TEXTILE DOOR INSULATION MEANS FOR A PASSENGER DOOR IN AN AIRCRAFT

Abstract

An aircraft cabin section includes a door frame, which forms a door opening, a passenger door, which is arranged on the door frame and is configured to close the door opening, and a door insulation arrangement, which is larger in at least one direction than the door opening. The door insulation arrangement is produced from a textile which is heat-insulating and/or airflow-inhibiting. Furthermore, a corresponding door insulation arrangement and an aircraft having such an aircraft cabin section or such a door insulation arrangement are disclosed.

Claims

1. An aircraft cabin section, comprising: a door frame, which forms a door opening; a passenger door, which is arranged on the door frame and is configured to close the door opening; a door insulation means, which lies at least in sections against the passenger door and is larger in at least one direction than the door opening, wherein the door insulation means is produced from a textile material which is at least one of heat-insulating or airflow-inhibiting.

2. The aircraft cabin section according to claim 1, furthermore comprising: a first holding element, which is arranged on at least one of the door frame or on the passenger door; and a second holding element, which is arranged at least one of on or in the door insulation means and is configured to enter into operative connection with the first holding element and to hold the door insulation means.

3. The aircraft cabin section according to claim 2, wherein the first holding element comprises a magnetic material or a magnetically effective material and, corresponding thereto, the second holding element comprises a magnetically effective material or a magnetic material.

4. The aircraft cabin section according to claim 3, wherein the magnetic material or the magnetically effective material of the first holding element is arranged on an outer side of a lining element of the door frame or of the passenger door.

5. The aircraft cabin section according to claim 2, wherein the first and second holding element together form a press stud or a hook and loop fastener.

6. The aircraft cabin section according to claim 1, wherein the door insulation means is dimensioned larger in a lower section than the door opening and rests on a floor of the aircraft cabin section.

7. A door insulation means for a passenger door in an aircraft, wherein the door insulation means comprises: at least one textile, which is larger in at least one direction than the associated passenger door; and at least one holding element, which is attached in or to the at least one textile and is configured to hold the door insulation means.

8. The door insulation means according to claim 7, wherein the at least one textile is or comprises a fleece, and wherein the at least one textile is produced from polyester or a fiber containing polyester.

9. The door insulation means according to claim 7, wherein the at least one textile has at least one section with a three-dimensional configuration, and wherein the at least one section is shaped in such a manner that the at least one section surrounds a correspondingly shaped element of the passenger door.

10. The door insulation means according to claim 7, wherein the at least one textile is composed of at least two subsections which each cover and insulate mutually adjoining sections of the passenger door.

11. An aircraft having at least one aircraft cabin section according to claim 1.

12. An aircraft having at least one door insulation means according to claim 7.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Preferred exemplary embodiments of the invention will now be explained in more detail with reference to the attached schematic drawings, wherein:

[0042] FIG. 1 schematically shows a view of an aircraft cabin section;

[0043] FIG. 2 schematically shows a door insulation means;

[0044] FIG. 3 schematically shows an inside view and outside view of a passenger door in a door frame;

[0045] FIG. 4 schematically shows two outside views and an inside view of a door frame;

[0046] FIG. 5 schematically shows detailed views of holding elements; and

[0047] FIG. 6 schematically shows a folded-up and stowed door insulation means.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0048] FIG. 1 schematically shows an inside view of an aircraft cabin section 5 which comprises, in particular, a passenger door 10. The passenger door 10 is arranged in a door frame 7 (FIG. 4) and is designed to close a door opening 8 (FIG. 4) formed by the door frame 7 in an aircraft 1. Passengers can enter or leave the aircraft 1 through the passenger door 10. The door frame 7 is covered in FIG. 1 by lining elements 9 which, for example, form the interior of an aircraft cabin visually. A floor 6 of the aircraft cabin section 5 is arranged on the inside in front of the passenger door 10. This can be in particular the floor 6 of an aisle which extends from the passenger door 10 into the interior of the aircraft cabin.

[0049] In the variant illustrated, the passenger door 10 comprises an upper section, which is provided with an associated lining element 11, and a lower section. The lower section is distinguished by a relatively continuous surface. In other words, the lining element 11 has few to no elevations or recesses 17.

[0050] The lower section, by contrast, can comprise, for example, a holding arm or pivoting arm 13 to which the passenger door 10 is rotatably fastened and with which the passenger door 10 can be moved from a closed position (illustrated in FIG. 1) to an open position (not illustrated). The pivoting arm 13 can optionally also be provided with a corresponding lining element. Furthermore, the covering or lining 15 of an emergency chute is depicted in the lower section of the passenger door 10. While the upper section is relatively flat, in the lower region there are various elements, such as, for example, the pivoting arm 13 and the emergency chute 15 that protrude into the interior of the aircraft cabin.

[0051] In the closed position of the passenger door 10, although the latter closes the door opening 8, a certain gap 29 always remains between the passenger door 10 and the door frame 7. A loss of heat in the aircraft cabin section 5 may thereby occur. Thus, in particular in the region of the floor 6, an air flow 21 from the gap 29 into the interior of the aircraft cabin can result, with the air of the air flow 21 generally being colder than in the aircraft cabin. Furthermore, cold can “radiate” from certain elements or sections of the passenger door 10, i.e., cold elements of the passenger door 10, such as, for example, the pivoting arm 13 or else the lining element 11 in the upper section, withdraw heat from the surrounding area 22, 23, as a result of which the surrounding area 22, 23 has a chilling effect.

[0052] FIG. 2 shows a door insulation means 100 which can be intended, for example, for the passenger door 10 from FIG. 1. The door insulation means 100 comprises at least one textile, which is larger in at least one direction than the associated passenger door 10. For example, the door insulation means 100 on its upper side, on its left side, on its right side and/or on its lower side, can project over the passenger door 10. The door insulation means 100 can thus also cover a door gap 29 at least in sections on at least one side when the door insulation means 100 is attached to the passenger door 10 which is in its closed position.

[0053] The at least one textile can be or can comprise, for example, a fleece. Furthermore, the textile can alternatively be a woven fabric or can additionally comprise a woven fabric. Merely by way of example, the textile can be made from polyester or can comprise a fiber containing polyester.

[0054] Furthermore, the door insulation means 100 can be adapted to a passenger door 10. The door insulation means 100 can thus also comprise an upper section 107 and a lower section 109, the sections in each case corresponding in terms of size to the upper or lower section of the passenger door 10 (but is larger in at least one direction than the passenger door 10). The upper section 107 of the door insulation means 100 is distinguished by a flat profile. For example, the upper section 107 can be or can form a continuous surface or a continuous woven fabric. This upper section 107 is therefore also suitable for applying an application (not illustrated) to the door insulation means 100 or for integrating an application therein. For example, a figure, a logo (for example of the aircraft company), lettering, an image, etc. can be printed, inserted, sewn or fastened in some other way onto the door insulation means 100.

[0055] The lower section 109 of the textile can comprise at least one section 103, 105 which is shaped in such a manner that it surrounds a correspondingly shaped element 13, 15 of the passenger door 10. In other words, the textile is tailored or shaped in the lower region 109 in such a manner that it covers the three-dimensional element 13, 15 of the passenger door 10 and conceals same towards the inner side of the aircraft cabin. As a result, optimum insulation of the elements of the passenger door 10 is achieved.

[0056] For example, a section 103 can be shaped in a manner corresponding to the pivoting arm 13 and can cover the latter on an upper side, lower side and inner side. The same is true of the section 105 which replicates the emergency chute 15 or has a three-dimensional shape which corresponds to the latter, and which substantially covers all the (visible) inner surfaces of the emergency chute 15.

[0057] The at least one textile can be produced integrally, i.e., the upper section 107 and the lower section 109 are manufactured from one piece. Alternatively, the textile can be produced from a plurality of sections and sewn together or stuck together. Likewise alternatively, the textile can be composed of a plurality of sections which remain separate and can be attached separately to the passenger door 10. The latter can facilitate the attaching and also the stowing.

[0058] The door insulation means 100 furthermore comprises at least one holding element 110 which is attached in or to the at least one textile. It should be noted that, in FIG. 2, not all of the holding elements 110 have been provided with reference signs, in order to ensure that the illustration is legible. The holding element 110 serves, in particular, to hold the door insulation means 100. The at least one holding element 110 can be arranged, for example, along a circumference of the door insulation means 100. Furthermore, the at least one holding element 110 can also be arranged in a central region of the door insulation means 100. A holding element 110 in the circumferential region of the door insulation means 100 enables a secure attaching of the door insulation means 100 in the edge region of the passenger door 10 and over the gap 29. A holding element 110 in the central region of the door insulation means 100 prevents sagging of the door insulation means 100, i.e., a state in which the door insulation means 100 is spaced apart from the passenger door 10.

[0059] Furthermore, in particular in the region 109 in which there are three-dimensional shapes on the passenger door 10 and on the door insulation means 100, at least one holding element 110 can be arranged in an outer edge region of the three-dimensional shape. As a result, the door insulation means 100 is held as close as possible in the region of the door gap 29 and/or of the lining elements 9 in the region of the door frame 7 and/or in an associated plane along the passenger door 10, and the three-dimensional shape of the door insulation means 100 is optimally pulled over the corresponding three-dimensional shape of the passenger door 10.

[0060] FIG. 3 shows an aircraft cabin section 5 with a passenger door 10 in its closed position and associated door frame 7 in an inside view (on the left in FIG. 3) and in an outside view (on the right in FIG. 3). Lining elements 9, 11 of the aircraft cabin and passenger door 10 are not illustrated in either view.

[0061] The aircraft cabin section 5 comprises a first holding element 41-43, which is arranged on the passenger door 10. The first holding element 41-43 can be, for example, a magnet which is attached on an outer side of the passenger door 10 (see on the right in FIG. 3). The corresponding positions 31 on the inner side of the passenger door 10 are emphasized on the left in FIG. 3. These positions 31 correspond to the positions of the holding element 110, i.e., to a second holding element 110 which is arranged on and/or in the door insulation means 100. In a manner corresponding to the magnet, the second holding element 110 can be or can comprise a metal, as a result of which the door insulation means 100 can be fastened with its second holding elements 110 to the passenger door 10 by the magnetic forces of the first holding elements 41-43.

[0062] Of course, the first and second holding elements 41-43, 110 can also be other holding elements, such as, for example, in each case one half of a press stud or in each case a corresponding part of a hook and loop fastener. In this case, the first holding element 41-43 would be arranged on the inner side of the passenger door 10 in order to be reachable from the inner side (i.e., at the positions 31 illustrated on the left in FIG. 3).

[0063] FIG. 4 furthermore shows the door frame 7 with the door opening 8 of the aircraft cabin section 5, wherein the passenger door 10 has been removed. First holding elements 41-43 can also be arranged on the door frame 7. While, in the central illustration of FIG. 4, the holding elements 41-43 are provided on the inner side of the door frame 7, they can alternatively or additionally also be arranged on an outer side (see left and right illustration of FIG. 4) of the door frame 7. Holding elements 41-43 attached on the outer side can be implemented, in particular, by a magnet, the magnetic forces of which act on the inner side of the door frame 7 where they can act on a magnetically effective material. Of course, the first holding elements 41-43 can also be magnetically effective materials while the second holding elements 110 in the door insulation means 100 are magnets. In both cases, a door insulation means 100 can be fastened with corresponding second holding elements 110 on the inner side in the aircraft cabin section 5 to the door frame 7. The holding elements 41-43, 110 can also be implemented here by press studs, hook and loops fasteners and similar fasteners.

[0064] FIG. 5 illustrates corresponding first holding elements 41-43 by way of example. In particular in the case of magnets or magnetically effective holding elements 41-43, they can be adapted in their shape to the surrounding area (here an outer side of the door frame 7). The first holding element 42 can thus have, for example, a rectangular elongated shape. Another first holding element 41 can be circular or elliptical. A further holding element 43 can be of square shape or, as illustrated in FIG. 5, can be a magnetically effective material in the form of a thin metal plate. The corresponding second holding elements 110 in/on the door insulation means 100 can be correspondingly shaped in order to bring about as good fixing as possible.

[0065] FIG. 6 finally shows a door insulation means 100 in the folded-up state. Since the door insulation means 100 is produced from a textile material, it can have a small thickness, for example between 2 and 10 mm, preferably between 3 and 7 mm.

[0066] As a result, the door insulation means 100 can be folded very small and stowed in a simple manner. In FIG. 6, the door insulation means 100 is additionally packed in a bag 150 which can simply be placed into a luggage compartment 50 in the aircraft 1 without completely blocking the luggage compartment. Other storage spaces/storage compartments in the cabin of the aircraft 1 are likewise possible.

[0067] The above-described exemplary embodiments and variants serve only for illustrating the invention. All of the examples, variants and individual details can be combined with one another as desired in order to form certain embodiments of the invention.

[0068] 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.