AIRCRAFT SECTION HAVING A SIMPLIFIED RAPID DECOMPRESSION ARCHITECHTURE

Abstract

An aircraft section comprising a primary structure forming at least a portion of an aircraft fuselage, a cabin floor coupled to the primary structure, a sidewall covering at least a portion of the primary structure, and a rapid decompression unit arranged between the sidewall and the primary structure. The sidewall has a certain distance to the cabin floor and the rapid decompression unit has a certain distance to the sidewall.

Claims

1. An aircraft section, comprising: a primary structure forming at least a portion of an aircraft fuselage; a cabin floor coupled to the primary structure; a sidewall covering at least a portion of the primary structure; and a rapid decompression unit arranged between the sidewall and the primary structure, wherein the sidewall has a bottom edge arranged above the cabin floor, wherein a first distance between the bottom edge and the cabin floor is between 1 inch and 3 inches, wherein the rapid decompression unit is mounted to the primary structure and the cabin floor, wherein a second distance between the sidewall and a portion of the rapid decompression unit closest to the sidewall is between 1 inch and 2 inches.

2. The aircraft section of claim 1, wherein the rapid decompression unit comprises an opening, a flap, and a joint to which the flap is pivotally mounted, the flap being configured to close the opening when being in a closed position.

3. The aircraft section of claim 2, wherein the flap is configured to move between the closed position and two opposite open positions in which the flap is deflected in one of two opposite directions away from the opening.

4. The aircraft section of claim 1, wherein the rapid decompression unit is mounted to the primary structure at a minimum distance from an inner side of the primary structure.

5. The aircraft section of claim 4, wherein the minimum distance is at least 1 inch.

6. The aircraft section of claim 1, wherein a main portion of the sidewall is arranged substantially parallel to the primary structure, wherein a bottom region of the sidewall diverges from the primary structure.

7. The aircraft section of claim 6, wherein the bottom region covers the rapid decompression unit at least partially.

8. An aircraft, comprising: at least one aircraft section according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In the following, the present disclosure will further be described with reference to exemplary implementations illustrated in the figures, in which:

[0030] FIG. 1 schematically illustrates a cross-sectional view of an exemplary aircraft section;

[0031] FIG. 2 schematically illustrates a cross-sectional view of the exemplary aircraft section of FIG. 1 with further details; and

[0032] FIG. 3 schematically illustrates an aircraft comprising portions of an aircraft section.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0033] In the following description, for purposes of explanation and not limitation, specific details are set forth in order to provide a thorough understanding of the present disclosure. It will be apparent to one skilled in the art that the present disclosure may be practiced in other implementations that depart from these specific details.

[0034] FIG. 1 schematically illustrates a cross-sectional view of an exemplary aircraft section 100. The aircraft section 100 pertains a lower corner area at a side of a passenger cabin. The aircraft section 100 comprises a primary structure 150, which in FIG. 1 is an exemplary frame. The primary structure 150 forms at least a portion of an aircraft fuselage (cf. FIG. 3). The aircraft section 100 further comprises a cabin floor 120 coupled to the primary structure 150. FIG. 1 does not explicitly illustrate a connection between the cabin floor 120 and the primary structure 150 for increased clarity of the drawing. Such connection can be arranged, for example, underneath what is illustrated in FIG. 1. In any case, a gap between a side edge of the cabin floor 120 and the primary structure 150 can be provided to allow air to stream between the areas above and underneath the cabin floor 120.

[0035] The aircraft section 100 further comprises a sidewall 110 covering at least a portion of the primary structure 150. For instance, the sidewall 110 can be arranged substantially parallel to the primary structure 150, and forms a visible interior surface of the passenger cabin. As will be explained in more detail below, a main portion 115 of the sidewall 110 is arranged substantially parallel to the primary structure 150, while a bottom region 116 of the sidewall 110 diverges from the primary structure 150. In other words, in the bottom region 116, a distance between the sidewall 110 and the primary structure 150 is greater than at the main portion 115. The sidewall 110 can be connected or coupled to the primary structure 150 at clips or the like (not illustrated) that can be arranged at a position higher than the bottom region 116.

[0036] The aircraft section 100 further comprises a rapid decompression unit 130 arranged between the sidewall 110 and the primary structure 150. As is exemplarily illustrated in FIG. 1, the rapid decompression unit 130 forms a baffle or guiding plate that runs from the cabin floor 120 up to a mounting position 154 at the primary structure 150. Such mounting position 154 can be a clip, protrusion, rail, bar or the like.

[0037] As is illustrated in FIG. 1 by wide arrows, exhaust air can be removed from the passenger cabin towards the space underneath the cabin floor 120. Usually an air conditioning system (not illustrated) of the passenger cabin provides (blows) fresh air into the passenger cabin and receives (sucks) exhaust air. Such air-conditioning system is regularly arranged in a lower area of the aircraft 1 (FIG. 3), such as in a cargo area or the like underneath the cabin floor 120. Thus, exhaust air is streaming behind the sidewall 110, around the rapid decompression unit 130 (at a location corresponding to the mounting position 154) and behind the rapid decompression unit 130 towards the space underneath the cabin floor 120.

[0038] The sidewall 110 has a bottom edge 111 arranged above the cabin floor 120, hence, forming a gap of distance D1. Such gap is sufficiently sized to allow removal of the exhaust air from the passenger cabin as well as allow rapid decompression. It is to be understood that the cross-section illustrated in FIG. 1 can be taken anywhere along the longitudinal extension of the passenger cabin. Thus, the gap underneath the bottom edge 111 of the sidewall 110 also extends along the longitudinal direction of the aircraft 1, forming a long slit through which exhaust air can be removed and rapid air decompression can be achieved.

[0039] As a mere example, the distance D1 can be between 1 inch and 3 inch (25.4 mm to 76.2 mm), preferably between 1.5 inch and 2 inch (38.1 mm to 50.8 mm). For instance, a 2 inch (50.8 mm) distance D1 was found to be sufficiently large for exhaust air removal as well as rapid decompression situations. Thus, the sidewall 110 is a simple panel without any openings, slits, grills or the like, which significantly simplifies an admission and certification process of such aircraft component as well as the manufacturing of the sidewall 110.

[0040] The rapid decompression unit 130 mounted to the primary structure 150 and the cabin floor 120 forms a further gap between the sidewall 110 and a portion of the rapid decompression unit 130 closest to the sidewall 110. This portion closest to the sidewall 110 is in the illustrated example at the top end of the rapid decompression unit 130. In any case, at this further gap a distance D2 between the sidewall 110 and the closest portion of the rapid decompression unit 130 is between 1 inch and 2 inch (25.4 mm to 50.8 mm), preferably between 1 inch and 1.5 inch (25.4 mm to 38.1 mm). It was found that a 1 inch gap is sufficiently large for exhaust air removal. Nevertheless, the second distance D2 of this gap can be smaller than the first distance D1, as the second distance D2 gap is considered for regular exhaust air removal, while the first distance D1 gap is provided for regular exhaust air removal and rapid decompression.

[0041] FIG. 1 further illustrates an outer skin 152 of the aircraft 1, which delimits the interior space of the aircraft 1 towards an ambient environment. On an inner side of the outer skin 152 there can be arranged an insulation or other primary or secondary component of the aircraft 1 (all not illustrated for increased clarity of the drawing). As a mere example, an insulation could be arranged between two adjacent frames 150, and would form, at an inner side of the insulation, a boundary for the air stream behind the rapid decompression unit 130 (to the right of decompression unit 130 in FIG. 1).

[0042] The rapid decompression unit 130 comprises an opening 131 and a flap 132. In FIG. 1 the flap 132 is in a closed position, where it closes the opening 131, so that the opening 131 is actually not visible in FIG. 1. The flap 132 is pivotally mounted to a joint 134, preferably at a top and of the flap 132. This allows the flap 132 to reach or achieve the closed position easier due to gravity. In addition, a biasing element (not illustrated) can be provided, in order to bring and keep the flap 132 in the closed position. As a mere example, the rapid decompression unit 130 can be arranged at an angle, for example, corresponding to the angle of the primary structure 150 at the aircraft section 100. A biasing element would facilitate moving the flap 132 into the opening 131, i.e., into the closed position.

[0043] In case the pressure in the passenger cabin increases or decreases compared to the pressure in the space underneath the cabin floor 120, a decompression has to take place, in order to protect components of the aircraft 1. Since such pressure increase or decrease may occur suddenly, the regular exhaust air removal may not be sufficient to equalize the pressure fast enough, or in case air has to stream into the passenger cabin, the exhaust air path may not be wide enough.

[0044] The opening 131 in the rapid decompression unit 130 allows a fast decompression. As a mere example, a cross-sectional area of the opening 131 is larger than a cross-sectional area at the top end of the rapid decompression unit 130, such as the cross-sectional area of the gap, where the distance D2 is illustrated.

[0045] FIG. 2 schematically illustrates details of the aircraft section of FIG. 1. Specifically, the flap 132 is configured to move between the closed position and two opposite open positions 132a and 132b, thereby freeing the opening 131. In both cases, the flap is deflected in one of two opposite directions away from the opening 131.

[0046] As indicated in FIG. 2 by the wide double arrow, once the opening 131 is not blocked by the flap 132 anymore, air can stream into and out of the passenger cabin through the opening 131. Depending on the pressure difference, the flap opens towards the passenger cabin, in order to let air into the passenger cabin, or towards the primary structure 150 (or outer skin 152), in order to release air from the passenger cabin.

[0047] In any case, air can stream in front of the inner side 151 of the primary structure 150 and behind the rapid decompression unit 130. This inner side 151 can be, for example, an interior side of a frame 150, and/or an insulation (not illustrated) provided between two adjacent frames 150 or the like.

[0048] The rapid decompression unit 130 is mounted to the primary structure 150 in such a manner that a minimum distance from the inner side 151 of the primary structure 150 is met. In order to allow a sufficient air stream (sufficient volume or mass flow of air), such minimum distance can be at least 1 inch (25 to 4 mm).

[0049] Furthermore, the distance between the rapid decompression unit 130 and the inner side 151 of the primary structure 150 can increase from the opening 131 downwards to the cabin floor 120. Alternatively or additionally, the distance between the rapid decompression unit 130 and the inner side 151 can be wider than the second distance D2. In any case, this gap in the rapid decompression unit 130 and the inner side 151 underneath the opening 131 shall be sufficiently wide for the rapid decompression unit, i.e., should be wider than it would be required only for regular exhaust air removal.

[0050] FIG. 3 schematically illustrates an aircraft 1 comprising at least one aircraft section 100 as illustrated in FIGS. 1 and 2. In order to illustrate the components of the aircraft section 100, FIG. 3 illustrates only one side wall 110 and adjacent thereto two frames 150 (at least portions thereof). In a bottom region of the aircraft section 100, such as above the floor 120 (not illustrated in FIG. 3), there is arranged a rapid decompression unit 130 having an opening 131 covered by a flap 132 in its closed position. In the illustration of FIG. 3, the sidewall 110 has been removed, so that the rapid decompression unit 130 as well as the two frames 150 are visible.

[0051] It is believed that the advantages of the technique presented herein will be fully understood from the foregoing description, and it will be apparent that various changes may be made in the form, constructions and arrangement of the exemplary aspects thereof without departing from the scope of the disclosure or without sacrificing all of its advantageous effects. Because the technique presented herein can be varied in many ways, it will be recognized that the disclosure should be limited only by the scope of the claims that follow.

[0052] 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.