Abstract:
Several embodiments of buffer zones are provided that are contemplated to be disposed with respect to two or more adjacent elements on an aircraft. The buffer zones adjust for dynamic spacing between the elements to help control different gapping requirements between the elements installed in the aircraft. Embodiments include an aircraft interior panel configuration, an aircraft interior wall panel configuration, an adjustable width aircraft bulkhead, and an aircraft personal service unit.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
       [0001]    This International PCT Patent Application relies for priority on U.S. Provisional Patent Application Ser. No. 61/984,631, filed on Apr. 25, 2014, the entire content of which is incorporated herein by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention concerns configurations for the interior architecture of an aircraft. More specifically, the present invention concerns a construction for two or more adjacent elements on an aircraft that adjust for dynamic spacing between the elements to help control different gapping requirements between the elements installed in the aircraft. 
       BACKGROUND 
       [0003]    As known to those of skill in the art, an aircraft fuselage is subject to considerable expansion, contraction, bending, corkscrewing, and other flex forces during service (referred herein as “aircraft flexure” or “flexure”). 
         [0004]    The dynamic movement of various aspects of the fuselage and interior components with respect to one another (i.e., aircraft flexure) introduces a changing environment that makes very difficult the close tolerance installation of various interior aircraft features with respect to one another and with respect to the fuselage walls. 
         [0005]    Aircraft flexure typically establishes gaps between elements on the aircraft. The gaps may be temporary, semi-permanent, or permanent depending upon the nature of the flexure. This gapping occurs, for instance, between wall panels or ceiling panels and bulkhead walls. Gapping can also occur between other aircraft features including interior elements and features. 
         [0006]    Aircraft building tolerances also require significant production time where installers have to cut and fit each component feature keeping in mind ordinary aircraft flexure. Aircraft build tolerances are also impacted by individual component manufacturing tolerances, build sequence installation, jig positioning, manual installation and aircraft structure build tolerances. The sum of these tolerances may create gaps that are independent of aircraft flexure. 
         [0007]    When aircraft flexure occurs, the gaps introduced thereby creates a drawback in the aesthetic appearance of the cabin features. Specifically, customers prefer not to see gaps or other inconsistencies between interior design details. In other words, customers prefer to see a high quality finish in the interior of an aircraft regardless of the aircraft flexure conditions. 
       SUMMARY 
       [0008]    Accordingly, it is an object of the present invention to overcome the existing drawbacks with respect to gapping between interior aircraft features as result of aircraft flexure, manufacturing tolerances and build sequence. As will be discussed herein, the present invention establishes buffer zones at intersections between aircraft features to minimize or eliminate gaps between those features that may otherwise appear. 
         [0009]    It is, therefore, an aspect of the present invention to provide an aircraft interior panel configuration that includes a first interior panel having a first edge, a first cavity formed in the first edge, a first soft seal element disposed in the first cavity, and a transition insert disposed adjacent to the first edge such that the first edge overlaps the transition insert. The transition insert is adapted to be fixedly mounted in an aircraft interior along an arc. The first soft seal element is biased to press the first edge against a surface of the transition insert. 
         [0010]    It is contemplated for the aircraft interior panel configuration that the first edge is configured to slide against the surface of the bulkhead transition surface while being pressed thereagainst. 
         [0011]    It is also contemplated that the transition insert is a bulkhead transition insert extends between a first and a second bulkhead. 
         [0012]    In one contemplated embodiment, the first edge is a flexible material. 
         [0013]    In another contemplated embodiment, the first soft seal element is a flexible material. 
         [0014]    The aircraft interior panel configuration also may include a second interior panel having a second edge, a second cavity formed in the second edge, and a second soft seal element formed in the second cavity. If so, it is contemplated that the second edge overlaps the transition insert and is disposed from the first edge, thereby establishing a gap between the first edge and the second edge. Moreover, the second soft seal element may be biased to press the second edge against the surface of the transition insert. 
         [0015]    In this contemplated embodiment, the second edge may be configured to slide against the surface of the bulkhead transition surface while being pressed thereagainst. 
         [0016]    In one contemplated embodiment, the transition insert is a bulkhead transition insert extends between a first and a second bulkhead. 
         [0017]    It is contemplated that the second edge may be a flexible material. Similarly, the second soft seal element may be a flexible material. 
         [0018]    In a further embodiment, the present invention provides for an aircraft interior panel configuration that includes a first interior panel having a first edge, a first soft seal element disposed at the first edge, and a transition insert disposed adjacent to the first edge such that the first edge overlaps the transition insert. The transition insert is adapted to be fixedly mounted in an aircraft interior along an arc. The first soft seal element is biased to press the first edge against a surface of the transition insert. 
         [0019]    In still another contemplated embodiment, the aircraft interior panel configuration also may include a second interior panel having a second edge, and a second soft seal element disposed at the second edge. If so, the second edge is contemplated to overlap the transition insert and is disposed from the first edge, thereby establishing a gap between the first edge and the second edge. The second soft seal element is contemplated to be biased to press the second edge against the surface of the transition insert. 
         [0020]    In still another embodiment, the present invention provides an aircraft interior wall panel configuration that includes a sidewall having an edge, a cavity formed in the edge, and a soft seal element disposed in the cavity. The sidewall is adapted to be mounted as a wall inside an aircraft. The flexible edge is biased into a pressing engagement with a bulkhead. 
         [0021]    In this embodiment, it is contemplated that the edge may be made from a flexible material. Similarly, the soft seal element may be made from a flexible material. 
         [0022]    In a further embodiment, the present invention provides a n aircraft interior wall panel that has a sidewall having an edge and a soft seal element disposed at the edge. The sidewall is adapted to be mounted as a wall inside an aircraft. The flexible edge is biased into a pressing engagement with a bulkhead. 
         [0023]    It is contemplated that a first bulkhead surface may be attachable to a frame, disposable adjacent to a first side ledge and that a first soft seal element may connect the first bulkhead surface to a first side of the frame. The first bulkhead surface may be biased into pressing engagement with the first side ledge by the first soft seal element. 
         [0024]    It is further contemplated that the adjustable width aircraft bulkhead may include a second bulkhead surface attached to a second side of the frame, disposable adjacent to second side ledge and a second soft seal element connecting the second bulkhead surface to a second side of the frame. The second bulkhead surface may be biased into pressing engagement with the second side ledge by the second soft seal element. 
         [0025]    In this contemplated embodiment, the frame may be attachable to the fuselage of the aircraft. Furthermore, the first soft seal element may be made from a flexible material and the second soft seal element also may be made from a flexible material. 
         [0026]    In yet another contemplated embodiment, the present invention provides for an aircraft personal service unit configuration that includes a personal service unit, an end defined by the personal service unit, and a transition end cap disposed on a bulkhead comprising a protrusion with an end. The protrusion may extend behind the personal service unit, the soft seal element may bias the end against the personal service unit, and the protrusion and the personal service unit may be in sliding engagement with one another. 
         [0027]    With respect to the aircraft personal service unit, it is contemplated that a soft seal element may be disposed at the end of the protrusion, biasing the end of the protrusion against the personal service unit. As before, the soft seal element is contemplated to be a flexible material. 
         [0028]    Those skilled in the art will appreciate other aspects of the invention based on the discussion that follows and the drawings appended hereto. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0029]    One or more embodiments of the present invention will now be described in connection with the figures appended hereto, in which: 
           [0030]      FIG. 1  is a perspective view of a section of an interior of an aircraft showing multiple interior aircraft features and intersections; 
           [0031]      FIG. 2  is a perspective view of an interior of an aircraft having a blow up feature highlighting a bulkhead transition insert, showing a first buffer zone according to the present invention; 
           [0032]      FIG. 3  is another perspective view of an aircraft interior highlighting a soft seal intersection between a sidewall or headwall and a bulkhead, showing a second buffer zone according to the present invention; 
           [0033]      FIG. 4  is a perspective view of an adjustable-width bulkhead, showing a third buffer zone according to the present invention; 
           [0034]      FIG. 5  is a perspective view of an end of a personal services service unit, showing a fourth embodiment of a buffer zone according to the present invention; 
           [0035]      FIG. 6  is a perspective view of an end of the personal service unit show in in  FIG. 5 , in an orientation where the personal service unit is mounted against a bulkhead wall; 
           [0036]      FIG. 7  is a graphical illustration of the fourth embodiment of the buffer zone according to the present invention; and 
           [0037]      FIG. 8  is an end view of a transition end cap forming a part of the fourth embodiment of the buffer zone according to the present invention. 
       
    
    
     DETAILED DESCRIPTION 
       [0038]    The description of the invention set forth below focuses on one or more examples of the invention. These examples are intended to be exemplary of the invention and not limiting of the scope of the invention. As should be apparent to those skilled in the art, the examples described herein present aspects of the invention for which there are numerous variations and equivalents. Those variations and equivalents are intended to be encompassed by the present invention. 
         [0039]    The various figures presented herein are contemplated to be employed in connection with an aircraft typically referred to as a business aircraft or a personal aircraft. Business and personal aircraft share many features with commercial aircraft, except that business and private aircraft tend to be more modest in size and offer a different interior configuration for the passengers. While aspects of the present invention are intended to be employed in connection with a business aircraft or a private aircraft, it is noted that one or more aspects of the present invention may be employed on a commercial aircraft. Separately, it is contemplated that one or more aspects of the present invention may be employed on other vehicles, including recreational vehicles, boats, trains, etc., without departing from the scope of the present invention. 
         [0040]    Turning first to  FIG. 1 , there is shown an interior section  10  of an aircraft. The interior section  10  includes ceiling panels  12 , personal service units  14 , sidewalls  16 , a side ledge  18 , and a bulkhead  20 . It is readily apparent from  FIG. 1  that there are multiple locations where there may be gaps or spaces between various ones of the interior features, primarily along the longitudinal length of the aircraft. 
         [0041]    As illustrated in  FIG. 1 , two gaps  22  may be established between a bulkhead transition insert  24  and adjacent ceiling panels  12 . In addition, a gap  26  may be established between the sidewall  16  and the bulkhead  20 . Still further, a gap  28  may be established between the personal service unit  14  and the bulkhead  20 . Another gap  82  may be established between a side ledge  18  and the bulkhead  20 . Each of these gaps  22 ,  24 ,  28 ,  82  establish locations where the fit and finish of the interior of the aircraft may be diminished during the dynamic conditions associated with aircraft flexure. In particular, during instances of aircraft flexure, among other reasons, the gaps  22 ,  24 ,  28 ,  82  may increase in size, change shape, or otherwise negatively impact the appearance of the interior the aircraft. The present invention provides for several embodiments of buffer zones that are contemplated to reduce or eliminate the unsightly appearance of the gaps  22 ,  24 ,  28 ,  82 , regardless of the static or dynamic conditions in the aircraft. 
         [0042]    Turning now to  FIG. 2  there is shown again an interior section  10  of an aircraft. A close-up view of the first buffer zone  30  according to the present invention is provided in the enlarged detail included in the drawing. As shown, the buffer zone  30  is associated with the bulkhead transition insert  24  and the adjacent ceiling panels  12 . 
         [0043]    The bulkhead transition insert  24  extends along a circumferential arc within the interior of the aircraft between two bulkhead walls  20 . The bulkhead transition insert  24  abuts against two soft seal elements  32  on opposite sides thereof. The soft seal elements  32  are positioned within cavities  34  established within the edges  36  of the ceiling panels  12 . As illustrated, a gap  38  exists between the edges  36 . The gap  38  has a width  40 . The gap  38  exposes the surface of the bulkhead transition insert  24  so that the bulkhead transition insert  24  is made visible to persons within the interior section  10  of the aircraft. 
         [0044]    As made apparent in  FIG. 2 , the edges  36  of the adjacent ceiling panels  12  extend across the width of the aircraft, along a lateral axis  42  perpendicular to a longitudinal axis  44  of the aircraft. The edges  36  form transitions along the entire length of the intersection between the ceiling panels  12  and the bulkhead transition insert  24 . 
         [0045]    The edges  36  are made of a flexible material. The edges  36  may be greater than one inch wide, or alternatively greater than two inches in width, as required or as desired. The edges  36  are allowed to freely move in relation to the bulkhead transition insert  24 . The flexible material that makes up the edges  36  may be an elastomeric material such as a rubber or polyurethane foam that is able to be compressed and spring back to its regular length during the ordinary compression and expansion of the aircraft fuselage during service. The soft seal elements  32  that are disposed within the edges  36  also are contemplated to be made of a flexible material. 
         [0046]    With continued reference to  FIG. 2 , it is noted that the edges  36  are contemplated to be fashioned as hollow structures, defining the cavities  34  that house the soft seal elements  32 . The edges  36  and soft seal elements  32  are contemplated to be biased against the bulkhead transition insert  24  in the direction of the arrows  46 . With this construction, the edges  36  are biased to remain in constant contact with the surface of the bulkhead transition insert  24  regardless of the width  40  of the gap  38  between the edges  36 . 
         [0047]    The soft seal elements  32  are contemplated to provide the primary biasing force for the edges  36  of the ceiling panels  12 , pressing the edges  36  against the surface of the bulkhead transition insert  24 . Due to the bias against the bulkhead transition insert  24  by the soft seal elements  32 , the interior surfaces  48  of the edges  36  are pressed against the bulkhead transition insert  24 . The interior surfaces  48 , biased by the soft seal elements  32 , slide across the surface bulkhead transition insert  24  as the ceiling panels  12  move with respect to one another during instances of aircraft flexure. As the edges  36  of the ceiling panels  12  move with respect to one another during aircraft flexure, the width  40  of the gap  38  changes in dimension. 
         [0048]    As should be apparent from the foregoing, the soft seal elements  32 , in cooperation with the flexible edges  36  of the ceiling panels  12 , establish a first embodiment of the buffer zone  30  according to the present invention. In particular, the buffer zone  30  provides a gap-free transition between the ceiling panels  12  and the bulkhead transition insert  24 . With the buffer zone  30 , the creation of any gaps  22  between the edges  36  of the ceiling panels  12  and the bulkhead transition insert  24  is avoided or at least greatly reduced. As a result, the aesthetic appearance of the interior section  10  of the aircraft is improved regardless of the flexure condition of the aircraft. 
         [0049]      FIG. 3  again shows the interior section  10  of an aircraft. In this view, an enlarged section of the sidewall  16  is shown. The sidewall  16  includes an edge  50  with a soft seal element  52  disposed therein. As in the embodiment of the buffer zone  30 , the edge  50  is flexible. The edge  50  establishes a cavity  54  that houses the soft seal element  52 . The soft seal element  52  is biased in the direction of the arrow  56 . The edge flexibly engages at the gap  26  forming the intersection between the sidewall  16  and the bulkhead  20 . The flexible edge  52  creates a soft seal between the sidewall  16  and the bulkhead  20 . The flexible edge  52  is made of a resilient material that may be compressed and bounce back to full length depending on the compression and expansion of the fuselage and the sidewall  16  relative to the bulkhead  20 . The edge  52  may be at least one inch in width, or alternatively at least two inches in width, as required or as desired. The material forming the flexible edge  52  may be an elastomeric compound, a polyurethane foam, or other resilient polymer that is able to be compressed and then re-expanded during service. The soft seal element  52  also is contemplated to be made of a similar flexible material. 
         [0050]    As should be apparent from the foregoing, the soft seal element  52 , in cooperation with the flexible edge  50  of the sidewall  16 , establish a second embodiment of a buffer zone  58  according to the present invention. In particular, the buffer zone  58  provides a gap-free transition (or substantially gap-free transition) between the sidewall  16  and the bulkhead  20 . With the buffer zone  58 , the creation of any gaps  26  between the edge  50  of the sidewall  16  and the bulkhead  20  is avoided or at least greatly reduced. As a result, the aesthetic appearance of the interior section  10  of the aircraft is improved regardless of the flexure condition of the aircraft. 
         [0051]      FIG. 4  is a close up view of the bulkhead  20  that includes bulkhead surfaces  60 ,  62 . The bulkhead surfaces  60 ,  62  are secured to an internal cage frame  64  that is anchored to the interior of the aircraft. It is contemplated that the cage frame  64  is secured to the floor  66  of the aircraft. 
         [0052]    As illustrated in  FIG. 4 , a gap  68  is established between the bulkhead surfaces  60 ,  62 . The cage frame  64  is disposed in the gap  68 . The width  70  of the gap  68  is variable to accommodate the dynamic conditions associated with aircraft flexure. 
         [0053]      FIG. 4  illustrates a third embodiment of a buffer zone  72  between the bulkhead surfaces  60 ,  62 . The buffer zone  72  permits the bulkhead surfaces  60 ,  62  to move in relation to one another on opposite sides of the cage frame  64 . To permit the bulkhead surfaces  60 ,  62  to move relative to one another and the cage frame  64 , the bulkhead surfaces  60 ,  62  are attached to the cage frame  64  via soft seal elements  74 .  76 . As in prior embodiments of the buffer zone  30 ,  58 , the soft seal elements  74 .  76  may be made from a flexible material such as foam, rubber, or any other type of elastomeric material. 
         [0054]    As illustrated in  FIG. 4 , the bulkhead surface  60  is permitted to move in the direction of the arrows  78 . Similarly, the bulkhead surface  62  is permitted to move in the direction of the arrows  80 . The soft seal elements  74 ,  76  flex during moments of aircraft flexure to permit the movement of the bulkhead surfaces  60 ,  62  in relation to the cage frame  64 . 
         [0055]    The soft seal elements  74 ,  76  may be varied in size so that the bulkhead surfaces  60 ,  62  may be positioned immediately adjacent to the adjacent side ledges  18 . In this fashion, the buffer zone  72  eliminates or at least minimize the formation of any gaps  82  between the side ledges  18  and the bulkhead  20 , specifically the bulkhead surfaces  60 ,  62 . 
         [0056]    As should be apparent from the foregoing, the soft seal elements  74 ,  76 , in cooperation with the bulkhead surfaces  60 ,  62  and the side ledges  18 , establish the third embodiment of the buffer zone  72  according to the present invention. In particular, the buffer zone  72  provides a gap-free transition between the side ledges  18  and the bulkhead surfaces  60 ,  62  of the bulkhead  20 . With the buffer zone  72 , the creation of any gaps  82  between the side ledges  18  and the bulkhead  20  are avoided or at least greatly reduced. As a result, the aesthetic appearance of the interior section  10  of the aircraft is improved regardless of the flexure condition of the aircraft. 
         [0057]    In connection with the embodiment of the buffer zone  72 , it is noted that the side ledges  18  and the cage frame  64  are fixedly mounted within the aircraft. In particular, the cage frame  64  and the side ledges  18  are two of the features within the aircraft are the features around which other elements in the aircraft are designed. For this reason, the buffer zone  72  cooperates with the buffer zone  58  to minimize or eliminate gaps  82  that may form during dynamic the conditions associated with aircraft flexure. 
         [0058]      FIGS. 5-8  illustrate aspects of a fourth embodiment of a buffer zone  84  according to the present invention. Here, the buffer zone  84  is established between ends  86  of the personal service units  14  and the bulkhead  20 , specifically the bulkhead surfaces  60 ,  62 . 
         [0059]    As illustrated in  FIG. 5 , the personal service unit  14  has a longitudinal end  86 . The personal service unit  14  includes a front face  88  that runs longitudinally along the wall of a fuselage. At the longitudinal end  86  of the personal service unit  14 , there is shown a transition end cap  90 . The transition end cap  90  is essentially an L-shaped bracket that is attached, at an attachment end  91 , to the bulkhead  20 . A protrusion  92  protrudes from the attachment end  91  of the transition end cap  90  and extends behind the end  86  of the personal service unit  14 . 
         [0060]    As made apparent by  FIGS. 5, 6, and 7 , during instances of aircraft flexure, the end  86  of the personal service unit  14  slides adjacent to the protrusion  92  during instances of aircraft flexure. In this fashion, as the distance  93  between the end  86  of the personal service unit  14  and the bulkhead  20  changes during aircraft flexure, the amount of the protrusion  92  that is visible between the end  86  of the personal service unit  14  and the bulkhead  20  changes. While this distance  93  changes, no visible gaps  28  are created because the protrusion  92  presents a sufficient length behind the end  86  of the personal service unit  14  that the surface of the protrusion  92  remains visible to passengers in the aircraft. As such, while the distance  93  changes, the passengers are unlikely to perceive the changes when the aircraft is subjected to dynamic conditions resulting in aircraft flexure. In one contemplated embodiment, the protrusion  92  may be provided with a soft seal element  94  that is positioned between the protrusion  92  and the rear surface of the personal service unit  14 . 
         [0061]    As should be apparent from the foregoing, cooperation between the protrusion  92  on the transition end cap  90  attached to the bulkhead  20  and the end  86  of the personal service unit  14  establishes the fourth embodiment of the buffer zone  84  according to the present invention. In particular, the buffer zone  84  provides a gap-free transition between the end  86  of the personal service unit  14  and the protrusion  92  on the transition end cap  90  attached to the bulkhead  20 . With the buffer zone  84 , the appearance of any gaps  26  between the bulkhead  20  and the personal service unit  14  are avoided or at least greatly reduced. As a result, the aesthetic appearance of the interior section  10  of the aircraft is improved regardless of the flexure condition of the aircraft. 
         [0062]    In connection with the fourth embodiment of the buffer zone  84 , it is noted that the construction offers an additional advantage in that the end  86  of the personal service unit  14  may abut against the bulkhead  20 . Since the personal service unit  14  typically covers light strips, such as strips of light emitting diodes, the light strips may extend to a position near to the end  86  of the personal service unit  14 . As a result of this construction, the lighting strips may extend to a location very near to the bulkhead  20 . This further improves the aesthetic appearance of the interior of the aircraft. 
         [0063]      FIG. 7  is a graphical illustration that shows the relative positioning of the personal service unit  14 , the transition end cap  90 , and the bulkhead  20 . The soft seal element  94  is shown. The soft seal element  94  is illustrated as being incorporated into the end of the protrusion  92 , consistent with other embodiments of the present invention as discussed above. In an alternative embodiment, the soft seal element  94  may be attached to the end of the protrusion  92 . As with other embodiments, it is contemplated that the soft seal element  94  biases the end of the protrusion  92  into contact with the end  86  of the personal service unit  14 . 
         [0064]      FIG. 8  is an end view of the transition end cap  90  that is attached to the bulkhead  20 . As is apparent, the transition end cap  90  is contemplated to be shaped such that it is complimentary to the shape of the personal service unit  14 . 
         [0065]    Within the present specification, there may be explicit or implicit references to aspects of safety. It is noted that any comments or implications with respect to safety are merely for purposes of the present discussion. As should be apparent to those skilled in the art, any furniture and/or components that are incorporated in the interior space of an aircraft are subject to various federal regulations worldwide. As a result, any suggestion, whether explicit or otherwise, should not be taken as an indication that any component of an aircraft, whether currently produced or not, is more or less safe than any other component. 
         [0066]    As indicated above, the present invention is not intended to be limited solely to the examples described and/or illustrated herein. To the contrary, there are numerous variations and equivalents that should be apparent to those skilled in the art based upon the examples described and/or illustrated herein. Those variations and equivalents are intended to be encompassed by the present invention.