Aircraft section and aircraft

Abstract

The invention relates to an aircraft section and an aircraft. The aircraft section (100) comprises: a main structure (150) forming at least a portion of an aircraft fuselage; a cabin floor (120) coupled to the main structure (150); a side wall (110) covering at least a portion of the main structure (150); and a rapid pressure reduction unit (130) which is arranged between the side wall (110) and the main structure (150). The side wall has a distance from the cabin floor, and the rapid pressure relief unit has a distance from the side wall.

Description

Technical Field

[0001] The present disclosure generally relates to an aircraft section having a rapid decompression unit and an aircraft having such an aircraft section. In particular, the aircraft section has a side wall covering the primary structure of the aircraft and a rapid decompression unit, wherein the distance between the side wall and the cabin floor and between the side wall and the rapid decompression unit allows for a normal flow of exhaust gas removed from the aircraft cabin. Background Art

[0002] Air is conventionally removed from the passenger compartment of an aircraft by means of dedicated (auxiliary) structures arranged in the corner area of ​​the passenger compartment, at the side of the cabin floor and the fuselage of the aircraft. For example, specific slotted panels or grilles can be arranged in this area or in the side walls (linings) of the primary structure covering the fuselage, each of which allows exhaust air to be removed from the passenger compartment through slots or grilles.

[0003] Since such structures / panels perform an important function, namely removing air from the passenger compartment, such structures / panels are the subject of specific licensing and certification processes by the corresponding authorities.

[0004] Furthermore, the passenger compartment must be designed to compensate for sudden pressure increases or decreases (pressure drops) very quickly. To this end, the structure and / or the panels are often equipped with a rapid decompression unit. By way of example only, DE 10 2016 121 366 B4 relates to a flap that opens when a predetermined pressure difference exists between the passenger compartment and the outside space, thereby providing a larger cross-section for airflow into or out of the passenger compartment.

[0005] However, such complex structures and / or panels are subject to licensing and certification by authorities, making the development and manufacture of such complex structures and / or panels time consuming and expensive. Summary of the Invention

[0006] It is therefore an object of the present disclosure to provide an aircraft section having improved air removal and decompression capabilities.

[0007] This object is solved by the invention as defined in the main aspects.Preferred embodiments are defined by the additional aspects.

[0008] According to a first aspect, for a better understanding of the present disclosure, an aircraft section comprises a primary structure forming at least a portion of the aircraft fuselage; a cabin floor connected to the primary structure; a side wall covering at least a portion of the primary structure; and a rapid decompression unit arranged between the side wall and the primary structure.

[0009] The side wall has a bottom edge arranged above the cabin floor, wherein a first distance between the bottom edge and the cabin floor is between 1 inch and 3 inches (25.4 mm to 76.2 mm), preferably between 1.5 inches and 2 inches (38.1 mm to 50.8 mm). For example, the first distance can be 2 inches (50.8 mm). Thus, when observing a cross-section through the aircraft section, in particular a cross-section perpendicular to the longitudinal direction of the aircraft, the side wall ends above the cabin floor. The gap between the cabin floor and the bottom edge of the side wall allows air flow from the passenger cabin towards the area behind the side wall, and allows air flow from the area behind the side wall towards the passenger cabin. The first distance allows a sufficient volume flow to exchange the air in the passenger cabin in accordance with standard regulations.

[0010] Furthermore, the rapid decompression unit is mounted to the primary structure and the cabin floor. A second distance between the sidewall and the portion of the rapid decompression unit closest to the sidewall is between 1 inch and 2 inches (25.4 mm to 50.8 mm), preferably between 1 inch and 1.5 inches (25.4 mm to 38.1 mm). For example, the second distance may be 1 inch (25.4 mm). Thus, also relative to a cross-section through the aircraft segment perpendicular to the longitudinal direction of the aircraft, the gap between the outer side of the sidewall (facing the primary structure) and the rapid decompression unit has a thickness of at least the second distance. Likewise, the second distance allows for a sufficient volume flow to exchange the air in the passenger compartment in accordance with standard regulations.

[0011] By way of example only, the rapid decompression unit may extend upward from the cabin floor, for example, approximately parallel to the primary structure. Thus, exhaust gas removed from the passenger compartment flows through the gap between the bottom edge of the side wall and the cabin floor and along the rapid decompression unit (and along the outer side of the side wall).

[0012] The aircraft section allows air to be removed from the passenger compartment, while the sidewalls can be simple, i.e., without any structure, panels, or grilles. Consequently, the sidewalls do not require complex approvals and certifications, as they are simple, non-functional auxiliary aircraft components. Only the rapid decompression unit requires approvals and certifications. However, the rapid decompression unit is less complex than conventional sidewall decompression systems.

[0013] Furthermore, the rapid decompression unit is only mounted to the primary structure and cabin floor, not to the sidewalls. This further simplifies the sidewalls and avoids the need for special permitting and certification processes for the sidewalls.

[0014] In a variant implementation, the rapid decompression unit may include an opening, a flap, and a joint, with the flap pivotally mounted to the joint. The flap may be configured to close the opening when in a closed position. Thus, when the flap is in the closed position, the rapid decompression unit simply forms a baffle or guide for air removed from the passenger compartment and flowing in the space between the sidewall and the rapid decompression unit. Similarly, the rapid decompression unit forms a baffle or guide for air flowing in the space between the rapid decompression unit and the primary structure toward the exterior of the passenger compartment, for example, toward an air conditioning device.

[0015] Therefore, although the rapid decompression unit requires licensing and certification for its decompression purpose, the rapid decompression unit can be less complex than conventional decompression units. By way of example only, the disclosed rapid decompression unit can form a simple baffle or guide plate with only one moving part, the flap, provided therein.

[0016] In a variant implementation, the flap can be configured to move between a closed position and two opposing open positions, in which the flap deflects away from the opening in one of two opposite directions. In other words, depending on the pressure difference between the passenger compartment and the outside space (i.e., overpressure or underpressure), the flap can open toward the low-pressure side. By way of example only, if the pressure in the passenger compartment drops, the flap can move toward the sidewall, allowing air to flow through the opening of the rapid decompression unit into the space behind the sidewall and into the passenger compartment through the gap between the sidewall and the cabin floor.

[0017] In a variant implementation, if the pressure differential between the passenger compartment and the outside space falls below a certain threshold (i.e., below a pressure differential that triggers the flap to open solely due to the pressure differential), the flap may be biased so that it moves to the closed position. By way of example only, one or more springs or similar biasing elements may be provided to urge the flap toward the closed position. Thus, if the pressure differential increases, the flap may remain in the closed position until the threshold pressure differential is reached. If the pressure differential increases further, the flap opens and allows decompression.

[0018] In a variant implementation, the flap can be arranged so that gravity forces the flap into the closed position. For example, the joint can be provided at the upper end of the flap, and in the closed position, the flap is arranged substantially vertically. It should be understood that substantially vertical includes an arrangement at an angle relative to the vertical, such as + / - 10° to 15°. In other words, substantially vertical does not preclude the flap from deviating from the vertical orientation, for example due to a biasing element. Thus, the rapid decompression unit can be installed at any angle required and / or optimized for its location between the primary structure and the sidewall.

[0019] In a variant implementation, the rapid decompression unit can be mounted to the primary structure at a minimum distance from the inner side of the primary structure. This creates a gap or slot between the rapid decompression unit and the primary structure. Air can move through this gap or slot, for example, when leaving the passenger compartment. This applies both when the flap is in the closed position (normal removal of exhaust air from the passenger compartment) and when the flap is in one of the open positions (decompression).

[0020] In a variation of the implementation, the minimum distance between the inner side of the primary structure and the rapid decompression unit can be at least 1 inch (minimum approximately 25.4 mm). This thickness of the gap or slot "behind" the rapid decompression unit is generally sufficient for conventional exhaust gas removal. The greater the minimum distance, the faster the rapid decompression through the opening. By way of example only, the minimum distance can correspond to the first distance.

[0021] In a variant implementation, the inner part of the primary structure may be the innermost section of a frame, a stringer, etc. Likewise, an inner part made of insulating material provided at or in the fuselage of the aircraft may also form the inner part of the primary structure, since the inner part made of insulating material defines a gap or slot “behind” the rapid decompression unit (i.e. a gap or slot, etc., between the outer part of the rapid decompression unit and the inner part of any primary structure).

[0022] In a variant implementation, the main portion of the sidewall can be arranged generally parallel to the main structure, while the bottom region of the sidewall can be offset from the main structure. In other words, the bottom region of the sidewall is at an increased distance from the main structure. This provides space for mounting the rapid decompression unit, particularly behind the bottom region of the sidewall. Furthermore, this type of sidewall allows for sufficiently large gaps or slots between the sidewall and the rapid decompression unit, as well as between the rapid decompression unit and the inner side of the main structure.

[0023] By way of example only, the space defined by the bottom area of ​​the side walls and the primary structure may be divided in half by the rapid decompression unit.

[0024] In a variant implementation, the bottom area can cover the rapid decompression unit. Thus, the rapid decompression unit is not visible to any passengers in the cabin (or is at least partially visible through a gap having a first distance), and is also inaccessible to the passengers (or at least very difficult to access). This arrangement, together with the gap between the bottom edge of the side wall and the floor, prevents objects from entering the space around the rapid decompression unit, which could prevent the flap from opening during decompression.

[0025] According to a second aspect, for a better understanding of the present disclosure, an aircraft comprises at least one aircraft segment of the first aspect or one or more of the variants of the aircraft segment.

[0026] By way of example only, an aircraft may include a passenger cabin that spans the width of the aircraft and extends in the longitudinal direction of the aircraft. On each side of the passenger cabin, a plurality of aircraft sections according to the first aspect may be provided, i.e., a plurality of side walls (or a single continuous side wall) with rapid decompression units may be provided. This allows for conventional exhaust gas removal along the entire passenger cabin and for decompression of the passenger cabin when required. For example, a rapid decompression unit with a corresponding opening forms an opening for rapid decompression that is almost as long as the passenger cabin. Only a structural portion of the rapid decompression unit may be required to connect the portions of the rapid decompression unit above and below the opening, which interrupts the longitudinal extension of the opening.

[0027] The present disclosure is not limited to the various aspects and variations in the form and order described. Specifically, the description of various aspects and variations should not be understood as a specific restrictive grouping of features. It should be understood that the present disclosure also encompasses combinations of various aspects and variations. Therefore, each variation or optional feature can be combined with any other aspect, variation, optional feature, or even a combination thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Hereinafter, the present disclosure will be further described with reference to exemplary implementations illustrated in the accompanying drawings, in which:

[0029] Figure 1 schematically illustrates a cross-sectional view of an exemplary aircraft section;

[0030] Figure 2 Schematically illustrates with additional details Figure 1 a cross-sectional view of an exemplary aircraft section; and

[0031] Figure 3 An aircraft including portions of aircraft sections is schematically illustrated. DETAILED DESCRIPTION

[0032] In the following description, for the purpose of explanation rather than limitation, specific details are set forth in order to provide a thorough understanding of the present disclosure. It will be apparent to those skilled in the art that the present disclosure can be practiced in other implementations that depart from these specific details.

[0033] Figure 1 A cross-sectional view of an exemplary aircraft section 100 is schematically illustrated. The aircraft section 100 belongs to the lower corner area at one side of the passenger cabin. The aircraft section 100 comprises a primary structure 150 which is formed at Figure 1 The primary structure 150 forms at least a portion of the fuselage of the aircraft (see Figure 3). The aircraft section 100 also includes a cabin floor 120 coupled to the primary structure 150. To improve the clarity of the drawings, Figure 1 The connection between the cabin floor 120 and the primary structure 150 is not explicitly shown. Such a connection may be arranged, for example, at Figure 1 In any case, a gap may be provided between the side edges of the cabin floor 120 and the primary structure 150 to allow air to flow between the area above the cabin floor 120 and the area below the cabin floor 120 .

[0034] Aircraft section 100 also includes a sidewall 110 that covers at least a portion of a primary structure 150. For example, sidewall 110 can be arranged generally parallel to primary structure 150 and form a visible interior surface of the passenger compartment. As will be explained in more detail below, a main portion 115 of sidewall 110 is arranged generally parallel to primary structure 150, while a bottom region 116 of sidewall 110 is offset from primary structure 150. In other words, the distance between sidewall 110 and primary structure 150 is greater in bottom region 116 than in main portion 115. Sidewall 110 can be connected or coupled to primary structure 150 at a clip or the like (not shown), which can be arranged at a higher position than bottom region 116.

[0035] The aircraft section 100 further comprises a rapid decompression unit 130 arranged between the side wall 110 and the primary structure 150. Figure 1 , the rapid decompression unit 130 forms a baffle or guide plate that extends upward from the cabin floor 120 to a mounting location 154 at the primary structure 150. Such a mounting location 154 may be a clamp, a protrusion, a track, a rod, or the like.

[0036] like Figure 1 As illustrated by the broad arrows in FIG. 1 , exhaust air can be removed from the passenger compartment toward the space below the cabin floor 120. Typically, an air conditioning system (not shown) for the passenger compartment provides (blows) fresh air into the passenger compartment and receives (inhales) exhaust air. Such an air conditioning system is typically arranged in the aircraft 1 ( Figure 3 ), such as in a cargo area below the cabin floor 120. Therefore, the exhaust gas flows behind the side wall 110, around the rapid decompression unit 130 (at a position corresponding to the installation position 154), and flows behind the rapid decompression unit 130 toward the space below the cabin floor 120.

[0037] The side wall 110 has a bottom edge 111 disposed above the cabin floor 120, thereby forming a gap of distance D1. This gap is sized to be sufficient to allow exhaust gases to be removed from the passenger compartment and to allow for rapid decompression. It will be understood that Figure 1The cross section shown in FIG can be taken at any position along the longitudinal extension of the passenger compartment. Therefore, the gap below the bottom edge 111 of the side wall 110 also extends in the longitudinal direction of the aircraft 1, thereby forming a long slit through which exhaust gases can be removed and rapid air decompression can be achieved.

[0038] By way of example only, distance D1 may be between 1 inch and 3 inches (25.4 mm to 76.2 mm), preferably between 1.5 inches and 2 inches (38.1 mm to 50.8 mm). For example, a distance D1 of 2 inches (50.8 mm) has been found to be sufficiently large for exhaust gas removal and rapid decompression conditions. Thus, sidewall 110 is a simple panel without any openings, slits, grilles, etc., which significantly simplifies the approval and certification process for such aircraft components, as well as the manufacture of sidewall 110.

[0039] The rapid decompression unit 130, mounted to the primary structure 150 and the cabin floor 120, forms another gap between the sidewall 110 and the portion of the rapid decompression unit 130 closest to the sidewall 110. In the illustrated example, this portion closest to the sidewall 110 is located at the top end of the rapid decompression unit 130. In any case, at this other gap, the distance D2 between the sidewall 110 and the closest portion of the rapid decompression unit 130 is between 1 inch and 2 inches (25.4 mm to 50.8 mm), preferably between 1 inch and 1.5 inches (25.4 mm to 38.1 mm). It has been found that a gap of 1 inch is large enough for exhaust gas removal. However, the second distance D2 of the gap can be smaller than the first distance D1, as the second distance D2 gap is intended for conventional exhaust gas removal, while the first distance D1 gap is intended for conventional exhaust gas removal and rapid decompression.

[0040] Figure 1 Also shown is an outer skin 152 of the aircraft 1, which defines the interior space of the aircraft 1 toward the surrounding environment. Insulation or other primary or secondary components of the aircraft 1 may be arranged on the inner side of the outer skin 152 (all not shown to improve the clarity of the drawing). As an example only, insulation may be arranged between two adjacent frames 150, and a space for the rear of the rapid decompression unit 130 ( Figure 1 The boundary of the air flow on the right side of the middle decompression unit 130).

[0041] The rapid decompression unit 130 includes an opening 131 and a flap 132. Figure 1 In the embodiment, the flap 132 is in a closed position, in which the flap 132 closes the opening 131 so that the opening 131 is Figure 1The flap 132 is pivotally mounted to the joint 134, preferably at its top end. This allows the flap 132 to more easily reach or achieve the closed position due to gravity. Additionally, a biasing element (not shown) may be provided to bring the flap 132 into and maintain it in the closed position. By way of example only, the rapid decompression unit 130 may be arranged at an angle, such as an angle corresponding to the angle of the primary structure 150 at the aircraft section 100. The biasing element facilitates movement of the flap 132 into the opening 132, i.e., into the closed position.

[0042] In the event that the pressure in the passenger compartment increases or decreases compared to the pressure in the space below the cabin floor 120, decompression must occur to protect components of the aircraft 1. Because such pressure increases or decreases can occur suddenly, conventional exhaust gas removal may not be sufficient to equalize the pressure quickly enough, or the exhaust gas path may not be wide enough if air must flow into the passenger compartment.

[0043] The opening 131 in the rapid decompression unit 130 allows for rapid decompression. For example only, the cross-sectional area of ​​the opening 131 is larger than the cross-sectional area at the top end of the rapid decompression unit 130, such as the cross-sectional area of ​​the gap shown by distance D2.

[0044] Figure 2 Schematically illustrates Figure 1 Specifically, the flap 132 is configured to move between a closed position and two opposite open positions 132a and 132b, thereby releasing the opening 131. In both cases, the flap deflects away from the opening 131 in one of two opposite directions.

[0045] like Figure 2 As indicated by the broad double arrow in the figure, once the opening 131 is no longer blocked by the flap 132, air can flow into and out of the passenger compartment through the opening 131. Depending on the pressure differential, the flap opens toward the passenger compartment to let air into the passenger compartment, or opens toward the primary structure 150 (or outer skin 152) to release air from the passenger compartment.

[0046] In any case, air can flow in front of the inner portion 151 of the main structure 150 and behind the rapid decompression unit 130. The inner portion 151 can be, for example, the inner portion of the frame 150 and / or an insulation member (not shown) provided between two adjacent frames 150.

[0047] The rapid decompression unit 130 is mounted to the primary structure 150 at a minimum distance from the inner side 151 of the primary structure 150. To allow sufficient air flow (sufficient volume or mass flow of air), this minimum distance may be at least 1 inch (25.4 mm).

[0048] Furthermore, the distance between the rapid decompression unit 130 and the inner portion 151 of the primary structure 150 can increase from the opening 131 downward to the cabin floor 120. Alternatively or additionally, the distance between the rapid decompression unit 130 and the inner portion 151 can be wider than the second distance D2. In any case, the gap between the rapid decompression unit 130 and the inner portion 151 below the opening 131 should be wide enough for the rapid decompression unit, i.e., wider than the gap required for conventional exhaust gas removal alone.

[0049] Figure 3 Schematically illustrates a system comprising at least one Figure 1 and Figure 2 FIG. 1 shows an aircraft 100 of an aircraft section. To illustrate the components of the aircraft section 100, Figure 3 Only one side wall 110 and two frames 150 (at least parts of the two frames 150) adjacent to the side wall 110 are shown. Figure 3 Above the housing (not shown), a rapid decompression unit 130 is arranged, which has an opening 131 covered by a flap 132 in its closed position. Figure 3 In the illustration of FIG, the side wall 110 has been removed so that the rapid decompression unit 130 and the two frames 150 are visible.

[0050] It is believed that the advantages of the technology presented herein will be fully understood from the foregoing description, and it will be apparent that various changes can be made to the form, construction, and arrangement of the exemplary aspects of the present disclosure without departing from the scope of the present disclosure or sacrificing all of the advantageous effects of the present disclosure. Since the technology presented herein can be varied in many ways, it will be recognized that the present disclosure should be limited only by the scope of the appended claims.

Claims

1. An aircraft segment (100), comprising: a primary structure (150) forming at least a portion of an aircraft fuselage; a cabin floor (120), the cabin floor (120) being coupled to the primary structure (150); a side wall (110), the side wall (110) covering at least a portion of the main structure (150); as well as a rapid decompression unit (130), the rapid decompression unit (130) being arranged between the side wall (110) and the main structure (150), It is characterized in that The side wall (110) has a bottom edge (111) disposed above the cabin floor (120), wherein a first distance (D1) between the bottom edge (111) and the cabin floor (120) is between 1 inch and 3 inches, and The rapid decompression unit (130) is mounted to the primary structure (150) and the cabin floor (120), wherein a second distance (D2) between the side wall (110) and a portion of the rapid decompression unit (130) closest to the side wall (110) is between 1 inch and 2 inches.

2. The aircraft segment (100) according to claim 1, wherein The rapid decompression unit (130) includes an opening (131), a flap (132), and a joint (134). The flap (132) is pivotally mounted to the joint (134). The flap (132) is configured to close the opening (131) when in a closed position.

3. The aircraft segment (100) according to claim 2, wherein: The flap (132) is configured to move between the closed position and two opposing open positions (132a, 132b) in which the flap (132) is deflected away from the opening (131) in one of two opposite directions.

4. The aircraft segment (100) according to one of claims 1 to 3, wherein: The rapid decompression unit (130) is mounted to the main structure (150) at a minimum distance from an inner side (151) of the main structure (150).

5. The aircraft segment (100) according to one of claims 1 to 3, wherein A main portion (115) of the side wall (110) is arranged generally parallel to the primary structure (150), and wherein a bottom region (116) of the side wall (110) is offset from the primary structure (150).

6. The aircraft segment (100) according to claim 1, wherein: A first distance (D1) between the bottom edge (111) and the cabin floor (120) is between 1.5 inches and 2 inches.

7. The aircraft segment (100) according to claim 1, wherein: A second distance (D2) between the side wall (110) and a portion of the rapid decompression unit (130) closest to the side wall (110) is between 1 inch and 1.5 inches.

8. The aircraft segment (100) according to claim 4, wherein: The minimum distance is at least 1 inch.

9. The aircraft segment (100) according to claim 5, wherein: The bottom region (116) at least partially covers the rapid decompression unit (130).

10. An aircraft (1), characterized in that The aircraft (1) comprises: At least one aircraft segment (100) according to one of claims 1 to 9.

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