Air distribution system for use in an aircraft

Abstract

This disclosure relates to an air distribution system used in an aircraft. Specifically, it relates to an aircraft including a fuselage having sidewalls that at least partially define a passenger cabin and a coronal section. The passenger cabin includes an overhead area, a passenger area, and a floor area. An air supply duct is located in the coronal section and is configured to pressurize the coronal section with air. At least one return air outlet is defined in the floor area. An internal structure is connected to the sidewalls and extends between the passenger cabin and the coronal section. The internal structure includes a plurality of nozzles oriented to discharge pressurized air from the coronal section along an airflow path extending downward through the overhead area, downward through the passenger area, and then toward the at least one return air outlet.

Description

Technical Field

[0001] The scope of this disclosure generally relates to environmental control systems used in confined spaces designed for human habitation, and more specifically, to air distribution systems that help minimize airflow between passengers within a confined space, such as an aircraft cabin. Background Technology

[0002] Some known pressurized aircraft use an Environmental Control System (ECS) to maintain cabin pressurization and control cabin temperature during flight. The ECS typically directs outside air from the engines into the aircraft cabin to pressurize it. Some known systems use air conditioning units to regulate the air, and the regulated air is distributed within the cabin via an air distribution system. Some air distribution systems consist of multiple discrete nozzles located on either side of the aircraft fuselage above the passengers. The regulated air is expelled from the nozzles to create two opposing, counter-rotating air "cells" that circulate through the passenger seats before leaving the cabin via return airgrilles located on the cockpit floor. However, generating counter-rotating cells requires air to be expelled at relatively high speeds, which can create undesirable noise pollution within the cabin. Furthermore, counter-rotating cells can lead to cross-circulation between passengers, an important consideration given the recent global health crisis.

[0003] This section is intended to introduce the reader to various aspects of the technology that may be related to the following descriptions and / or claimed aspects of this disclosure. It is believed that this discussion will help provide the reader with background information to better understand the various aspects of this disclosure. Therefore, it should be understood that these statements should be read in this context, rather than as an admission of prior art. Summary of the Invention

[0004] One aspect of this disclosure is an aircraft comprising a sidewall that at least partially defines a passenger cabin and a coronal section. The passenger cabin includes an overhead zone, a passenger zone, and a floor zone. An air supply duct is located in the coronal section and configured to pressurize the coronal section with air. At least one return air outlet is defined in the floor zone. An internal structure is coupled to the sidewall and extends between the passenger cabin and the coronal section. The internal structure includes a plurality of nozzles oriented to discharge pressurized air from the coronal section along an airflow path extending downward through the overhead zone, downward through the passenger zone, and then toward the at least one return air outlet.

[0005] Another aspect of this disclosure is an aircraft including sidewalls that at least partially define a passenger cabin and a coronal section. The passenger cabin includes an overhead area, a passenger area, and a floor area. An air supply duct is located in the coronal section and is configured to guide air through it. At least one return air outlet is defined in the floor area. A plurality of interior panels extend between the passenger cabin and the coronal section, and each interior panel is fluidly connected to the air supply duct. Each of the plurality of interior panels includes a plurality of perforations configured to discharge air along an airflow path extending downward through the overhead area, downward through the passenger area, and then toward the at least one return air outlet.

[0006] Another aspect of this disclosure is an air distribution system comprising an air supply duct configured to guide air through it. A plurality of internal panels are fluidly connected to the air supply duct and are arrayed to define an internal structure. Each internal panel includes a housing having sidewalls defining an air inlet and an air outlet. A porous support structure is connected to the sidewalls at the air outlet. An air chamber is defined between the air inlet and a first side of the porous support structure, and a plurality of perforations are defined on a second side of the porous support structure, the perforations being configured to discharge air from the perforations.

[0007] Various modifications exist to the features associated with the foregoing aspects of this disclosure. Other features may also be incorporated into the foregoing aspects of the invention. These modifications and additional features may exist individually or in any combination. For example, the various features discussed with respect to any illustrated embodiment of this disclosure may be incorporated individually or in any combination into any of the foregoing aspects of this disclosure. Attached Figure Description

[0008] Figure 1 This is a cross-sectional view of an aircraft with an example air distribution system.

[0009] Figure 2 This is a cross-sectional view of an aircraft with an alternative air distribution system.

[0010] Figure 3 It can be used Figure 2 A cross-sectional view of an example internal panel in the air distribution system shown.

[0011] Figure 4 It can be used Figure 2 Cross-sectional view of an alternative internal panel in the air distribution system shown.

[0012] Figure 5This is a side view of an exemplary aircraft.

[0013] In all the accompanying drawings, the corresponding reference numerals denote the corresponding parts. Detailed Implementation

[0014] The examples described below include air distribution systems that help minimize airflow between passengers within a confined space, such as an aircraft cabin. The described example system provides a displacement ventilation scheme that generates a large amount of downdraft within a confined space. In one example, a large amount of downdraft originates above a passenger seated in the confined space, passes down the passenger, and exits towards an outlet located on the floor of the confined space. This directional, large amount of downdraft helps limit cross-circulation between passengers seated adjacent to each other, for example, in corresponding rows of an aircraft. The example system helps reduce the spread of airborne contaminants between nearby individuals, reduces noise and unwanted drafts, and limits stagnant zones that form circulation within the confined space.

[0015] Figure 1 This is a cross-sectional view of an aircraft 100 having an example air distribution system 102. The aircraft 100 includes a fuselage 104 having sidewalls 106 that at least partially define a cabin 108 and a crown section 110. The crown section 110 is located above the cabin 108, and an internal structure 112, connected to the sidewalls 106, extends between the crown section 110 and the cabin 108. The cabin 108 includes an overhead area 114, a passenger area 116, and a floor area 118. The passenger area 116 includes a plurality of seats 120 designed for human occupancy. The seats 120 are arranged in one or more rows 122 across the cabin 108. The overhead area 114 is located above the passenger seats 120, while the floor area 118 is located below the passenger seats 120.

[0016] Air distribution system 102 includes an air supply duct 124 located within the coronal section 110. In one example, interior structure 112 is arranged such that the coronal section 110 defines an open volume between a sidewall 106 and interior structure 112. Air supply duct 124 is configured to guide conditioned air 126 received from an environmental control system (not shown) of aircraft 100. Air supply duct 124 is configured to discharge conditioned air 126 within the coronal section 110 to pressurize the coronal section 110 with conditioned air 126. Pressurizing the coronal section 110 with conditioned air 126 facilitates the supply of conditioned air 126 to cabin 108. For example, at least one return air outlet 128 is defined in the floor area 118, and as will be described in more detail below, conditioned air 126 exhausted from the coronal section 110 is guided through the cabin 108 and then exhausted from the cabin 108 through the return air outlet 128. (Refer to...) Figure 1 The return air outlet 128 is a return air grille defined in the fuselage sidewall 106. Alternatively, the exhaust outlet may be defined in the floor 130 of the cabin 108.

[0017] refer to Figure 1 The air supply duct 124 includes a sidewall 132 having a plurality of airflow openings 134 defined therein. The airflow openings 134 provide fluid communication from the air supply duct 124 to the crown section 110 for pressurization. The airflow openings 134 can have any size and / or shape that enables the air distribution system 102 to function as described herein. For example, the airflow openings 134 may be defined by a plurality of discrete holes or cutouts within the sidewall 132 spaced apart along the length of the air supply duct 124 and the fuselage 104. In an alternative example, the air supply duct 124 is a piccolo-type supply duct.

[0018] The internal structure 112 is formed by multiple components, such as an interior panel 136, a loading bin 138, an overhead console 140, etc. In one example, at least some components are spaced apart from each other to define a gap 142 therebetween. For example, the interior panel 136, loading bin 138, and overhead console 140 may be connected to each other, but may also be spaced apart to provide airflow communication between the coronal section 110 and the cabin 108 through the gap 142. In such an example, a barrier member 144 may extend across at least one of the multiple gaps 142. The barrier member 144 is adapted to restrict visibility from the cabin 108 into the coronal section 110 while still allowing airflow communication therebetween. Components such as the overhead console 140 may also be spaced apart from the sidewall 106 to define additional gaps 142.

[0019] Therefore, gap 142 defines a plurality of nozzles 146 within internal structure 112. In another example, the component itself includes an airflow opening (not shown) defined within the component to define the nozzles 146 of internal structure 112. For example, gap may be concealed behind a light valence or other internal feature to define additional nozzles 146 within internal structure 112. Nozzles 146 are designed to discharge regulated air 126 in a substantially downward direction relative to crown segment 110. (Refer to...) Figure 1 The regulated air 126 travels along an airflow path 148 that extends downward through the overhead area 114, downward through the passenger area 116, and then toward the return air outlet 128 located in the floor area 118. As a result of a combination of factors such as the exhaust velocity of the regulated air 126, its exhaust direction, and / or the pressure differential defined at the return air outlet 128, the airflow path 148 extends downward through the cabin 108 to limit cross-circulation between passengers seated adjacent to each other in the respective rows 122 of the aircraft 100. As used herein, “downward” refers to a unidirectional direction of travel where the altitude decreases between two points, such as from the nozzle 146 to the return air outlet 128, while the altitude does not increase between the two points.

[0020] Figure 2 This is a cross-sectional view of an aircraft 100 with an alternative air distribution system 150. In the example shown, the interior structure 112 includes a plurality of interior panels 136 extending between the crown section 110 and the cabin 108. The interior panels 136 may be ceiling panels, side wall panels, overhead console panels, etc., designed to be visible to passengers in the cabin 108 and aesthetically pleasing. Each interior panel 136 is fluidly connected to an air supply duct 124. For example, a branch duct 152 may be connected between the air supply duct 124 and the respective interior panels 136 so that conditioned air 126 can be directed from the air supply duct 124 to the plurality of interior panels 136. As will be described in more detail below, each interior panel 136 includes a plurality of perforations 154 (in Figure 3 As shown in the figure, the plurality of perforations 154 are configured to discharge regulated air 126 from these perforations 154 in a substantially downward direction relative to the coronal segment 110.

[0021] like Figure 2As shown, regulated air 126 travels along airflow path 156, which extends downward through overhead area 114, downward through passenger area 116, and then toward return air outlet 128 located in floor area 118. Similar to airflow path 148, airflow path 156 extends downward through cabin 108 to limit cross-circulation between passengers seated adjacent to each other in the respective rows 122 of aircraft 100.

[0022] Figure 3 It can be used in air distribution systems 150 ( Figure 2 A cross-sectional view of an example internal panel 158 (shown). In the example shown, each internal panel 158 includes a housing 160 having sidewalls 162 defining an air inlet 164 and an air outlet 166. The air inlet 164 is connected to the branch duct 152 (…). Figure 2 (As shown) is fluidly connected to allow regulated air 126 to be guided through it. The regulated air 126 is guided through the housing 160 and then directly discharged from air outlet 166 into the cabin 108 (as shown). Figure 2 (As shown).

[0023] The internal panel 158 includes a nozzle 168 connected to the sidewall 162 at an air outlet 166. In the illustrated embodiment, the nozzle 168 includes a porous support structure 170 and at least one layer of material connected to the porous support structure 170, which will be described in more detail below. The porous support structure 170 can be any flexible, semi-rigid, or rigid structure capable of guiding airflow through it. In the illustrated example, the porous support structure 170 is in the form of a honeycomb structure, having multiple hollow channels extending through the honeycomb structure. Alternatively, as... Figure 4 As shown, the internal panel 171 includes a porous support structure 170, which is in the form of a porous foam material, such as polyvinyl chloride, polyetherimide, polyvinylidene fluoride, etc.

[0024] Nozzle 168 has a first side 172 and a second side 174. Nozzle 168 extends through the entire air outlet 166 to define an air chamber 176 between air inlet 164 and the first side 172 of nozzle 168. Perforation 154 is defined on the second side 174 of nozzle 168. Extending nozzle 168 through air outlet 166 helps to at least partially seal housing 160, allowing air chamber 176 to be pressurized by regulated air 126 directed through air inlet 164. Thus, regulated air 126 can be distributed across the entire surface area of ​​first side 172. In one example, the cross-sectional dimension of air inlet 164 is smaller than that of air outlet 166. Therefore, the sidewall 162 of housing 160 can be tapered to increase the cross-sectional dimension from air inlet 164 to air outlet 166, which helps to balance the pressure of regulated air 126 passing through the first side 172 of nozzle 168.

[0025] Refer again Figure 3 The nozzle 168 also includes a porous material layer 178 attached to at least one of its first side 172 or second side 174. The porous material can be any material that enables the inner panel 158 to function as described herein. For example, the porous material can be a woven fibrous material, such as a Leno weave pattern. Woven fibrous materials can also be pre-impregnated with resins, adhesives, etc. (i.e., "prepreg" composites). Thus, layer 178 extends through the first side 172 and / or the second side 174 to provide support for the porous support structure 170 and increase its rigidity, while still allowing airflow.

[0026] In the illustrated example, the nozzle 168 also includes a decorative porous material layer 180 attached to the porous material layer 178 on a second side 174. Thus, layer 180 defines the outer surface of the interior panel 158, which is visible to passengers in the cabin 108 (e.g., Figure 2 (As shown). Layer 180 provides an improved aesthetic appearance compared to layer 178, suitable for passenger visibility in cabin 108. The decorative porous material can be any material that enables interior panel 158 to function as described herein. For example, layer 180 can be a thermoplastic sheet perforated by laser, chemical etching, sandblasting, contact with a drum roller with pins, or other suitable methods. Layer 180 can also be a fabric material. Thus, interior panel 158 has a plurality of perforations 154 on its second side 174. In one example, the perforations 154 are generally distributed substantially uniformly on layer 180, such that the conditioned air 126 exiting from the perforations 154 is in the form of a distributed large airflow. Thus, the airflow passes through the exposed surface area of ​​layer 180.

[0027] In operation, regulated air 126 is discharged from nozzles 146 and 168 at a flow rate greater than a first threshold and less than a second threshold to meet a desired airflow recirculation rate through cabin 108. The flow rate thresholds are based at least in part on the number of occupants the aircraft 100 is designed to transport. Thus, in one example, air distribution systems 102 and 150 are operable to discharge regulated air from nozzles 146 and 168 at flow rates greater than approximately 0.25 lbs / min / occupant, greater than approximately 0.4 lbs / min / occupant, greater than approximately 0.5 lbs / min / occupant, or greater than approximately 0.55 lbs / min / occupant. The speed thresholds are based at least in part on the perceived comfort level of the passengers in cabin 108. Therefore, in operation, air distribution systems 102 and 150 are operable to discharge conditioned air 126 from nozzles 146 and 168 into cabin 108 at a rate less than a threshold at which passengers in cabin 108 can perceive undesirable ventilation at their seats 120. Thus, air distribution systems 102 and 150 discharge conditioned air 126 at rates less than approximately 500 feet per minute (ft / min), less than approximately 250 feet per minute, less than approximately 100 feet per minute, or less than approximately 50 feet per minute.

[0028] The systems and methods described herein are not limited to the specific embodiments described herein, and the components of the system and / or the steps of the method may be used independently of the other components and / or steps described herein.

[0029] While specific features of various embodiments of this disclosure may be shown in some drawings but not in others, this is merely for convenience. Any feature of the drawings may be referenced and / or claimed in conjunction with any feature of any other drawing, based on the principles of this disclosure.

[0030] As used herein, elements or steps described in the singular and introduced by the words “a” or “an” should be understood to not exclude plural elements or steps unless such exclusion is explicitly stated. Furthermore, references to “one embodiment” or “exemplary embodiment” of the invention are not intended to be construed as excluding the existence of additional embodiments that also incorporate the described features.

[0031] This written description uses examples to disclose various implementations, including best practices, and also enables any person skilled in the art to practice various implementations, including making and using any device or system and performing any merging methods. The scope of this disclosure is defined by the appended claims and may include other examples that may occur to a person skilled in the art after reading this specification. Such other embodiments shall be within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. An aircraft comprising: The fuselage includes sidewalls that at least partially define the cabin and crown section of the aircraft, wherein the cabin includes an overhead area, a passenger area, and a floor area; An air supply duct located in the coronal segment, the air supply duct including sidewalls and a plurality of airflow openings defined in the sidewalls of the air supply duct and spaced apart along the length of the air supply duct, wherein the air supply duct is configured to pressurize the coronal segment with air; At least one return air outlet defined in the floor area; and An internal structure, coupled to the sidewall of the fuselage and extending between the cabin and the coronal section, includes a plurality of nozzles oriented to discharge air from the coronal section along an airflow path extending downward through the overhead area, downward through the passenger area, and then toward the at least one return air outlet, wherein one of the nozzles includes a porous material layer comprising a composite material pre-impregnated with resin.

2. The aircraft of claim 1, wherein, The internal structure includes a plurality of components, at least some of which are spaced apart from each other to define a gap between the at least some components, the gap defining a corresponding nozzle among the plurality of nozzles.

3. The aircraft of claim 2, wherein, The internal structure also includes a barrier member extending across the gap, the barrier member being configured to restrict visibility from the cabin into the coronal segment.

4. The aircraft according to claim 1, wherein, The internal structure includes at least one of an internal panel, a loading box, and an overhead console.

5. The aircraft of claim 1, wherein, The internal structure is spaced apart from the sidewall of the fuselage to define a gap between the internal structure and the sidewall of the fuselage, wherein the gap defines a respective nozzle among the plurality of nozzles.

6. The aircraft of claim 1, wherein, The multiple nozzles are configured to expel pressurized air at a rate of less than approximately 50 feet per minute.

7. An aircraft comprising: The fuselage includes sidewalls that at least partially define the cabin and crown section of the aircraft, wherein the cabin includes an overhead area, a passenger area, and a floor area; An air supply duct located in the coronal section, wherein the air supply duct is configured to guide air through the air supply duct; At least one return air outlet defined in the floor area; and Multiple interior panels extending between the cabin and the coronal section, each interior panel being fluidly connected to the air supply duct, wherein each interior panel includes: A housing, the housing including sidewalls defining an air inlet and an air outlet; A porous material layer, the porous material layer comprising a composite material pre-impregnated with a resin; and A porous support structure, formed of a honeycomb structure, is connected to the sidewall of the housing at the air outlet. Each of the plurality of internal panels includes a plurality of perforations defined in the porous support structure and configured to discharge air from the plurality of perforations along an airflow path extending downward through the overhead area, downward through the passenger area, and then toward the at least one return air outlet.

8. The aircraft of claim 7, wherein, An air chamber is defined between the air inlet and a first side of the porous support structure, wherein the plurality of perforations are defined on a second side of the porous support structure.

9. The aircraft of claim 7, wherein, The sidewalls of the housing are tapered to increase the cross-sectional dimensions from the air inlet to the air outlet.

10. The aircraft of claim 8, further comprising a decorative porous material layer attached to the porous material layer on the second side of the porous support structure.

11. The aircraft of claim 7, further comprising branch pipes connecting the air supply duct and the respective internal panels.

12. The aircraft of claim 7, wherein, The multiple perforations are configured to release air at a rate of less than approximately 50 feet per minute.

13. An air distribution system, comprising: An air supply duct, configured to guide air through the air supply duct; Multiple internal panels, each internal panel being fluidly connected to the air supply duct, wherein the multiple internal panels are interconnected in an array to define an internal structure, and each internal panel includes: A housing, the housing including sidewalls defining an air inlet and an air outlet; A porous material layer, the porous material layer comprising a composite material pre-impregnated with a resin; and A porous support structure, the porous support structure being formed of a honeycomb structure and connected to the sidewall of the housing at the air outlet, wherein an air chamber is defined between the air inlet and a first side of the porous support structure, and wherein a plurality of perforations are defined on a second side of the porous support structure, the plurality of perforations being configured to discharge air from the plurality of perforations.

14. The air distribution system according to claim 13, wherein, The sidewalls of the housing are tapered to increase the cross-sectional dimensions from the air inlet to the air outlet.

15. The air distribution system of claim 13, further comprising a decorative porous material layer attached to the porous material layer on the second side of the porous support structure.

16. The air distribution system of claim 13, further comprising a branch duct connecting the air supply duct and the air inlets of the respective internal panels.

Images