阅读说明：本技术 飞行器底板元件、具有飞行器底板元件的飞行器区段和飞行器 (Aircraft floor element, aircraft segment with an aircraft floor element and aircraft ) 是由 克劳斯-皮特·格鲁斯 于 2019-07-10 设计创作，主要内容包括：本发明涉及一种飞行器底板元件,所述飞行器底板元件包括第一饰板元件,所述第一饰板元件被适配为用于从第一位置被翻转到第二位置。所述第一饰板元件在所述第一位置与所述飞行器底板元件的主平面平行地安排并且被安排在所述飞行器底板元件的朝向乘客舱的一侧,而在所述第二位置与所述飞行器底板元件的主平面成角度地安排,其中所述第一饰板元件构成用于货舱的饰板。另外,本发明涉及一种具有飞行器底板元件的飞行器区段和一种具有此类飞行器区段的飞行器。(The invention relates to an aircraft floor element comprising a first trim element which is adapted to be turned over from a first position into a second position. The first trim element is arranged parallel to the main plane of the aircraft floor element and on the side of the aircraft floor element facing the passenger compartment in the first position and at an angle to the main plane of the aircraft floor element in the second position, wherein the first trim element forms a trim for the cargo compartment. In addition, the invention relates to an aircraft section having an aircraft floor element and to an aircraft having such an aircraft section.)

1. An aircraft floor element (100, 101) comprising:

a first plaque element (111) 115) adapted to be turned over from a first position to a second position,

wherein the first trim element (111) and (115) is arranged parallel to the main plane of the aircraft floor element (100, 101) in the first position and on the side of the aircraft floor element (100, 101) facing the passenger compartment (21), and

wherein the first trim element (111) and (115) is arranged at an angle to the main plane of the aircraft floor element (100, 101) in the second position and forms a trim for the cargo compartment (22).

2. Aircraft floor element (100, 101) according to claim 1, wherein the first trim element (111) constitutes a trim for the passenger compartment (21) in the first position.

3. Aircraft floor element (100, 101) according to claim 1 or 2, wherein the first trim element (111) in the second position constitutes a side wall (111, 112), a rear wall (113) or a front wall (113) of the cargo hold (22).

4. Aircraft floor element (100, 101) according to one of the preceding claims 1 or 2, wherein the first trim element (111) has a sealing element (141) 145) on at least one side edge, which sealing element is adapted to form a gas-tight and/or fluid-tight closure between the first trim element (111) and the further element (115).

5. Aircraft floor element (100, 101) according to one of the preceding claims 1 or 2, wherein the aircraft floor element (100, 101) is adapted to constitute an intermediate floor (100) of an aircraft (10), and wherein the first trim panel element (112) is arranged on the underside of the intermediate floor (100) constituting a ceiling of the passenger cabin (21).

6. Aircraft floor element (100) according to one of the preceding claims 1 or 2, additionally comprising:

at least one seat track (201),

wherein the first trim element (111) in the first position forms a floor of the passenger compartment and is shaped in such a way that the at least one seat rail (201) is exposed at least in sections when the first trim element (111) is in the first position.

7. The aircraft floor element (100) according to claim 6, wherein the first trim element (111) is designed to be multipart, and wherein at least two parts of the first trim element (111) are spaced apart from one another such that in a respective first position of the at least two parts of the first trim element (111) the seat rail (201) is exposed alongside the respective parts of the first trim element (111), or

Wherein the seat rail (201) is multipart in the longitudinal direction, and wherein the first trim element (111) has a plurality of openings (123) through which the seat rail (201) protrudes when the first trim element (111) is in the first position.

8. Aircraft floor element (100) according to claim 6 or 7, additionally comprising:

a cargo loading system and/or a cargo securing system (205),

wherein the first plaque element (111) covers the cargo loading system and/or cargo securing system (205) when the first plaque element (111) is in the first position; and when the first trim panel element (111) is in the second position, the cargo loading system and/or cargo securing system (205) is exposed.

9. Aircraft floor element (100, 101) according to one of the preceding claims 1 or 2, additionally comprising:

a locking element (122, 126, 133) adapted for securing the first trim element (111) in the first position and/or the second position.

10. Aircraft floor element (100, 101) according to one of the preceding claims 1 or 2, wherein the first trim element (111) has an impact-and/or scratch-resistant surface on the side constituting the trim for the cargo compartment (22) and a surface constituting the trim for the passenger compartment (21) on the side opposite the impact-and/or scratch-resistant surface.

11. An aircraft segment (20, 21) having at least one aircraft floor element (100, 101) according to one of claims 1 to 10.

12. The aircraft segment (20, 21) of claim 11, further comprising:

a sidewall trim (102) for the passenger compartment.

13. The aircraft segment (20, 21) of claim 11 or 12, further comprising:

a second plaque element (116) that can be flipped from a first position to a second position,

wherein a surface of the second trim element (116) facing the passenger compartment (21) in the first position of the second trim element (116) substantially completely covers a surface of a sidewall (103) facing the passenger compartment (21) when the second trim element (116) is in the second position.

14. The aircraft segment (20) of claim 11 or 12, further comprising:

a cargo door (50, 220) adapted to enable passage from the surroundings of an aircraft (10) to the aircraft section (20),

wherein the aircraft floor element (100, 101) has a third trim element (114) such that in a first position the passage from the cargo compartment (22) to the cargo door (50) is exposed and in a second position the passage from the cargo compartment (22) to the cargo door (50) is covered.

15. An aircraft (10) having an aircraft section (20) according to one of claims 11 to 14.

Technical Field

The present invention relates to a aircraft floor element with a reversible trim element, and in particular to a aircraft floor element with a reversible trim element, wherein the trim element in a first position forms part of the aircraft floor element and faces the passenger compartment, and in a deployed second position forms a trim for the cargo compartment.

Background

In certain vehicles, in particular in mass transport vehicles such as aircraft, trains, buses and boats, attempts are made to use the available space as diversely as possible. For example, the interior space of an aircraft may be converted from a passenger cabin to a cargo compartment and vice versa. For this purpose, the seat rows of the passenger compartment must be removed and, if appropriate, an airtight isolation of the cargo compartment in the case of a further passenger region in the aircraft must be ensured when the cargo compartment is formed. Such insulation is used, for example, to avoid smoke diffusion from the cargo compartment into the adjoining passenger area.

Such a retrofit between the passenger cabin and the cargo compartment, or vice versa, is quite time consuming, thereby resulting in longer down time of the aircraft. For example, for aircraft, the down time between landing, unloading, reloading and takeoff (also referred to as turnaround time) is quite costly, and therefore aircraft operators want to keep this turnaround time as short as possible. For example, turn-around times of less than 1 hour, and in most cases, less than 40 minutes, are contemplated.

DE 102016210856 a1, for example, describes an expandable cargo storage space having two storage space walls and a foldable wall arranged therebetween, so that the cargo storage space can be brought into at least two operating states with respectively different volumes. For this purpose, the cargo storage spaces can have a linear guide system, by means of which one of the storage space walls can be pushed.

Disclosure of Invention

The basic object of the invention is to create a system whereby a changeover between passenger compartment and cargo compartment is achieved that is to be carried out more quickly and as simply as possible.

This object is achieved by an aircraft floor element having the features of claim 1, an aircraft segment having the features of claim 11 and an aircraft having the features of claim 15.

In the following description, the terms "parallel" and "perpendicular" should not be construed as an exact directional description. More precisely, all directions extending substantially parallel or substantially perpendicular to the predetermined direction are within this range. Thus, deviations of up to 10 ° from the specified direction also belong to the "parallel" and "perpendicular" concepts.

According to a first aspect, an aircraft floor element comprises a first trim element adapted to be turned from a first position to a second position.

The term "aircraft floor element" is to be understood here to mean not only a floor element in an aircraft, i.e. an element on which passengers stand or on which luggage stands, but also other elements of an aircraft which face the interior space of the aircraft, preferably of the passenger compartment and/or of the cargo compartment, or which also define this interior space. The aircraft floor element can thus also be an element of the middle floor of a multi-layer aircraft. Likewise, the aircraft floor element can also be a pure ceiling element (for example in a single-deck aircraft or in the uppermost cabin of a multi-deck aircraft). An aircraft floor element is a component that extends substantially horizontally in an aircraft.

The first trim element is arranged in the first position horizontally to the main plane of the aircraft floor element and on a side of the aircraft floor element facing the passenger compartment. The main plane of the aircraft floor element is to be understood here as meaning a plane which extends in the direction of maximum extension of the aircraft floor element. The direction of the height or thickness of the aircraft floor element extends perpendicularly to the main plane.

In the second position, the first trim element is arranged at an angle to the main plane of the aircraft floor element and forms a trim for a cargo compartment. By turning over (unfolding, folding) the trim element, the unexposed side of the trim element, which was previously arranged in the aircraft floor element, can be exposed, which side is suitable for a trim of the cargo compartment. In other words, the passenger compartment can be converted into a cargo compartment by turning over the trim element. In particular, a part or a section of the passenger compartment delimiting part is folded and thus delimits the cargo compartment. Here, the same reconstruction space within the aircraft is also involved.

In order to be able to turn the trim element, the aircraft floor element has at least one hinge or hinge, by means of which the trim element is connected rotatably to the remaining aircraft floor element. Alternatively, the trim element can also be fastened releasably to the aircraft floor element and inserted into an opening or a bracket provided for this purpose in the aircraft floor element. The opening or the holder of the aircraft floor element is provided for this purpose in the region of the rotational axis of the trim element.

In one embodiment, the first trim element can form a trim for the passenger compartment in the first position. The trim of the passenger compartment presents a visible surface of elements defining the passenger compartment. If the first trim element forms such a trim, it has a surface (side) which is visible in the first position and forms a trim of the passenger compartment. Visual adjustment can thus be achieved according to the desires of the aircraft operator, for example by using a surface in the desired color, with the desired pattern, with the desired texture, with the desired text markings, etc.

In a further embodiment variant, the first trim element can form a side wall, a rear wall or a front wall of the cargo compartment in the second position. Since the side walls, the rear wall and the front wall are arranged substantially perpendicularly to the floor plane and/or the ceiling plane in the cargo compartment, the first trim element is turned through approximately 90 ° in order to form a cargo compartment trim or also a cargo compartment delimitation. This makes it possible to carry out a quick conversion of the passenger compartment into the cargo compartment and vice versa, which conversion only has to take the trim element from the first position into the second position or vice versa. By folding the trim element through approximately 90 °, the previously visible surface (side) of the trim element is now directed away from the interior of the cargo compartment. In this way, the goods can be kept out of contact with the surface of the trim element, so that this surface is protected from damage in the second position of the trim element.

In addition, the first plaque element has a sealing element on at least one side edge, which is adapted to form a gas-tight closure between the first plaque element and the further element. The further element may likewise be a trim element, for example an adjacent trim element. Alternatively or in addition, the sealing element can also create an airtight closure between the trim element and the floor or ceiling of the cargo compartment. The at least one side edge may be any side edge of each of the trim elements and any number of side edges of the trim elements, including all side edges. In this way, an airtight cargo compartment can be produced, so that, if smoke can form or other harmful substances are released, these cannot reach further passenger areas and thus cannot harm the passengers.

Alternatively or in addition, the sealing element may also form a closure to a fluid seal (e.g. a water seal) with another element (including another trim element). This avoids liquid flowing out of the cargo compartment of the aircraft into other areas.

Also alternatively or in addition, the sealing element may also be arranged such that, when it is in the first position, it forms a closure for the fluid seal (e.g. for water) with the other element (including the other trim element). Optionally, the aircraft floor element and/or the trim element (respectively) may also comprise at least one further sealing element, so that at least one section of the passenger compartment is fluid-tight with respect to the surroundings of the passenger compartment (the surroundings constituting the remodeling space of the passenger compartment). This makes it possible to avoid liquid flowing from other areas of the aircraft into the passenger compartment. For example when the aircraft is in a forced water landing, the passenger compartment can thus be protected from water intrusion and the passengers can safely leave the aircraft. This improves the safety of the passengers, especially for cargo/passenger compartments below the water line of aircraft floating in emergency situations.

In a further design variant, the aircraft floor element can be adapted to form an intermediate floor of an aircraft. Here, the first trim element is arranged on the underside of the intermediate floor, which forms the ceiling of the passenger compartment. Likewise, the aircraft floor element may also be a ceiling element of an aircraft. The first trim element of the aircraft floor element can have a visible surface which, when the first trim element is in the first position, forms a trim of the passenger compartment. Alternatively, the first trim element can also be arranged in the aircraft floor element in a covering manner. For example, a first one of the trim elements can be covered by a further trim element, which are arranged parallel to one another in their respective first position and at least partially overlapping viewed in a direction perpendicular to the main plane of the aircraft floor element.

Additionally, the aircraft floor element may comprise at least one seat track. In this case, the first trim element in the first position forms a floor of the passenger compartment and is shaped in such a way that the at least one seat rail is exposed at least in sections when the first trim element is in the first position. For this purpose, the first trim element can be designed as a multipart. In this case, at least two portions of the first trim element are spaced apart from one another, so that in a respective first position of the at least two portions of the first trim element the seat rail is exposed next to the respective portion of the first trim element. In other words, when each portion of the first trim element is brought into the first position, the side edges of that portion are located alongside the seat track.

Alternatively, the seat rail can be designed as a multi-part in the longitudinal direction. In this case, the first trim element has a plurality of openings through which the seat rail projects when the first trim element is in the first position. Here, the seat track can be interrupted in the longitudinal direction in such a way that: when the first trim element is brought into the first position, a section of the first trim element (e.g., the connection between the two openings) is located between the interrupted sections of the seat track.

Alternatively or additionally, the aircraft floor element may comprise a cargo loading system and/or a cargo securing system. A cargo loading system and/or cargo securing system is at least one arbitrary element for storing, supporting, moving and/or securing arbitrary cargo items. For example, a track with rollers for moving cargo containers. Likewise, the anchoring and locking elements for cargo containers can be slaved to such cargo securing systems. Finally, the anchoring elements for the net of the bulk goods and luggage pieces are also part of such a cargo loading system.

In this case, the first trim element can cover the cargo loading system and/or the cargo fastening system when the first trim element is in the first position.

For this purpose, the first trim element has recesses, viewed in the first position, on the side facing away from the passenger compartment (bottom side of the first trim element), in which recesses the cargo loading system and/or the cargo securing system are accommodated. The first trim panel element can also have, at least in sections, a continuously flat underside which rests on an element of the cargo loading system and/or the cargo securing system when the first trim panel element is in the first position. Exposing the elements of the cargo loading system and/or cargo securing system if the first trim panel element is flipped into the second position.

In a further design variant, the aircraft floor element can comprise a locking element which is adapted to fix the first trim element in the first position and/or the second position. The locking element can be designed in two parts, wherein the first part is arranged on the first trim element and the second part is arranged on the aircraft floor element in a position corresponding to the first part when the first trim element is in the first position. In addition, the first trim element, particularly when the first trim element is visible from the passenger compartment (i.e., when the first trim element is in the first position), may include a release mechanism that unlocks the locking element.

In a further embodiment, the first trim element can have an impact-resistant and/or scratch-resistant surface on the side forming the trim for the cargo compartment. Alternatively or in addition, the first trim element can have a surface (so-called inner surface) which forms a trim for the passenger compartment on the side opposite the impact-and/or scratch-resistant surface. The passenger compartment can thus be quickly converted into a cargo compartment by turning the first trim element from the first position into the second position. In addition, the side of the first trim element that is visible in the configuration of the passenger compartment lies on the side facing away from the cargo compartment in the cargo compartment configuration and is thus protected from damage.

Furthermore, the optionally provided at least one sealing element of the trim element can prevent contamination of the passenger cabin surface (inner lining) when the trim element is in the second position (cargo compartment configuration). The passenger cabin surfaces are thus protected from contamination and cleaning after modification into the passenger cabin can be dispensed with.

According to a second aspect, an aircraft section comprises at least one aircraft floor element according to the first aspect or one of its design variants. For example, the aircraft section may comprise at least two aircraft floor elements which are arranged on the ceiling of the passenger/cargo compartment in such a way that, when the respective first trim element is in the second position, the first trim elements form a lateral limitation of the resulting cargo compartment. Likewise, at least two aircraft floor elements can be arranged on the floor of the aircraft section in such a way that, when the respective first trim elements are in the second position, they form a lateral delimitation of the resulting cargo compartment. In both cases, the side delimitations may constitute side delimitations which extend in the longitudinal direction of the aircraft or side delimitations (rear or front wall) which extend in the transverse direction of the aircraft (perpendicular to the longitudinal direction).

In this case, the aircraft floor element and/or the respective first trim element can be dimensioned such that the first trim element extends over the entire height of the cargo compartment in its second position. Alternatively, the respective first trim elements can be dimensioned such that they extend over the height of the cargo compartment at least to such an extent that they overlap or engage so closely with the first trim elements of the other aircraft floor elements that an air-tight and/or fluid-tight closure can be achieved between the two trim elements. For example, the first trim element of the aircraft floor element mounted on the aircraft floor in its second position at the upper side edge corresponds to the lower side edge of the trim element in the second position of the aircraft floor element mounted on the ceiling of the cargo compartment in such a way that an air-tight and/or fluid-tight closure (for example by means of one or more sealing elements) can be formed between the two side edges or the two side edges extend at different heights, wherein the trim elements at least partially overlap.

In one design variant, the aircraft section may comprise at least one side wall trim panel for the passenger compartment. The sidewall trim panels form a visible surface of the passenger compartment confines. For example, side wall trims are arranged on fuselage elements of an aircraft, covering these fuselage elements. Alternatively or in addition, the side wall trim panel can also be arranged in the interior space of the aircraft. For example, the sidewall trim panels may be independently arranged in the longitudinal or lateral direction of the aircraft. If the first trim element is now brought into the second position, the first trim element can cover and thereby protect the side wall trim of the passenger compartment.

In addition, the at least one side wall trim panel may comprise at least one sealing element in order to achieve an air-tight and/or fluid-tight confinement of the passenger compartment. This also contributes to the safety of the passengers, since in the passenger compartment configuration, no gas or liquid can enter the passenger compartment; whereas in the cargo compartment configuration no gas or liquid can enter the other aircraft regions.

The space between the side wall trim of the passenger compartment and the fuselage element of the aircraft can additionally be used as additional storage space. For example, the side wall trim panel can have (closable) luggage racks on the side facing the fuselage element of the aircraft. Thus, passengers can store carry-on luggage and the like in the luggage rack, and the luggage rack does not restrict the use of the cargo hold in the cargo hold configuration.

In a further embodiment, the aircraft section may additionally comprise a second trim element, which can be pivoted from a first position into a second position. The second trim element can be fastened, for example, rotatably on a side wall (side wall trim) of the passenger compartment. In addition, when the second trim element is in the second position, the surface of the second trim element facing the passenger compartment in the first position of the second trim element may substantially completely cover the surface of the remaining side walls (sidewall trim) facing the passenger compartment. In other words, the second trim element can rest against the adjacently arranged side wall trim by being turned over, so that the side (surface) of the trim element which previously forms the passenger compartment surface overlaps the side wall trim and is thus protected from damage.

In a further design variant, the aircraft section additionally comprises a cargo door which makes it possible to provide access to the aircraft section from the surroundings of the aircraft. For example, may be a cargo door as is common in the outer skin of aircraft. Alternatively or in addition, it may also be a cargo door which makes it possible to access the cargo compartment from other areas within the aircraft. For example, such cargo doors may be in a side wall (front wall, rear wall or a side wall extending in the longitudinal direction of the aircraft) of the cargo compartment.

Alternatively, the aircraft floor element can have a third trim element here, which is adapted to be pivoted from the first position into the second position. The third trim element may be arranged so as to expose the passage from the cargo compartment to the cargo door in the first position and to cover the passage from the cargo compartment to the cargo door in the second position. For example, the first trim element can form a side wall of the passenger compartment in the first position and cover the cargo compartment door in this case, while the cargo compartment door is exposed in the second position. In this way, the first trim element can be turned about a vertical or horizontal axis to form a side wall or ceiling or floor of the cargo compartment. In this case, the third trim element is arranged in the first position at an angle to the main plane of the aircraft floor element (for example perpendicularly thereto) and forms a trim (visible surface) of the passenger compartment. In the second position, either the third trim element is arranged parallel to the main plane of the aircraft floor element and forms an aircraft floor or ceiling of the cargo compartment, or the third trim element is likewise arranged at an angle (for example perpendicularly) to the main plane of the aircraft floor element and forms a side wall trim for the cargo compartment. In other words, by turning over (unfolding, folding) the third trim element, the side of the trim element which faces away from the passenger compartment and is suitable for a trim of the cargo compartment can be exposed.

According to a further aspect, an aircraft comprises an aircraft segment according to the second aspect. The aircraft may be other vehicles such as a bus, train, boat, or other mass transportation vehicle.

Furthermore, the design alternatives, variations and aspects described herein can be combined arbitrarily, thereby including other design alternatives not explicitly described.

Drawings

Embodiments of the invention are explained in detail below with the aid of the figures.

Figure 1 schematically shows a vertical longitudinal section of an aircraft,

figure 2 schematically shows a horizontal longitudinal section of two configurations of the upper deck and the lower deck of the aircraft in figure 1,

figure 3 schematically shows a partial view of a horizontal longitudinal section of the lower deck of an aircraft in two configurations,

figure 4 schematically shows a cross-sectional view of the aircraft along the section line IV-IV in figure 3,

figure 5 schematically shows a cross-sectional view of the aircraft along the section line V-V in figure 3,

figure 6 schematically shows a cross-sectional perspective view of an aircraft region,

figures 7 and 8 schematically show different states during the turning over of the trim panel element of the aircraft region in figure 6,

figures 9 and 10 schematically illustrate different states during the turning over of other trim panel elements of the aircraft region in figure 6,

figures 11 and 12 schematically illustrate different states during the turning over of still other trim panel elements of the aircraft region in figure 6,

fig. 13 and 14 schematically show different states during the turning over of a further trim panel element of the aircraft region in fig. 6, and

fig. 15 and 16 schematically show different states during the turning over of the trim element on the rear wall of the aircraft region in fig. 6.

Detailed Description

According to the invention, an aircraft floor element, an aircraft region and an aircraft are described which have trim elements which make it possible to retrofit the aircraft region from the passenger compartment to the cargo compartment and vice versa.

Fig. 1 schematically shows a vertical longitudinal section of an aircraft 10. The aircraft is shown here only by way of example. The aircraft 10 has at least one layer of cabins 11, 12 (plane) in which passengers and/or cargo can be accommodated. Thus, the aircraft 10 shown in fig. 1 has an intermediate floor 100 which separates the upper deck 11 from the lower deck 12. The ladder 60 connects the upper deck 11 with the lower deck 12. In addition, the aircraft region 20 in the lower deck 12 has a floor 101, so that between the intermediate floor 100 and the floor 101 there is an interior space of the aircraft, which is intended to be used selectively as a passenger cabin or a cargo compartment.

The aircraft region 20 in the lower deck 12 will be described below by way of example, but the technology disclosed herein can also be used in the upper deck or any other aircraft region in the lower deck as well, for example in the cargo compartment 30.

Fig. 2 schematically shows horizontal longitudinal sections of two configurations of the upper deck 11 and the lower deck 12 of the aircraft 10 in fig. 1. For example, the upper deck 11 is designed completely as a passenger cabin, while the lower deck 12 has an aircraft region 20 next to a single cargo compartment 30, which can be used either as a passenger cabin 21 or as a cargo compartment 22. Alternatively, the section next to the aircraft region 20 can also be used as passenger cabin, as this is shown next to the step 60 in the lower deck 12. The cargo compartment 22 and/or the passenger compartment 21 can be accessed via the cargo door 50, i.e. the aircraft region 20 can be accessed from the surroundings outside the aircraft 10 via the cargo door 50.

The seats 40 in the aircraft region 20 may either be released from the aircraft floor and removed from the aircraft 10, for example via a cargo door 50, or alternatively, as shown in fig. 2, pushed together. Passenger seats 41 that can be pushed together are known and therefore not described further herein. With the seats 41 being pushable together, the aircraft 10 can be readily adapted to one of these two configurations 21, 22 and retrofitted without the need to transfer the passenger seats 40, 41 out of the aircraft and which may not be usable at the time of (later) installation.

Fig. 3 schematically shows a horizontal longitudinal section of the lower deck 12 of the aircraft 10 in two similar configurations. In contrast to the variant shown in fig. 2, the aircraft region 20 is accessible via two steps 60 and when the cargo compartment configuration 22 is switched, no passenger region is present anymore. The passenger seats 40 can also be pushed together and stored in the aircraft as pushed-together seats 41.

Fig. 4 schematically shows a cross-sectional view of the aircraft 10 along the sectional line IV-IV in fig. 3. In which the upper deck 11 and the intermediate floor 100 and the lower deck 12 located therebelow can be clearly identified. The cross-sectional shape of the lower deck 12, indicated by dashed lines, may, for example, reflect a rearward section of the aircraft 10 that does not have sufficient height for the passenger compartment (see also fig. 1). In the part of the lower deck 12 indicated by solid lines (sufficient height), passenger seats 40 can be arranged on the aircraft floor element 101. A luggage rack 42 for passengers may also be installed beside the seat. Optionally, a Personal Service Unit (PSU), including an emergency oxygen supply system, may also be integrated in the aircraft floor element 100 or the side wall 102 of the passenger cabin 21, which forms the ceiling, above the passenger seats. Also optionally, a recess may be provided in the aircraft floor 101, so that personnel can stand in this area, for example along a passage in the longitudinal direction (X-axis) of the aircraft 10.

Fig. 5 schematically shows a cross-sectional view of the aircraft 10 along the sectional line V-V in fig. 3. The same cross section of the aircraft 10 as in fig. 4 is referred to here, however in the cargo compartment configuration 22 instead of the passenger compartment configuration 21 shown in fig. 4.

Fig. 6 schematically shows a cross-sectional perspective view of the aircraft region 20. The upper deck 11 of the aircraft 10 can be at least partially identified here. The interior space of the lower deck 12 of the aircraft 10 below the mid-floor 100 is shown in the passenger compartment configuration 21, however the passenger seats 40 are not shown to maintain the clarity of fig. 6. The passenger compartment 21 is defined by a rear wall 103 and optional side walls 102 in addition to the intermediate floor 100 and the floor 101. Of course, the front wall may also define the passenger compartment 21, however, the front wall is not visible in the interior space of the passenger compartment 21 in the selected perspective view.

Access to the aircraft region 20, in particular from the surroundings of the aircraft 10 to the aircraft region 20, can be achieved via the cargo door 50. Of course, access from the upper deck 11 to the aircraft region 20 can also be realized by means of a step 60 (fig. 2).

Now, in order to be able to achieve a rapid changeover of the passenger cabin 21 to the cargo compartment 22, the aircraft region 20 has at least one aircraft floor element 100, 101, each of which comprises at least one first trim element 111 and 115. The first trim panel elements 112 and 114 of the aircraft floor element 100 of the intermediate floor are shown in fig. 6. In addition, first trim element 111 and 113 of the aircraft floor element 101 of the aircraft floor are shown. The operation of these trim elements will be explained in detail below with reference to fig. 7-14. In addition, the aircraft floor element 101 of the aircraft floor has: at least one seat track 201 for seating the passenger seat 40 in the passenger cabin 21, and a cargo loading system and/or a cargo securing system 205 for moving and securing cargo containers and/or bulk cargo items.

The first plaque elements 111, 114 visible in fig. 6 are all in a first position in which they are arranged parallel to the main plane of the respective aircraft floor element 100, 101 and are arranged on the side of the aircraft floor element 100, 101 facing the passenger compartment 21. The main planes of the aircraft floor elements 100, 101 lie in the X-Y plane. Each of the first plaque elements 111 and 114 constitutes a plaque for the passenger compartment 21 and can be turned from a first position to a second position.

Fig. 7 and 8 schematically show different states during the turning over of the trim element 112 in the ceiling region of the aircraft region 20 in fig. 6. Fig. 7 shows a state in which two trim elements 112 are in between the first position and the second position, while in fig. 8 all trim elements 112 in the ceiling region 100 of the aircraft region 20 are in the second position. In this second position, the trim panel element 112 is arranged at an angle to the main plane of the aircraft floor element 100. In order to form the side walls of the cargo compartment, the trim element 112 is directed perpendicularly to the main plane of the aircraft floor element 100 in the second position. The trim element 112 thus constitutes a trim for the cargo compartment 22. For example, trim element 112 has an impact and/or scratch resistant surface that faces the cargo compartment in the second position.

In addition, the plaque element 112 may have a sealing element 142 on at least one side edge, which is adapted to form a gas-tight and/or fluid-tight closure between the plaque element 112 and the other element. Thus, the sealing element 142 of a trim element 112 may form an air-tight and/or fluid-tight enclosure with a side edge of an adjacent trim element 112 or the sealing element 142 of an adjacent trim element 112.

In addition, the trim element 112 may have a locking element 122, 132 which is adapted to lock or fix the trim element 112 in the first position and/or the second position. The locking elements 122, 132 can have a portion 122 which is arranged on the trim element 112 and can form a non-positive and/or positive-locking coupling with a further portion 132 which is arranged, for example, on the aircraft floor element 100, in order to fix the trim element 112 in the respective position. In a simple embodiment, a displaceable or rotatable pin 122 is arranged on the trim element 112, which pin can form a form-fitting, releasable connection with an opening of a corresponding counterpart 132.

Fig. 9 and 10 schematically show different states of the further trim element 111 of the aircraft region 20 in fig. 6 during the tilting, in particular the trim element 111 of the aircraft floor element 101 on the aircraft floor. The trim element 111 can also assume at least two positions, wherein in a first position the trim element 111 is arranged parallel to the main plane of the aircraft floor element 101 and on the side of the aircraft floor element 101 facing the passenger compartment 21. In the second position, the trim element 111 is arranged at an angle (for example perpendicularly) to the main plane of the aircraft floor element 101 and forms a trim for the cargo compartment 22. At least one side edge of the trim element 111 can also comprise a sealing element 141 for a gas-tight and/or fluid-tight closure with another trim element or another part of the aircraft region 20.

In fig. 9 and 10, plaque element 111 is shown as follows: the trim element overlaps in the vertical direction (Z-axis) with a trim element 112 turned down from the aircraft floor element 100 lying on the ceiling. Here, the sealing element can be arranged on the same side edge of the trim element 111 or 112 as the end face (on the opposite side of the rotational axis of the trim element 111 or 112) in such a way that it produces a gas-tight and/or fluid-tight seal with the overlapping trim element 112 or 111. Of course, the trim elements 111 and 112 can be dimensioned such that their respective side edges arranged at the end faces touch each other in the respective second position of the trim elements 111, 112 or the sealing elements 141, 142 touch each other on their side edges.

Alternatively, the plaque elements 111, 112 may also not form an air-tight and/or fluid-tight closure. For example, the fascia elements 111, 112 may be in their respective second positions in front of the respective side walls 102. In this case, the respective side wall 102 can be installed in the aircraft region 20 in such a way that it can achieve an air-tight and/or fluid-tight closure between the passenger/ cargo compartments 21, 22 and the remaining interior of the aircraft region 20.

The trim element 111 may be shaped such that the seat rail 201 is at least partially exposed when the trim element 111 is in the first position. As is recognizable in fig. 9, the seat rail 201 is designed in sections in the longitudinal direction and the trim element 111 has openings 123 (see also fig. 11) through which the seat rail 201 projects into the interior of the passenger compartment 21 when the trim element 111 is in the first position. Furthermore, the trim element 111 is designed such that it covers the cargo loading system and/or the cargo fastening system 205 (fig. 9) when it is in the first position; and when the trim member is in the second position, the system 205 is exposed (fig. 10). In this case, a plurality of locking elements (not shown) can also be provided in order to fix the trim element 111 in at least the second position (fig. 10).

Fig. 11 and 12 schematically show different states during the turning over of the further trim panel elements 113, 114 of the aircraft region 20 in fig. 6. In particular, the trim elements 113, 114 are in this case in the region in front of the cargo door 50. The trim element 113 thus corresponds to one of the trim elements 111, wherein the trim element 113 is however rotated by 90 ° about the swivel axis relative to the trim element 111 about the swivel axis. The trim element 113 must be moved differently in order not to block the passage to the cargo door 50.

In fig. 11, the openings 123 can be seen more clearly, through which the seat rails 201 can protrude. Furthermore, at least one sealing element 143 can also be arranged on at least one of the side edges of the trim element 113 on the trim element 113. In fig. 12, the trim element 113 is shown in its second position (vertical position). By means of the locking elements 133, 134, the trim panel element 113 can be fixed in a second position, for example on a part 134 of the locking element, which is arranged on the aircraft floor element 100 forming the intermediate floor of the aircraft 10.

The trim element 114 is an optional trim element in that it is arranged in its second position (as shown in fig. 12 and 13) in front of the trim element 113 in its second position. Alternatively, the trim element 114 may also be arranged parallel to the side wall 102 in front of the cargo door 50 in the passenger compartment configuration 21 (first position) (opposite to the arrangement shown in fig. 11) in order to cover the cargo door 50 for passengers. In this case, it may be advantageous for the plaque element 114 to be rotatably mounted along other side edges than those shown in fig. 12. For example, in the second position of the trim element 114, it may either be tilted up to the aircraft floor element 100 and secured there or to the side in front of the trim element 113 in its second position and secured there.

Fig. 13 and 14 schematically show different states during the turning over of a further trim element 115 of the aircraft region 20 in fig. 6. The trim element 115 can be covered in its first position (parallel to the main plane of the aircraft floor element 100) by at least one further trim element 112, 114, i.e. overlap the trim element. The surface of the trim forming the passenger compartment 21 can therefore be omitted in the trim element 115, at least in the region overlapping the other trim elements 112, 114.

The trim element 115, which works as a door, may form a complete side wall (here the front wall) of the cargo compartment 22. Of course, the trim element 115 or a corresponding trim element (not separately shown) may also constitute the rear wall of the cargo compartment 22. In this case, the trim element 115 can also have an additional section 125 which closes a recess 210 in the aircraft floor 101 of the aircraft 10, which recess constitutes a passenger aisle. The trim element 115 may have a sealing element 145 on each side edge to ensure an air-tight and/or fluid-tight closure of the side walls (front wall). The trim element 115 may also have a locking element 126 in order to fix the trim element 115 at least in its first position on/in the aircraft floor element 100.

By means of the trim element 115, which operates as a door, a very rapid, gas-tight and/or fluid-tight closure of the cargo compartment 22 relative to the remaining interior space of the aircraft 10 can be produced. The trim element 115 can also be omitted in the case of a side wall of the cargo compartment 22 having a simple rectangular cross section. For example, instead of the trim element 115, two trim elements 114 can be arranged next to one another, which are likewise tilted downward from the aircraft floor element 100 forming the intermediate floor into their second position according to the illustration in fig. 12 and 13. The weight of the individual plaque elements 114 to be moved can thereby be reduced. This variant, however, requires a further sealing element on the cut edges of the two plaque elements 114 (only one of which is shown in fig. 13). Of course, the trim elements 114 can also each have a shape which closes off a recess 210 in the aircraft floor 101 which forms a passenger aisle.

As shown in fig. 6 to 14, the aircraft region 20 in the lower deck 12 of the aircraft 10 can be very quickly converted from the passenger cabin configuration 21 into the cargo cabin configuration 22. For example, one or both crew members of aircraft 10 may fold trim elements 111, 112, 113, and 115 (and optional trim element 114) from their respective first positions to their second positions by releasing locking elements 122, 126, 133 after moving pushable seats 40, 41. Here, the surface of the trim element 111 and 115 which constitutes the trim of the passenger compartment 21 is covered and thus protected from damage. At the same time, the trim elements 111 and 115 and further surfaces of the aircraft floor elements 100, 101 are exposed, which after being turned over constitute the trim of the cargo compartment 22. These cargo compartment surfaces are distinguished in particular by their impact and/or scratch resistance.

By simultaneously exposing the system 205 for loading and securing cargo, retrofitting can be accomplished within minutes (e.g., 5 to 10 minutes) and thus within the turnaround time of the aircraft 10. Furthermore, no technical aids are required, but the retrofitting can be carried out only manually. The optional locking elements 122, 126, 133 can likewise be released manually, in particular when release mechanisms are integrated in the respective aircraft floor elements 100, 101 or trim element 111 and 115. A further advantage is that all components required for the retrofit are integrated in the aircraft floor element 100, 101 and do not have to be installed outside the aircraft. Therefore, the device can be modified at any time and any place.

Fig. 15 and 16 schematically show different states during the turning over of the trim element 116 on the rear wall 103 of the aircraft region 20 in fig. 6. The trim element 116 of the rear wall 103 is folded only along a vertical or horizontal axis in the Y-Z plane, so that the surface facing the passenger compartment 21 (see fig. 15) is covered and the surface suitable for the cargo compartment arrangement 22 is exposed (see fig. 16). Beside the rear wall 103 (behind in the longitudinal direction of the aircraft 10) a cargo compartment rear wall 105 may be arranged. This may result in a permanent, airtight and/or fluid-tight closure of the cargo compartment 22 (and also of the passenger compartment 21). A separate sealing element can thus be omitted in the trim element 116. Additionally, the cargo compartment back wall 105 may optionally have a door or other access opening 220 to provide access to another access to the cargo compartment 22 in the cargo compartment arrangement 22.

The variants, designs and embodiments set forth above are only for the purpose of describing the claimed teaching, however it is not limited to these variants, designs and embodiments.