, a connection with the side trim (dado panel) can be easily established. The leg angle can be arranged perpendicular to the base plate. Alternatively, the leg angle can also be arranged not perpendicular to the base plate, for example with an angle between 90° and 120°, preferably between 95° and 110°, and in particular 105°. The angle between the base plate and the leg angle piece can be matched to the curvature of the frame and / or the side trim (dado panel) in the region just above the floor element.

[0017] In one embodiment of the floor assembly, the integral floor element can include at least one crossbeam, which is arranged perpendicular to the longitudinal beams. The at least one crossbeam can also be formed integrally with the remaining components of the floor element. This also reduces the manufacturing time of the cabin floor. The base plate is also arranged on the crossbeam, so that a continuous flat floor can be achieved with the floor assembly. In addition, the crossbeam is connected to the longitudinal beams of the floor element in such a way that the load of the crossbeam is diverted into the longitudinal beams.

[0018] Alternatively or additionally, the integral floor element can include one or more crossbars. The crossbars form a further component of the self-supporting floor element, which extends obliquely to the longitudinal beams. In this case, the crossbars can represent only a reinforcement of the base plate (for vibration reduction) or can be additionally connected to the longitudinal beams in such a way that the load of the crossbars is diverted into the longitudinal beams. The crossbars can also be formed integrally with the remaining components of the floor element. In the case of a design with a crossbar, the crossbars also extend obliquely to the crossbars and can optionally be connected to the crossbars in order to transfer the load in the crossbars.

[0019] In another design, the longitudinal beam (and optionally the transverse beam and optionally the crossbar) can be arranged below the floor. Here, the lower edge of the longitudinal beam can have a rectangular, triangular, elliptical or parabolic direction relative to the floor. The shape of the longitudinal beam can be adapted to the forces to be carried. Alternatively or additionally, the shape of the longitudinal beam can be adapted to the object arranged or installed below the floor assembly in order to provide sufficient space for this. For example, the lower edge of the longitudinal beam can move linearly or curved away from the floor from the support toward the middle of the longitudinal beam until the maximum height of the longitudinal beam is reached. From there, the lower edge of the longitudinal beam can extend parallel to the floor. Here, the lower edge can have a symmetrical shape with respect to the middle plane of the floor assembly, which is perpendicular to the longitudinal axis of the longitudinal beam. The parallel direction of the lower edge of the longitudinal beam can extend over such an area of ​​the floor element that is arranged above the cargo space or other space in the aircraft, so that a consistent ceiling height of the (cargo) space can be obtained.

[0020] The longitudinal beam can therefore have at least one connecting plate. In the case of a plurality of connecting plates, these extend substantially parallel to one another and parallel to the longitudinal axis of the floor element. The connecting plates can have different extensions in the Z direction (perpendicular to the longitudinal and transverse directions of the floor element) along their direction in the longitudinal direction of the floor element. For example, the connecting plate can have the largest extension in the Z direction in the middle of the floor element (viewed in the longitudinal direction), where the maximum bending moment of the floor element exists. When a plurality of parallel connecting plates are arranged, these connecting plates can have different extensions in the Z direction from one another or all connecting plates can have the same extension in the Z direction. For example, in the case of three parallel connecting plates, the middle connecting plate can have a larger extension in the Z direction than the two connecting plates arranged next to it. Likewise, a constant extension in the Z direction can exist in the middle region of the floor element in order to obtain a continuously uniform height of the space below the lower edge of the connecting plates.

[0021] Alternatively, the flange opposite the base plate can form part of the longitudinal beam. The flange can be formed integrally with the one or more connecting plates. In the case of a plurality of connecting plates, the flange can extend beyond the outer connecting plates in the transverse direction of the floor element or only cover the intermediate spaces between the connecting plates.

[0022] Alternatively or additionally, the longitudinal beams can have reinforcements in the region between the webs and the base plate. The reinforcements can be arranged, for example, on one or both sides of one or more webs (viewed in the transverse direction of the floor element) or formed integrally with the webs there. The reinforcements can be formed in the form of ribs, reinforcing foam material and / or a honeycomb structure. In any case, the reinforcements prevent or reduce the risk of stretching or breaking and bulging of the webs of the longitudinal beams.

[0023] Two longitudinal beams (or optionally more than two longitudinal beams) of a floor element can be arranged in the middle region of the base plate. In other words, the base plate projects beyond the corresponding longitudinal beam on the right or left side, viewed in the longitudinal direction of the floor element. Likewise, the longitudinal beams can also be arranged on the opposite side of the floor element, i.e. on the longitudinal sides or longitudinal edges of the base plate. In this case, each longitudinal beam is fastened to two supports. For example, the supports can be fastened to the frame or the stringer or integrated therein, to which supports corresponding two coupling elements of two floor components arranged side by side in the longitudinal direction of the aircraft can be fastened. Thus, each self-supporting floor element is secured against tilting, while the supports can be designed as simply as possible for absorbing loads in the Z direction.

[0024] In an alternative variant, the floor element has a separate longitudinal beam, which is arranged, for example, centrally below the base plate. The floor element thus formed has a T-shaped cross-sectional shape. The advantage of such a floor element is its low weight. However, the floor element must be secured against tilting at at least one of the supports (about the Y axis of the aircraft, i.e. the longitudinal axis of the floor element). Alternatively or additionally, the floor elements of a plurality of floor assemblies arranged side by side in the longitudinal direction of the aircraft can also be connected to one another in a force-transmitting manner, thereby also preventing tilting of the floor element. For this purpose, connecting elements can be provided at the side edges of the floor elements (or at the side regions below the base plate), which connect elements establish a force-fitting and / or form-fitting force-transmitting connection with the floor elements adjacent to the corresponding connecting elements.

[0025] In a design variant, the connecting plate can include a slot extending in the longitudinal direction of the at least one longitudinal beam. The slot is in the form of a notch or opening in the connecting plate. Here, the slot has a larger extension in the longitudinal direction of the longitudinal beam than in a direction perpendicular to the base plate. For example, the slot can have a height (extension in a direction perpendicular to the base plate) of 3 to 10 mm, preferably the slot can have a height of 5 mm. The slot can be centrally located in the longitudinal direction of the longitudinal beam and have such a length (extension in the longitudinal direction of the longitudinal beam) that the length corresponds to the width of the passenger passage in the aircraft. The slot is particularly arranged in the connecting plate at this position, i.e., at the position where the passenger passage is later located. It goes without saying that, for example, when more than one passenger passage is arranged on the base plate of the floor element, a plurality of slots can also be arranged in the longitudinal direction of the longitudinal beam. In particular, the slot is not arranged at this position, i.e., at the position where the seat rail is located in the floor element.

[0026] The slots allow vibrations from the floor plate to be damped, which are carried over into the connecting plate. In particular, vibrations from the floor plate are reduced or not transmitted at all into the area of ​​the floor element to which the seats are fixed (by means of the seat rails). Due to the one-piece floor element, walking passengers (pulling rolling luggage) or crew members (pushing trolleys) can trigger transverse vibrations (in the plane of the connecting plate of the longitudinal beam), especially when transitioning from one floor plate to the next, which are transmitted via the remaining floor elements and the seat rails into the seats fixed in the seat rails. This is uncomfortable for the seated passengers.

[0027] Another vibration damping can be realized in the form of a damping element, which is located in at least one area below the base plate in which the passenger passage is provided, i.e., the slot in the longitudinal beam is provided. The damping element can be fixed, for example, in the form of a plate, on the bottom side of the base plate or integrated into the base plate. For example, the damping element can be arranged between two longitudinal beams and extend in the longitudinal direction of the floor element to the same extent as the slot is provided. This form of damping also removes vibrations from the base plate, whereby passengers walking on the base plate feel more comfortable because the base plate does not sink as much. The damping element can be made of foam material, made of hard rubber, have a honeycomb structure, and / or be a reinforcement of the base plate (greater material strength).

[0028] In another variant, the support can have at least one projection (or mandrel). The projection can extend, for example, parallel to the Z axis (i.e. perpendicular to the plane formed by the installed base plate). The coupling element here has an opening, which is configured to accommodate the projection. For example, the coupling element can be a projection of the longitudinal beam and / or the base plate, in which a vertically extending opening, cavity or orifice is formed. The opening, cavity or orifice can thus be placed over the projection and accommodate the projection.

[0029] Alternatively, the projection can also extend in the Y direction, i.e. parallel to the longitudinal direction of the installed floor element. In this case, the opening can be located at the end side of the longitudinal beam and / or the floor. In order to make it easier to install such a floor element, the floor assembly can have a support with a projection on one frame side, which extends in the Y direction, while a support with a projection is provided on the opposite side of the frame, viewed in the Y direction, which extends in the Z direction.

[0030] Also alternatively, the support has at least one opening, wherein the coupling element is configured for insertion into the opening of the support. In other words, the coupling element has a protrusion, as described above for the support, and the support has a corresponding opening.

[0031] Alternatively, the support and the coupling element can have openings which can be arranged overlapping so that a bolt or a pin can be guided through the openings of the support and the coupling element. Thus, a non-destructive, releasable connection between the support and the coupling element can be easily and cost-effectively established by using conventional connecting pieces.

[0032] Optionally, an elastic material can be arranged in at least one of the openings. For example, an elastic polymer, such as hard rubber, can be arranged in the opening. This makes it possible, on the one hand, to damp vibrations which would otherwise be transmitted between the floor element and the support. On the other hand, tolerances can also be compensated. In this case, the elastic material assumes a load-bearing function at least in the direction determined by the plane in which the opening is located.

[0033] In one variant, the projection is formed by a separate component with a mandrel, which is configured to be fixed to the support or the coupling element. As a result, the support can be fixed to the frame first and the projection (mandrel) can be positioned at the necessary position. Tolerances can be compensated in this way. For this purpose, the component can optionally have a toothed profile on the side facing the support or the coupling element, which corresponds to the toothed profile at the support or the coupling element. The toothed profile can extend in a specific direction so that each tooth has an extension dimension in a specific direction. In other words, the toothed profile is like a folded plane. The specific direction can be, for example, the transverse direction of the aircraft and therefore the longitudinal direction of the longitudinal beam and the floor element. As a result, the component with the mandrel can be oriented in the longitudinal direction of the aircraft (transverse direction of the floor element) and inserted into the toothed profile of the support or the coupling element and then fixedly connected to the support or the coupling element.

[0034] The spacing between the teeth determines the offset by means of which the component with the mandrel can be fixed, thereby compensating for tolerances. It goes without saying that the corresponding tooth profile can also consist of a plurality of pyramids arranged in a fence shape, so that the component with the mandrel can be oriented in two directions (for example longitudinally and transversely of the aircraft) and then fixed to the support or the connecting element. In addition, only when the component is aligned by means of the tooth profile can an aperture or opening be provided in the support or the connecting element for accommodating a fixing element (for example a screw or a bolt). Alternatively, the aperture or opening can be larger than the cross section of the fixing element, so that an offset of the component is possible. For example, the difference in size can correspond to a multiple of the distance between two teeth.

[0035] In another design variant, the floor component can include a seat track. In this case, the seat track can be integrated into the base plate or inserted into the base plate. For example, when the floor element is produced from a composite material, the seat track can be produced from the composite material. Alternatively, a prefabricated seat track can be inserted into the composite material before its production is completed and can be held in the composite material in a force-fitting and / or form-fitting manner by the production of the composite material.

[0036] The longitudinal beams and / or the base plate can have a recess in which the seat rail extends. For example, a recess can be provided during the production of the floor element, into which the seat rail is subsequently fixed. For example, the seat rail can be screwed, anchored or adhesively bonded into the recess. In this case, the base plate can also be designed to be continuous over the entire longitudinal extension of the floor element, so that no joints are produced between adjacent floor panels.

[0037] Furthermore, the floor component can include at least one coupling device, which is arranged at and / or in one of the longitudinal beams. Alternatively, the coupling device can also be arranged at and / or in a transverse beam and / or a crossbar. The coupling device has a bolt receptacle, into which a coupling bolt can be introduced. The coupling device can be arranged at / in the floor component in such a way that when two floor components are installed in the aircraft, the coupling device is opposite a corresponding coupling device of an adjacent floor component. As a result, the coupling bolt can be introduced through the bolt receptacles of the two coupling devices and mechanically couple the two floor components to one another.

[0038] In an alternative design, the coupling device can have either a coupling bolt which extends from the longitudinal beam perpendicularly to its longitudinal axis and away from the floor, or a bolt receptacle which extends perpendicularly to the longitudinal axis of the longitudinal beam and into the region below the floor. In this case, a separate coupling bolt does not have to be provided, since the coupling bolt is already present in one of the coupling devices. However, the coupling devices of the two floor modules must be configured such that, when the floor module is installed in the aircraft, the corresponding coupling devices are located opposite each other and the coupling bolt of one coupling device engages in the bolt receptacle of the other coupling device.

[0039] The coupling device can be arranged in such a way that the coupling pins are exposed below the floor when the floor is viewed from above, while the pin receptacles are arranged below the floor. As a result, two floor elements can be installed side by side in an aircraft, wherein the coupling pins of the first floor element engage in the pin receptacles of the second floor element and thus couple the two floor elements.

[0040] Due to the alignment of the coupling bolt and the bolt receptacle, vertical forces (in the Z direction) can be transmitted between the two floor elements. Vibrations between the two floor elements, which can be caused, for example, by walking passengers or crew members pushing a trolley, are thereby reduced or avoided. Optionally, horizontal forces in the Y direction (transverse direction) of the aircraft can also be transmitted between the coupling bolt and the bolt receptacle. Likewise optionally, the coupling bolt is free to move in the bolt receptacle in the X direction (longitudinal direction) of the aircraft. Tensions between the floor elements can thereby be avoided.

[0041] Alternatively or additionally, the coupling device can be arranged at the end of the seat rail or integrated in the seat rail. Since the seat rail must correspond to the seat rail of an adjacent floor element, the seat rail usually extends over the entire width of the base plate (floor element). As a result, the respective end of the seat rail corresponds to the respective floor element and provides optimal space for the coupling device without having to provide additional structural elements on the floor element.

[0042] The coupling device can be arranged in the form of an end wall on the seat rail or on the cross member. In this case, either a coupling bolt or a bolt receptacle can be arranged on the end wall. In a simple variant for production, an identically designed end wall with an opening is provided for each coupling device. When two coupling devices of two adjacent floor elements are opposite each other in the installed state of the floor element, the coupling bolt can be pushed through the two openings of the two coupling devices and locked in this position. For example, the coupling bolt can have a head on one side, which is larger than the cross section of the opening, and a locking possibility (for example a bore for a locking pin or a thread for a locking nut) on the other side.

[0043] Alternatively or additionally, the coupling device can include at least one compensating element which is mounted in the bolt receptacle or on the coupling bolt. For example, a compensating ring can be inserted into the bolt receptacle or seated on the coupling bolt. The compensating element is made of an elastic material so that when the coupling bolt engages in the bolt receptacle, the coupling bolt has a small freedom of movement within the scope of the elastic deformation of the compensating element. This makes it possible to compensate for tolerances which may exist during the production of the floor assembly and in particular during the production of the coupling device and after the floor assembly has been installed in the aircraft.

[0044] Likewise alternatively or additionally, the coupling device can be configured to accommodate a connecting element, which is configured to be connected to an inner structural component. In particular, the inner structural component can be a vertically arranged structural element in the aircraft fuselage, via which the high loads of the floor element are transmitted to the fuselage structure of the aircraft (for example, collision loads). By the orientation of the coupling device at two adjacent floor elements, the inner structural component can be coupled to the load-bearing structure of the floor element in a simple manner. For example, the connecting element can be fork-shaped (or U-shaped), wherein one leg is respectively assigned to one of the two adjacent floor elements. In the case of a separate coupling bolt, the connecting element can be in such a form that each leg overlaps the end side of the corresponding coupling element, wherein the opening in the corresponding leg coincides with the opening in the corresponding end side. Subsequently, the coupling bolt can be guided through the end side of the coupling element and the leg of the connecting element and fixes not only the floor element but also the connecting element. At the lower end of the connecting element, the coupling device can be arranged for coupling to the inner structural component.

[0045] In addition, the monolithic floor element can include lines and / or one or more connectors for supplying lines. Thus, lines and / or connectors can be integrated in the monolithic floor element for supplying devices arranged on the floor assembly. For example, current lines, data lines, water lines, wastewater lines, etc. and corresponding connectors for these lines can be provided, so that seats, cubes and other aircraft components arranged on the floor element can be connected. These lines allow the floor element to be passed through in the Z direction (i.e. perpendicular to the plane formed by the base plate). The connector can be arranged on the upper side of the base plate, the so-called upper side refers to the side located above when the floor element is in the installed state, so that seats, cubes and other aircraft components can be connected with the shortest possible line length. In addition, the line can extend toward the end of the floor element, i.e. extend in the transverse direction of the aircraft when the floor element is in the installed state. Most aircraft have a channel in at least one triangular area under the cabin floor on one side of the aircraft, in which the lines extend in the longitudinal direction (X direction) of the aircraft. Therefore, the lines in the floor element can be connected to these lines with a longitudinal direction with the shortest possible line length.

[0046] In addition, specific floor element types can be provided, which only include a specific selection of lines and connections. It is thus possible to provide floor elements that are preconfigured for specific installations (seats, cubes and other aircraft parts). For example, a floor element type for a row of seats can be equipped with current and / or data lines and corresponding connections, while a floor element type for a kitchen can be equipped with water lines, waste water lines and / or current lines and corresponding connections. Other corresponding floor element types are also conceivable, such as floor elements on which at least one toilet is arranged. It is thus possible to install floor elements in such a way that corresponding areas in the aircraft are used in a targeted manner, so that weight can be saved, for example, so that the provision of oversized flexible zones can be avoided. Since the same supports are used throughout the aircraft, floor elements for specific use can be placed at any position in the aircraft. This simplifies the installation of the floor in the aircraft and also enables greater flexibility when the aircraft is later modified.

[0047] Furthermore, the integral floor element can have joints, whereby the line(s) extending in the integral floor element can be connected to corresponding lines of adjacent floor elements. Thus, by connecting the lines of adjacent floor elements, a continuous line can be established in the X direction (longitudinal direction of the aircraft) as the floor elements are installed. In other words, each floor element can have lines arranged in a T-shape, wherein there are two connection possibilities to adjacent floor elements and a connection possibility to the joints at the seat or the cube (upward). Alternatively or additionally, the integral floor element can also have supports for laying the lines in the X direction of the aircraft. The supports can, for example, be arranged in the longitudinal beams of the floor element and / or below them. In this case, the supports are either fixedly arranged at the same preset position of all floor elements or are arranged movably so that they can be oriented in the Y direction of the aircraft.

[0048] In one variant, the base plate extends in a plane. Alternatively, the base plate can have a curvature, for example from the middle of the base plate to the ends of the floor element, at which the coupling elements are arranged. The corresponding upwardly directed curvature can be adapted so that the base plate lies in a plane when the floor assembly is loaded (after installing seats, cubes and other objects).

[0049] According to another aspect, an aircraft region has at least two bulkheads arranged parallel to one another in the longitudinal direction of the aircraft (aircraft) and at least one floor assembly according to the first aspect. The aircraft region can here have bulkheads of equal size, so that the cross section of the entire aircraft region (viewed in the longitudinal direction of the aircraft) is essentially the same. Alternatively, the size of the bulkheads can also vary. For example, the cross section of the aircraft can be reduced in the head region or in the tail region of the aircraft. Correspondingly, the lengths of the floor elements of the structural assembly in the aircraft region are also different. For this purpose, specially shaped floor elements are also provided, in which one longitudinal beam is longer than the other longitudinal beam, corresponding to the tapering of the aircraft cross section.

[0050] In one variant, the width of the floor element of the at least one floor component corresponds to the distance between the two bulkheads in the longitudinal direction of the aircraft. In other words, one floor element is required for each pair of bulkheads in order to produce a continuous cabin floor in the aircraft. In this case, the joint between two mutually adjacent floor elements can lie in a plane defined by the bulkheads. Alternatively, the joint can also extend parallel to the plane defined by the bulkheads, for example when the self-supporting floor element has longitudinal beams that are fastened to the supports of the individual bulkheads or when the self-supporting floor element is fastened to stringers.

[0051] The shape of the floor elements makes it possible to dispense with flexible zones. Thus, floor elements for the seat area (e.g. floor elements with seat rails) can be installed early on, according to the instructions of the operator of the respective aircraft, and corresponding floor elements designed for greater loads can be installed only in the intended areas for the cubes (lavatories, galleys, etc.). This allows the dimensions of the cabin floor to be reduced, which is sufficiently reinforced for the loads of the cubes, thereby saving weight.

[0052] Furthermore, the floor elements of the floor assembly can be easily replaced, since the floor elements fit through openings (e.g. hatches or passenger doors) of the aircraft due to their small width. This allows the aircraft to be retrofitted to the changing requirements of the operator or to the requirements of a new operator. Since the connecting elements of the floor elements are non-destructively detachably fastened to a small number of mounts, such a retrofit of the cabin floor of the aircraft can be carried out quickly and cost-effectively.

[0053] In one design variant, the aircraft region can be the region of the cabin floor for passengers. In this case, the at least one floor assembly is approximately in the vertical middle of the fuselage of the aircraft. In another design, this can be an aircraft region of an intermediate floor. The intermediate floor formed by the at least one floor assembly can also be provided for passengers, for example in the case of a double-layer cabin structure. In another design, the aircraft region can be a floor region of the fuselage of the aircraft. Here, the floor elements of the at least one floor assembly can form the cargo space floor and are correspondingly rigidly designed for the loads occurring in the cargo space. It goes without saying that the floor elements in the floor region of the fuselage can also be designed for passengers and therefore for less loads. It is thus possible to replace the heavy floor elements necessary for the cargo space with light floor elements for passengers. For example, two or three supports can be arranged on each side of the aircraft at a bulkhead, so that two or three overlappingly arranged floor assemblies can be formed, and the aircraft can be equipped flexibly with two or three overlappingly arranged floors according to requirements.

[0054] According to yet another aspect, an aircraft comprises an aircraft region according to the last-described aspect.

[0055] According to another aspect, the use of a floor assembly according to the first aspect for installing a cabin floor in an aircraft is described. Thus, the floor assembly according to the first aspect is suitable for installing the cabin floor after the internal structural components to be arranged on the fuselage of the aircraft have been arranged. For example, all components of the aircraft that are directly fixed to the fuselage (such as wiring, air conditioning equipment, avionics, structural reinforcements, floors and walls of the cargo area, etc.) can be installed in the aircraft first. Only then can the floor assembly be used for installing the cabin floor.

[0056] Since the floor of the cargo area is configured to accommodate significantly greater loads than the floor of the passenger cabin, the interior construction of the aircraft can also be carried out by means of robots which are supported on or travel on the floor of the cargo area. The robots can also carry out interior decoration in the upper cabin area and the roof area of ​​the aircraft, since the cabin floor consisting of the floor assembly described here does not yet need to be installed. As a result, the interior construction of the aircraft can be automated and significantly accelerated.

[0057] Due to its small width, the one-piece self-supporting floor element can be introduced into the interior of an aircraft through a normal opening of the aircraft. This makes it possible to install the cabin floor even after the head and tail regions of the aircraft have been placed on the fuselage. For example, the floor element of the floor assembly described here can be introduced through a loading opening or a passenger door of an aircraft.

[0058] Furthermore, it is also possible to refit an aircraft during a short grounding period, since floor elements for the seat area of ​​the aircraft can be replaced by floor elements for cubical areas (e.g. the kitchen area and / or the toilet area), or vice versa. The cargo area can also be functionally converted at least partially into another passenger area.

[0059] The designs, variants and aspects described here can be combined arbitrarily, thus also including other design variants that are not explicitly described. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0061] Figure 1 a perspective view schematically showing a region of an aircraft with a plurality of floor assemblies,

[0062] Figure 2 schematically shows a perspective view of a floor element of a floor assembly,

[0063] Figure 3 Schematically shows a top view of a floor element,

[0064] Figure 4 schematically shows a side view of a floor element,

[0065] Figure 5 Schematically shows a detail of a side view of a floor element with seat rails,

[0066] Figure 6 A perspective view schematically shows a detail of an aircraft region,

[0067] Figure 7 A perspective view schematically shows a detail of a floor element with a coupling element,

[0068] Figure 8 A perspective view schematically shows a detail of an aircraft region with a support and a coupling element of a floor assembly,

[0069] Fig. 9 A perspective view schematically shows a detail of an aircraft region with two bulkheads and a plurality of floor elements,

[0070] Fig.10 schematically shows a side view of a floor element according to a variant,

[0071] Fig.11 Schematically shows the Fig.10 Top view of a floor element of a variant,

[0072] Fig.12A detailed side view of the support and the coupling element is schematically shown,

[0073] Fig.13 Schematic diagram of a connection element from Fig.12 Perspective view of the support,

[0074] Fig.14 Schematically shows the Fig.13 Details between the support and the member with the mandrel,

[0075] Fig.15 schematically shows a perspective view of a coupling device,

[0076] Fig.16 schematically shows a perspective view of a connecting element at a coupling device, and

[0077] Fig.17 A perspective view of an aircraft is schematically shown with an exposed portion of an aircraft region with a floor assembly. DETAILED DESCRIPTION

[0078] According to the invention, a floor assembly for an aircraft is provided and an aircraft region (aircraft region) with a bulkhead and a floor assembly, a corresponding aircraft, and the use of the floor assembly are described.

[0079] exist Figure 1 1 schematically shows a perspective view of a region 10 of an aircraft 1 with a plurality of floor modules. The floor module comprises at least two supports 6, which are fixed to opposite sides of a bulkhead 5 of the aircraft 1. The bulkhead 5 forms a cross section of the aircraft 1 and lies essentially in a cross-sectional plane of the aircraft 1 (a plane formed by the Z-axis and the Y-axis, wherein the Y-axis is transverse to the longitudinal direction of the aircraft 1 (X-axis) and the Z-axis extends perpendicularly to the X-axis and the Y-axis). Each of the supports 6 can be attached to the bulkhead 5 later or alternatively be made in one piece with the bulkhead, i.e. integrated into the bulkhead.

[0080] The floor assembly further comprises a one-piece, self-supporting floor element 100. The floor element 100 is fixed to the partition frame 5 by being placed on corresponding supports 6. Figure 1 The aircraft region 10 shown in FIG. 1 comprises four floor elements 100. Each of the floor elements 100 can be fastened to at least one bulkhead. In the illustrated design, each floor element 100 is fastened to two bulkheads 5 on each side by means of one support 6 in each case.

[0081] The aircraft region 10 further comprises an inner structural component 9. For example, the inner structural component 9 can be provided in the form of a frame reinforcement. The frame reinforcement 9 serves on the one hand to absorb the loads in the event of a crash and on the other hand to form the side walls of the cargo hold region in the lower fuselage of the aircraft 1.

[0082] Figure 2 Schematically a perspective view of a floor element 100 of a floor assembly is shown. The floor element 100 can consist of at least one longitudinal beam 101, a base plate 110 arranged on the longitudinal beam 101 and a coupling element 105 arranged at each end of the longitudinal beam 101. Each of the coupling elements 105 serves to fix the floor element 100 to a corresponding support 6 and thus to a corresponding bulkhead 5.

[0083] According to the illustrated design, the floor element 100 has two longitudinal beams 101, which are each arranged on a longitudinal side of the floor element 100. Alternatively, the longitudinal beams 101 can also be arranged in the middle of the floor element 100, so that the floor element 100 has a T-shaped cross-sectional shape. The floor element 100 is designed as a single piece and is therefore self-supporting. All loads are introduced into the connecting element 105 via the base plate 110 and the at least one longitudinal beam 101.

[0084] The monolithic floor element 100 can furthermore comprise at least one crossbar 108, which is arranged substantially perpendicularly to the at least one longitudinal beam 101. Substantially perpendicular here means an arrangement at a right angle of + / - 2°. Optionally, the floor element 100 can also comprise at least one crossbar 107, which extends obliquely to the longitudinal beams 101 and, if appropriate, also to the crossbar 108. The crossbar 107 and the crossbar 108 are arranged completely below the base plate 110, so that a continuous base plate 110 can be obtained on the upper side of the floor element 100.

[0085] In the case that the floor element 100 is arranged in a region 10 of the aircraft 1 in which rows of seats (not shown) for passengers are to be provided, the floor element 100 can be equipped with at least one seat rail 120 .

[0086] Figure 3 The structure of the floor element 100 is shown in more detail in the form of a schematic top view of the floor element 100, while Figure 4A corresponding side view of a floor element 100 is shown. The base plate 110 of the floor element forms a continuous surface of the upper part of the floor element. The base plate 110 can form the floor of the passenger cabin of the aircraft 100. Alternatively, a floor covering (not shown), such as a carpet, can also be applied to the base plate 100. At least one seat track 120 can be integrated into the base plate 110. In other words, the seat track 120 can be formed by the base plate 110 itself or can be installed in the base plate as a separate element. In any case, it is possible that the base plate 110 extends over the entire length and width of the floor element 100 and is guided under the seat track 120.

[0087] For the case where the floor element 100 is arranged in an area 10 of the aircraft 1 in which one or more cubic bodies are to be arranged (such as, for example, a kitchen, a toilet, an intermediate wall, a cabinet, etc.; not shown), the floor element 100 can be equipped with a base plate 110 arranged completely in a plane. In other words, the surface of the base plate 110 is not interrupted by seat rails or other elements. The floor element 100 to be arranged below the cubic body can include a stronger base plate 110 and a stronger longitudinal beam 101 in order to absorb the greater loads of the cubic body than the passenger seats. The connecting element 105 can also be designed to be reinforced in order to reliably transfer greater loads to the support 6.

[0088] The longitudinal beams 101 of the floor element 100 are arranged below the base plate 110 and can assume any arbitrary shape. Figure 4 The floor element 100 shown in FIG. 1 has a longitudinal beam 101 with a parabolic or approximately circular arc-shaped course of its lower edge. A flange 102 can be arranged on the lower edge of the longitudinal beam 101 to increase the stability of the longitudinal beam 101 .

[0089] Furthermore, the integrated floor element 100 can include lines 132. The lines 132 can be designed as current lines, data lines, water lines and / or wastewater lines. Correspondingly, one or more connections 131 for the lines 132 are present on the upper side of the floor element 100, i.e. in the base plate 110. Alternatively, the lines 132 can also be empty pipes, which have corresponding openings 131 in the base plate 110. The arrangement of the one or more connections 131 can be standardized for certain cubicle types (bathrooms, galleys, etc.), but can also be arranged according to the wishes of the operator of the aircraft 1.

[0090] Figure 5A detail of a side view of a floor element 100 with a seat rail 120 is schematically shown. The seat rail 120 is accommodated in a recess 103 in the base plate 110. In the illustrated design, the longitudinal beam 101 also has a corresponding recess 103. For example, the recess 103 can be filled with a filling and / or adhesive material, into which the seat rail 120 is inserted and thus fixed. Alternatively, the recess 103 can also be made of the same material as the integral floor element 100, wherein the seat rail 120 is accommodated in a force-fitting and form-fitting manner during the manufacture of the floor element 100. Also alternatively, the seat rail 120 can be produced directly from the material of the integral floor element 100, so that no additional components have to be installed in the floor element 100. In Figure 5 As can be clearly seen in FIG, the base plate 110 extends continuously below the seat rail 120 (forming the recess 103), so that no seam is produced below the seat rail, as is the case with earlier floor panels. Since no seam material has to be introduced and hardened, the manufacturing time of the floor element 100 can be shortened.

[0091] In the illustrated design, the base plate 110 and the flange 102 of the longitudinal beam 101 converge at the end of the longitudinal side of the floor element 100 and form a connecting element 105 or merge into a connecting element 105. Alternatively, the longitudinal beam 101 and / or the flange 102 can also end before the connecting element 105, wherein the connecting element 105 is formed only by the base plate 110.

[0092] Finally, the floor element 100 also comprises one or more joints 130, which are formed, for example, at the longitudinal beam 101. The joints 130 are connected to the lines 132 ( Figure 3 ) or form another outlet of the empty pipe 132. The connection 130 is used to connect the line 132 to a corresponding line 132 of an adjacent floor element 100. In this way, a supply line can be formed in the longitudinal direction (X axis) of the aircraft through the floor element 100 in the entire aircraft region 10.

[0093] Figure 6 A perspective view of a detail of an aircraft region 10 is schematically shown, which shows three bulkheads 5. A support 6 is arranged on at least one of these bulkheads 5 or is integrated in the bulkhead 5. The support 6 forms a horizontal support surface 7 which extends essentially parallel to the base plate 110 of the floor element 100 (i.e. in the X and Y directions). The support surface 7 must only be dimensioned in such a way that the loads transmitted by the coupling elements 105 of the floor element 100 can be absorbed and transmitted to the support 6 and further to the bulkhead 5.

[0094] The support 6 can have at least one projection 8, which, for example, protrudes perpendicularly from the support surface 7 in the Z direction. The connecting element 105 can here have a corresponding opening 106, which is configured to accommodate the projection 8. The projection 8 thus secures the floor element 100 against sliding off the support 6 due to a movement of the floor element 100 in the XY plane. The projection 8 can also be designed in such a way that a securing of the connecting element 105 is possible. For example, the projection 8 can be dimensioned in such a way that it protrudes beyond the upper edge of the connecting element 105 in the Z direction. A securing element (not shown), for example a securing pin or a securing bolt or a securing nut which can be screwed onto the projection 8, can be arranged in the protruding section of the projection 8. The securing element serves to fix the floor element 100 in the Z direction.

[0095] Alternatively, the coupling element 105 can also have a corresponding downwardly directed projection (not shown), wherein the support 6 has an opening corresponding to the opening 106, into which the projection of the coupling element 105 can engage. In this solution, a stop element can also be provided, which, for example, on the bottom side of the support 107 together with the projection of the coupling element 105 brings about a stop in the Z direction.

[0096] Figure 6 Furthermore, another structural element 9 or inner structural component 9 of the aircraft 1 is shown. This inner structural component is primarily used for the reinforcement of the bulkhead 5, in particular for crash load situations. Furthermore, the vertical sections of the structural element 9 can be used to produce the side walls of the cargo space arranged below the floor element 100. The essentially horizontally extending sections of the structural element 9 can be adapted so that the longitudinal beams 101 of the floor element 100 can extend thereon without contact. In other words, the structural element 9 has an upper edge with an inclination, which corresponds to the course of the lower edge or flange 102 of the longitudinal beam 101, wherein an air gap is provided between the structural element 9 and the lower edge or flange 102 of the longitudinal beam 101. In the event of a crash load, the structural element 9 can limit the deformation of the floor element 100 downwards in the Z direction. As a result, the floor element 102 can bend, but is further supported by the structural element 9 in the event of a crash load. As a result, the height of the longitudinal beam 101 (in the Z direction) can be reduced, since the load-bearing capacity of the longitudinal beam 101 must primarily be designed for normal load-bearing situations with only a bearing point at the support 6 .

[0097] Figure 7Schematically, a perspective view of a section of a floor element 100 with a connecting element 105 and in particular a bottom view of the floor element 100 is shown. In this case, the opening 106 of the connecting element 105 can be arranged at least on the bottom side of the connecting element 105. Alternatively, the opening 106 can also extend through the entire extension of the connecting element 105 in the Z direction. At least one crossbeam 108 can be arranged below the base plate 110, which is arranged essentially perpendicular to the at least one longitudinal beam 101. Optionally, at least one crossbar 107 can also be provided, which extends obliquely between the longitudinal beam 101 and the crossbar 108. In this case, the longitudinal beam 101, the crossbeam 108 and the crossbar 107 can be produced integrally (single-piece) with the underside 104 of the base plate 110 or alternatively produced as a single element and connected continuously to the base plate (adhesive bonding, welding).

[0098] Footstep sound insulation or other damping devices can be provided on the bottom side 104 of the base plate 110. Alternatively or additionally, a reinforcement of the base plate, for example in the form of a honeycomb structure or reinforced foam, can also be arranged on the bottom side 104. The latter can be provided, for example, on the floor element 100 for a cube in order to be able to absorb greater loads.

[0099] Optionally, reinforcements (not shown) can be arranged on the bottom or top of the connecting element 105. The longitudinal beam 101 can thus be produced continuously with a certain material strength, wherein the reinforcements are provided in the region of the connecting element 105 for connection to the support 6.

[0100] A reinforcement 109 of the longitudinal beam 101 can also be provided on the inside or on both sides of the longitudinal beam 101. The reinforcement 109 can also be produced in the form of a honeycomb structure or reinforced foam. Alternatively, the longitudinal beam 101 can also have two connecting plates with parallel running, which together with the flange 102 and the bottom plate 110 form a rectangular cross section of the longitudinal beam 101. The cavity of the longitudinal beam 101 can also be filled by the reinforcement 109.

[0101] Figure 8 A perspective view schematically shows a detail of an aircraft region 10 with a support 6 and a coupling element 105 of a floor module. In this case, the support 6 can have a support surface 7 which is dimensioned such that two coupling elements 105 of two adjacent floor modules can be arranged on it. Likewise, such a support 6 can have two projections 8 or other locking means for the coupling elements 105 of adjacent floor modules, wherein in Figure 8 Only the projection 8 can be seen in the region of the support 6 , in which region the coupling element 105 is not (yet) located.

[0102] Fig. 9Correspondingly, a perspective view schematically shows a detail of an aircraft region 10 with two bulkheads 5 and a plurality of floor elements 100. The coupling elements 105 of two adjacent floor elements 100 share a support 6. Fig. 9 It can be seen that each support 6 has two projections 8, which each protrude from an opening 106 of a coupling element 105 of an adjacent floor element 100. A locking element (not shown) can be arranged on the upper side shown to lock the coupling element 105 against upward movement in the Z direction.

[0103] Fig.10 A side view of a floor element 100 according to a variant is schematically shown, wherein the structure of the floor element 100 corresponds largely to the Figures 3 to 5 Therefore, only the differences between the two variants are explained.

[0104] Fig.11 Schematically shows the Fig.10 Top view of a floor element of a variant.

[0105] The longitudinal beams 200 of the floor element 100 are arranged below the base plate 110 and can assume any desired shape. In the variant shown, the longitudinal beams 200 have a constant height in the middle region, so that the space below the floor element 100 can have a constant ceiling height.

[0106] Furthermore, the longitudinal beam 200 has a slot 201 extending in the longitudinal direction of the longitudinal beam 200. The slot 201 is provided in a region in which no seat rails 120 are arranged, but a passenger passage is provided, as in this case in the central region of the floor element 100. The slot 201, which has an extension of approximately 3 to 10 mm (e.g. 5 mm) in the Z direction (vertical), allows vibrations in the floor 110 to be damped, which are caused by passengers or crew members walking in the aisle, in particular when trolleys or other objects are moved on the floor 110 through the passage.

[0107] For additional damping in this region of the floor element 100, a damping element 230 can be arranged below the base plate 110 (at Fig.11 1). The cushioning element 230 can have a width (in the longitudinal direction of the floor element 100) which corresponds to the length of the slot 201, but can also optionally be shorter or longer than the slot 201. The height of the cushioning element 230 can correspond to the distance of the slot 201 from the base plate 110. When the cushioning element 230 is spaced apart from the longitudinal beam 200, the cushioning element 230 can also occupy a greater height than this distance (otherwise the cushioning element 230 affects the function of the slot 201).

[0108] A plurality of coupling devices 220 are provided on the floor element 100. The coupling device 220 can be arranged on and / or in one of the longitudinal beams 101, 200, but can also be arranged near the longitudinal beams 101, 200 on and / or in the seat rail 120 and / or on and / or in the cross beam 108. Fig.11 As shown in FIG. 1 , each coupling device 220 comprises a coupling bolt 221 ( Fig.15 ), the coupling bolt is exposed below the base plate 110, i.e., it protrudes beyond the width of the base plate 110 in the X direction (lateral direction of the floor element 100). Coupling devices 220 are arranged on the opposite side of the floor element 100, each of which has a bolt receiving portion 222 ( Fig.16 ). As a result, when the floor element 100 is installed, the floor element can be connected via the coupling device 220 to the coupling device 220 of an adjacent floor element 100 in such a way that vibrations are damped at least in the Z direction, since vibrations are transmitted from one floor element 100 to the adjacent floor element 100. It goes without saying that the coupling bolt 221 can be designed as a separate element in order to couple (connect) two opposite coupling devices 220 of two floor elements 100 after the two floor elements 100 have been installed in the aircraft fuselage.

[0109] In addition Fig.11 Also shown is a cross brace 15 which forms the support of the support 6 to an adjacent frame 5 which is different from the frame 5 to which the support 6 is fixed. The cross brace 15 can be fixed to the adjacent frame 5 at a different height from the support 6. In this way, moments can also be transmitted from the support 6 to the primary structure 5 of the aircraft 1, for example due to the loads of two adjacent floor modules 100 entering the support 6.

[0110] Fig.12 A detailed side view of the support 6 and the coupling element 105 is shown schematically. Fig.13 Schematically shows a connection element 105 from Fig.12 6. The support 6 has connection possibilities 23, by means of which the support 6 can be fixed to the frame 5. For example, this can be an opening or hole 23, through which a fixing bolt or screw can be guided for fixing to the frame 5. It goes without saying that the support 6 can also be fixed to the frame 5 by means of adhesive bonding or welding.

[0111] The support surface 7 of the support 6 has an asymmetrical shape, since the support 6 can be fastened in a simple manner to one side of the bulkhead 5, but requires space for two floor elements 100 arranged symmetrically with respect to the bulkhead 5. A toothed profile 25 is provided on the support surface 7, which is Fig.14. The toothed profile 25 is used to receive a corresponding toothed profile 24 of the component 20 with the mandrel 21. The toothed profile 24 of the component 20 is arranged on the bottom side of the plate-shaped section 22 of the component 20. By means of the corresponding toothed profiles 24, 25, the component 20 can be arranged on the support surface 7 in such a way that the component has a position relative to the frame 5 in which the tolerances between the two frame 5 are compensated. In other words, the position of the component 20 can be selected in such a way that the mandrel 21 falls into the opening 106 of the coupling element 105. The toothed profile 24 is suitable for arranging the two components 20 so that the two mandrels 21 for two adjacent coupling elements 105 can be optimally positioned. The component 20 can then be fixed to the support 6, for example by means of screws, bolts or similar fixings.

[0112] Fig.15 Schematically, a perspective view of a coupling device 220 is shown. In particular, the coupling device 220 is shown which is arranged at the end of the seat rail 120, for example fixed thereto or integrated therein. Fig.15 The coupling device 220 shown in FIG. 1 has an end-side plate, through which a coupling pin 221 is guided in a corresponding opening. Alternatively, the coupling pin 221 can also be a fixed (integral) component of the end-side plate. The length of the coupling pin 221 is selected so that the coupling pin 221 is as shown in FIG. Fig.11 As shown in FIG. 1 , it is exposed below the base plate 110 .

[0113] Furthermore, the coupling device 220 can have a compensating ring 223, by which tolerances between two adjacent coupling devices 220 (in Fig.15 For better illustration clarity, only one coupling device 220 is shown. The compensation ring 223 can be made of an elastic material. In other words, it is possible to compensate for the play of the coupling bolt 221 in the corresponding coupling device 220. However, it is also possible to compensate for tolerances of two adjacent floor assemblies 100, in particular tolerances of the coupling devices 220 that are subsequently opposite. In addition, a stop pin 225 can be provided to protect the coupling bolt 221 from slipping out of the corresponding coupling device 220.

[0114] Fig.15 Furthermore, a connecting element 300 is shown, which is Fig.16 is shown in more detail in . Fig.16 Furthermore, a coupling device 220 with a bolt receptacle 222 is shown, wherein the coupling device 220 is likewise arranged / fastened at the end of the seat rail 120 .

[0115] The connecting element 300 is used to connect with the inner structural component 9, such as the frame structure 9 ( Figure 6) connection. The frame structure 9 can be connected to the lower end of the connecting element 300 via a ball head 302. Here, the ball head 302 can have a clearance relative to the frame structure 9 in the Z direction, so that the two connected floor elements 100 can swing in the Z direction and a mechanical coupling between the ball head 302 and the frame structure 9 only occurs in the case of more extreme loads (such as collision loads). The connecting element 300 is designed to be fork-shaped (or U-shaped), so that it can be inserted very easily and quickly into the two opposite coupling devices 220 and stopped by the coupling bolt 221. As a result, the number of components required for connection to the frame structure 9 can be significantly reduced and the installation is simplified.

[0116] exist Fig.15 and 16 The second coupling device 220 of the adjacent floor element 100 (not shown) can interact in a symmetrical manner with the connecting element 300. Thus, after the two adjacent floor elements 100 have been installed, the connecting element 300 can be inserted from below so that each leg of the connecting element 300 is located on the inner side of the corresponding coupling device 220. By subsequently inserting the coupling bolt 221, both the coupling devices 220 of the two floor elements 100 and also the connecting element 300 can be connected.

[0117] Fig.17 A perspective view of an aircraft 1 is schematically shown with an exposed detail of an aircraft region 10 having a floor assembly. The bulkheads 5 can thus form a cross section of the aircraft 1. Between every two bulkheads 5 a self-supporting floor element 100 can be arranged, which is attached to at least one bulkhead 5.

[0118] It is thus possible to install the cabin floor in the aircraft 1 using the floor assembly even after the inner structural components 9 to be provided have been arranged on the fuselage of the aircraft. It is also possible to use the floor assembly to retrofit the cabin floor of the aircraft 1. It is thus also possible to use specially load-bearing floor elements 100 or to replace lighter floor elements 100 for the passenger seat rows in the areas in which the cubes are to be provided afterwards.

[0119] The floor element 100 can have a width which corresponds approximately to the distance between two bulkheads 5 in the longitudinal direction of the aircraft 1. Since a hatch or door 2 of the aircraft 1 is usually also arranged between two bulkheads 5, the floor element 100 can also be transported into the interior of the aircraft or out of it through such a hatch or door 2. It is thus also possible to retrofit the cabin floor or cargo space floor of an already manufactured aircraft 1 at a later time.

[0120] Finally, it is particularly pointed out that the variants, designs and embodiments described above serve only to describe the teaching content claimed for protection, but are not restricted to these variants, designs and embodiments.

Claims

1. A floor assembly for an aircraft, comprising: a plurality of supports (6) configured to be fixed in pairs to opposite sides of a bulkhead (5) of the aircraft (1); and An integral self-supporting floor element (100) consisting of at least two longitudinal beams (101, 200), a base plate (110) arranged on the longitudinal beams (101, 200) and a coupling element (105) arranged at each end of each of the longitudinal beams (101, 200), wherein the floor element (100) is fixed to the bulkhead (5) by fixing each coupling element (105) to a corresponding support (6), The bottom plate (110) extends in the direction of the longitudinal beam (101) at least between two supports (6) fixed in pairs, and The support (6) has a horizontal support surface (7), which is dimensioned so that the connecting element (105) can be arranged on the support surface and the support surface (7) can absorb vertical loads transmitted by the connecting element (105) and transmit the vertical loads to the support (6) and further to the bulkhead (5).

2. The floor assembly according to claim 1, wherein the floor element (100) is at least partially made of a composite material, and / or The base plate (110) has a leg angle piece (111) at at least one of its ends facing the connecting element (105), the leg angle piece being a continuation of the base plate (110) away from the longitudinal beam (101, 200).

3. Floor assembly according to claim 1 or 2, wherein the floor element (100) comprises at least one cross beam (108) which is arranged perpendicular to the longitudinal beams (101, 200).

4. Floor assembly according to claim 3, wherein the floor element (100) comprises at least one crossbar (107) extending obliquely between the longitudinal beam (101, 200) and the cross beam (108).

5. The floor assembly according to claim 1, wherein each of the longitudinal beams (101, 200) has at least one connecting plate and a flange (102) opposite the base plate (110).

6. Floor assembly according to claim 5, wherein at least one of the longitudinal beams (101, 200) has a reinforcement (109) in the region between the connecting plate and the base plate (110).

7. The floor assembly according to claim 5, wherein the connecting plate comprises a slot (201) extending in the longitudinal direction of the at least one longitudinal beam (101, 200).

8. The floor assembly according to claim 7, wherein the slot (201) is centrally located in the longitudinal direction of the longitudinal beam (101, 200).

9. The floor assembly according to claim 7, wherein the slot (201) has a height between 3 and 10 mm.

10. The floor assembly according to claim 9, wherein the slot (201) has a height of 5 mm.

11. The floor assembly according to claim 7, wherein the slot (201) has a length in the longitudinal direction of the stringer (101, 200) that corresponds to the width of a passenger passage in an aircraft (1).

12. Floor assembly according to one of claims 1 to 2, wherein the support (6) has at least one protrusion (8), and wherein the coupling element (105) has an opening (106) configured to receive the protrusion (8), or The support (6) has at least one opening, and the coupling element (105) has a protrusion, the protrusion of the coupling element (105) being configured to be inserted into the opening of the support (6).

13. Floor assembly according to claim 12, wherein the projection (8) is formed by a separate component (20) with a spindle (21), which is configured for fastening to the support (6) or the coupling element (105).

14. Floor assembly according to claim 13, wherein the component (20) has a toothed profile (24) on the side facing the support (6) or the coupling element (105), which corresponds to the toothed profile (25) at the support (6) or the coupling element (105).

15. The floor assembly according to any one of claims 1 to 2, further comprising: A seat track (120) is integrated into the base plate (110).

16. The floor assembly according to claim 15, wherein the longitudinal beam (101, 200) and / or the base plate (110) has a recess (103), in which the seat rail (120) extends.

17. The floor assembly according to any one of claims 1 to 2, further comprising: at least one coupling device (220) arranged at one of the longitudinal beams (101, 200), The coupling device (220) has a coupling bolt (221), which extends from the longitudinal beam (101, 200) perpendicular to its longitudinal axis and away from the base plate (110); Alternatively, the coupling device (220) has a bolt receptacle (222) which extends perpendicularly to the longitudinal axis of the longitudinal beam (101, 200) and extends into a region below the floor plate (110).

18. A floor assembly according to claim 17, wherein the floor assembly further comprises a seat track (120), the seat track being integrated into the base plate (110), the coupling device (220) being arranged at the end of the seat track (120) or being integrated in the seat track (120).

19. Floor assembly according to claim 17, wherein the coupling device (220) is configured to receive a connection element (300) configured for connection with an inner structural component (9).

20. Floor assembly according to one of claims 1 to 2, wherein the floor element (100) comprises a line (132) and / or one or more connections (130, 131) for supplying a line.

21. An aircraft area (10) comprising: at least two bulkheads (5) arranged parallel to each other in the longitudinal direction of the aircraft (1); and At least one floor panel assembly according to any one of claims 1 to 20.

22. Aircraft region (10) according to claim 21, wherein the width of the floor element (100) of the at least one floor assembly in the longitudinal direction of the aircraft (1) corresponds to the distance between the two bulkheads (5) in the longitudinal direction of the aircraft (1).

23. An aircraft (1) having an aircraft region (10) according to claim 21 or 22.

24. Use of a floor assembly according to any one of claims 1 to 20 for installing a cabin floor in an aircraft (1) after the placement of inner structural components (9) to be arranged on the fuselage of the aircraft (1).

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