Aircraft fuselage and module for absorbing crash energy in a lower deck, used for transporting passengers, of an aircraft

Abstract

An aircraft fuselage for transporting passengers in a lower deck, the fuselage having a longitudinal axis and interior compartment, having an intermediate floor fastened to the fuselage structure, extending through the interior compartment and dividing the interior compartment into an upper deck and a lower deck, having a support device for supporting the intermediate floor on the fuselage structure. The support device is fastened to the intermediate floor and by an opposite end in the lower deck to the fuselage structure. The support device has a concave form and has an energy absorption element such that in a crash of an underside of the fuselage undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy. In a crash, the fuselage structure is, at the underside of the aircraft fuselage, deformed at most to such an extent that a minimum height between a seat surface of passenger seats in the lower deck and the intermediate floor is not undershot.

Claims

1. An aircraft fuselage for transporting passengers in a lower deck, comprising: a fuselage structure which extends along a longitudinal axis and which surrounds an interior compartment; an intermediate floor which is fastened to the fuselage structure, wherein the intermediate floor extends horizontally through the interior compartment and divides the interior compartment into an upper deck and a lower deck; a support device for supporting the intermediate floor on the fuselage structure, wherein the support device is fastened by an upper end to the intermediate floor and by an opposite, lower end in the lower deck to the fuselage structure; the support device comprising a concave form as viewed from the longitudinal axis to the fuselage structure; the support device comprising an energy absorption element between the upper end and the lower end; and the energy absorption element configured such that the energy absorption element is configured to undergo a plastic deformation and, in so doing, absorb an amount of kinetic energy of that part of the fuselage structure which is connected to the lower end of the support device, the plastic deformation and the amount of kinetic energy being such that the fuselage structure is, at the underside of the aircraft fuselage, deformed at most to an extent that a minimum height between a seat surface of passenger seats provided in the lower deck and the intermediate floor is maintained.

2. The aircraft fuselage according to claim 1, wherein the support device comprises multiple support elements situated in succession in a direction of the longitudinal axis.

3. The aircraft fuselage according to claim 2, wherein at least one first support element has a discrete energy absorption element which connects a lower section to an upper section, wherein the lower section has the lower end and the upper section has the upper end of the support device, and wherein, in an event of a relative movement of the lower section with respect to the upper section, the energy absorption element is plastically deformed.

4. The aircraft fuselage according to claim 3, wherein the energy absorption element comprises a spring element which, beyond the elastic range, is plastically deformable or which is combined with a damper element for absorption of energy.

5. The aircraft fuselage according to claim 4, wherein the lower section and the upper section are connected to one another in articulated fashion, wherein the spring element has a rotary spring at the joint, and/or wherein the spring element has a linear compression spring which is fastened, spaced apart from the joint, between the lower and upper sections.

6. The aircraft fuselage according to claim 4, wherein the lower section and the upper section partially overlap, such that an upper end of the lower section is situated above a lower end of the upper section, and wherein the spring element comprises a linear tension spring which connects the upper end of the lower section and the lower end of the upper section and which, in the event of a relative movement of the lower and upper sections with respect to one another, is subjected to tensile load and in the process absorbs energy.

7. The aircraft fuselage according to claim 3, wherein the energy absorption element has a torsion element which is attached between an upper end of the lower section and a lower end of the upper section of the support element and which, in the event of a relative rotational movement of the lower and upper sections with respect to one another, twists and is plastically deformed.

8. The aircraft fuselage according to claim 2, wherein at least one first support element comprises a continuous energy absorption element which is distributed continuously at least over a part of a length, or over all of the length, of the support element between the upper and lower ends of the support device.

9. The aircraft fuselage according to claim 2, wherein at least one first support element comprises an externally supported energy absorption element which is fastened at a first end to the support element and which is connected at a second end to the intermediate floor or to the fuselage structure.

10. The aircraft fuselage according to claim 9, wherein the energy absorption element has a linear spring element which, beyond the elastic range, is plastically deformable.

11. The aircraft fuselage according to claim 10, wherein the spring element is either a compression spring, which is connected at one end to the support element and at an opposite, other end to the intermediate floor, or is a tension spring, which is connected at one end to the support element and at an opposite, other end to the fuselage structure.

12. The aircraft fuselage according to claim 2, wherein the energy absorption element lies continuously against the surface of the support element and against the surface of the intermediate floor and/or of the fuselage structure such that, in an event of a relative movement of the support element with respect to the intermediate floor and/or to the fuselage structure, the energy absorption element is compressed between these and is plastically deformed, absorbing energy.

13. The aircraft fuselage according to claim 1, wherein the fuselage structure has an energy absorption region which is provided as a predetermined buckling line parallel to the longitudinal axis and which is configured to undergo plastic deformation and absorb energy, wherein the predetermined buckling line is provided above a position at which the support device is fastened to the fuselage structure.

14. An aircraft comprising an aircraft fuselage for transporting passengers in a lower deck, the aircraft fuselage comprising: a fuselage structure which extends along a longitudinal axis and which surrounds an interior compartment; an intermediate floor which is fastened to the fuselage structure, wherein the intermediate floor extends horizontally through the interior compartment and divides the interior compartment into an upper deck and a lower deck; a support device for supporting the intermediate floor on the fuselage structure, wherein the support device is fastened by an upper end to the intermediate floor and by an opposite, lower end in the lower deck to the fuselage structure; the support device comprising a concave form as viewed from the longitudinal axis to the fuselage structure; the support device comprising an energy absorption element between the upper end and the lower end; and the energy absorption element configured such that the energy absorption element is configured to undergo a plastic deformation and, in so doing, absorb an amount of kinetic energy of that part of the fuselage structure which is connected to the lower end of the support device, the plastic deformation and the amount of kinetic energy being such that the fuselage structure is, at the underside of the aircraft fuselage, deformed at most to an extent that a minimum height between a seat surface of passenger seats provided in the lower deck and the intermediate floor is maintained.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure herein will be described below on the basis of schematic drawings, which are merely exemplary, and in which:

(2) FIG. 1 shows an embodiment of an aircraft having an aircraft fuselage and/or module according to the disclosure herein;

(3) FIG. 2 shows a part of a cross section through the aircraft fuselage in FIG. 1;

(4) FIGS. 3A and 3B schematically show the support device in the prior art and the support device of the aircraft fuselage and/or module according to the disclosure herein;

(5) FIG. 4 is a schematic illustration showing the functioning of the support device of the aircraft fuselage and/or module according to the disclosure herein;

(6) FIGS. 5-12 show preferred embodiments of the support device of the aircraft fuselage and/or module according to the disclosure herein;

(7) FIG. 13 shows a preferred embodiment of a module according to the disclosure herein during assembly with a second module;

(8) FIG. 14 shows a preferred embodiment of the module according to the disclosure herein with cable systems installed thereon; and

(9) FIG. 15 shows a multiplicity of installed embodiments of the module according to the disclosure herein.

DETAILED DESCRIPTION

(10) FIG. 1 shows an aircraft 1 having an aircraft fuselage 3 according to the first aspect of the disclosure herein and a module according to the second aspect of the disclosure herein. The aircraft 1 or the aircraft fuselage 3 has a longitudinal axis L. The longitudinal axis L is parallel to a direction of flight F of the aircraft 1 during straight-ahead flight.

(11) FIG. 2 shows a cross section of a part of the aircraft fuselage 3 from FIG. 1. Here, the aircraft fuselage 3 has a fuselage structure 5. Here, the fuselage structure 5 has the form of a tube, though may also be a passenger region of a flying-wing aircraft. A flying-wing aircraft is an aircraft without a separately projecting elevator unit, vertical stabilizing fins or a rudder unit. The tubular fuselage structure 5 may have, or be formed from, transverse and longitudinal stiffening elements. Both the transverse and the longitudinal stiffening elements increase the stability and stiffness of the fuselage structure 5. Transverse stiffening elements may be ribs which are arranged substantially in a circumferential direction U of the tubular fuselage structure 5. Longitudinal stiffening elements may be so-called stringers, which are arranged substantially along an axis perpendicular to the circumferential direction U, that is to say the central longitudinal axis L of the fuselage structure 5. The fuselage structure 5 may furthermore have an outer skin 7 which spatially divides an interior compartment 9 of the fuselage structure 5, that is to say a cabin interior compartment, from the external surroundings of the fuselage structure 5.

(12) Furthermore, the aircraft fuselage 3 has an intermediate floor 11, also referred to as cabin floor. This intermediate floor extends horizontally through the interior compartment 9 of the fuselage structure 5 and divides the interior compartment 9 of the cabin, preferably at least in sections, into an upper deck 13 and a lower deck 15. The upper deck 13 is in this case preferably arranged above the lower deck 15. The intermediate floor 11 is furthermore fastened to the fuselage structure 5, that is to say, for example, to the longitudinal and/or transverse stiffening elements. The upper deck 13 may in this case be designed as a cabin with passenger seats 17 with seats for passengers. The lower deck 15 may be configured as a freight compartment for transporting luggage belonging to the passengers and/or goods.

(13) Furthermore, a support device 19 is provided in the lower deck 15. The support device 19 may have at least one first support element 21. The support device 19 has an upper end 23 and a lower end 25. The upper end 23 of the support device 19 is fastened to the intermediate floor 11. The lower end 25 of the support device 19 is fastened to a section of the fuselage structure 5 in the lower deck 15. Here, the upper end 23 of the support device 19 is situated opposite the lower end 25 of the support device 19. For example, the support device 19 may be fastened to a transverse and/or longitudinal stiffening element. The lower end 25, fastened to the fuselage structure 5, of the support device 19 forms a counterbearing of the support device 19, whereby the support device 19 can support the intermediate floor.

(14) The support device 19 may be designed in a variety of ways. For example, the support device 19 may have one, two or a multiplicity of support elements 21. The support elements 21 may, for example, be designed as struts and have an upper and a lower end. Here, a strut may describe an element which has a spatial extent or a size which corresponds to the spatial extent of a transverse and/or longitudinal stiffening element or a multiple thereof. The upper ends of the support elements 21 may each be fastened to the intermediate floor 11. The lower ends of the support elements 21 may each be fastened to a section of the fuselage structure 5 in the lower deck 15. For example, the support elements 21 may each be fastened to one or more transverse and/or longitudinal stiffening elements. The support elements may be arranged in the two end regions of the lower deck 15, that is to say in the region of the lower deck 15 adjacent to the outer skin 7.

(15) It is however also conceivable for the support device 19 to have one, two or a multiplicity of panel-like support elements 21, that is to say support elements 21 in the form of panels. A panel-like support element 21 may be a support element 21 which has both an extent in the circumferential direction U and an extent in the longitudinal axis L of the fuselage structure 5. For example, a panel-like support element 21 may have an extent in a longitudinal axis L of the aircraft fuselage 3 which lies in the range of the spacing of the transverse stiffening elements or one or more multiples thereof. Furthermore, the panel-like support element 21 may have an extent in a circumferential direction U of the aircraft fuselage 3 which lies in the range of the spacing of longitudinal stiffening elements or one or more multiples thereof. Finally, it is conceivable for a multiplicity of panel-like support elements 21 to be arranged in the lower deck 15 and to support the intermediate floor 11. The panel-like support elements 21 may each also have an upper and a lower end. Here, the upper ends of the support elements 21 may each be fastened to the intermediate floor 11. The lower ends of the support elements 21 may each be fastened to a section of the fuselage structure 5 in the lower deck 15. For example, the support elements 21 may each be fastened to one or more transverse and/or longitudinal stiffening elements. The support elements 21 may be arranged in the two end regions of the lower deck 15, that is to say in the region of the lower deck 15 adjacent to the outer skin 7.

(16) The support device 19 has a form which is concave as viewed from the longitudinal axis L of the fuselage structure 5. A concave form means that the support device 19 preferably has a region between the lower and upper ends 23, 25 which runs not linearly but non-linearly. In particular, the support device 19 may be kinked or curved towards the fuselage structure 5 and thus kinked or curved away from the longitudinal axis L of the aircraft fuselage 3.

(17) Furthermore, the support device 19 has an energy absorption element 27 between the upper end 23 and the lower end 25. The energy absorption element 27 may, for example, be arranged in a defined local region between the upper end 23 of the support device 19 and the lower end 25 of the support device 19. It is however also conceivable for the energy absorption element 27 to extend from the upper end 23 towards the lower end 25 and thus globally over more than half or even the entire support device 19. The energy absorption element 27 is designed for absorbing kinetic energy, in particular energy from a crash.

(18) The energy absorption element 27 is furthermore designed such that, in the event of a defined crash of an underside 29 of the aircraft fuselage 3, the energy absorption element 27 absorbs a defined amount of kinetic energy. The kinetic energy originates from that part of the fuselage structure 5 which is connected to the lower end 25 of the support device 19. In absorbing kinetic energy from a crash, the energy absorption element 27 undergoes a defined plastic deformation. Here, a plastic deformation describes a conversion of the kinetic energy from the crash into some other form of energy, such as, for example, deformation energy or heat.

(19) Furthermore, FIG. 2 shows, in the cross section of the aircraft fuselage 3, a module 35. The module 35 is provided for installation into the aircraft fuselage 3 and is shown in FIG. 2 in an installed, that is to say fitted state.

(20) The module 35 has a support device 37. The support device 37 may have at least one first support element 39. The support device 37 has an upper end 41 and a lower end 43. The upper end 41 of the support device 37 is designed to be connected or fastened to the intermediate floor 11. The lower end 43 of the support device 37 is designed to be fastened to a section of the fuselage structure 5 in the lower deck 15. Here, the upper end 41 of the support device 37 may be situated opposite the lower end 43 of the support device 37. For example, the support device 37 may be fastened to a transverse and/or longitudinal stiffening element when the module 35 is installed in the aircraft fuselage 3. The lower end 43, fastened to the fuselage structure 5, of the support device 37 may form a counterbearing of the support device 37, whereby the support device 37 can support the intermediate floor 11.

(21) Furthermore, the module 35 has a wall panel 44. In particular, the wall panel 44 may be a wall lining element. The wall panel 44 extends along a longitudinal axis L and along a circumferential direction U. Here, the longitudinal axis L of the module 35 may be the same longitudinal axis L of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. It is, however, also conceivable for the longitudinal axis L of the module to describe an axis of the module 35 in the longitudinal axis of the module 35 when the module 35 is not installed in the aircraft fuselage 3, wherein the longitudinal axis L of the module 35 may however coincide with the longitudinal axis L of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. The circumferential direction U may be the circumferential direction U of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. It is also conceivable for the circumferential direction U to describe a direction of the module 35 along a direction perpendicular to the longitudinal axis L of the module 35, preferably a curved direction, when the module 35 is not installed in the aircraft fuselage 3, wherein the circumferential direction U of the module 35 may coincide with the circumferential direction U of the aircraft fuselage 3 when the module 35 is installed in the aircraft fuselage 3. Therefore, the wall panel 44 may be designed as a plate-like element, wherein the plate-like element may have no or at least one curvature with a radius of curvature.

(22) Furthermore, the wall panel 44 is connected to the support device 37. A connection may be a direct connection or an indirect connection. A direct connection may be a connection in the case of which at least a part of a surface of the wall panel 44 lies against a part of a surface of the support device 37. An indirect connection may be a connection in the case of which at least a part of a surface of the wall panel 44 lies against a part of an intermediate element or of a set of intermediate elements. Then, in turn, a part of a surface of the support device 37 may lie against at least one further part of the surface of the intermediate element or of the set of intermediate elements.

(23) The support device 37 may be designed in a variety of ways. For example, the support device 37 may have one, two or a multiplicity of support elements 39. The support elements 39 may, for example, be designed as struts and have an upper and a lower end. Here, a strut may describe an element which has a spatial extent or a size which corresponds to the spatial extent of a transverse and/or longitudinal stiffening element in an aircraft fuselage 3 or a multiple thereof.

(24) The support device 37 has a form which is concave as viewed from the longitudinal axis L, for example the longitudinal axis L of the fuselage structure 5 or of the aircraft fuselage 3. A concave form means that the support device 37 preferably has a region between the lower and upper ends 43, 41 which runs not linearly but non-linearly. In particular, the support device 37 may be kinked or curved away from the longitudinal axis L of the aircraft fuselage 3.

(25) Furthermore, the support device 37 has an energy absorption element 45 between the upper end 41 and the lower end 43. The energy absorption element 45 may, for example, be arranged in a defined local region between the upper end 41 of the support device 37 and the lower end 43 of the support device 37. It is however also conceivable for the energy absorption element 45 to extend from the upper end 41 of the support device 37 towards the lower end 43 of the support device 37 and thus globally over more than half or even the entire support device 37.

(26) The energy absorption element 45 is, like the energy absorption element 27 of the support device, designed for absorbing kinetic energy, in particular energy from the defined crash of the underside 29 of the aircraft fuselage 3, when the module 35 is installed in the aircraft fuselage 3 as shown in FIG. 2, that is to say the lower end 43 of the support device 37 of the module 35 is connected to the fuselage structure 5 in the lower deck 15 of the aircraft fuselage 3 and when the upper end 43 of the support device 37 is connected to the intermediate floor 11 in the aircraft fuselage 3. In this case, the energy absorption element 45 is designed to undergo a defined plastic deformation and thus absorb a defined amount of kinetic energy of that part of the fuselage structure 5 which is connected to the lower end 43 of the support device 37. Here, a plastic deformation describes a conversion of the kinetic energy from the crash into some other form of energy, such as, for example, deformation energy or heat.

(27) Both in the case of the support device 19 of the aircraft fuselage 3 and in the case of the support device 37 of the module 35, the defined amount of energy absorbed by the energy absorption element 27 or 45 respectively is selected to be equal.

(28) The defined amount of energy absorbed by the energy absorption element 27 of the support device 19 of the aircraft fuselage 3 is selected such that, in the event of the crash of the fuselage structure 5 at the underside 29 of the aircraft fuselage 3, the lower deck 15 is not fully deformed. The lower deck 15 is deformed at most such that the lower deck 15 has a minimum height MH during and after the crash. Here, the minimum height MH describes the height or the vertical distance between a seat surface of a passenger seat arranged in the lower deck and the intermediate floor. In other words, the minimum height MH is the height UH of the lower deck 15 minus the height SH of the seat surface 31 above the floor 33 of the lower deck 15. This minimum height MH must not be undershot in the event of a crash. By the minimum height MH of the lower deck 15, a “survival space” for the passengers situated in the lower deck remains present in any case in the event of a crash, and thus improves the survival chances of the passengers.

(29) The same applies to the energy absorption element 45 of the module 35. The defined amount of energy absorbed by the energy absorption element 45 and the defined plastic deformation are selected such that, in the event of the crash, the fuselage structure 5 at the underside 29 of the aircraft fuselage 3 is deformed at most to such an extent that a minimum height MH between a seat surface 31 of a passenger seat of passenger seats 17 provided in the lower deck 15 and the intermediate floor 11 is not undershot. Thus, the energy absorption element 45 absorbs such a defined amount of kinetic energy from the fuselage structure 5 of the underside 29 of the aircraft fuselage 3 that the lower deck 15 is not fully deformed and a “survival space” is present for the passengers in the lower deck 15 during and after the crash. This survival space improves the survival chances of the passengers in the lower deck 15 for the situation of a crash of the underside 29 of the aircraft fuselage 3. Here, the lower deck 15 is deformed at most such that the lower deck 15 has a minimum height MH during and after the crash. Here, the minimum height MH describes the height or the vertical distance between a seat surface 31 of a passenger seat 17 arranged in the lower deck 15 and the intermediate floor 11. In other words, the minimum height MH, exactly as in the case of the support device 19 of the aircraft fuselage 3, describes the height UH of the lower deck 15 minus the height SH of the seat surface 31 above the floor 33 of the lower deck 15. In the present case, the minimum height MH is 1.80 meters, and must not be undershot in the event of a crash. By the minimum height MH of the lower deck 15, a “survival space” for the passengers situated in the lower deck 15 remains present in any case in the event of a crash, and thus improves the survival chances of the passengers.

(30) Furthermore, a predetermined buckling line 47 is provided in the fuselage structure 5. The predetermined buckling line 47 provides an energy absorption region which is provided in linear form parallel to the longitudinal axis L. The predetermined buckling line 47 is furthermore designed to, in the event of a crash of the underside 29 of the aircraft fuselage 3, undergo a plastic deformation and absorb energy. For this purpose, the predetermined buckling line 47 is provided above (that is to say further in the direction of the intermediate floor 11) the position at which the support device 19 of the aircraft fuselage 3 and/or the support device 37 of the module 35 is fastened to the fuselage structure 5.

(31) The support device 19, 37 of the aircraft fuselage 3 or of the module 35 that is installed in the aircraft fuselage have the advantage, as shown in FIG. 2, that the space requirement of the support device 19 or of the module 35 is considerably reduced, because of the substantially concave form of the support device 19 or of the module 35 in the lower deck 15, in relation to a linearly configured support structure with the same installation points on the intermediate floor 11 and on the fuselage structure 5. The space in the lower deck 15 that is not required because of the concave form of the support device 19 of the aircraft fuselage 3 and of the module 35 can thus also be used for the seating of passengers. Furthermore, both the energy absorption element 27 of the support device 19 of the aircraft fuselage 3 and the energy absorption element 45 of the module 35 ensure survival of the passengers in the event of a crash.

(32) The different space requirements of two embodiments of the support device 19 of the aircraft fuselage 3 and of the module 35 are illustrated in FIGS. 3A and 3B.

(33) FIGS. 3A and 3B show a part of the section of the lower deck 15 from FIG. 2. Here, FIG. 3A shows a support device 19 according to the disclosure herein, which is fastened by its upper end 23 to the intermediate floor 11 at an upper installation point 49. Furthermore, the support device 19 is fastened by its lower end 25 to the fuselage structure 5 at a lower installation point 51. Furthermore, a direct linear connection 53 is shown between the upper and lower installation points 49, 51, which connection may represent a direct linear support device in the prior art. Finally, the space 55a freed up by the concave form of the support device 19 according to the disclosure herein in relation to the direct linear connection 53 is illustrated in FIG. 3A by hatching.

(34) A similar space advantage is also obtained with the module 35 in FIG. 3B. In FIG. 3B, the upper end 41 of the module 35 is fastened to the intermediate floor 11 at an upper installation point 57. The lower end 43 of the module 35 is fastened to a lower installation point 59 of the fuselage structure 5. In this case, too, a direct linear connection 53 is shown, which may correspond to a linear support device from the prior art. The module 35 furthermore has a stowage compartment 61. As in FIG. 3A, the space 55b no longer required, and freed up in relation to the direct linear connection 53, by the module 35 is illustrated in FIG. 3B by hatching. It is to be noted that the hatching emphasises only the “open” free space. In addition to this “open” space, that is to say space which is directly accessible from outside the module 35, there is also the stowage compartment 61. In the stowage compartment 61, it is, for example, possible for items of luggage to be stowed by passengers, or the stowage compartment may serve as a waste bin.

(35) The hatched areas in FIGS. 3A and 3B clearly show the space advantage, that is to say space gain, achieved by the support device 19 according to the disclosure herein of the aircraft fuselage 3 or by the module 35.

(36) FIG. 4 shows a schematic construction of an embodiment of a support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein. Here, the support device 19 has at least one first support element 21. The first support element 21 has a lower section 63 and an upper section 65, which are connected by the energy absorption element 27. The lower section 63 has the lower end 25. The lower end 25 is fastened to the fuselage structure 5 at the lower installation point 51. The upper end 23 is fastened to the intermediate floor 11 at the upper installation point 49.

(37) The energy absorption element 27 shown in FIG. 4 is a discrete energy absorption element 27. A discrete energy absorption element 27 is an energy absorption element 27 which extends only in a spatially very limited region, for example, the region of a joint, of a connecting or coupling point, between the upper and lower end 43 of the support element 21. Thus, the absorption of the kinetic energy and thus the plastic deformation take place in a locally concentrated manner in a discrete and particular region of the support element 21.

(38) The discrete energy absorption element 27 functions as follows. In the event of a crash of the underside 29 of the aircraft fuselage 3, the support element 21 is subjected to a force F1. Since the support element 21 is connected both to the fuselage structure 5 and to the intermediate floor 11, and the intermediate floor 11 acts as counterbearing, the support element 21 is subjected to an opposing force F2 substantially opposite to the force F1. Furthermore, the energy absorption element, because of its capability to absorb kinetic energy, offers a further opposing force component, which together with the opposing force F2 forms the total opposing force.

(39) In the event of a crash, the energy absorption element 27 absorbs kinetic energy and is thus deformed in a direction A away from the longitudinal axis L. This results in a movement of the support element 21, directed in a direction A away from the longitudinal axis L, with a horizontal offset V1 and a vertical offset V2. After the support element 21 has absorbed the defined energy, it assumes the position illustrated by dashed lines in FIG. 4. In this case, the energy absorption element 27 of the support element 21 of the support device 19 has absorbed such an amount of energy that a minimum height MH has not been undershot in the lower deck 15 of the aircraft fuselage 3, and the passengers present therein thus have a considerable likelihood of survival.

(40) FIG. 5 shows a further embodiment of the support element 21, shown schematically in FIG. 4, of the support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein.

(41) Here, the support element 21 has an energy absorption element 27 with a spring element 67 which, beyond the elastic range, is plastically deformable. It is also conceivable for the support element to have at least one damper element 69, with which the spring element 67 is combined for the purposes of absorbing energy.

(42) Furthermore, the lower section 63 and the upper section 65 are connected to one another in articulated fashion, that is to say by a joint 71, wherein the spring element 67 has a rotary spring at the joint 71. The spring element 67 may also have a linear compression spring which is fastened, spaced apart from the joint 71, between the lower and upper sections 63, 65.

(43) FIG. 6 shows a further embodiment of the support element 21, schematically shown in FIG. 4, of the support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein.

(44) In the case of the support element 21, the energy absorption element 27 has a torsion element 73. The torsion element 73 is attached between an upper end 23 of the lower section 63 and a lower end 25 of the upper section 65 of the support element 21. Furthermore, in the event of a relative rotational movement of the lower and upper sections 63, 65 with respect to one another, the torsion element 73 is twisted and in the process plastically deformed.

(45) FIG. 7 shows a further embodiment of the support element 21, schematically shown in FIG. 4, of the support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein.

(46) In this embodiment, too, at least one first support element 21 has a discrete energy absorption element 27 which connects a lower section 63 to an upper section 65. The lower section 63 has the lower end 25 and the upper section 65 has the upper end 23 of the support device 19.

(47) Furthermore, the lower section 63 and the upper section 65 partially overlap, such that an upper end of the lower section is situated above a lower end of the upper section. The spring element 67 comprises a linear tension spring 75, which connects the upper end of the lower section and the lower end of the upper section and which, in the event of a relative movement of the lower and upper sections 63, 65 with respect to one another, is subjected to tensile load and in the process absorbs energy.

(48) Finally, the fuselage structure 5 of the aircraft fuselage 3 has an energy absorption region. The energy absorption region is provided as a predetermined buckling line 47 parallel to the longitudinal axis L and is designed to, in the event of a crash, undergo plastic deformation and absorb energy. Here, the predetermined buckling line 47 is provided above the position at which the support device 19 is fastened to the fuselage structure 5.

(49) FIG. 8 shows an embodiment of a support element 21 of the support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein. In this embodiment, the support device 19 has at least one first support element 21 with a continuous energy absorption element 27. The continuous energy absorption element 27 is distributed continuously, for example in the form of an arc 77, at least over a part of the length, preferably over the entire length, of the support element 21 between the upper and lower ends 23, 25 of the support device 19. The support element 21 is, at its upper end 23, fastened to the intermediate floor 11 by an upper installation point 49. Furthermore, the support element 21 is, at its lower end 25, connected to the fuselage structure 5 by a lower installation point 51.

(50) A continuous energy absorption element 27 is an energy absorption element 27 which extends over a major section, or even completely, between the upper and lower ends 23, 25 of the support element 19. In this way, the absorption of the kinetic energy and thus the plastic deformation take place in a manner distributed globally and thus continuously over the region of the energy absorption element 27 of the support element 21. In other words, the support element 21 itself, or parts thereof, can be designed to be plastically deformable and adapted so as to absorb energy by plastic deformation.

(51) The continuous energy absorption element 27 functions as follows. In the event of a crash of the underside 29 of the aircraft fuselage 3, the support element 21 is subjected to a force F1. Since the support element 21 is connected both to the fuselage structure 5 and to the intermediate floor 11, and the intermediate floor 11 acts as counterbearing, the support element 21 is subjected to an opposing force F2 substantially opposite to the force F1. Furthermore, the energy absorption element, because of its capability to absorb kinetic energy, offers a further opposing force component, which together with the opposing force F2 forms the total opposing force.

(52) In the event of a crash, the energy absorption element 27 absorbs kinetic energy and is thus deformed continuously in a direction A away from the longitudinal axis L. This results in a movement of the support element 21, directed in a direction A away from the longitudinal axis L, with a horizontal offset V1 and a vertical offset V2. After the support element 21 has absorbed the defined energy, it assumes the position illustrated by dashed lines in FIG. 8. In this case, the energy absorption element 27 of the support element 21 of the support device 19 has absorbed such an amount of energy that a minimum height MH has not been undershot in the lower deck 15 of the aircraft fuselage 3, and the passengers present therein thus have a considerable likelihood of survival.

(53) Furthermore, in the event of a relative movement of the support element 21 with respect to the intermediate floor 11 and/or the fuselage structure 5, the energy absorption element 27 can be compressed between these and in the process be plastically deformed, absorbing energy.

(54) FIG. 9 shows an embodiment of a support element 21 of the support device 19 of the aircraft fuselage 3 according to the first aspect of the disclosure herein.

(55) In this embodiment, at least one first support element 21 has an externally supported energy absorption element 27. This externally supported energy absorption element 27 is fastened, at a first end 79, to the support element 21. Furthermore, the energy absorption element 27 is connected, at a second end 81, to the intermediate floor 11 or to the fuselage structure 5.

(56) Furthermore, the energy absorption element 27 has a linear spring element 67, which is plastically deformable beyond the elastic range. The spring element 67 is formed as a compression spring which is connected at the one, first end 79 to the support element 21 and at an opposite, other, second end 81 to the intermediate floor 11. The spring element 67 may however also be formed as a tension spring, which is connected at a first end 79 to the support element 21 and at an opposite, other, second end 81 to the fuselage structure 5.

(57) FIGS. 10 and 11 each show a further embodiment of the support device 19, shown in FIG. 9, of the aircraft fuselage 3 according to the first aspect of the disclosure herein.

(58) In the embodiment in FIG. 10, the energy absorption element 27, which is designed as a so-called crash element, lies continuously against the surface 83 of the support element 21 and against the surface 85 of the intermediate floor 11, such that, in the event of a relative movement of the support element 21 with respect to the intermediate floor 11, the energy absorption element 27 is compressed between these and in the process is plastically deformed, absorbing energy.

(59) In the embodiment in FIG. 11, the energy absorption element 27 is likewise designed as a crash element. The energy absorption element 27 is arranged between the lower section 63 and the upper section 65 of the support element 21 such that, in the event of a crash, the crash element is plastically deformed as a result of a relative movement of the lower and upper sections 63, 65, and thus absorbs kinetic energy from the crash.

(60) FIG. 12 shows a further embodiment of the support device 19, shown in FIG. 9, of the aircraft fuselage 3 according to the first aspect of the disclosure herein. In this embodiment, the energy absorption element 27 lies continuously against the surface of the support element 21 and against the surface of the fuselage structure, and may likewise be designed as a crash element. In this way, in the event of a relative movement of the support element 21 with respect to the fuselage structure 5, the energy absorption element 27 can be compressed between these and in the process be plastically deformed, absorbing energy. It is furthermore also conceivable that, in addition to the energy absorption element 27 designed as a crash element, a further energy absorption element 28 is provided. The further energy absorption element may, for example, connect the upper and lower sections 65, 63 of the support element to one another.

(61) FIG. 13 shows an embodiment of a module 35 according to the second aspect of the disclosure herein.

(62) The module 35 has a support device 37 and a wall panel 44, which extends along a longitudinal axis L and along a circumferential direction U. The support device 37 has a lower end 87 and an upper end 89. The lower end 87 is designed to be connected to a fuselage structure 5 in a lower deck 15 of the aircraft fuselage 3. The upper end 89 is designed to be connected to an intermediate floor 11 in the aircraft fuselage 3. The wall panel 44 is furthermore connected to the support device 37. The support device 37 has a concave form as viewed from the longitudinal axis L.

(63) Furthermore, between the upper end 89 and the lower end 87, there is arranged an energy absorption element 45 which is designed such that, in the event of a defined crash of an underside 29 of the aircraft fuselage 3, when the module 35 is installed in an aircraft fuselage 3, the energy absorption element 45 is subjected to a defined plastic deformation. As a result of the defined plastic deformation, a defined amount of kinetic energy of that part of the fuselage structure 5 which is connected to the lower end 87 of the support device 37 is absorbed. For this purpose, the lower end 87 of the support device 37 must be connected to the fuselage structure 5 in the lower deck 15 of the aircraft fuselage 3. Furthermore, the upper end 89 of the support device 37 must be connected to the intermediate floor 11 in the aircraft fuselage 3.

(64) Furthermore, the wall panel 44 has an upper section 91 of the wall panel 44 and a lower section 93 of the wall panel 44. The upper section 91 of the wall panel 44 is movably connected to the lower section 93 of the wall panel 44 by a hinge region 95. In this way, in the event of a movement of the support device 37 in a direction away from the longitudinal axis L, the upper and lower sections 93, 95 of the wall panel 44 can follow this movement without breaking.

(65) Furthermore, in the lower section 93 of the wall panel 44, there is provided a stowage compartment 97, which can be opened by a handle 99. It is, for example, possible for items of luggage belonging to the passengers to be stowed in the stowage compartment 97.

(66) FIG. 13 furthermore shows a second module 101. The second module may be a module according to the second aspect of the disclosure herein. It is however also possible for the second module to merely have a wall panel 44 with an upper and lower section 91, 93 and with a stowage compartment 97 provided in the lower section 93. The second module 101 can be connected to the module 35 by a fastening device 103. Furthermore, the second module 101 (like the module 35) has a fastening device 105 for installation on the fuselage structure 5.

(67) FIG. 14 shows an embodiment of the module 35, shown in FIG. 13, according to the second aspect of the disclosure herein in a schematic detail view from a side elevation. The module 35 has a section 107, which provides at least one receptacle 109 and/or fastening for cables, lines and/or pipes. This section 107 is arranged on a rear side 111 of the wall panel 44. The rear side 111 of the wall panel 44 is in this case a surface of the wall panel 44 averted from the longitudinal axis L, and is situated opposite an inner side 113.

(68) FIG. 15 likewise shows a multiplicity of embodiments of the module 35, shown in FIG. 13, according to the second aspect of the disclosure herein. In FIG. 15, multiple modules 35 have been fastened to one another. Furthermore, each module 35 has a display element 115. For example, exterior views of the aircraft 1 are displayed by the display element 115.

(69) 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”, “an” 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.