Integrated partition arrangement with cabin crew seat

Abstract

Supporting structure (28) for a partition arrangement (20) for a cabin (4) of a passenger aircraft (2), wherein the partition arrangement (20) comprises a partition (14) and a seat arrangement (16) fastened to the partition (14) in an assembled state (M) and having at least one cabin crew seat (18a,b), wherein the supporting structure comprises: - a mechanically supporting wall structure (22) for the partition wall (14), - a mechanically supporting seat structure (24) for the seat arrangement (16), - at least one fastening means (26) which is intended and configured to fasten the wall structure (22) and the seat structure (24) to one another in the assembled state (M), - wherein at least a part of the wall structure (22) is formed integrally with at least a part of the seat structure (24), - wherein the wall structure (22) and the seat structure (24) is a milled part or at least contains this as a main component, - wherein the wall structure (22) or at least a main component thereof is produced as a milled part by milling out a solid material plate (62), - wherein the at least one part of the wall structure (22) and the at least one part of the seat structure (24) are designed in one piece with one another in that they are produced together as a single, one-piece milled part comprising the wall structure (22) and the seat structure (24) by milling out the solid material plate (62).

Description

[0001] The invention relates to a partition assembly for a cabin of a passenger aircraft. The partition assembly includes a partition and a seat assembly. The seat assembly is attached to the partition in an assembled state. The seat assembly comprises at least one cabin attendant seat (CA), a so-called cabin attendant seat (CAS). In an assembled state, the seat assembly is attached to the partition.

[0002] From EP 3 173 331 B1, an aircraft structural component is known, comprising: a substantially planar core panel having a lattice frame structure of load-bearing lattice frame bars; and a cover panel mounted on a front surface of the core panel, wherein the cover panel comprises: a protective cover having an outer shape corresponding to the outer shape of the core panel, wherein the protective cover includes at least one cutout opening; and at least one fiber panel mounted on the protective cover and covering at least one cutout opening, wherein the at least one fiber panel is sandwiched between the core panel and the protective cover.

[0003] The aircraft structural component in the form of a partition element (partition: partition wall) can include a mounting plate configured to attach functional elements to the partition element. The mounting plate can, for example, be adapted to mount a wall-mounted cabin attendant seat (CAS bench) with a pivoting seat to the partition element.

[0004] From DE 10 2016 223 771 A1, a flight attendant seat is known, comprising a frame that can be attached to a support device or integrated into the support device, and at least one seating device integrated into the frame, wherein the frame comprises a lower section, an upper section, and a central section that at least partially accommodates the at least one seating device, wherein the lower section is curved at least in a region adjacent to the central section; as well as a method for assembling a flight attendant seat.

[0005] From WO 2007 / 076 357 A2 a method is known for providing an optimal topology for a structure based on a set of design criteria comprising at least one support point and at least one force to be applied to the structure.

[0006] A substructure for an aircraft cabin monument is known from US 2020 / 0 391 867 A1. The substructure comprises a plurality of mounting attachment points for holding a bracket to engage with a corresponding mounting attachment point on a lattice structure of a load-bearing partition. The aircraft cabin monument is supported by the load-bearing partition through the substructure, which bears a significant weight of the monument and relieves the cabin floor of the load and weight of the aircraft cabin monument.

[0007] DE 10 2011 116 521 A1 discloses a flight attendant seat comprising a backrest element and a seat element attached to the backrest element. The backrest element is rotatable about a rotation axis to move the flight attendant seat between a rest position and an operating position. A fastening device for attaching the flight attendant seat to a side wall of an aircraft monument is designed and dimensioned such that it is capable of dissipating a predetermined maximum force, which can be introduced into the flight attendant seat during operation of the flight attendant seat, via the side wall (16) of the aircraft monument.

[0008] From DE 36 31 726 A1, a pivoting seat for an attendant in a vehicle, in particular in an aircraft, is known for attachment to a supporting structure, mounted about a vertical axis and having a foldable seat surface, wherein the supporting elements of the seat are designed in an integral construction.

[0009] From DE 10 2009 049 007 A1, a pressure fuselage of an aircraft is known which is composed in the longitudinal direction of several fuselage sections, wherein at least one rear-side pressure cap is provided to form an aircraft-internal pressure area, for the outer radial attachment of which cap to at least one fuselage section an annular frame profile is provided, wherein the frame profile has a U-shaped profile section on the pressure cap side, the end first leg of which is attached to the rear of the pressure cap via connecting means and the extended second leg of which extends radially outwards establishes a connection to the at least one fuselage section in such a way that the connecting means can be mounted solely from the aircraft-internal pressure area.

[0010] The object of the present invention is to propose improvements with regard to such a partition wall arrangement.

[0011] The object is achieved by a supporting structure according to patent claim 1. Preferred or advantageous embodiments of the invention and other categories of invention emerge from the further claims, the following description and the attached figures.

[0012] The supporting structure is one for a partition arrangement as described above for a cabin of a passenger aircraft. The cabin comprises in particular a passenger area and a staff area. The passenger area essentially contains the passenger seats, the staff area seats for the cabin crew and in particular a galley, a lavatory, a passenger boarding / exit area, etc. The staff area is in particular such a area in the rear part of a passenger aircraft facing away from the direction of flight (“AFT”, e.g. at “door no. 4” of the aircraft). Alternatively, the partition arrangement (CAS partition) can also be installed at the front of the aircraft (“FWD”, e.g. at “door no. 1”). In this case, the seating arrangement (CAS) is then attached to the partition (partition) facing forward in the direction of flight. The staff area is then arranged in front of the passenger area as seen in the direction of flight.The partition assembly thus includes, as described above, a partition and a seating arrangement attached to the partition in an assembled state. The partition, in particular, separates the crew area from the passenger area and runs transversely to the longitudinal direction of the aircraft. The seating arrangement includes at least one cabin crew seat.

[0013] The supporting structure contains a wall structure for the partition wall or walls. This means that in the case of an existing complete partition wall, the wall structure is part of the partition wall. “Mechanically load-bearing” means that the wall structure at least predominantly, i.e. to a greater extent than half, in particular at least 75%, at least 80%, at least 90% or completely, determines the mechanical load-bearing capacity of the wall structure. In particular, the wall structure is, for example, a supporting frame of the partition wall that is only supplemented by non-mechanically load-bearing cladding, decorative components, foil, paint, add-on parts, etc., which, however, make no contribution to the mechanical load-bearing capacity of the partition wall. The wall structure is therefore the only component of the partition wall that needs to be taken into account when assessing the strength of the partition wall.

[0014] The supporting structure also includes a mechanically supporting seating structure for the seating arrangement. "For the" and "mechanically supporting" are to be understood here with reference to the seating arrangement in the same way as above for the wall structure.

[0015] The supporting structure contains at least one fastening element. The fastening element is intended and configured to fasten the wall structure and the seat structure to each other in the assembled state. "Intended" means that the fastening element is structurally matched to specific or specific types of wall / seat structures and is configured for use there; e.g., it is designed for the geometric requirements, etc., determined thereby. In other words, the respective wall / seat structures are assumed to be known in terms of their geometry, size, material properties, etc.

[0016] In addition to the supporting structure, the seat structure contains in particular only additional parts for the seat arrangement and / or partition which do not contribute or only contribute insignificantly to the mechanical stability of the partition arrangement, such as a backrest, a headrest, a safety belt, attachment points / pivoting device for a folding seat, attachments for equipment, storage compartments, displays, etc.

[0017] The supporting structure therefore comprises the wall structure, the seating arrangement and the fastening means, whereby in the assembled state a mechanically stable supporting structure results in which the wall structure and the seating structure are actually fastened to one another by means of the fastening means.

[0018] In particular, in the supporting structure, the wall structure and the seat structure are actually fastened to each other by means of the fastening means. The fact that the fastening means are "provided and arranged" refers in particular to a strength analysis or a design process for the supporting structure, in particular a virtual modeling of all components, whereby the wall structure and the seat structure are virtually fastened to each other by means of the fastening means in the virtual assembly state.

[0019] The partition wall arrangement is therefore particularly designed for intended installation in a designated cabin of a designated aircraft.

[0020] The partition wall therefore comprises the supporting structure and, if applicable, additional components that play no or only a minor mechanical load-bearing role in the partition wall. These additional components are then omitted, for example, in a design process or in a strength analysis of the supporting structure; for example, they are not modeled virtually, as they are irrelevant to the results.

[0021] The seating arrangement is designed for one or more people, particularly cabin crew. Multiple seats can be integrated into a single double or multiple seating structure, or they can have individual sections for individual people or individual seats that are mounted individually on the partition wall, for example, side by side. For double or multiple seats, folding individual seats or a folding bench seat for several people are particularly conceivable. However, the above-mentioned strength assessment always takes the entire seat structure into account.

[0022] The wall structure can also be a single part or comprise several individual parts; the above statements regarding the seat structure apply accordingly.

[0023] The seat structure is in particular a lower section of the seat arrangement, ie in the installed state facing a floor of the passenger cabin, which in particular only extends to the height of a seat surface connection or only to the height of an upper third of a backrest or to the upper edge of the backrest or extends over the entire height of the seat arrangement.

[0024] The fastening means can, in particular, comprise concrete individual means, such as a screw, rivet, or adhesive, or consist of a plurality of such individual means. In the present case, however, a fastening means can also be understood to mean a spatial area, such as a weld point or other material or form-fitting connection between the seat and supporting structure. In particular, a one-piece connection - generic or also created by an adhesive - between or design of the wall structure and seat structure also falls under the term "fastening means." Here, the fastening means degenerates into a "zero means" in the form of the one-piece design of the wall structure and seat structure, in particular thus into an imaginary dividing surface between the two structures. Combinations of the above-mentioned variants can also be understood as fastening means in the present sense.

[0025] According to the invention, there is the advantage that the entire supporting structure forms a unit which can be designed and designed according to a design process, a strength analysis, an interactive design process, etc., so that the synergistic interaction of the elements wall structure, seat structure and fastening means results in an overall unit which can be optimized or considered.

[0026] Other approaches consider each element individually, but do not consider their synergy when actually attached to one another. Compared to such solutions, the present invention achieves synergy effects that lead to overall material savings, weight savings, increased strength, etc., which cannot be achieved by considering the wall structure, seat structure, and fastening elements individually.

[0027] The result is an integrated arrangement of partition and seating arrangement (CAS), hence also referred to as “integrated CAS partition” or “iCAS partition”.

[0028] The wall structure, seat structure and fastening means together therefore form, through synergistic interaction, an overall mechanically load-bearing structure of the partition wall arrangement 20, wherein in particular mechanical loads on the seat arrangement are also absorbed by the wall structure and mechanical loads on the partition wall are also absorbed by the seat structure.

[0029] In a preferred embodiment, all components of the support structure—i.e., the wall structure, seat structure, and fastening means—are designed to complement each other synergistically in the assembled state with regard to a common aeronautical strength assessment. This particularly applies, as explained above, to a virtual support structure in the virtual assembly state. Such strength assessments include, in particular, load tests, load path optimization, and the design-related variation of material thicknesses, materials, and geometries on the seat structure and / or wall structure elements, particularly their rib structure, as explained in more detail below.

[0030] According to this embodiment, all components of the supporting structure, in particular the entire seating arrangement and / or the entire partition wall, are explicitly considered during the design process of the elements. As a result, all components of the supporting structure are then coordinated with each other in a load-path-optimized manner, with regard to their mutual attachment during assembly using the fasteners.

[0031] The statements refer in particular to a 16-G crash test of the FAA (US Federal Aviation Administration for aircraft seats), which is standard in aviation technology and which must also be passed for the present seating arrangement in order to obtain a so-called “16 G seat”. In particular, this results in a “16 G iCAS partition” that meets these requirements.

[0032] In a preferred embodiment, a specific, intended partition wall is assumed: This has a plane of extension which corresponds to its wall plane. This means that the partition wall, as a flat structure, extends flatly in or along this plane of extension. The wall structure contains a wall surface extending along this plane of extension and ribs. The ribs are firmly connected to the wall surface. The ribs extend transversely to the direction of extension away from the wall surface, i.e. they themselves run transversely to the plane of extension. In other words, the ribs protrude transversely, in particular perpendicularly, from the plane of extension and thus form mechanically particularly stable stiffening ribs for the wall surface. In particular, the ribs are designed as a single piece with the wall surface. In particular, the ribs are located on the side of the wall surface facing the seat arrangement when the supporting structure orPartition arrangement is installed as intended in the passenger aircraft. In particular, the wall structure consists exclusively of the wall surface and the ribs. The ribs thus have a load-path-optimized course, which was determined by taking the entire supporting structure into account, as explained above. This embodiment allows for particularly material-saving and thus lightweight partitions. In other words, the ribs follow the load paths determined theoretically / in tests / by simulation in the supporting structure and then physically replicate them.

[0033] In one preferred embodiment, the wall structure is constructed in one piece. Alternatively or additionally, the seat structure is constructed in one piece. This results in particularly simple yet mechanically stable wall structures and / or seat structures.

[0034] At least part of the wall structure is constructed as a single piece with at least part of the seat structure. As explained above, no specific or discrete fastening elements are required, or they would degenerate into a one-piece connection between the two elements. Here, a complete or full-surface, one-piece connection between both elements—the seat and supporting structure (including fastening elements)—results in a particularly strong synergy effect as described above, as forces are transferred particularly effectively and across a large area between the elements.

[0035] In a preferred variant of this embodiment, the entire support structure is constructed as a single piece. In particular, no specific fastening elements are required; these are all degenerated into a material-to-material or one-piece connection between the seat and support structure elements. This creates a particularly simple and stable support structure.

[0036] In a preferred embodiment, the wall structure is a metal part or the wall structure contains a metal part which forms at least a main component of the wall structure. “Main component” is to be understood here and below as above, that the metal part represents a proportion of more than half, in particular at least 75%, at least 80%, at least 90% or the entire volume of the wall structure. Alternatively or additionally, the seat structure is a metal part or contains this metal part at least as a main component. The same statements apply as with regard to the wall structure. The metal is in particular an aluminum material. This results in particularly light and stable wall structures and / or seat structures.

[0037] According to the invention, the wall structure is a milled part or the wall structure contains such a milled part at least as its main component. Alternatively or additionally, this also applies to the seat structure. The milled part is, in particular, a metal milled part. The milled part is, in particular, custom-made according to the aforementioned synergistic strength considerations / load path optimization and corresponding local material reinforcements / removals, etc. The milled part is produced from solid material using a manufacturing process by milling, as explained again below. This allows for the creation of particularly diverse wall structures and seat structures and the implementation of load path-optimized components particularly easily.

[0038] In a preferred embodiment, the seat structure consists of several components in the form of commercially available mass-produced goods. Alternatively, the seat structure contains at least one or more such components as a main component. Such a component is, for example, a so-called "standard profile." In other words, the seat structure is constructed exclusively or primarily from mass-produced goods. Such components are, in particular, components that are not individually manufactured for the seat structure. The components are simply adapted to the seat structure, for example, cut to length, provided with connecting holes, beveled, or otherwise finished from their standard shape with comparatively little effort compared to individual production or one-off production. Such a standard profile is, in particular, a square tube. This embodiment results in particularly cost-effective seat structures.

[0039] In a preferred embodiment, the support structure contains at least 20 fastening elements in the form of individual elements. An individual element here is a single concrete element, such as a screw, rivet, adhesive structure, spot weld, etc. In particular, there are at least 30, at least 40, at least 50, or at least 60 individual elements. Thus, a result corresponding to a surface-to-surface bond can be achieved even with individual elements located relatively close to one another.

[0040] In a preferred embodiment, the seat structure is a basic structure of the seat assembly, which is designed solely to accommodate at least one further component of the seat assembly. A further component is, for example, a seat surface, in particular a foldable one, or a part thereof, a backrest or a part thereof, a storage compartment or a part thereof, or a headrest or a part thereof. The foldable seat surface includes, in particular, a folding device, for example, a pivoting or supporting cross member.

[0041] In particular, the seat structure does not include a headrest and / or a seat belt system. The basic structure is, in particular, a frame structure. The basic structure is specifically designed to exclusively support the components; i.e., the components are not mounted or attached directly to the wall structure, but rather, this occurs exclusively indirectly via the seat structure. This allows a certain degree of flexibility to combine the support structure with other components as needed to create different seating arrangements, with the support structure always being designed in the same way, optimized for load paths, as described above.

[0042] The object of the invention is also achieved by a partition arrangement according to claim 10 for a cabin of a passenger aircraft. As already explained above, the partition arrangement contains the partition and the seat arrangement secured to the partition with at least one cabin crew seat. The partition arrangement contains the support structure according to the invention. The partition contains the wall structure. The seat arrangement contains the seat structure. The seat structure and thus the seat arrangement is secured to the wall structure and thus to the partition by means of at least one of the fastening means.

[0043] The partition wall arrangement and at least some of its possible embodiments as well as the respective advantages have already been explained in connection with the supporting structure according to the invention.

[0044] The object of the invention is also achieved by a method according to claim 11 for producing the support structure according to the invention or the partition wall arrangement according to the invention. This method assumes a support structure in the embodiment described above with regard to the wall structure / its main component in the form of a milled part. According to the method, the wall structure or at least a main component thereof is produced as a milled part by milling out a solid material plate. The subject matter of the invention is therefore also a support structure produced according to this method. The solid material plate is, in particular, one that extends along the above-mentioned extension plane over the entire partition wall or at least a main part thereof (here, "main part" in the sense of "main component" above refers to the surface of the partition wall along the extension plane).

[0045] The method, at least some of its possible embodiments, as well as the respective advantages have already been explained in connection with the supporting structure according to the invention and the partition wall arrangement.

[0046] According to the invention, and in conjunction with the aforementioned one-piece design of at least one part of the seat and wall structure, at least one part of the wall structure and at least one part of the seat structure are designed as one piece by milling them out of the solid material plate. This makes the one-piece design particularly easy to produce or accomplish.

[0047] The object of the invention is also achieved by a design method according to claim 14 for a support structure according to the invention or a partition wall arrangement according to the invention. In the design method, the entire support structure is subjected to load path optimization in the assembled state. In particular, this is done iteratively, in particular by redesigning the support structure, material reinforcements, material removal, material selection at specific locations, etc., in a manner customary in the art. In particular, the design method is carried out purely virtually or at least partially virtually. In particular, a virtual support structure or partition wall arrangement is thus the object of the design method, as described above.

[0048] The method and at least some of its possible embodiments as well as the respective advantages have already been explained in connection with the support structure according to the invention and the partition wall arrangement.

[0049] The invention is based on the following findings, observations, and considerations and also includes the following preferred embodiments. These embodiments are sometimes referred to as "the invention" for simplicity. The embodiments may also contain parts or combinations of the above-mentioned embodiments or correspond to them and / or may also include previously unmentioned embodiments.

[0050] It is known from practice to combine a CFRP partition (partition wall, sandwich construction) from a first manufacturer with seat(s) (CAS) from a third-party manufacturer as an add-on part to form a partition wall arrangement.

[0051] According to the invention, however, there are three different concepts A to C, which can be summarized as follows: Concept A: The wall structure consists of a milled part created by milling a 30 mm thick solid aluminum plate. The seat structure is a CAS frame (basic structure) consisting of several milled components. Concept B: Similar to Concept A, the wall structure is also a milled part made from the same solid panel. The seat structure, in the form of a CAS frame (basic structure), consists of several standard profiles (commercially available mass-produced parts). Concept C: A single milled part, made from a 70 mm thick solid aluminum plate, comprises the wall structure and the CAS frame (the basic structure of the seating structure), which is manufactured integrally from the same raw material by milling the same plate. Thus, the supporting structure is a completely single-piece milled part.

[0052] In detail: The 16-G partition, familiar from practice, is manufactured as a conventional CFRP sandwich construction with locally applied metal reinforcements and with or without an integrated, retractable "stretcher flap" (wall section). It contains an upper and lower aircraft attachment (for attaching the partition to the aircraft's primary structure) as well as screw points for the CAS and emergency equipment. The CAS assembly comes from a different manufacturer than the partition and features a backrest and a foldable seat (bench for two people or single seat: "single CAS") as well as a headrest with storage compartment, a belt system for one or two flight attendants, and a storage compartment with a flap in the floor area. The partition arrangement thus results in a fully assembled partition with a retrofitted CAS.

[0053] The problem here is the following: The CAS is usually developed by a third-party manufacturer for a "standard cabin interface," i.e., a partition with comparatively stiffer boundary conditions than, for example, the CFRP partition known from practice. The (less stiff) CFRP / composite partition actually used by a partition manufacturer must therefore compensate for a suboptimal CAS design with massive additional reinforcements. A further problem arises when the CAS manufacturer provides new CAS versions that are lighter but mechanically weaker than the previous version. This leads to the partition being destroyed during the 16-G test in the overall system of the partition arrangement. Further reinforcement of the partition is then necessary.

[0054] In the known solution, the CAS serves solely to accommodate the cabin crew and emergency equipment. While the CAS structure does reinforce the partition to some extent, it does so only to a very limited extent. The idea behind the invention is to achieve improvements here.

[0055] The situation known from practice can therefore be summarized as follows: The composite partition wall was designed for a suboptimal CAS, without considering the specific characteristics of a partition monument (high deformation). The CAS is attached to the partition wall with only a few screws, e.g., eight, and reinforces it only to a very limited extent. The CAS loses its stiffness precisely when it is needed most—namely, when high partition deformation occurs.

[0056] The current cabin requirements are as follows: The partition separates the passenger area from the crew / staff area. The CAS serves as a seat for the cabin crew.

[0057] The invention is based on the observation that new market requirements exist: The single-aisle family of aircraft is struggling with weight issues, especially in the rear cabin area (AFT cabin area). "Greener" environmental requirements necessitate greater efficiency. The tight space between the AFT complex and the partition makes trolley maneuverability difficult.

[0058] The invention therefore pursues a novel approach: The CAS and partition are integrated, taking mutual consideration into account during the design process. Both monuments are load-path optimized to meet both the old and new requirements. This is achieved by adapting the shape and design of the CAS to better match and support the partition deformation. A global stiffness increase is implemented in the area above the CAS to counteract the strong partition deformation.

[0059] The proposed solution involves the integration of the CAS and partition, a new material and manufacturing process for the partition for load path optimization (milled metal plate), interactive design optimization places material reinforcements only where needed, and an improvement in the connection between the monuments (approximately 60 screws for concepts A and B, ideal (because of the one-piece design) for concept C). This increases overall stiffness and reduces bending. Weight savings and reduced installation space are achieved through lighter and thinner structures. Rounded upper corners can be realized. The upper seat belt retractors are attached directly to the partition, resulting in a load-bearing lower structural part (basic structure) of the CAS. In particular, the backrest is attached directly to the partition. Concept A has the following features in particular:

[0060] The upper and lower aircraft attachments are unchanged from the existing solution. The wall structure consists of an approximately one-inch-thick (30 mm) aluminum base plate, milled to optimize the load path, and a 1.6 mm thick cover plate. Both parts are screwed and glued together. An optionally provided, retractable stretcher flap is machined from aluminum. The headrest includes a cushion and an integrated storage compartment. The belt system is a purchased part. The seat structure contains a CAS frame consisting of several milled aluminum components that are attached to the partition (wall structure). In the foot area, there is a storage compartment with a flap for emergency equipment. The back and seat cushions comprise a foldable seat surface; the seat surface mount is attached directly to the CAS frame.The CAS frame is a milled aluminum part with reinforcements.

[0061] Concept A entails a new manufacturing process for the partition. This results in a variable thickness of the metal parts, compared to the previously constant thickness of carbon / glass prepregs. The rib structure follows the load path.

[0062] The CAS is no longer a standalone component. The backrest and seat belts are attached directly to the partition, unlike the traditional design where everything is part of the CAS. The connection between the CAS and the partition is improved by increasing the number of screws from 8 to approximately 59.

[0063] The CAS frame has the following features: Various milled parts are bolted together. The seat support is attached directly to the frame. Additional parts are attached to the frame for the storage compartments. Local reinforcements (7 to 8 in vertical sections) prevent buckling. The shape and dimensions have been modified to maximize load-bearing capacity. The CAS bench has been replaced by two individual CAS seats. Alternatively, a single CAS is provided. A vertical center beam has been introduced. The horizontal upper and lower sections have been improved to maximize load-bearing capacity. Concept B has the following features in particular:

[0064] The features are similar to those of Concept A with the following differences: The CAS frame consists of several standard profiles that are attached to the partition (wall structure). Connecting brackets connect the standard profiles. The seat support is attached to an additional bracket, which in turn is attached to the standard profiles. The CAS frame with reinforcements is made of standard aluminum profiles.

[0065] The CAS frame consists of standard aluminum profiles bolted together using brackets. The seat mount is attached to the frame using additional brackets. The profiles are covered with an additional cushion. Local reinforcements are necessary to allow for the storage of the folding seats. Concept C has the following features:

[0066] The concept corresponds to concepts A and B with the following differences: The wall structure and seat structure are designed as a single component. This is a milled aluminum component made from an approximately 70 mm thick aluminum base plate, screwed and bonded to a 1.6 mm cover plate. The design is load-path optimized. The integral component features additional ribs for attaching the backrests of the seating arrangement. The aluminum CAS frame with reinforcements (seat structure) and the partition (wall structure) are thus constructed as a single piece by milling the single aluminum base plate.

[0067] Due to the new manufacturing process for the partition, the "partition bars" are extended and thus form the CAS frame and seat structure, respectively. The CAS frame and the partition represent the same structure, i.e., a single, one-piece component (seat structure and wall structure). The seat support is again attached to the frame using an additional clamp.

[0068] When comparing the three concepts, concept C is particularly advantageous because it is thinner overall and therefore has greater potential for reducing the footprint.

[0069] Overall, the following can be noted in particular: The invention is based on the observation that, in practice, the partition and seat have traditionally been separate components. For actual use, the seat is attached to the partition using screws. The partition is manufactured, for example, in a composite construction from metal-reinforced honeycomb panels with pre-impregnated fiber matrix semi-finished products ("prepregs"). Individual, separately tested CA seats (CA: Cabin Attendant / Cabin Crew Seat) from other manufacturers (relative to the manufacturer of the partition) with attachment to the aircraft structure or to cabin fixtures (e.g., lavatory, storage cabinet, etc.) have been necessary to date.

[0070] The invention is based on the idea of developing a new construction method for aircraft cabin partitions, in which the composite construction is replaced by a monolithic aluminum-metal construction. The development of this construction method offers considerable cost potential.

[0071] According to the invention, the structural components of the seat are therefore incorporated into the structure of the partition wall in a so-called integral design. The CA seat is thus eliminated as a separate product. An integral component (supporting structure or partition wall arrangement) is created that incorporates the distinctive features of both previously separate products.

[0072] In combination, the new design enables a reduction in overall weight and structural depth while maintaining maximum deformation under load. This applies to the partition arrangement ("iCAS Partition") with one integrated CA seat and two integrated CA seats. Furthermore, a reduction in manufacturing costs is possible.

[0073] According to the invention, this results in an integral design with integrated functions. The material used is based primarily on recyclable aluminum. This results in low weight, low costs, and rapid availability.

[0074] The proposed support structure or partition arrangement ("iCAS Partition") combines two traditional functions into one (partition + CA seat). The main components of a CA seat (e.g., headrest, backrest, folding seat, etc.) are connected to the partition separately or in subassemblies, thus forming an integral design. This also applies to the belt restraint system. The partition (integrated as a support structure or partition arrangement) replaces the main structure of a traditional, separate CA seat. Purchasing a separate CA seat is therefore no longer necessary.

[0075] The solution proposed here is characterized by the following features (individually or in combination): - Functional integration of partition and CAS, - significant weight savings, - both Single CAS and Double CAS possible, - Stretcher flap available as an option, - Integration of storage compartments and / or provisions for relevant equipment are configurable, - Folding seat / bench with belt system, - Metal construction, - Connection by screws and / or rivets and / or gluing.

[0076] With regard to the assembly / integration of the partition arrangement in the aircraft, existing interfaces can be used.

[0077] The proposed partition arrangement can be designed in particular for installation on the left (LH) side of the aircraft or the right (RH) side of the aircraft.

[0078] According to the invention, in particular, a partition arrangement in the form of a “16G partition” is obtained, which thus withstands the above-mentioned 16G test.

[0079] Further features, effects, and advantages of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying figures. Each of these figures shows a schematic diagram: Fig. 1 a symbolic side view in partial section of a partition wall arrangement finally assembled in a cabin of a passenger aircraft, Fig. 2 in perspective exploded view in greater detail the partition wall arrangement from Fig. 1 according to concept A, Fig. 3 according to an alternative concept A, and Fig. 4 an alternative concept B, Fig. 5 an alternative concept C, Fig. 6 shows a perspective view of a seat structure in the form of a CAS frame with additional parts according to concept A, Fig. 7 Concept B, and Fig. 8 Concept C, Fig. 9 a perspective view of an alternative wall structure with wall surface and ribs.

[0080] Fig. Figure 1 shows a section of a passenger aircraft 2, namely a section of its cabin 4. In flight, the aircraft moves in a direction of flight 6. The cabin 4 has a floor 5 and a ceiling 7. Shown is a rear part (AFT) of the aircraft 2 and thus also a rear end of a passenger area 8 of the cabin 4 with a rearwardly adjoining staff area 10 for cabin crew 12, here a rear exit area with a galley and lavatory. The passenger area 8 and staff area 10 are separated from each other by a partition wall 14. Shown in Fig. 1 shows a cross-sectional view of the partition wall 14 on the left side of the aircraft (LH). A seating arrangement 16, here in an assembly state M, is attached to the partition wall 14. The seating arrangement 16 comprises two cabin crew seats 18a,b, of which Fig. 1, only the seat 18a is visible. Seat assembly 16 and partition 14 together form a partition assembly 20.

[0081] The partition wall 14 comprises a mechanically supporting wall structure 22, which is in the Fig. 1 is shown hatched. The seat assembly 16 comprises a mechanically supporting seat structure 24. Fastening means 26, here screws, of which symbolic Fig. 1, only four pieces are shown, are intended and configured, and in the example are actually used, to fasten the wall structure 22 and the seat structure 24 to one another in the assembled state M. All remaining elements of the partition 14 are fastened to the wall structure 22, and all remaining elements of the seat arrangement 16 are fastened to the seat structure 24. Therefore, the fastening means 26 also serve to fasten the entire seat arrangement 16 and the entire partition 14 to one another in the assembled state M, thus creating the entire partition arrangement 20 as a mechanically strong unit.

[0082] The partition wall 14 extends in the passenger aircraft 2 in a plane of extension 30 transverse to its direction of flight 6. The plane of extension 30 lies in Fig. 1 perpendicular to the plane of the paper. The wall structure 22 includes a wall surface 32 extending along this plane of extension 30, as well as ribs 34 extending transversely to the plane of extension 30 away from the wall surface 32, which are firmly connected to the wall surface 32. The ribs 34 provide the entire wall structure 22 with mechanical stability by running along required load paths. Fig. 1, wall surface 32 and ribs 34 are shown with different hatching. In fact, both elements are designed as a single-piece wall structure 22. The ribs 34 therefore have a load-path optimized profile taking into account the entire supporting structure 28. The wall structure 22 itself is therefore designed as a single piece. In total, the supporting structure here comprises 59 fastening elements 26 in the form of individual elements 36, namely fastening screws. The supporting structure 28 is in Fig. 1 symbolically outlined by a dashed line.

[0083] The seat structure 24 is a base structure 38 of the seat assembly 16, a supporting frame for further components 40 of the seat assembly 16. Further components 40 are provided here as a folding seat, indicated as a rectangle, including an articulated folding support (indicated as a circle), a backrest, and a headrest. All components 40 are attached exclusively to the base structure 38 and thus only indirectly via this to the wall structure 22 and thus to the partition wall 14.

[0084] The partition wall arrangement 20 extends between the floor 5 and the ceiling 7 of the cabin 4. A panel 42 is a component of the partition wall 14, but does not contribute to its mechanical stability and serves merely as a visual panel so that the view of the ribs 34 is concealed from the passenger area 8 and a smooth, visually appealing surface of the partition wall 14 is created towards the passenger area 8. The partition in the form of the partition wall 14 here therefore consists of a thick milled plate in the form of the wall structure 22 and a sheet metal in the form of the panel 42, and both are glued and screwed together.

[0085] In Fig. 1, seat 18a is in use because a person (cabin crew 12) has taken a seat on it.

[0086] Fig. 2 shows a perspective oblique view of the partition wall arrangement 20 from Fig. 1 from personnel area 10, here an alternative version in greater detail than in Fig. 1. In addition, an upper fastening 44 can be seen here, which serves, in a manner not explained in detail, to fasten the wall structure 22 and thus the partition wall 14 to the primary structure of the passenger aircraft 2 (not shown). Further such fastenings 44 are provided at the bottom of the wall structure 22 (in Fig. 2 not visible). The wall structure 22 is constructed here in a monolithic aluminum-metal design. The partition 14 contains a removable wall section 46, a so-called "stretcher flap," which serves to enlarge the space in a passageway between the passenger area 8 and the staff area 10 in the area of the partition 14, for example, to create space for a patient stretcher to be transported along the flight direction 6 in the cabin 4.

[0087] In Fig. 2, both cabin crew seats 18a,b are now visible, with the components 40 in the form of the seat surface or folding seat of seat 18a folded down, and that of seat 18b folded up. Seats 18a,b are thus each single cabin crew seat. Component 40 in the form of the headrest of seat 18a has been removed in the example to allow removal of wall section 46. The headrests are designed here as head elements with storage compartments. The components 40 in the form of the backrests represent back elements. Underneath the seat surfaces are storage compartments not yet described in detail, which here contain payload in the form of emergency equipment, for example, a fire extinguisher.

[0088] On the partition wall 14 are Fig. 2, additional attachments / mounts 48 are also provided for equipment (additional payload such as life jackets, megaphones), which will not be discussed in detail here. Impact protection strips 50 are provided on the bottom of the folding seats / seat surfaces of the seats 18a,b, or on the outside when folded up.

[0089] Fig. 3 shows the arrangement of Fig. 2 in an exploded view and with inserted wall part 46. Fig. 2 and Fig. 3 show the above-mentioned concept A of the supporting structure 28.

[0090] The ribs 34, which are actually located on the Fig. 3 side of the wall surface 32 facing away from the viewer (hence the reference symbol in brackets), are in Fig. 3 with regard to their course. The load path optimized course of the ribs 34 can be seen. Fig. 3 still more clearly than in Fig. 2, how the headrests are designed with upholstery and integrated storage compartment. It can be seen that a pivoting device 52 for each of the two folding seats is attached directly to the base structure 38 in the form of the seat structure 24. The seat structure 24 is designed here as a milled aluminum part in the form of a CAS frame with reinforcements. The reinforcements were created by milling solid material accordingly. It can also be seen how the storage compartment arranged beneath the folding seats is composed of respective profiles and cover flaps. The back and seat cushions with foldable seat surfaces are also shown as components 40 of the seat arrangement 16. The folding bearing 52 is therefore attached directly only to the base structure 38 and only via this and thus indirectly to the wall structure 22. The seat structure 24 as well as the wall structure 22 are therefore designed here as metal parts.The wall structure 22 is a single, one-piece milled part, while the seat structure 24 is constructed from individual, connected milled parts.

[0091] All components of the support structure 28, i.e., the wall structure 22, the seat structure 24, and the fastening means 26 (not shown) in the assembled state M, are designed to complement each other synergistically with regard to a common aeronautical strength considerations. In other words, the load-path-optimized course of all ribs 34 interact synergistically with the geometric structure of the seat structure 24 and its structural design, particularly with regard to reinforcement areas and the fastening points for the fastening means 26 used there, to achieve the desired mechanical strength of the support structure 28.

[0092] Fig. 4 shows an alternative support structure 28 according to concept B. Deviating from Fig. 3, the seat structure 24 is constructed from components in the form of commercially available mass-produced goods 56, namely so-called standard profiles, which are connected to one another via further mass-produced goods 58 in the form of connecting angles. Due to the different mechanical properties of the seat structure 24 compared to Fig. 3 is therefore also the course of the ribs 34 opposite Fig. 4 has been modified with regard to the above-mentioned joint aeronautical strength considerations, so that the wall structure 22 and the seat structure 24 and the fastening means 26, acting synergistically together, again meet the corresponding strength requirements of the supporting structure 28 and thus of the partition wall arrangement 20. The folding bearing 52 is attached to the seat structure 24 by means of an additional clamp 60 (“bracket”). Components 40 in the form of profiles for forming the storage compartments are again present, the headrests, folding seats and seat cushions, etc. according to Fig. 3 executed.

[0093] Fig. Figure 5 shows yet another alternative embodiment of a partition wall arrangement 20. Here, not only the wall structure 22, but also the seat structure 24 are constructed in one piece. Furthermore, the wall structure 22 and the seat structure 24 are also constructed in one piece, thus forming the entire support structure 28 as a single, one-piece milled aluminum part. Fasteners 26 are included implicitly or degenerately here (hence the reference numerals in parentheses) in the form of the generic (milled from a common base plate) material connection between the wall structure 22 and the seat structure 24. According to Fig. 5, the aluminum CAS frame in the form of the base structure 38 or seat structure 24 is manufactured as an aluminum milled part together with the entire wall structure 22. Here, too, as shown in Fig. 3, the folding bearing 52 is attached directly to the base structure 38. Otherwise, there are no significant differences from concepts A and B.

[0094] While in all three concepts A to C the wall structure 22 is manufactured as a milled part by milling out a solid material plate 62, in concept C the seat structure 24 and thus the entire support structure 28 is also manufactured as a one-piece milled part by milling out a solid material plate 62. Symbolically, the solid material plate 62 is in Fig. 5 indicated by dashed lines.

[0095] In all concepts A to C, the entire supporting structure 28 is subjected to load path optimization in assembly state M. This is done virtually by modeling the seat structure 24, wall structure 22, and fastening elements 26 and corresponding CAD strength analyses (not explained in detail here) through iterative redesign of the individual components.

[0096] Fig. 6 shows again the seat structure 24 according to concept A, consisting of individual aluminum milled parts, in detail, as well as additionally (partially) the headrests not belonging to the seat structure 24 and other components 40 in the form of the storage compartment frames, which are located below the folding seats in the assembled state.

[0097] Fig. Figure 7 shows the seat structure 24 according to concept B, composed of the mass goods 56 (standard profiles) and 58 (connecting angles) 58, as well as corresponding components 40 according to Fig. 6.

[0098] Fig. 8 also shows the seat structure 24 for concept C as part of the integrally milled solid material plate 62, but for clarity without the wall structure 22 which is made in one piece with it. Other components 40 such as headrests and storage compartments are also shown accordingly here.

[0099] Fig. Figure 9 shows a view of the wall structure 22 from the passenger area 8. The panel 42 is omitted. The fastenings 44 for the primary structure of the passenger aircraft 2, the wall surface 32 as well as the ribs 34 milled integrally thereto and parts of the brackets 48 made of Fig. 2, which penetrate the wall surface 32 towards the passenger area 8. List of reference symbols 2 passenger aircraft 4 cabins 5 Floor 6 Flight direction 7 Ceiling 8 Passenger area 10 Human Resources 12 cabin crew 14 Partition wall 16 Seating arrangement 18a,b Seat (cabin crew) 20 Partition arrangement 22 Wall structure 24 Seat structure 26 fasteners 28 Supporting structure 30 extension level 32 wall area 34 ribs 36 individual means (fastening means) 38 Basic structure 40 Component (Seat arrangement) 42 Paneling (partition wall) 44 Fastening 46 Wall section (partition wall) 48 bracket 50 bumper protection strip 52 Folding storage 56 Mass-produced goods (standard profile) 58 Mass-produced goods (connecting angles) 60 brackets 62 solid plate M Assembly state

Claims

[1] Supporting structure (28) for a partition arrangement (20) for a cabin (4) of a passenger aircraft (2), wherein the partition arrangement (20) comprises a partition (14) and a seat arrangement (16) fastened to the partition (14) in an assembled state (M) and having at least one cabin crew seat (18a,b), wherein the supporting structure comprises: - a mechanically supporting wall structure (22) for the partition wall (14), - a mechanically supporting seat structure (24) for the seat arrangement (16), - at least one fastening means (26) which is intended and configured to fasten the wall structure (22) and the seat structure (24) to one another in the assembled state (M), - wherein at least a part of the wall structure (22) is formed integrally with at least a part of the seat structure (24), - wherein the wall structure (22) and the seat structure (24) is a milled part or at least contains this as a main component, - wherein the wall structure (22) or at least a main component thereof is produced as a milled part by milling out a solid material plate (62), - wherein the at least one part of the wall structure (22) and the at least one part of the seat structure (24) are designed in one piece with one another in that they are produced together as a single, one-piece milled part comprising the wall structure (22) and the seat structure (24) by milling out the solid material plate (62). [2] Support structure (28) according to claim 1, characterized by that the wall structure (22), seat structure (24) and fastening means (26) of the supporting structure (28) in the assembled state (M) are designed to complement each other synergistically with regard to a common aeronautical strength consideration. [3] Support structure (28) according to one of the preceding claims, characterized by that the wall structure (22) contains a wall surface (32) extending along an extension plane (30) of the partition wall (14) and ribs (34) extending transversely to the extension plane (30) away from this and firmly connected to the wall surface 32. [4] Support structure (28) according to one of the preceding claims, characterized by that the wall structure (22) and / or the seat structure (24) are each made in one piece. [5] Support structure (28) according to one of the preceding claims, characterized by that the entire supporting structure (28) is made in one piece. [6] Support structure (28) according to one of the preceding claims, characterized by that the wall structure (22) and / or the seat structure (24) is a metal part or at least contains this as a main component. [7] Support structure (28) according to one of the preceding claims, characterized bythat the seat structure (24) consists of at least one component in the form of commercially available mass-produced goods (56, 58) or contains these components at least as a main component. [8] Support structure (28) according to one of the preceding claims, characterized by that the supporting structure (28) contains at least twenty fastening means (26) in the form of individual means (36). [9] Support structure (28) according to one of the preceding claims, characterized by that the seat structure (24) is a basic structure (38) of the seat arrangement (16) which is designed only to receive at least one further component (40) of the seat arrangement (16). [10] Partition arrangement (20) for a cabin (4) of a passenger aircraft (2), wherein the partition arrangement (20) comprises a partition (14) and a seat arrangement (16) fastened to the partition (14) and having at least one cabin crew seat (18a, b), with a support structure (28) according to one of the preceding claims, wherein the partition (14) contains the wall structure (22) and the seat arrangement (16) contains the seat structure (24) and the seat structure (16) is fastened to the wall structure (22) by means of at least one of the fastening means (26). [11] Method for producing a support structure (28) according to one of claims 1 to 9 or a partition wall arrangement (20) according to claim 10, in which the wall structure (22) or at least a main component thereof is produced as a milled part by milling out a solid material plate (62), wherein at least a part of the wall structure (22) and at least a part of the seat structure (24) are made in one piece with each other by being produced together as a single, one-piece milled part comprising the wall structure (22) and the seat structure (24) by milling out the solid material plate (62)[PA 13]. [12] Design method for a support structure (28) according to one of claims 1 to 9 or a partition wall arrangement (20) according to claim 10, in which the entire support structure (28) is subjected to a load path optimization in the assembled state (M).

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