SUPPORTING STRUCTURE FOR A PARTITION ARRANGEMENT FOR A PASSENGER AIRCRAFT CABIN

Description

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

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

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

[0004] US patent 2020 / 391867 A1 discloses a substructure for an aircraft cabin monument. The substructure comprises numerous mounting points for holding a bracket that engages with a corresponding mounting 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 portion of the monument's weight and relieves the cabin floor of the load and weight of the aircraft cabin monument.

[0005] A flight attendant seat is known from US Patent 2018 / 148178 A1. This seat comprises a frame that can be mounted on or integrated into a support structure, and at least one seat assembly integrated into the frame. The frame includes a lower section, an upper section, and a middle section that at least partially accommodates the at least one seat assembly. The lower section is curved at least in an area adjacent to the middle section. A method for installing a flight attendant seat is provided.

[0006] From WO 2007 / 076357 A2, a method is known for providing an optimal topology for a structure based on a set of design criteria, including at least one support point and at least one force to be applied to the structure. The method comprises the steps of identifying several nodes within a structural design area and assigning an initial density value to the several nodes. The method also comprises the steps of performing a finite element analysis on the nodes, determining a stress intensity value for each node, ranking the nodes according to their relative stress intensity values, and adjusting the density value for each node.The procedure also includes the step of repeating the steps of performing a finite element analysis on the nodes, determining the stress intensity value for each node, classifying the nodes according to relative stress intensity values, and adjusting the density value for each node until a termination criterion is met and thus an optimal topology is available.

[0007] The object of the present invention is to propose improvements with regard to such a partition arrangement.

[0008] The problem is solved by a supporting structure according to claim 1. Preferred or advantageous embodiments of the invention and of other invention categories will become apparent from the further claims, the following description and the accompanying figures.

[0009] The supporting structure is designed for a partition arrangement as described above, for the cabin of a passenger aircraft. The cabin specifically comprises a passenger area and a crew area. The passenger area essentially contains the passenger seats, while the crew area includes seating for the cabin crew and, in particular, a galley, lavatory, passenger boarding / departure area, etc. The crew area is specifically located in the rear section of the aircraft, facing away from the direction of flight ("AFT," e.g., at "Door No. 4"). 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 mounted on the partition facing forward, i.e., in the direction of flight. The crew area is then located in front of the passenger area when viewed from the direction of flight.The partition assembly, as described above, comprises 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.

[0010] The supporting structure includes a mechanically load-bearing wall structure for the partition wall. 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 contributes at least a significant portion, i.e., more than half, and in particular at least 75%, at least 80%, at least 90%, or entirely, to the mechanical load-bearing capacity of the wall structure. Specifically, the wall structure is, for example, a supporting frame of the partition wall, supplemented only by non-load-bearing cladding, decorative elements, foil, paint, or other attachments, which, however, do not contribute to the mechanical load-bearing capacity of the partition wall. The wall structure is therefore the only component of the partition wall that must be considered when assessing the partition wall's strength.

[0011] The supporting structure also includes a mechanically load-bearing seating structure for the seating arrangement. "For the" and "mechanically load-bearing" here refer to the seating arrangement in the same way as described above for the wall structure.

[0012] The supporting structure includes at least one fastener. This fastener is designed and configured to properly fasten the wall structure and the seating structure together in their intended state during assembly. "Designed" means that the fastener is structurally adapted to and configured for use with specific wall / seating structures; for example, it is designed to meet the resulting geometric requirements, etc. In other words, the wall / seating structures in question are assumed to be known with regard to their geometry, size, material properties, etc.

[0013] Besides the supporting structure, the seat structure primarily contains only additional parts for the seating arrangement and / or partition that 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 / swivel device for a folding seat, attachments for equipment, storage compartments, displays, etc.

[0014] The supporting structure therefore comprises the wall structure, seating arrangement and fastening means, whereby in the assembled state a mechanically rigid supporting structure results, in which the wall structure and seating structure are actually attached to each other by means of the fastening means.

[0015] In the supporting structure, the wall structure and the seating structure are thus actually attached to each other using the fasteners. The fact that the fasteners are "provided for and installed" refers in particular to a strength analysis or a design process for the supporting structure, especially a virtual modeling of all components, whereby the wall structure and seating structure are virtually attached to each other in a virtual assembly state using the fasteners.

[0016] The partition arrangement is therefore specifically designed for installation in a cabin of an aircraft intended for use.

[0017] The partition wall therefore comprises the supporting structure and, if applicable, additional components that do not play a mechanically load-bearing role for the partition wall, or only a negligible one. These additional components are then omitted, for example, during the design process or when analyzing the structural integrity of the supporting structure; for instance, they are not virtually modeled because they are irrelevant to the results.

[0018] The seating arrangement is designed for one or more people, particularly cabin crew. Multiple seats can be integrated into a single double or multi-seat structure, or they can consist of individual components for single occupants or single seats that are mounted individually on the partition, for example, side by side. For double or multi-seat configurations, folding single seats or a folding bench seat for several people are particularly suitable. However, the aforementioned structural analysis always considers the entire seating structure.

[0019] The wall structure and the seating structure are manufactured as a single piece.

[0020] The seat structure is in particular a lower section of the seat arrangement, i.e., in the installed state facing the floor of the passenger cabin, which in particular extends only to the height of a seat surface connection or only to the height of an upper third of a backrest or to the top edge of the backrest or extends over the entire height of the seat arrangement.

[0021] In a non-inventive variant, the fastening means can comprise specific individual elements, such as a screw, rivet, or adhesive, or consist of a plurality of such individual elements. According to the invention, however, a fastening means is understood to be a spatial area, such as a non-inventive weld point or any other material-bonded or non-inventive positive-locking connection between the seat and support structure. According to the invention, a one-piece connection between the wall structure and the seat structure—whether generic or, while not inventive, conceivable, and achieved through adhesive—also falls under the term "fastening means." Here, the fastening means essentially degenerates into a "zero-means" in the form of the one-piece construction of the wall structure and the seat structure, in particular, an imaginary interface between the two structures.Any combination of the above-mentioned variants can also be understood as fastening means in the present sense.

[0022] According to the invention, the advantage arises that the entire supporting structure forms a unit which can be designed and developed using a design process, a strength analysis, an interactive design process, etc., so that through the synergistic interaction of the elements wall structure, seat structure and fastening means, a unit is created that can be optimized or considered as a whole.

[0023] Other approaches consider the elements individually, but do not take into account their synergy when actually attached to one another. In contrast to such solutions, the invention achieves synergistic effects that lead to overall savings in material and weight, increased strength, etc., which cannot be achieved by considering the wall structure, seat structure, and fasteners separately.

[0024] The result is, in particular, an integrated arrangement consisting of a partition wall and a seating arrangement (CAS), hence also referred to as an "integrated CAS partition wall" or "iCAS partition".

[0025] The wall structure, the seating structure, and the fastening means together form, through synergistic interaction, an overall mechanically load-bearing support structure for the partition wall arrangement, whereby in particular mechanical loads on the seating arrangement are also absorbed by the wall structure and mechanical loads on the partition wall are also absorbed by the seating structure.

[0026] All components of the supporting structure—wall structure, seat structure, and fasteners—can be designed synergistically and complementarily in the assembled state with regard to a joint aerodynamic strength analysis. This applies in particular, as explained above, to a virtual supporting structure in the virtual assembly state. Such strength analyses 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, especially their rib structure, as explained in more detail below.

[0027] Thus, all components of the supporting structure, especially the entire seating arrangement and / or the entire partition, are explicitly considered during the design process of the elements. As a result, all components of the supporting structure are optimized for load paths and coordinated with each other, with regard to their mutual fastening during assembly using the fasteners.

[0028] The statements refer in particular to a standard 16G crash test by the FAA (US Federal Aviation Administration) for aircraft seats, which the present seating configuration must also pass to qualify as a "16G seat". Specifically, this results in a "16G iCAS partition" that meets these requirements.

[0029] In a preferred embodiment, a specific partition wall is assumed: This wall has a plane of extension that corresponds to its wall plane. That is, the partition wall, as a planar structure, extends planarly in or along this plane of extension. The wall structure comprises a wall surface extending along this plane of extension and ribs. The ribs are rigidly connected to the wall surface. The ribs extend transversely from the wall surface to the direction of extension, thus themselves running transversely to the plane of extension. In other words, the ribs project transversely, and in particular vertically, out of the plane of extension and thus form mechanically particularly stable stiffening ribs for the wall surface. In particular, the ribs are integrally formed with the wall surface. In particular, the ribs are located on the side of the wall surface facing the seating arrangement when the supporting structure or...The partition wall arrangement is installed in the passenger aircraft as intended. In particular, the wall structure consists solely of the wall surface and the ribs. The ribs thus exhibit a load-path-optimized profile, which was determined taking into account the entire supporting structure, as explained above. This design allows for particularly material-saving and therefore lightweight partition walls. In other words, the ribs follow the load paths determined theoretically / through tests / by simulation in the supporting structure and then physically reflect them.

[0030] According to the invention, the wall structure is made in one piece. Additionally, the seat structure is made in one piece. This results in particularly simple and, on the other hand, mechanically stable wall and / or seat structures.

[0031] According to the invention, the wall structure and the seat structure are formed integrally as a single unit. As explained above, no specific or discrete fastening means are required, or rather, these are reduced to the integral connection of both elements. This complete, full-surface, integral connection of both elements—the seat and the support structure (including fastening means)—results in a particularly strong synergistic effect as described above, since forces between the elements are transferred particularly efficiently and over a large area.

[0032] According to the invention, the entire supporting structure is made in one piece. No specific fastening elements are then necessary, as these are all incorporated into a material-bonded or one-piece connection between the seat and wall structure elements. This results in a particularly simple and stable supporting structure.

[0033] In a preferred embodiment, the wall structure is a metal part. In a non-inventive embodiment, the wall structure contains a metal part which forms at least a major component of the wall structure. "Major component" here and subsequently is to be understood analogously as above, meaning that the metal part constitutes a proportion greater than half, in particular at least 75%, at least 80%, at least 90%, or all of the volume of the wall structure. Alternatively or additionally, the seat structure is a metal part. In a non-inventive embodiment, the seat structure contains this metal part at least as a major component. The same considerations apply analogously as with regard to the wall structure. The metal is in particular an aluminum alloy. This results in particularly lightweight and stable wall structures and / or seat structures.

[0034] According to the invention, the wall structure is a milled part. In a non-inventive embodiment, the wall structure contains such a milled part, at least as its main component. 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 analysis / load path optimization and corresponding local material reinforcements / removals, etc. Specifically, the milled part is produced by milling from a solid material using a manufacturing process, as explained further below. This allows for the creation of particularly diverse wall and seat structures and the easy implementation of load-path-optimized components.

[0035] In a non-inventive embodiment, the seat structure consists of several components in the form of commercially available mass-produced goods, or the seat structure contains at least one or more such components as its 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. These components are, in particular, components that are not individually manufactured for the seat structure. The components are merely adapted to the seat structure, for example, cut to length, provided with connecting holes, chamfered, or otherwise finished from their standard shape with comparatively little effort compared to individual manufacturing or custom production. A square tube is, in particular, such a standard profile. According to this embodiment, particularly cost-effective seat structures are obtained.

[0036] In a non-inventive embodiment, the supporting structure comprises at least 20 fastening elements in the form of individual components. An individual component 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 components. Thus, even with relatively closely spaced individual components, a result equivalent to a planar bond can be achieved.

[0037] In a preferred embodiment, the seat structure is a basic structure of the seating arrangement, designed solely to accommodate at least one further component of the seating arrangement. A further component is, for example, a seat surface, particularly foldable, 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 particularly includes a folding device, for example, a swivel or support crossbar.

[0038] In particular, the seating structure does not include a headrest and / or a seatbelt system. The basic structure is primarily a frame structure. This basic structure is specifically designed to support the components; that is, the components are not directly mounted or attached to the wall structure, but rather indirectly via the seating structure. This allows for some flexibility in combining the supporting structure with other components as needed to create various seating arrangements, while the supporting structure itself remains consistent and optimized for load paths, as described above.

[0039] The object of the invention is also achieved by a partition arrangement according to claim 5 for a passenger aircraft cabin. As already described above, the partition arrangement comprises the partition and the seating arrangement attached to the partition, including at least one cabin crew seat. The partition arrangement includes the supporting structure according to the invention. The partition includes the wall structure. The seating arrangement includes the seat structure. The seat structure, and thus the seating arrangement, is attached to the wall structure, and thus to the partition, by means of at least one of the fastening means.

[0040] The partition arrangement and at least some of its possible embodiments, as well as their respective advantages, have already been explained in the context of the supporting structure according to the invention.

[0041] The term "partition wall" is to be understood broadly within the meaning of the present patent application and refers to any type of wall in a passenger aircraft.

[0042] In particular, the partition is a "partition," that is, an actual "dividing" wall. The partition is specifically designed to separate two otherwise open areas of the aircraft. As explained above, the partition serves primarily to separate the passenger area from the crew area. The partition can, in particular, run transversely with respect to the longitudinal axis of the aircraft.

[0043] A partition wall is therefore primarily a "stand-alone" structural component. Alternatively, a partition wall can be a wall or part of a larger structure.

[0044] In particular, a partition wall is one that at least contributes to defining a spatial area in an aircraft, e.g., the interior of a lavatory. The larger structure mentioned above is therefore, in particular, a lavatory or a galley. Specifically, this results in an "ICAS Lavatory Wall".

[0045] In practice, such walls are often constructed as sandwich panels / fiberglass walls to which a completely separate CAS (Combined Seating System) is attached. Thanks to the invention, the synergistic design of the seat and wall in the form of an ICAS (Integrated Integrated Seating System) can also be achieved here. This reduces the overall manufacturing costs of a washroom, saves weight, and increases sustainability / recyclability.

[0046] The partition wall, or rather its wall structure, also incorporates a door frame for a washroom door. This, too, is designed synergistically, complementing the wall structure, seating structure, and fastening elements of the supporting structure.

[0047] The partition can therefore run lengthwise, or in any other direction with respect to the longitudinal axis of the aircraft.

[0048] This concept results in a reduction of different materials and a reduction in the number of components. Thanks to a milled aluminum CAS wall, components such as glass fiber reinforced brackets, cores (of sandwich components), prepregs (of sandwich components), inserts, aluminum fasteners, washers, steel reinforcements, adhesives, or core filler become unnecessary – at least partially.

[0049] In connection with an ICAS lavatory wall, this results in the development of a new system for integrating flight attendant seats and emergency equipment storage into the lavatory wall, higher structural efficiency, reduced material usage (weight) and costs, space savings, a new material and manufacturing process for the wall to optimize load paths (milled metal plate), and iterative design optimization. This process uses material reinforcements only where needed and improves the connection between the components. It increases overall stiffness and reduces deflection. The CAS structure is partially replaced and integrated into the lavatory wall. CAS, lavatory wall, door jambs, and storage space within the CAS are combined.

[0050] The object of the invention is also achieved by a method according to claim 6 for manufacturing the support structure or partition arrangement according to the invention. This method starts with a support structure in the form described above, wherein the wall structure and the seat structure are formed integrally by milling them together as a single, one-piece milled part comprising both the wall structure and the seat structure from a solid material plate.

[0051] The invention therefore also relates to a supporting structure manufactured according to this method. The solid material plate is, in particular, one that extends along the aforementioned plane of extension over the entire partition wall or at least a main part thereof (here, "main part" in the sense of "main component" refers above to the surface of the partition wall along the plane of extension).

[0052] The method, at least some of its possible embodiments, and the respective advantages have already been explained in the context of the support structure according to the invention and the partition wall arrangement.

[0053] The object of the invention is also achieved by a design method according to claim 7 for a support structure or partition wall arrangement according to the invention. In the design method, the entire support structure is subjected to load path optimization in its assembled state. In particular, this is done iteratively, especially by redesigning the support structure, reinforcing materials, removing material, selecting materials 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, the object of the design method is a virtual support structure or partition wall arrangement, as described above.

[0054] The method and at least some of its possible embodiments, as well as the respective advantages, have already been explained in substance in connection with the support structure according to the invention and the partition wall arrangement.

[0055] The invention is based on the following findings, observations, and considerations and further comprises the following preferred embodiments. These embodiments are sometimes referred to simply as "the invention." The embodiments may also include parts or combinations of the embodiments mentioned above, correspond to them, and / or may include previously unmentioned embodiments.

[0056] In practice, it is known to combine a CFRP partition (partition wall, sandwich construction) from a first manufacturer with seat(s) (CAS) as a third-party product from a second manufacturer as an add-on component to form a partition wall arrangement.

[0057] In particular, three different concepts arise in the present case: A and B (not according to the invention), and C (according to the invention), which can be summarized as follows: Concept A: The wall structure consists of a milled part produced 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 plate. The seat structure, in the form of a CAS frame (basic structure), consists of several standard profiles (commercially available mass-produced material). Concept C: A single milled part, manufactured from a 70 mm thick solid aluminum plate, comprises the wall structure and the CAS frame (basic structure of the seat structure), which is integrally produced from the same raw material by milling the same plate. Thus, the supporting structure is a completely single-piece milled part.

[0058] In detail: The 16-G partition, familiar from practical experience, is manufactured using a conventional CFRP sandwich construction with locally integrated metal reinforcements and with or without an integrated, extendable stretcher flap (wall section). It includes upper and lower aircraft mounting points (for attaching the partition to the aircraft's primary structure) as well as mounting points for the CAS (Combined Safety Assistance) and emergency equipment. The CAS assembly is supplied by a different manufacturer than the partition and features, in particular, a backrest and a folding seat (bench for two people or single seat: "single CAS"), as well as a headrest with storage compartment, a harness system for one or two flight attendants, and a storage compartment with a flap in the floor area. The resulting partition assembly is thus a fully assembled partition with the CAS installed afterward.

[0059] The problem here is this: The CAS (Combined Air Suspension) is typically developed by a third-party manufacturer for a "standard cabin interface," meaning a partition with comparatively stiffer boundary conditions than, for example, the CFRP (carbon fiber reinforced polymer) partition commonly used in practice. The (less stiff) CFRP / composite partition actually used by the partition manufacturer must therefore compensate for a suboptimal CAS design through substantial additional reinforcements. A further problem arises when the CAS manufacturer releases new CAS versions that are lighter but mechanically weaker than the previous version. This leads to the partition's destruction during the 16G test within the overall partition assembly system. Further reinforcement of the partition is then necessary.

[0060] In the existing design, the CAS (Casualty Access System) serves solely to house cabin crew and emergency equipment. While the CAS structure does reinforce the partition to some extent, this reinforcement is minimal. The invention aims to achieve improvements in this area.

[0061] The situation, which is well-known from practice, can therefore be summarized as follows: The composite partition was designed for a suboptimal CAS (Composite Composite System), without taking into account the specific characteristics of a partition monument (high deformation). The CAS is attached to the partition with only a few screws, e.g., eight, and thus provides only minimal reinforcement. The CAS loses its stiffness precisely when it is most needed, namely when high partition deformation occurs.

[0062] The current cabin requirements are as follows: The partition separates the passenger area from the crew / staff area. The CAS (Casualty Assistance System) serves as a seat for the cabin crew.

[0063] The invention is based on the observation that new market demands exist: The single-aisle aircraft family struggles with weight problems, especially in the rear cabin area (AFT cabin area). "Greener" environmental requirements necessitate greater efficiency. The limited space between the AFT complex and the partition makes maneuvering trolleys difficult.

[0064] The invention therefore pursues a novel approach: CAS and partition are integrated with respect to each other 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 significant partition deformation.

[0065] The proposed solution integrates the CAS (Combined Seating System) and the partition. A new material and manufacturing process for the partition optimizes the load path (milled metal plate). Interactive design optimization places material reinforcements only where needed. The connection between the components is improved (approximately 60 screws for concepts A and B, ideal (because it's a single piece) for concept C). This increases overall stiffness and reduces bending. Weight savings and a smaller footprint are achieved through lighter and thinner structures. Rounded upper corners can be implemented. The upper seatbelt reels are attached directly to the partition. This results in a load-bearing lower structural component (base structure) of the CAS. The backrest, in particular, is attached directly to the partition.

[0066] Concept A, which is not in accordance with the invention, has the following features in particular: The upper and lower aircraft mountings are adopted unchanged from the known solution. The wall structure consists of an approximately one-inch (30 mm) thick aluminum base plate, which is milled to optimize the load path, together with a 1.6 mm thick cover plate. Both parts are screwed and bonded together. An optionally provided extendable stretcher flap is milled from aluminum. The headrest includes a cushion and an integrated storage compartment. The harness system is a purchased component. The seat structure contains a CAS frame consisting of several milled aluminum components that are attached to the partition (wall structure). A storage compartment with a flap for emergency equipment is located in the foot area.The back and seat cushions incorporate a foldable seat surface, and the seat support is directly attached to the CAS frame. The CAS frame is a milled aluminum part with reinforcements. According to concept A, a new manufacturing process is required 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.

[0067] The CAS is no longer a stand-alone component. The backrest and seat belts are now directly attached to the partition, unlike the previous design where everything was integrated into the CAS. The connection between the CAS and the partition is improved by increasing the number of screws from 8 to approximately 59.

[0068] 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 support beam has been added. The horizontal upper and lower sections have been improved to maximize load-bearing capacity.

[0069] Concept B, which is not according to the invention, has in particular the following features: The features correspond 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 join 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 consists of standard aluminum profiles.

[0070] The CAS frame consists of standard aluminum profiles bolted together using angle brackets. The seat mount is attached to the frame with additional brackets. The profiles are covered with an additional cushion. Local reinforcements are necessary to accommodate the folding seats.

[0071] Concept C has the following characteristics: It corresponds to concepts A and B with the following differences: The wall structure and seat structure are designed as a single component. This component is milled from an approximately 70 mm thick aluminum base plate, screwed and bonded to a 1.6 mm thick cover plate. The design is load-path optimized. The integral component features additional ribs for attaching the seat backrests. The reinforced aluminum CAS frame (seat structure) is thus created in one piece, together with the partition (wall structure), by milling the single aluminum base plate.

[0072] Regarding the new manufacturing process for the partition, the "partition webs" have been extended to form the CAS frame and the seat structure. The CAS frame and the partition constitute the same structure, i.e., a single, unified component (seat structure and wall structure). The seat bearing is attached to the frame using an additional clamp.

[0073] In a comparison of the three concepts, concept C proves to be particularly advantageous, as it is thinner overall and therefore has a higher potential for reducing the footprint.

[0074] In summary, the following points are particularly noteworthy: The invention is based on the observation that, in practice, the partition and seat have thus far been available as separate components. For actual use, the seat is attached to the partition by means of screws. The partition is manufactured, for example, using 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 seat) from other manufacturers (regarding the partition manufacturer) with attachment to the aircraft structure or to cabin monuments (e.g., lavatory, storage cabinet, etc.) have previously been necessary.

[0075] The invention is based on the idea of ​​developing a new construction method for aircraft cabin partitions, in which composite construction is replaced by a monolithic aluminum metal construction. The development of this construction method unlocks significant cost savings.

[0076] According to the invention, the structural components of the seat are therefore integrated into the structure of the partition in the sense of a so-called integral design. The CA-Seat, as a separately existing product, is thus dissolved. An integral component (support structure or partition assembly) is created, which exhibits the defining characteristics of both previously separate products.

[0077] 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 seat, as well as for two integrated CA seats. Furthermore, a reduction in manufacturing costs is possible.

[0078] According to the invention, this results in an integral design with functional integration. The use of materials is based in particular on recyclable aluminum. This results in low weight, low costs, and rapid availability.

[0079] The proposed support structure or partition assembly ("iCAS Partition") combines two classic 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 assemblies, thus forming an integral structure. This also applies to the seatbelt restraint system. The partition (integrated as a support structure or partition assembly) replaces the main structure of a conventional, separate CA-Seat. Purchasing a separate CA-Seat is therefore no longer necessary.

[0080] 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.

[0081] Regarding the assembly / integration of the partition arrangement in the aircraft, existing interfaces can be used.

[0082] The proposed partition arrangement can be intended in particular for installation on the left (LH) or right (RH) side of the aircraft.

[0083] According to the invention, in particular a partition arrangement in the form of a "16G partition" is obtained, which therefore withstands the aforementioned 16G test.

[0084] 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. These figures are shown in schematic diagrams: Figure 1 a partition wall arrangement fully assembled in the cabin of a passenger aircraft, shown in symbolic side view in partial section, which is not included in the scope of the claims, Figure 2 The partition wall arrangement is shown in a perspective exploded view with greater detail. Figure 1 according to concept A, Figure 3 according to an alternative, non-inventive concept A, and Figure 4 an alternative, non-inventive concept B, Figure 5 an alternative concept C, Figure 6 in each perspective view a seat structure in the form of a CAS frame with additional parts not according to the invention concept A, Figure 7 concept B not inventive, and Figure 8 Concept C, Figure 9 A perspective view of an alternative wall structure with wall surface and ribs.

[0085] Figure 1 Figure 1 shows a section of a passenger aircraft 2, specifically a section of its cabin 4. In flight, the aircraft moves in a direction 6. The cabin 4 has a floor 5 and a ceiling 7. The figure depicts a rear section (AFT) of the aircraft 2, and thus also the rear end of a passenger area 8 of the cabin 4, with a crew area 10 adjoining it at the rear. This crew area 12 is a rear exit area with a galley and lavatory. The passenger area 8 and crew area 10 are separated by a partition 14. (Figure 14 is not included in the original text.) Figure 1The partition 14 on the left side of the aircraft (LH) is shown in section. A seating arrangement 16, here in assembly state M, is attached to the partition 14. The seating arrangement 16 comprises two cabin crew seats 18a,b, of which in Figure 1 Only seat 18a is visible. Seat arrangement 16 and partition 14 together form a partition arrangement 20.

[0086] The partition wall 14 comprises a mechanically load-bearing wall structure 22, which is located in the Figure 1 The seating arrangement 16 comprises a mechanically supporting seat structure 24. Fastening means 26, screws not according to the invention, are shown symbolically in Figure 1Only four of the elements shown are designed and configured, and in this example are actually used, to fasten wall structure 22 and seating structure 24 together in assembly state M. All remaining elements of the partition 14 are attached to the wall structure 22, and all remaining elements of the seating arrangement 16 are attached to the seating structure 24. Therefore, the fasteners 26 also serve to fasten the entire seating arrangement 16 and the entire partition 14 together in assembly state M, thus creating the entire partition arrangement 20 as a mechanically rigid unit.

[0087] The partition 14 extends across the passenger aircraft 2 in a plane 30 transverse to its direction of flight 6. The plane 30 lies in Figure 1perpendicular to the plane of the paper. The wall structure 22 comprises a wall surface 32 extending along this plane 30 and ribs 34 extending away from the wall surface 32 perpendicular to the plane 30, which are firmly connected to the wall surface 32. The ribs 34 provide mechanical stability to the entire wall structure 22 by running along the required load paths. In the Figure 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 thus 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 fasteners 26 in the form of individual fasteners 36, namely fasteners not according to the invention. The supporting structure 28 is in Figure 1 symbolically outlined by a dotted line.

[0088] The seat structure 24 is here a basic structure 38 of the seat arrangement 16, specifically a support frame for further components 40 of the seat arrangement 16. These further components 40 include a folding seat (indicated as a rectangle) with a hinged folding mechanism (indicated as a circle), a backrest, and a headrest. All components 40 are attached exclusively to the basic structure 38 and thus only indirectly to the wall structure 22 and therefore to the partition 14.

[0089] The partition assembly 20 extends between the floor 5 and the ceiling 7 of cabin 4. A panel 42 is part of the partition 14, but does not contribute to its mechanical stability and serves only as a visual covering to conceal the view of the ribs 34 from passenger compartment 8 and to create a smooth, visually appealing surface of the partition 14 facing passenger compartment 8. The partition in the form of the partition 14 thus consists of a thick, milled plate in the shape of the wall structure 22 and a sheet metal panel 42, both of which are glued and screwed together.

[0090] In Figure 1 Seat 18a is in use, as a person (cabin crew 12) has taken a seat there.

[0091] Figure 2 shows a perspective oblique view of the partition wall arrangement 20 from Figure 1From personnel department 10, here is an alternative version in greater detail than in Figure 1 Additionally, an upper fastening 44 can be seen here, which, in a manner not explained in detail, serves to fasten wall structure 22 and thus the partition 14 to the primary structure of the passenger aircraft 2 (not shown). Further such fastenings 44 are provided at the bottom of wall structure 22 (in Figure 2 (not visible). The wall structure 22 is manufactured here in monolithic aluminum metal construction. The partition wall 14 contains a removable wall section 46, a so-called "stretcher flap", which serves to enlarge the free space in a passageway between passenger area 8 and crew area 10 in the area of ​​the partition wall 14, for example to create space for a patient stretcher that is to be transported along the direction of flight 6 in cabin 4.

[0092] In Figure 2Both cabin crew seats 18a and 18b are now visible, with the components 40 (seat cushion / folding seat) of seat 18a folded down and those of seat 18b folded up. Seats 18a and 18b are therefore single cabin crew seats. The headrest component 40 of seat 18a has been removed in this example to allow for the removal of the wall section 46. The headrests are designed as head elements with storage compartments. The backrest components 40 represent back elements. Storage compartments, not yet specified, are located beneath the seat cushions; these contain payload in the form of emergency equipment, such as a fire extinguisher.

[0093] On partition wall 14 are in Figure 2Furthermore, additional fastenings / mounts 48 for equipment (additional payload such as life jackets, megaphone) are provided, which will not be described in detail here. Impact protection strips 50 are provided on the underside or on the outside of the folding seats / seat surfaces of seats 18a,b when folded up.

[0094] Figure 3 shows the arrangement Figure 2 in an exploded view and with wall section 46 inserted. Figure 2 and 3 show the above-mentioned non-inventive concept A of the supporting structure 28.

[0095] Rib 34, which is actually located on the in Figure 3 The side of wall surface 32 facing away from the viewer (hence the reference symbol in brackets) are located in Figure 3 its course is indicated. The load-path-optimized course of rib 34 can be seen. This can be seen in Figure 3 still more clearly than in Figure 2The headrests are designed with padding and an integrated storage compartment. It can be seen that a swivel 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 are created by milling solid material. It is also evident how the storage compartment located under the folding seats is assembled from individual profiles and cover flaps. Back and seat cushions with foldable seat surfaces are also shown as components 40 of the seat arrangement 16. The folding mechanism 52 is therefore attached directly only to the base structure 38 and only indirectly to the wall structure 22 via the base structure 38. Both the seat structure 24 and the wall structure 22 are therefore designed as metal parts.The wall structure 22 is a single, one-piece milled part, while the seat structure 24 is made up of respective connected individual milled parts.

[0096] All components of the supporting structure 28, namely wall structure 22, seat structure 24, and fasteners 26 (not shown) in assembly state M, are designed synergistically to complement each other with regard to a common aerodynamic strength analysis. In other words, the load-path-optimized orientation of all ribs 34, the geometric structure of the seat structure 24, and its design, particularly with regard to reinforcement areas, as well as the attachment points and the fasteners 26 used there, work synergistically together to achieve the desired mechanical strength of the supporting structure 28.

[0097] Figure 4 Figure 28 shows an alternative support structure according to the non-inventive concept B. In contrast to Figure 3The 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 each other via further mass-produced goods 58 in the form of connecting brackets. Due to the different mechanical properties of the seat structure 24 compared to Figure 3 Therefore, the course of rib 34 is also opposite Figure 4 With regard to the aforementioned joint aerodynamic strength analysis, the structure is modified so that wall structure 22, seat structure 24, and fastening elements 26 synergistically meet the corresponding strength requirements of the supporting structure 28 and thus of the partition arrangement 20. The folding bearing 52 is attached to the seat structure 24 by means of an additional bracket 60. Components 40 in the form of profiles for forming the storage compartments are again present, as are the headrests, folding seats, seat cushions, etc. Figure 3 executed.

[0098] Figure 5 Figure 1 shows yet another alternative embodiment of a partition wall arrangement 20 according to the invention. Here, not only the wall structure 22 but also the seat structure 24 are made in one piece. Furthermore, the wall structure 22 and the seat structure 24 are also made in one piece with each other; the entire support structure 28 thus forms a single, one-piece milled aluminum part. Fastening means 26 according to the invention are implicitly or degenerately included 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 Figure 5 The aluminum CAS frame, in the form of the basic structure 38 or seat structure 24, is therefore manufactured as an aluminum milled part together with the entire wall structure 22. Here too, as per Figure 3 The folding bearing 52 is attached directly to the base structure 38. Otherwise, there are no significant differences compared to concepts A and B.

[0099] 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 supporting structure 28 are also manufactured as a single milled part by milling out a solid material plate 62. The solid material plate 62 is symbolically represented in Figure 5 Indicated by dashed lines.

[0100] In all concepts A to C, the entire supporting structure 28 in assembly state M is subjected to load path optimization. This is done virtually by modeling the seat structure 24, wall structure 22, and fasteners 26, and by performing corresponding CAD strength analyses (not explained in detail here) through iterative redesign of the individual components.

[0101] Figure 6Figure 1 shows once again the seat structure 24 according to the non-inventive concept A, consisting of individual milled aluminum parts, in detail, as well as (partially) the headrests and other components 40 in the form of the storage compartment frames, which are located below the folding seats in the assembled state.

[0102] Figure 7 shows the seat structure 24 according to the non-inventive concept B, composed of the mass-produced goods 56 (standard profiles) and 58 (connecting angles) 58, as well as corresponding components 40 according to Figure 6 .

[0103] Figure 8 Figure C also shows the seat structure 24 as part of the one-piece milled solid material plate 62 for the concept according to the invention, but for clarity without the one-piece wall structure 22. Further components 40 such as headrests and storage compartments are also shown accordingly.

[0104] Figure 9Figure 1 shows a view of the wall structure 22 from passenger area 8. The cladding 42 is omitted here. Visible are the fixings 44 for the primary structure of the passenger aircraft 2, the wall surface 32, as well as ribs 34 milled in one piece onto it and parts of the supports 48. Figure 2 , which penetrate the wall surface 32 towards passenger area 8. Reference symbol list

[0105] 2 Passenger aircraft 4 Cabin 5 Floor 6 Flight direction 7 Ceiling 8 Passenger area 10 Crew area 12 Cabin crew 14 Partition 16 Seating arrangement 18a,b Seat (cabin crew) 20 Partition arrangement 22 Wall structure 24 Seating structure 26 Fasteners 28 Supporting structure 30 Extension plane 32 Wall surface 34 Ribs 36 Individual element (fasteners) 38 Base structure 40 Component (seating arrangement) 42 Cladding (partition) 44 Fastener 46 Wall section (partition) 48 Bracket 50 Impact protection strip 52 Hinged bearing 56 Mass-produced item (standard profile) 58 Mass-produced item (connecting angle) 60 Clamp 62 Solid material plate M Assembly state

Claims

1. Supporting structure (28) for a bulkhead arrangement (20) for a cabin (4) of a passenger aircraft (2), wherein the bulkhead arrangement (20) comprises a bulkhead (14) and a seat arrangement (16) with at least one cabin crew seat (18a,b), which is secured in an assembled state (M) to the bulkhead (14), - wherein the supporting structure (28) comprises: - a mechanically supporting wall structure (22) for the bulkhead (14), - a mechanically supporting seat structure (24) for the seat arrangement (16), characterized in that the wall structure and the seat structure are configured in one piece with one another by being produced together as a single milled part comprising the wall structure and the seat structure by milling out a solid material plate.

2. Supporting structure (28) according to one of the preceding claims, characterized in that the wall structure (22) comprises a wall surface (32), extending along a plane of extent (30) of the bulkhead (14), and ribs (34), extending transversely with respect to the plane of extent (30) away from it and firmly connected to the wall surface 32.

3. Supporting structure (28) according to either of the preceding claims, characterized in that the wall structure (22) and / or the seat structure (24) are / is a metal part.

4. Supporting structure (28) according to one of the preceding claims, characterized in that the seat structure (24) is a basic structure (38) of the seat arrangement (16), which is designed only for receiving at least one further component (40) of the seat arrangement (16).

5. Bulkhead arrangement (20) for a cabin (4) of a passenger aircraft (2), wherein the bulkhead arrangement (20) comprises a bulkhead (14) and a seat arrangement (16) fastened to the bulkhead (28) with at least one cabin crew seat (18a,b), having a supporting structure (14) according to one of the preceding claims, wherein the bulkhead (14) comprises the wall structure (22), and the seat arrangement (16) comprises the seat structure (24).

6. Method for producing a supporting structure (28) according to one of Claims 1 to 4 or a bulkhead arrangement (20) according to Claim 5, in which - the wall structure (22) is produced as a milled part by milling out a solid material plate (62), - wherein the wall structure (22) and the seat structure (24) are configured 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).

7. Design method for a supporting structure (28) according to one of Claims 1 to 4 or a bulkhead arrangement (20) according to Claim 5, in which the entire supporting structure (28) is subjected to a load path optimization in the assembled state (M).