Abstract
A lining panel having a panel element, a rectangular through hole and a flap is provided. The lining panel has a flap which is rotatable about a hinge integrated into the panel element in order to open and/or close the rectangular through hole. A fuselage element for an aircraft includes such a lining panel.
Claims
1. A lining panel comprising: a panel element having a front side and a back side; a rectangular through hole; and a flap; wherein the flap is rotatable about a hinge integrated into the panel element to open and/or close the rectangular through hole.
2. The lining panel of claim 1, further comprising: a salient; wherein the salient is arranged on the back side of the panel element, and wherein the salient comprises the flap.
3. The lining panel according to claim 1, wherein the hinge is formed from the material of a border of the through hole.
4. The lining panel of claim 1, wherein the flap and the through hole form a tongue-and groove joint.
5. The lining panel of claim 1, further comprising a reinforcement layer on the front side.
6. The lining panel of claim 2, further comprising ribs for supporting the salient.
7. The lining panel of claim 1, further comprising a floor angle.
8. A fuselage element for an airplane comprising the lining panel of claim 1.
9. An airplane comprising at least one of the lining panel of claim 1 and a fuselage element comprising the lining panel of claim 1.
10. A method for manufacturing a lining panel of claim 1, the method comprising: providing a panel element having a front side and a back side; manufacturing a rectangular through hole and a flap such that the flap is movable about a hinge integrated into the panel element in order to open and/or close the rectangular through hole.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0036] FIG. 1 shows a perspective view of a lining panel according to an exemplary embodiment of the present invention.
[0037] FIG. 2 shows a detailed view of the flaps of a lining panel according to an exemplary embodiment of the present invention.
[0038] FIG. 3 shows a view of the flaps of a lining panel from another perspective than in FIG. 2 according to an exemplary embodiment of the present invention.
[0039] FIG. 4 shows a flow chart of a method for manufacturing a lining panel according to an exemplary embodiment of the present invention.
[0040] FIG. 5 shows an airplane with a lining panel according to an exemplary embodiment of the present invention.
[0041] FIG. 6 shows a perspective view of a passenger cabin having lining panels according to an exemplary embodiment of the present invention.
[0042] FIG. 7 shows a partial cross sectional view of a lining panel in a normal operation mode according to an exemplary embodiment of the present invention.
[0043] FIG. 8 shows a partial cross sectional view of a lining panel in a first rapid decompression operation mode according to an exemplary embodiment of the present invention.
[0044] FIG. 9 shows a partial cross sectional view of a lining panel in a second rapid decompression operation mode according to an exemplary embodiment of the present invention.
[0045] FIG. 10 shows a cross sectional view of a rib comprising a U-profile according to an exemplary embodiment of the present invention.
DETAILED DESCRIPTION
[0046] The illustration in the drawing is schematic and may not to scale. In different drawings similar or identical elements are marked with the same reference numerals.
[0047] FIG. 1 shows the fuselage element 100 or lining panel 100 according to an exemplary embodiment of the present invention. The lining panel 100 comprises panel element 111 having a front side 101 and a back side 102. The terms front side 101 and back side 102 may be primarily seen as names in order to differentiate two sides of the panel element 111 but are not intended to be used as a restriction. The front side usually is a name for a side facing an interior area of a cabin. In this interior area, usually passengers are situated or located. The back side 102 of the panel is a name for a side which faces an outside of the fuselage. On the back side, infrastructure of the means of transport can be located. For example, tubes and isolation material are mounted on the back side of the lining panel 100. The backside is located between the panel element 111 and a skin (not shown in FIG. 1) of the means of transportation, for example the skin of an aircraft.
[0048] FIG. 1 also shows salient 104 that is located on the backside 102 of lining panel 100. In particular, the salient 104 is formed by three ribs 109 in combination with the salient part 104. The salient part 104 or the salient panel 104 connects the flaps 103 to the panel element 101. The salient 104 is used in order to form a duct with a tapering cross-section in a direction facing away from floor angle 110 and/or floor 112. The dado-panel 100 or lining panel 100 is made from foam in one shot including the rapid decompression door 106 or the rapid decompression function 106. The salient element 104 is attached to the ribs 109 and to the reinforcement profile 105. In another example the salient element 104 is connected to the panel element 111. The reinforcement profile 105 is used to stabilize the front of lining panel 100 and to maintain a gap 106 between the reinforcement profile 105 and the floor angle 110. This gap 106 in combination with through hole 107, break through 107 or hole 107 forms the rapid decompression door 106. In a closed position of the flaps 103, the plane of the flaps lies in a plane parallel to the plane of panel element 111 and/or the plane of reinforcement profile 105. In this closed position (not shown in FIG. 1) flaps 103 substantially cover the through hole 107. The duct that is built by gap 106 between closed flaps 103 and reinforcement profile 105 can be used for transport of pressurized air 108, for example for transport of air of the air-conditioning system. Ribs 109 are used as distance elements and/or as stabilizing elements for separating flaps 103 from panel element 111 and/or from reinforcement profile 105.
[0049] The ribs 109 in FIG. 1 are realized as three extruded thermoplastic parts and help to form the salient 104 and to shift the through hole 107 in combination with the flap 103 into an inner plane lying parallel to the plane formed by the lining panel 111 and/or by the reinforcement profile 105. In this way the salient 104, the ribs and/or the flaps 103 form a duct for supporting an air-flow 108, 108. On the front side 101, reinforcement profile 105 and panel element 111 lie in the same plane. In FIG. 1 flaps 103 are shown in an open position, open mode or open state. By shifting the flaps 103 into a plane parallel to the plane defined by panel element 111, the ribs 109 form the rapid decompression door 106 comprising the floor angle 110, the lower part of rib elements 109, the reinforcement profile 105, the salient element 104 and the through hole 107. In a closed position (not shown in FIG. 1), flaps 103 cover the through hole 107.
[0050] One of ribs 109 is shown in side view. The rib is not covered by a protection layer and therefore, this side view allows to see partly the internal structure of one of the ribs 109. In case a protection layer or protecting layer is used the rib 109 may be covered by the thin protecting layer. In the foot area of the rib 109 a U-profile 117 is integrated into the rib 109. The U-profile is mounted as a bracket 117 around a part of the plane of the rib 109. The thickness of the rib 109 may be in an example 10 mm. In the area of bracket 117, the thickness of rib 109 may be reduced by 1 mm so as to form in combination with U-profile 117 a continuous surface on the sides of rib 109 and/or on the lower edge. A cut through view of rib 109 along line A is shown in FIG. 10.
[0051] Flaps 103 are movable around the film hinge 113 in the direction of the back side 102 as well as in the direction of the front side 101. The film hinge 113 is formed by thermoplastic pressing the foam element 104. In other words, element 104, through hole 107 and flaps 103 are manufactured from a foam part by cutting the flap elements 103 and forming the hinge 113 by compressing a part of the salient element 104 and/or of the panel element 111. Thus, the elements 104, 103, 107, 113 are formed from one single monolithic foam element.
[0052] To provide sufficient robustness, a thin layer for protection is placed on the front side 101 (not shown in FIG. 1). This thin layer made of a non-reinforced thermoplastic polymer covers the front side of panel element 111 and/or of reinforcement profile 105. The protecting layer may have a thickness of equal to or less than 0.5 mm (millimetres). In another example the thin layer covers at least one side of all elements of the lining panel 100, such as flaps 103, ribs 109, reinforcement profile 105 and/or panel element 111. This thin layer helps to protect the foam element 111 or the panel element 111 against damage that may be caused by passengers who unintentionally hit the lining panel 100.
[0053] For protection purposes the rapid decompression door 106 can have a reinforcement profile 105. This reinforcement profile can replace a part of the panel element 111 which is made of foam. In another example the reinforcement profile 105 is used as panel element 111. In yet another example reinforcement profile 105 can be added to panel element 111 as an additional layer. The reinforcement profile 105 helps to maintain a duct of the rapid decompression door. The duct is located between the reinforcement profile 105 and/or the panel element 111, the ribs 109 and the through hole 107. If overpressure appears, an airflow 108, 108 can flow through rapid compression door 106 and through hole 107 after flaps 103 have been brought into the open position. This airflow 108, 108 can equalise a pressure difference between front side 101 and back side 102 of the lining panel 100. The airflow is indicated by arrow 108, 108. The airflow direction under normal condition is indicated as 108 and passes substantially through the tapered part of the duct between ribs 109, reinforcement profile 105 and flaps 103. The airflow exit under rapid decompression condition is indicated as 108 and passes substantially through the through hole 107. In other words, under normal conditions the exit for the airflow 108 is substantially parallel to panel element 111. Under overpressure the exit direction 108 for an airflow 108 is substantially perpendicular to panel element 111. The cross section of through hole 107 is larger than the cross section of the duct.
[0054] In FIG. 1, in the overpressure situation of open flaps 103 and airflow 108 the passenger side of the lining panel 101 is assumed to have a higher pressure than the back side 102 of the lining panel 101. Thus, the flaps 103 in FIG. 1 are shown in open position directed to the back side 102 in order to let the airflow 108 easily pass through the through hole 107.
[0055] The mounting pads 114, 115 or support elements 114, 115 are provided on panel element 111 in order to support the mounting of the panel element 111 to a fuselage element (not shown in FIG. 1), which has corresponding mounting elements 701, 703. The floor angle 110 is fixed on the cabin floor 112 and on the frame of through hole 107. The frame of through hole 107 may have a groove in order to engage with floor angle 110. In order to reinforce the ribs 109 which maintain the gap 106 between panel element 111 and flaps 103 and/or salient element 104 the U-profile 117 can link the reinforcement profile 105 and/or panel element 111 and the floor angle 110. In this way pressure executed to reinforcement profile 105 and/or panel element 111 is transferred to floor angle 110 and to floor 112.
[0056] The foam elements 104, 111, 103, 107, 113 can be manufactured in one shot. Thus at least a part of rapid decompression door 106 can be manufactured in one shot. The flaps 103 can turn around the flexible hinge 113 into different positions. Three examples of positions for the flaps are the open direction, directed to the back side 102 of the panel, the open position directed to the front side 101 of the panel 111 (not shown in FIG. 1), and the closed position (not shown in FIG. 1) where flaps 103 are in contact with frame of through hole 107. In this closed position (not shown in FIG. 1) air flow 108 would apply.
[0057] FIG. 2 shows a detailed view of the rapid decompression door 106 formed by the lining panel 100 according to an exemplary embodiment of the present invention. FIG. 2 shows details of a border 201, an edge 201 or a frame 201 of the through hole 107. The border 201 opposite to hinge 113, 203 is formed as a tongue. On a side of flap 103, which is arranged opposite to hinge 113, 203, flap 103 has a contour 202 that corresponds to tongue 201. This corresponding contour 202 is formed as a groove 202 to be engaged with tongue 201. After being combined or engaged, through hole 107 and flap 103 form a tongue-and-groove joint 201, 202. In this way, the force which moves the flaps 103 from a closed position into an open position can be set. For example, the maximum force, force limit or pressure that can be sustained in a closed position of flaps 103 can be set as to be in the range between 10 hPa to 30 hPa. The force generated by the tension of the elastic material of hinge 113, 203 which presses flaps 103 in a closed position in the direction of tongue 201 of the through hole 107 may be dimensioned such that only a pressure of airflow 108, 108, 108 exceeding 30 hPa moves flaps 103 into the open position, as shown in FIG. 1. In that case of overpressure, the airflow 108 is continuing as indicated with arrow 108 and not in the direction 108 anymore.
[0058] Rib elements 109 are formed in such a way that the tapering salient 104 is formed. Rib elements 109 form sidewalls of a duct through which airflow 108, 108 can be guided in an overpressure situation. In the opposite case to the case shown in FIG. 2, pressure on the back side 102 is higher than the pressure on the front side 101, the airflow 108, 108 would be directed in the opposite direction as indicated by arrows 108, 108, and flap 103 would be turned around hinge 203, 113 into the direction to the front side 101, which in an example is directed into the direction of the inside of a cabin. In an example, front side 101 is linked to a passenger cabin and back side 102 is linked to a cargo compartment. On a lower end and/or an end that is close to the floor 112 and/or on the end where floor angle 110 can be engaged, the rib element 109 comprises the U-profile 117 arranged in a longitudinal direction perpendicular to the floor angle 110. In order to mount floor angle 110 the lower part of salient 104 and/or the lower part of rib element 109 can have a groove.
[0059] Realizing hinge 113, 203 as a single part or as a monolithic hinge 113, 203 integrated into salient 104 and/or panel element 111 prevents realising the hinge from a plurality of parts and may reduce audible interferences. The flaps 103 and the through hole 107 form an interlocking shape and the film hinge 113, 203 is integrated into the foamed material. In a normal operation position, after manufacturing, the flaps 103 are brought into a closed position, where groove 202 engages with tongue 201. The pressure limit which defines the threshold value for opening the flaps in an emergency situation can be adjusted by selecting thickness of the material for the flaps 103 and/or by setting up the pressure executed by film hinge 203, 113 in the direction to tongue 201. The three ribs 109 can be built as extruded thermoplastic parts and help maintaining the gap between the through hole 107 and the panel element 111, in particular ribs 109 may help maintaining the gap between panel element 111 and the frame of through hole 107. The number of sub-flaps 103 can also be used to adjust the force for opening the flaps. If a plurality of flaps is used it may be ensured that at least some of the flaps open even if some of the flaps are blocked. The smaller the size of the sub-flaps the smaller the force to open them. The ribs 109 can hold the salient element 104 and can form a frame for through hole 107. The ribs 109 can be used as basis for mounting the reinforcement profile 105. The duct formed by ribs 109, salient element 104, reinforcement profile 105 and/or panel element 111 allows for controlling air circulation through the lining panel 100 in a normal scenario and in an overpressure scenario.
[0060] FIG. 3 shows the rapid decompression function 106 or decompression door 106 of FIG. 1 from another viewing angle according to an exemplary embodiment of the present invention. Behind through hole 107 reinforcement profile 105 is visible. This reinforcement profile 105 limits the rapid compression door into the direction of the front side. The air flow 108, 108 originating from the front side 101 is flowing between floor angle 110, ribs 109, reinforcement profile 105, and through hole 107 to the back side 102 of the lining element. In order to bring the flaps 103 into the open position, the film hinge 203, 113 is used which is formed by pressure forming from the foam part of salient 104. The foremost rib of the ribs 109 is shown in a sectional cut view. In the inside of rib 109 U-profile 117 is available. U-profile 117 comprises the lower part of rib 109 like a bracket. U-profile 117 links reinforcement profile 105 with floor angle 110. U-profile 117 stabilizes rib 109 and may be made of a different material than the rib 109 and/or the panel element 111 or the salient element 104. For example, U-profile 117, reinforcement profile 105 and/or supports 114, 115 are made from the same material. This material may be more robust than the material that is used for panel element 111. However, U-profile 117, reinforcement profile 105 and/or supports 114, 115 are integrated into the lining panel and are integrated at the same time as the lining panel 100 is manufactured. Floor angle 110 is placed into a groove built between U-profile 117 and rib 109 and/or salient 104 in order to allow for easy mounting. The floor angle is releasable by engaging into the groove.
[0061] FIG. 4 shows a flow chart of a method for manufacturing the lining element 100 according to an exemplary embodiment of the present invention. The method starts in the starting state S400. In a first step S401, a panel element 111 and/or a salient element 104 having a front side 101 and a back side 102, is provided, e.g. by a foaming process. In step S402, a rectangular through hole 107 is cut into the panel element 111 or in salient element 104. The hinge 113, 203 is formed by thermoplastic pressure and by compressing a part of the foam material of the panel element 111 and/or salient part 104. In this way flap 103 is generated such that the flap 103 is rotatable about the hinge 113, 203. Rotating flap 103 about hinge 113, 203 opens and/or closes rectangular through hole 107. Also the strength for opening the flap 103 is adjusted.
[0062] In a particular embodiment, the salient element 104 is mounted on a reinforced profile 105. The hinge 113, 203 is formed such as to be substantially parallel to an edge of flap 103 having the groove and as to be parallel to panel element 111 and/or to reinforcement profile 105. The hinge is substantially perpendicular to ribs 109 when mounted in the lining panel 100. Flap 103 may be used as a valve for balancing overpressure between the front side 101 and back side 102 of the panel element. In order to allow free airflow, the rapid decompression door 106 or a rapid decompression function 106 is formed as a duct and integrated into a salient element of a lining panel 100. The duct can have a predefined size in order to guarantee a predefined cross section for maintaining the unblocked airflow by keeping predefined gap sizes during emergency situations. In order to maintain the cross section of the duct reinforcement element 702 can be integrated into the duct.
[0063] In step S403 the manufacturing method is terminated and the lining panel with an integrated rapid decompression door is provided.
[0064] FIG. 5 shows an airplane 500 comprising a fuselage with lining panels 100 (not visible in FIG. 5). The lining panels 100 can be adapted to a grid matching the fuselage elements. The grid may be determined by stringers and ribs of the fuselage of the airplane or aircraft. This standardized sizing of lining panels allows easy mounting of the panels 100 to the interior of a fuselage. Dependent on the type of the airplane, different sizes of fuselage parts can be generated.
[0065] FIG. 6 shows a perspective view of the front side 101 of a passenger cabin 600 having lining panels 100 or dado elements 100 arranged in the foot area of window panels 601 close to floor 112, according to an exemplary embodiment of the present invention. The front side 101 may be directed to the interior 101 of the cabin 600. FIG. 6 shows the modular structure of window panels 601 and lining panels 100. The lining panel modules 100 have the same breadth than the window panel modules 601. The lining panels 100 having a size adapted to a fuselage and/or to a fuselage grid are used as fuselage elements. In an example the combination of a window panel 601 with a lining panel 100 forms a fuselage element. Light panels 602 are arranged above window panels 601 in a ceiling area of the cabin 600.
[0066] FIG. 7 shows a partial cross sectional view of a lining panel 100 in a normal operation mode according to an exemplary embodiment of the present invention. The panel element 111 is mounted with supports 114, 115 or mounting pads 114, 115 to a fuselage part 701. The fuselage mounting part 701 may be arranged on a rib and/or stringer of a fuselage (not shown in FIG. 7). These mounting parts 701 are arranged in a predefined grid so that lining panels can be made as modules of a corresponding size. For example, the modules are adapted to a certain airplane type, e.g. an Airbus A320 or A380. A further fuselage part is shown as reference number 703. Also this part 703 can be used for mounting panel element 111 to the fuselage. During mounting, supports 114, 115 or mounting pads 114, 115 can be connected to fuselage parts 701 and/or 703 and then rib 109 can be placed on foot angle 110 in such a way that the groove provided in rib 109 and/or in salient element 104 engages with floor angle 110. Under normal conditions air flow, e.g. airflow from air conditioning, flows from the interior 101 of cabin to the exterior 102 of cabin according to air flow 108, 108 parallel to closed flap 103. The reinforcement structure 702 is used to maintain the diameter of the duct for the air flow 108, 108 and/or for forming a bottleneck 801 inside the duct. The airflow 108 leaves the duct behind flaps 103 at the tapering area of salient element 104. This tapering part of salient element 104 in combination with reinforcement structure 702 forms a bottleneck 801. Bottleneck 801 helps to maintain a constant pressure for air conditioning circulation.
[0067] The panel element 111 is mounted in an angle selected from a range of about 100-120 compared to cabin floor 112.
[0068] FIG. 8 shows the partial cross sectional view of FIG. 7 in a first rapid decompression operation mode according to an exemplary embodiment of the present invention. By overpressure between interior area 101 of cabin and exterior area 102, flap 103 opens the through hole 107 to an outside area 102 or backside 102 of panel element 111. Pressure to flap 103 is reinforced since bottleneck 801 is formed between structural element 702 and flap hinge 113, 203. Structural tapering element 702 or reinforcement element 702 is extended over the whole breadth of panel element 111. The breadth of panel element 111 in FIGS. 7-9 is directed into the drawing plane. In this over pressure situation of FIG. 8, the air 108 coming from the higher pressure interior area 101 flows through the duct and through the through hole 107 as a large cross sectional flow 108 into the outer area 102 or cargo area 102. Rapid decompression may be possible by the increased cross section of through hole 107 compared to the cross section of bottleneck 801 in normal operation mode.
[0069] FIG. 9 shows a partial cross sectional view of FIG. 7 in a second rapid decompression operation mode according to an exemplary embodiment of the present invention. In this case over pressure is generated on the backside 102 or in the cargo area 102 and is directed to low pressure region in the interior area 101 of cabin 600. As a consequence of the pressure direction, flap 103 is moved into the direction of panel element 111 and/or to the interior 101 of cabin. The airflow in this case starts in the cargo area 102 as air flow 908 and is guided through the through hole 107, into the foot area of lining panel 100. The air flow 908 entering the inside 101 of the cabin is guided through a gap between panel element 111 and/or reinforcement profile 105 and floor 112. The cross section of through hole 107 is larger than the cross section of bottleneck 108 allowing for a more rapid pressure equalisation.
[0070] FIG. 10 shows a cross sectional view through the lower part of a rib element 109 comprising a U-profile 117 according to an exemplary embodiment of the present invention. The view of FIG. 10 is along the dotted line A of FIG. 1. As can be seen in FIG. 10, U-profile 117 encloses the lower part of rib element 109 like a bracket. Pressure in the drawing plane can be sustained and transferred by the U-profile and enforces the wall section of rib element 109 made of foam. As shown in FIG. 10, the shape of the lower part of rib element 109 is adapted to the shape of U-profile 117. In particular the breadth of rib element 109 is reduced in order to allow a continued and smooth surface of the rib element that may be covered by a protecting layer. The U-profile can be connected to a reinforcement profile and/or to a floor angle (both not shown in FIG. 10). In an example the breadth of rib element 109 is 10 mm. The U-profile 117 has a thickness of 1 mm. Therefore, in the area of U-profile the breadth of rib element 109 is reduce so as to be 8 mm.
[0071] It should be noted that the term comprising does not exclude other elements or steps and the a or an does not exclude a plurality. Also elements described in association with different embodiments may be combined. It should also be noted that reference signs in the claims shall not be construed as limiting the scope of the claims.
[0072] While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms comprise or comprising do not exclude other elements or steps, the terms a or one do not exclude a plural number, and the term or means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.
