Environmental control systems used in aircraft

Abstract

This disclosure relates to an environmental control system used in an aircraft, including at least one component positioned along the length of the aircraft and a decompression plate assembly comprising an array of apertures. The aperture array is based on the position of the decompression plate assembly relative to the at least one component along the length of the aircraft.

Description

Technical Field

[0001] The scope of this disclosure generally relates to environmental control systems, and more specifically to environmental control systems that restrict airflow forward and backward through adjacent passenger aisles. Background Technology

[0002] One purpose of an environmental control system is to distribute air through the main cabin of an aircraft. Typically, air is supplied through ducts in the cabin ceiling and then flows through return air grilles located near the cabin floor in the side walls of the various aisles. In many known configurations, the return air grilles are constructed within decompression plate assemblies and are identical to each other along the cabin, such that each return air grille provides substantially similar airflow constraints. At least some known environmental control systems also include various components such as filters, fans, and air conditioning units that draw air in through the return air grilles. These components are positioned at different locations along the aircraft, so they primarily draw air from the aisles where the components are located through the return air grilles. Because each return air grille has similar airflow constraints, cross-aisle airflow tends to draw air in the rearward or forward direction toward the nearest component of the environmental control system. In such a configuration, airflow entering the return air grille in the aisle closest to the drawing component may have already passed through one or more adjacent aisles, thus exposing passengers in the aisle of that component to more cross-aisle airflow compared to passengers seated in aisles farther from the drawing component of the environmental control system.

[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 and not as an admission of prior art. Summary of the Invention

[0004] In one aspect, an environmental control system for use in an aircraft is provided. The environmental control system includes at least one component positioned along the length of the aircraft, and a decompression plate assembly comprising an array of apertures. The aperture array is based on the position of the decompression plate assembly relative to the at least one component along the length of the aircraft.

[0005] In another aspect, an aircraft is provided. The aircraft includes a first aisle comprising a first decompression plate assembly having a first array of orifices defining a first airflow restriction. The aircraft also includes a second aisle comprising a second decompression plate assembly having a second array of orifices defining a second airflow restriction different from the first airflow restriction.

[0006] In another aspect, a decompression plate assembly for use in an aircraft is provided. The decompression plate assembly includes: a frame; a housing including a rear wall spaced apart from the frame; and a pair of decompression plates coupled to the rear wall and extending toward the frame.

[0007] In another aspect, a decompression plate assembly for use in an aircraft having an environmental control system is provided. The decompression plate assembly includes: a housing defining a chamber, and an insert configured to be positioned within the chamber. The insert includes an array of orifices configured to provide predetermined airflow restrictions through the decompression plate assembly. The orifice array is based on the position of the decompression plate assembly along the length of the aircraft.

[0008] 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, various features discussed below 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

[0009] Figure 1 It is a schematic cross-sectional view of an aircraft cabin with an exemplary environmental control system;

[0010] Figure 2 yes Figure 1 The schematic diagram of the environmental control system shown illustrates an exemplary pressure relief plate;

[0011] Figure 3A This is a front view of an example pressure relief plate with a first array of orifices;

[0012] Figure 3B This is a front view of an example pressure relief plate with a second array of orifices;

[0013] Figure 4 Is Figure 1 A front view of the alternative pressure relief plate used in the environmental control system shown.

[0014] Figure 5 It is possible Figure 1 Front perspective view of the alternative pressure relief plate assembly used in the environmental control system shown;

[0015] Figure 6 yes Figure 5 Rear perspective view of the pressure relief plate assembly shown;

[0016] Figure 7 yes Figure 5 The pressure relief plate assembly shown is a top cross-sectional view.

[0017] Figure 8 yes Figure 5 The side cross-sectional view of the pressure reducing plate shown; and

[0018] Figure 9 yes Figure 5 Another cross-sectional side view of the pressure relief plate shown illustrates a pair of example inserts.

[0019] In all the accompanying drawings, the corresponding reference numerals denote the corresponding parts. Detailed Implementation

[0020] The examples described below include an environmental control system that helps minimize airflow between passengers within a confined space (e.g., an aircraft cabin). The described exemplary system provides decompression plate assemblies that include different flow restrictions based on their location along the length of the aircraft and their proximity to other components of the environmental control system. In one example, the aircraft includes a first aisle with a first decompression plate assembly having a first array of orifices defining a first airflow restriction. Similarly, a second aisle includes a second decompression plate assembly with a second array of orifices defining a second airflow restriction different from the first airflow restriction. The different airflow restrictions are configured to provide substantially similar mass flows through the two decompression plate assemblies. Having similar mass flows through the decompression assemblies in each aisle helps limit cross-circulation between passengers seated in adjacent aisles. The example system helps reduce the diffusion of airborne contaminants between nearby passengers, reduces noise and unwanted airflow, and limits the formation of stagnant circulation areas within a confined space.

[0021] Refer to the attached diagram. Figure 1This is a cross-sectional view of an aircraft 100 having an exemplary environmental control system (ECS) 102. The aircraft 100 includes a front end 104, a rear end 106, and a cabin 108 extending between the front end 104 and the rear end 106. The cabin 108 is separated from the lower leaf 110 of the aircraft 100 by a cabin floor 112. In this embodiment, the ECS 102 circulates air through the cabin 108 to provide cool, clean air to passengers. The ECS 102 includes a main distribution duct 114 defined in a crown volume 116 above the cabin 108. Air is directed from the main distribution duct 114 to each row or aisle 118 in the cabin 108 such that a substantially uniform airflow is distributed from the main distribution duct 114 to the cabin 108.

[0022] In this embodiment, ECS 102 includes various components 122 located in the lower lobe 110 that draw air from the cabin 108 via return air grilles defined in depressurization plate assemblies 120 in various aisles 118. More specifically, component 122 includes a cooling filter 124 located near the front end 104. A recirculation filter 126, a mixing manifold 128, and at least one air conditioning unit 130 are located near the wing box 132 of the aircraft 100. Additionally, an outlet valve 134 is located at the rear end 106. Typically, component 122 is located along the length of the aircraft 100 between the front end 104 and the rear end 106 at any location that facilitates the operation of ECS 102 as described herein.

[0023] During operation, the various components 122 of the ECS 102 draw air in through pressure relief plate assemblies 120. However, the suction force or pressure 136 of each pressure relief plate assembly 120 will vary based on its position relative to one of the components 122. Specifically, the pressure relief plate assembly 120 closest to the respective component will have a higher suction force. For example, the cooling filter 124 and the outlet valve 134 exert higher suction forces on the pressure relief plate assemblies located in the passageways 118 at the front end 104 and the rear end 106, respectively. Similarly, the recirculation filter 126 and the air conditioning unit 130 generate higher suction forces at the pressure relief plate assemblies 120 near the passageways 118. Thus, the suction force through the pressure relief plate assemblies 120 in the passageways 118 separated from the components 122 is relatively low. Figure 1 The concept is illustrated by showing the suction force of the selected passageway with dashed lines. The thicker and denser the lines, the higher the suction force on the corresponding pressure relief plate assembly 120.

[0024] Figure 2 This is a schematic diagram of the ECS102, showing an example pressure relief plate assembly 120. More specifically, Figure 2This is a schematic diagram of a first passage 118A with a first pressure-reducing plate 120A, a second passage 118B with a second pressure-reducing plate 120B, and a third passage 118C with a third pressure-reducing plate 120C. As described above, each passage 118A, 118B, and 118C has different suction forces ΔP due to their proximity to the various components of ECS 102. Specifically, passages 118A and 118C have higher suction forces ΔPa and ΔPC due to their relative proximity to the cooling filter 124 and the recirculation filter 126. Passage 118B has a lower suction force ΔPC because it is further away from the cooling filter 124 and the recirculation filter 126. In addition, each passage 118A, 118B, and 118C has a constant structural flow limit ΔR through the lower leaf 110.

[0025] To prevent or reduce airflow in the crossing aisles and to ensure that passengers in each aisle 118 are exposed only to air from their respective aisle 118, mass flow is provided through each pressure relief plate 120. They should be the same. Due to the suction difference ΔP, in this embodiment, each pressure-reducing plate assembly 120 may have a different airflow limitation constant K. More specifically, the pressure-reducing plate assembly 120 positioned closer to component 122 of ECS 102 has a higher airflow limitation constant K than the pressure-reducing plate assemblies 120 spaced apart from component 122. For example, see... Figure 2 The relatively higher suction ΔPa in passage 118A means that pressure relief plate 120A will have a higher airflow limitation constant K than pressure relief plate 120B in passage 120B. B Higher airflow limiting constant K A Aisle 120B experiences a relatively low suction force ΔPB. In this configuration, the airflow limiting constant K... A and K B The difference leads to the mass flow of the pressure relief plate assembly 120A through aisle 118A. Essentially similar to the mass flow through the pressure relief plate assembly 120B of aisle 118B. Similarly, the airflow limiting constant K of the pressure reducing plate 120C is adjusted. C This allows the mass flow of the pressure relief plate assembly 120C through passageway 118C to be controlled. Basically similar to mass flow and In this way, the airflow limitation constant K of each pressure relief plate assembly 12 is adjusted based on its position along the aircraft and its proximity to component 122 of ECS 102, so that the mass flow of passages 118A, 118B and 118C... They are essentially similar. In the case of depressurization, the depressurization plate assembly 120 is at least partially separated from the frame or grille (not shown) to allow a higher quality flow of air to pass through it.

[0026] Reference Figure 3A and Figure 3B Each pressure relief plate assembly 120 includes a predetermined array 138 of orifices 140, which provides a predetermined airflow limitation constant K for the pressure relief plate assembly 120. This predetermined airflow limitation constant K is combined with the suction force ΔP at the location of the pressure relief plate assembly 120 to produce a mass flow substantially similar to that of the other passageways 118. quality flow As described in this article, when each aisle 118 has a substantially similar mass flow At the same time, this reduces or prevents airflow in the passageway. Figure 3A A pressure relief plate assembly 142 with a first array 138A is shown. Similarly, Figure 3B A decompression plate assembly 144 with a second array 138B is shown. The number, location, and configuration of arrays 138A and 138B are based on the positions of decompression plate assemblies 142 and 144 along the aircraft 100. The position along the aircraft 100 determines the proximity to one of the components 122 of the ECS 102 and the corresponding suction force associated therewith. As described herein, a decompression plate assembly 120 located closer to component 122 will generally have an array 138 with a smaller number of orifices 140, while a decompression plate assembly 120 located further away from component 122 will generally have an array 138 with a larger number of orifices 140. Typically, a decompression plate assembly 120 may have an array 138 with any number of orifices 140 located at any position on the decompression plate assembly 120 and with any configuration to facilitate substantially similar mass flow and operation as described herein for the ECS 102.

[0027] In one embodiment, such as Figure 3A and Figure 3B As shown, pressure-reducing plate assemblies 142 and 144 are manufactured with corresponding arrays 138A and 138B, while the remainder of the plates is a solid material. In another embodiment, as... Figure 4 As shown, the decompression plate assembly 146 is manufactured with a plurality of perforations 148, which define orifices 140 once the perforations 148 are removed. In such an embodiment, the decompression plate assemblies 146 are manufactured identical to each other, and then modified once their position in the aircraft 100 is determined. Specifically, once the position is determined, a technician can remove the protrusions defined by the perforations 148 to provide the decompression plate assembly 1146 with a predetermined array 138 of orifices 140 corresponding to the determined positions.

[0028] Figure 5 It can be used with ECS102 ( Figure 1 Front perspective view of alternative pressure relief plate assembly 200 (shown). Figure 6This is a rear perspective view of the pressure relief plate assembly 200. In this embodiment, the pressure relief plate assembly 200 includes a housing 202, a frame 204 coupled to the housing 202, and an inlet grille 206 coupled to the frame 204. In another embodiment, the inlet grille 206 is coupled to the housing 202. The housing 202 includes at least a top wall 208 and a rear wall 210. The pressure relief plate assembly 200 also includes a pair of pressure relief flaps 212 pivotally coupled to the rear wall 210 via hinges 214. In this embodiment, each pressure relief flap 212 extends at an angle between the inlet grille 206 and one of the frames 204 and the rear wall 210, such that the pressure relief plate assembly 200 is substantially trapezoidal.

[0029] Figure 7 This is a top cross-sectional view of the pressure-reducing plate assembly 200. In this embodiment, the housing 202 includes a first inner wall 216, a second inner wall 218, and a plurality of guide vanes 220. The inner walls 216 and 218 combine with the rear wall 210 to form a chamber 222 for receiving airflow through the inlet grille 206. More specifically, during normal operation (i.e., not during pressure reduction), the return airflow flows through a portion of the inlet grille 206 ( Figure 8 As shown in the diagram, it enters chamber 222 and is pulled downwards by component 122 of ECS 102 through chamber 222. During normal operation, the pressure relief cover 212 is in the closed position, as shown in the diagram. Figure 7 As shown by the solid lines, airflow is blocked through the pressure relief plate assembly 200 (except through chamber 222). During decompression, the latches 224 connecting the distal ends of the respective pressure relief covers 212 to the inlet grille 206 or frame 204 are released, and the pressure relief covers 212 pivot to their decompression positions via hinges 214, as shown. Figure 7 As shown by the dashed lines. In the decompression position, the decompression cover 212 opens to abut the interior of the sidewall 226 and allow airflow through the decompression plate assembly 200. During decompression, the guide vanes 220 guide the incoming airflow at an angle relative to the angle of the airflow passing through the inlet grille 206. Changing the direction of the airflow prevents backflow through the inlet grille 206 and into the cabin 108.

[0030] Figure 8 This is a side cross-sectional view of the pressure relief plate assembly 200. Figure 9This is a cross-sectional view of another side of the depressurization plate assembly 200, showing a pair of example inserts 228. During normal operation, when the depressurization plate 212 is closed, airflow enters the chamber 222 through a portion 230 of the inlet grille 206 and is guided by the suction of component 122 or drawn downwards. In this embodiment, the depressurization plate assembly 200 includes inserts 228 located within the chamber 222 and configured to provide predetermined flow restriction on the airflow flowing therethrough based on the position of the inserts 228 along the length of the aircraft 100 and the proximity of the inserts 228 to the respective components 122 of the ECS 102.

[0031] Insert 228 is detachably coupled to housing 202 and / or inlet grille 206. More specifically, insert 228 is mechanically coupled to at least one wall 210, 216, and 218 of housing 202 via fastening mechanism 229. For example, insert 228 may be friction-fitted, attached to fastening mechanism 229 such as a latch, or slide into a groove defined in chamber 222. Typically, insert 228 is coupled within chamber 222 by any means that facilitates operation of pressure relief plate assembly 200 as described herein.

[0032] As described above, due to their close proximity, the depressurization plate assemblies 200 closest to the individual components 122 of ECS 102 will have higher suction or drawdown forces, also known as pressure differentials. To prevent or reduce cross-aisle airflow and ensure that passengers in each aisle 118 are exposed only to air from their own aisle 118, specifically, the mass flow through each depressurization plate 200 and each insert 228 should be identical. Due to the difference in suction, each depressurization plate assembly 200 may have different airflow limitations based on its position along the length of the aircraft. More specifically, depressurization plate assemblies 200 positioned closer to the component 122 of ECS 102 have higher airflow limitations than depressurization plate assemblies 200 spaced apart from the component 122.

[0033] like Figure 9 As shown, each pressure relief plate assembly 200 includes an insert 228 having a predetermined array 234 of orifices 232. The predetermined array 234 of orifices 232 provides a predetermined airflow restriction for a particular pressure relief plate assembly 200. This predetermined airflow restriction, in conjunction with suction at the location of the pressure relief plate assembly 200, produces a mass flow substantially similar to the mass flow of each of the other aisles 118. As described herein, when the various aisles 118 have substantially similar mass flows, cross-aisle airflow is reduced or prevented.

[0034] Figure 9A decompression plate assembly 200 and a pair of interchangeable inserts 228A and 229B are shown, each insert comprising a predetermined array of orifices 234A and 234B, respectively. The number, location, and configuration of arrays 234A and 234B are based on the position of the decompression plate assembly 200 along the vehicle 100. The position along the vehicle 100 determines the proximity to one of the components 122 of the ECS 102 and the corresponding suction force therewith. As described herein, the decompression plate assembly 200 located closer to component 122 typically has an array 234 with a smaller number of orifices 232, while the decompression plate assembly 200 located further away from component 122 typically has an array 234 with a larger number of orifices 232. Typically, the decompression plate assembly 200 may have an array 234 having any number of orifices 232 located at any location on the decompression plate assembly 200 and having any configuration to facilitate substantially similar mass flow and operation as described herein for the ECS 102.

[0035] The interchangeability of inserts 238 allows all depressurization plate assemblies 200 to be manufactured independently of their final position on the aircraft 100. Once the position of a particular depressurization plate assembly 200 is determined, a corresponding insert 228 can be positioned within chamber 222 to provide a predetermined airflow restriction for the depressurization plate assembly 200, which, in conjunction with the suction of component 122, produces a mass flow substantially similar to that of the depressurization plate assemblies 200 in the surrounding passageway 118.

[0036] The examples described below include an environmental control system that helps minimize airflow between passengers within a confined space, such as an aircraft cabin. The described exemplary system provides decompression plate assemblies that include different flow restrictions based on their position along the length of the aircraft and their proximity to other components of the environmental control system. In one example, the aircraft includes a first aisle with a first decompression plate assembly having a first array of orifices defining a first airflow restriction. Similarly, a second aisle includes a second decompression plate assembly with a second array of orifices defining a second airflow restriction different from the first airflow restriction. The different airflow restrictions are configured to provide substantially similar mass flows through the two decompression plate assemblies. Having similar mass flows through the decompression assemblies in each aisle facilitates limiting cross-circulation between passengers seated in adjacent aisles. The example system helps reduce the diffusion of airborne contaminants between nearby passengers, reduces noise and unwanted airflow, and limits the formation of stagnant circulation areas within a confined space.

[0037] The systems and methods described herein are not limited to the specific embodiments described herein, but rather 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.

[0038] 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.

[0039] As used herein, elements or steps described in the singular and introduced by the words “a” or “an” should be understood to not exclude a plurality of 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 incorporating that feature.

[0040] 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 claims and may include other examples that may occur to a person skilled in the art after reading this specification. These other embodiments are intended to 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 an environmental control system, the environmental control system comprising: A first pressure relief plate assembly, included in a first passageway of the aircraft and comprising a first aperture array defining a first airflow restriction. A second decompression plate assembly, included in a second passageway of the aircraft and comprising a second orifice array, the second orifice array defining a second airflow restriction different from the first airflow restriction. At least one component, positioned along the length of the aircraft and designed to draw air through the first depressurization plate assembly and the second depressurization plate assembly; The first aperture array and the second aperture array are formed on the interchangeable insert; The aperture array is based on the position of the corresponding decompression plate assembly relative to the at least one component along the length of the aircraft; and The first airflow restriction is configured to provide a first mass flow of air through the first pressure relief plate assembly, and the second airflow restriction is configured to provide a second mass flow of air through the second pressure relief plate assembly, wherein the first mass flow and the second mass flow are substantially similar.

2. The aircraft according to claim 1, wherein, The farther the pressure relief plate assembly is from the component along the length of the aircraft, the greater the number of orifices the orifice array includes.

3. The aircraft according to claim 1, wherein, The closer the pressure relief plate assembly is to the component along the length of the aircraft, the fewer the number of orifices the orifice array includes.

4. The aircraft according to claim 1, wherein, The component is configured to provide a first suction force through the first pressure relief plate assembly and a second suction force through the second pressure relief plate assembly.

5. The aircraft according to claim 4, wherein, The first pressure relief plate assembly is positioned at a first distance from the component, and the second pressure relief plate assembly is positioned at a second distance from the component.

6. The aircraft according to claim 5, wherein, The first airflow restriction and the second airflow restriction are based on the proximity of the component along the length of the aircraft.

7. The aircraft according to claim 5, wherein, The first suction force is greater than the second suction force.

8. The aircraft according to claim 1, wherein, The first airflow limit is greater than the second airflow limit.

9. The aircraft according to claim 1, wherein, The first airflow restriction and the second airflow restriction are based on the positions of the first passageway and the second passageway along the length of the aircraft.

10. The aircraft according to claim 9, wherein, The first aperture array has a first number of apertures, and the second aperture array has a second number of apertures that is greater than the first number of apertures.

11. The aircraft according to claim 1, wherein, The interchangeable inserts are configured to be positioned within the cavity defined by the pressure relief plate assembly.

12. The aircraft according to claim 1, wherein, Both the first pressure-reducing plate assembly and the second pressure-reducing plate assembly include: frame; A housing, the housing including a rear wall spaced apart from the frame; and A pair of pressure relief plates, which are attached to the rear wall and extend toward the frame.

13. The aircraft according to claim 12, wherein, The pair of pressure relief plates are pivotally connected to the rear wall via hinges.

14. The aircraft according to claim 12, wherein, The pair of pressure relief plates extend obliquely toward the frame relative to the rear wall.

15. The aircraft according to claim 12, wherein, The pair of decompression plates are configured to pivot relative to the rear wall during a decompression event.

16. The aircraft according to claim 12, wherein, Both the first pressure-reducing plate assembly and the second pressure-reducing plate assembly further include an inlet grille and a plurality of guide vanes, the guide vanes being configured to guide the airflow guided through the inlet grille.

17. The aircraft according to claim 16, wherein, The plurality of guide vanes are oriented at an angle relative to the inlet grille and the rear wall.

18. The aircraft according to claim 12, wherein, The rear wall at least partially defines a chamber within the housing.

19. The aircraft according to claim 18, wherein, The interchangeable insert is configured to be positioned within the cavity.

20. The aircraft according to claim 19, wherein, The array of orifices formed in the interchangeable inserts is based on the position of the decompression plate assembly along the length of the aircraft.

21. The aircraft according to claim 1, wherein, The pressure relief plate assembly includes: A housing that defines a chamber; The interchangeable insert is configured to be positioned within the cavity, and an array of orifices formed in the interchangeable insert is based on the position of the decompression plate assembly along the length of the aircraft.

22. The aircraft according to claim 21, wherein, The farther the interchangeable insert is from the component along the length of the aircraft, the greater the number of apertures the aperture array includes.

23. The aircraft according to claim 22, wherein, The closer the interchangeable insert is to the component along the length of the aircraft, the fewer the number of apertures the aperture array includes.

24. The aircraft according to claim 22, wherein, The aperture array is based on the proximity of the component along the length of the aircraft.

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