Hot air duct for aircraft, aircraft section and aircraft

Abstract

The invention relates to a hot air duct for an aircraft, an aircraft section and an aircraft. The invention relates to a hot air duct (100), in particular for a bilge region (3) of an aircraft. A hot air duct (100) includes a body, an inlet in the body and configured to receive hot air. The body is made of a flexible material and is configured to be inflated with air received through the inlet.

Description

Technical Field

[0001] The present disclosure generally relates to a hot air duct for an aircraft and an aircraft section and an aircraft equipped with such a hot air duct. In particular, the present disclosure relates to a hot air duct for a bilge area of ​​an aircraft, the hot air duct having a body made of a flexible material and configured to be inflated via an inlet. The present disclosure also relates to an aircraft section having such a hot air duct and an aircraft having such a hot air duct and / or such an aircraft section. Background Art

[0002] Conventional aircraft include a plurality of heat generating devices, which are usually installed in or near the cargo area of ​​the aircraft. Therefore, the heat generating device is installed quite close to the bottom area of ​​the aircraft, also called the bilge area of ​​the aircraft.

[0003] Due to this positioning, some aircraft have been equipped with a skin heat exchanger in the bilge area, in particular in the aircraft skin delimiting the bilge area. The waste heat of the heat generating device is then cooled via this skin heat exchanger. However, this increases the costs and in particular the weight of the aircraft, since the skin heat exchanger must be integrated into the primary structure of the aircraft.

[0004] Alternatively, waste heat is removed from the heat generating device by an air flow which is released to the outside through corresponding openings in the aircraft skin. However, this increases the drag of the aircraft and requires additional pressurization management work for the aircraft's pressurized cabin. Summary of the invention

[0005] It is therefore an object of the present disclosure to provide a simple and cost-effective possibility to remove waste heat in an aircraft.

[0006] This object is solved by the invention as defined in the main aspects. Preferred embodiments are defined in the subsidiary aspects.

[0007] According to a first aspect for better understanding of the present disclosure, a hot air duct for an aircraft, particularly a bilge area of ​​an aircraft, comprises a body and an inlet located in the body, the inlet being configured to receive hot air. The body is made of a flexible material and is configured to be inflated when air is received through the inlet.

[0008] The flexibility and inflatability of the duct allow providing a lightweight duct to be installed in an aircraft, which duct can convey hot air away from a heat source. In addition, when the body of the hot air duct is inflated, the body can be in close contact with one or more aircraft structures, such as parts of the main structure and / or the cargo floor and / or struts arranged in the aircraft section comprising the hot air duct. In close contact with the aircraft structure means that the body of the hot air duct abuts against the structure when the body is inflated, wherein the corresponding body section can further surround or partially surround the aircraft structure. Therefore, if heat can enter the aircraft structure from the hot air through the flexible material of the body, the aircraft structure can be used as a heat sink.

[0009] Just as an example, during high altitude flight, the main structure of the aircraft and other structures connected to it or in its vicinity will become quite cold. Therefore, the air in the inflatable hot air duct can be cooled easily and over the entire shell formed by the body of the hot air duct.

[0010] For example, the cabin floor of an aircraft extends in the longitudinal direction over a large part of the aircraft. This allows the body of the hot air duct to be dimensioned as much as possible in the longitudinal direction of the aircraft. As a result, the surface of the body of the hot air duct and thus the area for possible heat exchange can become quite large. For example, the dimensions of the body of the hot air duct can be selected according to the amount of heat to be transferred / exchanged.

[0011] In the present disclosure, reference is made to the top, bottom, lateral sides, lower and upper parts etc. It is to be understood that such terms are relative to the aircraft in a normal position, such as resting on the ground. Likewise, "longitudinally" is to be understood as the direction defined by the ends of the body which are furthest from each other. For example, in the case of an aircraft, the longitudinal direction extends from front to rear. The transverse direction is arranged perpendicular to the longitudinal direction, in particular along the width direction of the body. Further reference is made to an upstream direction and a downstream direction or ends, which are to be understood as relative to a flow, for example a flow of hot air through a duct.

[0012] The body of the hot air duct is flexible, which is understood to mean that the material of the body can take any shape when not inflated, including being located in the aircraft area in a relaxed state. For example, if the air inside the body escapes, the top of the body can be located on the bottom of the body. Once air is introduced / delivered into the internal volume of the body, the internal volume of the body increases and, depending on the internal pressure of the introduced air, the body inflates.

[0013] The flexible material may be inelastic so that the body does not expand during inflation. This increases the life of the body and avoids bursting due to worn elastic areas. In addition, the body may be specifically formed and configured to fit into an aircraft section or aircraft area, in particular between the main structures of the aircraft. It should be understood that a certain degree of elasticity may be inherent to the body, but may be ignored in most implementation variations of the present disclosure.

[0014] In a variation of implementation, the material of the body may include or may be a fabric, including woven, non-woven, fleece-like materials, etc. The fabric may be substantially fluid-tight, so that hot air introduced into the body may establish a certain pressure inside the body, thereby achieving inflation of the body.

[0015] Alternatively or additionally, the material of the body may have a certain degree of leakage, at least in one or more sections of the body, so that a certain amount (a small amount) of hot air is released into the surroundings of the body and thus dispersed in the aircraft section. This allows the hot air to be released onto corresponding surface areas of the body, where it will be cooled, especially in the case of cooler surrounding structures of the aircraft. The cold air can then be transported back to the heat source, so that the hot air duct acts as an enlarged heat exchanger in the aircraft section. In particular, the hot air is dispersed over an area in the aircraft section corresponding to the size of the hot air duct, which facilitates cooling the air.

[0016] Furthermore, the material of the body may comprise or may be a foil and / or a fiber-reinforced flexible material. Such a foil may be quite thin compared to a fabric, which allows further reduction of the weight of the hot air duct.

[0017] In a variant of implementation, the hot air duct may also comprise a bottom having at least one first section configured to abut against the aircraft skin in the bilge region. Abutting against the aircraft skin is to be understood as abutting against and contacting the aircraft skin. Thus, a direct heat transfer / exchange via the hot air duct contacting the aircraft skin is possible, which is very effective, in particular in cases where the aircraft skin is exposed to cold ambient air (such as during high altitude flight). As a result, the air inside the body will be cooled.

[0018] This allows receiving cooling air from the body of the hot air duct. For example, the hot air duct may comprise an outlet at the body, at which the cooling air may be received. The outlet may be arranged at an end of the body, preferably at the end opposite to the end of the body comprising the inlet. In other words, the hot air introduced into the body must pass through the entire length (longitudinal extent) of the body, so that the hot air is exposed to the largest first section of the body, i.e. the largest possible heat exchange is achieved.

[0019] In another embodiment, at least one first section (of the bottom of the hot air duct) is formed to correspond to or have a dimensional fit between structural elements arranged on the aircraft skin. Merely as an example, one or more frames and / or stringers may be arranged on the aircraft skin to form a grid. The body of the hot air duct may be configured to have a shape corresponding to the grid, so that parts of the body abut against the aircraft skin between the structural elements forming the grid.

[0020] As an example only, at least one first segment may have a shape corresponding to a grid-like aircraft structure and an aircraft skin. Thus, when inflated, at least one first segment fills the area between the structural elements so that it may contact the aircraft skin between the structural elements and may further abut the structural elements. For example, the body may include one or more folds corresponding to the structural elements. It should be understood that the body may have several first segments corresponding to several aircraft skin segments between the structural elements, wherein the folds are positioned to correspond to the positions of the structural elements.

[0021] In another implementation variant, the hot air duct may also include a bottom having at least one second section with a plurality of holes configured to generate an air jet by releasing hot air from the body. In other words, at least one second section is perforated so that a predetermined air flow (air jet) is formed at the bottom side of the body. It should be understood that the plurality of holes releases the hot air from the body to the extent that the material of the body can still be inflated. This allows a static pressure to be provided throughout the hot air duct body, which further allows the same pressure and therefore the same air flow to be provided at each of the plurality of holes.

[0022] In this case, the hot air duct may include an outlet. For example, the outlet may be controllable in terms of the volume flow of air released through the outlet. This allows the inflation state of the body to be controlled.

[0023] In another implementation variant, the plurality of holes may be configured to release hot air from the body at a volume flow rate equal to or less than the volume flow rate of the received hot air entering the body at the inlet. Thus, a static pressure may be established inside the body and the body may be inflated. Since the hot air may be released only through the plurality of holes, an outlet may be omitted. Merely as an example, the volume flow rate of the hot air introduced through the inlet may always be the same, and the plurality of holes may allow the release of the same volume flow rate of air, so that no outlet is required.

[0024] In yet another implementation variant, the body corresponding to the at least one second section can be formed or dimensioned so that the at least one second section is spaced apart from the aircraft skin. For example, the body can be designed to be arranged on one or more structural elements of the aircraft, such as frames and / or stringers. In addition, the bottom of the body can be formed and dimensioned so that the second section of the body does not reach the aircraft skin. Alternatively or additionally, the top of the body can be mounted to another structure of the aircraft, such as a cargo floor or a strut, so that the suspended body does not contact the aircraft skin.

[0025] In any case, the plurality of holes allows the hot air introduced into the body of the hot air duct to be released over the entire area covered by the at least one second section. Thus, the larger the at least one second section, the larger the area over which the air jet in the aircraft (section) flows. Thus, the area of ​​the aircraft (section) that serves as a heat sink for cooling the hot air is predefined by the area of ​​the at least one second section. This allows the hot air duct to be designed according to the thermal load (heat) generated by the heat generating device to be cooled.

[0026] Furthermore, in a variant implementation, the air released through the plurality of holes is cooled by the surrounding / adjacent aircraft skin and / or aircraft primary structural elements. The cooled air can then be delivered back to the heat generating device or any other section of the aircraft that requires a cool air flow.

[0027] In another implementation variant, the hot air duct may also include at least one pillar, which is arranged in the body and connects the bottom and top of the body in a substantially vertical or inclined direction. At least one pillar may be a linear element connecting the top and the bottom. Alternatively or additionally, at least one pillar may extend in the longitudinal direction (of the body and the aircraft) and / or in the transverse direction (width direction). Therefore, at least one pillar is a sheet element and may be oriented in the longitudinal and transverse directions or may be arranged obliquely through the body of the hot air duct. In the case of sheet pillars, the pillars divide the internal space / volume of the body into at least two adjacent chambers. In any case, at least one pillar defines the distance between the bottom and the top of the body, which also defines the shape of the cross section of the body.

[0028] Furthermore, at least one strut may extend in the longitudinal and / or transverse direction over the entire length and / or width of the body. Alternatively, at least one strut may extend only over a portion of the length and / or width of the body.

[0029] The term “substantially vertical” is to be understood as meaning that when the hot air duct is installed in an aircraft, the at least one strut is arranged along an imaginary vertical line or at an angle of + / - 5° relative to the imaginary vertical.

[0030] The term "inclined" should be understood as connecting the top and the body at a predetermined angle relative to an imaginary vertical line. As an example only, at least one support may be arranged so that it forms an angle of at most 60° or preferably at most 45°, most preferably at most 15° with the imaginary vertical line.

[0031] In another implementation variant, at least one support may comprise one or more through holes. This allows free distribution of the received hot air and the establishment of the same pressure in each chamber, ie in the entire internal space of the body.

[0032] Alternatively or additionally, at least one strut may be made of a non-elastic material.This allows predefining the dimensions of each chamber and therefore the body, at least in the direction between the top and the bottom of the body, ie the vertical direction.

[0033] In yet another implementation variant, one or more of the at least one pillar can be installed inside the body to form a sealed chamber (i.e., the pillar does not have any holes). If such pillars are further arranged in the longitudinal direction, at least two chambers extending over the entire length of the body can be formed in the body. This further allows the duct to be installed from the inlet to each of the chambers or to provide several inlets. By introducing hot air into only one or more chambers, only a portion of the body is allowed to be inflated, i.e., "enabled" (viewed in the transverse direction). Therefore, the cooling capacity of the hot air duct can be controlled by correspondingly controlling the hot air to be introduced into one or more longitudinally spanning chambers. The hot air can be cooled according to at least one first section and / or at least one second section of the corresponding inflatable chamber.

[0034] In a variant of implementation, the hot air duct may also include a horizontal partition arranged between opposite lateral sides of the body and configured to divide the internal volume of the body into two longitudinally extending chambers arranged on top of each other. This allows each of the chambers to be inflated individually. Thus, if the lower chamber is inflated, heat exchanges with the aircraft skin and aircraft structures arranged closer to the aircraft skin can be achieved. If the upper chamber is inflated, heat exchanges with the aircraft skin can be avoided or at least reduced.

[0035] In another embodiment variant, the horizontal divider has a width that is greater than the distance between the opposite lateral sides of the body. The width of the horizontal divider should be understood as the dimension of the horizontal divider in the transverse direction, in particular in the cross section of the (inflatable) body. Therefore, when considering the inflatable body, the horizontal divider divides the cross section of the inflatable body not along a straight line (the shortest distance between two points on the opposite lateral sides) but along an arc. The length of the arc corresponds to the width of the horizontal divider. In other words, when considering the cross section of the body, the horizontal divider is connected to each lateral side of the body at a specific position. The line drawn between each of these specific positions along the circumference of the inflatable body corresponds to the maximum width of the horizontal divider.

[0036] By way of example only, the horizontal divider may have a width (or arc length) corresponding to any value greater than the width of the body, up to (and including) the length of the circumference of the body between specific locations where the horizontal divider is connected to the opposite lateral sides of the body. Thus, the horizontal divider may abut against the upper or lower side of the body, depending on which chamber is inflated. Each of the upper and lower chambers may have a cross-sectional area equal to or less than the cross-sectional area of ​​the body at the same longitudinal position.

[0037] It should be understood that the two locations at opposite lateral sides of the body where the horizontal partition is connected to the body can be located in the middle of the lateral side envisaged in the vertical direction. Therefore, the horizontal partition is arranged in the vertical center of the body, and the upper chamber and the lower chamber can have more or less the same cross-sectional area when inflated.

[0038] Alternatively, the two locations at opposite lateral sides of the body may be arranged at different heights of the lateral sides or may be arranged at the same height of the lateral sides, but above or below the middle portion. Thus, the cross-sectional areas of the upper and lower chambers may be predefined by the locations of the two locations of the connection points of the horizontal partition at the lateral sides. For example, the cross-sectional areas may be predefined based on the required volume flow of hot air to be conveyed through the respective chambers.

[0039] In another embodiment, the hot air duct may further include an outlet. The outlet may be arranged anywhere along the longitudinal direction of the body. In order to achieve air flow or airflow over the entire length of the body (in the longitudinal direction), the outlet may be arranged at the downstream end of the body.

[0040] Furthermore, the horizontal divider may be connected to the downstream end of the body along a line extending below the outlet, the inlet may have a lower inlet and an upper inlet, and the horizontal divider may be connected to the upstream end of the body along a line extending between the lower inlet and the upper inlet.

[0041] This configuration allows hot air to be directed through the lower inlet and thus into the lower chamber below the horizontal partition, or through the upper inlet and thus into the upper chamber arranged above the horizontal partition.

[0042] Since the horizontal divider is connected to the body below the outlet (i.e., the outlet is arranged above the horizontal divider), the hot air can flow from the upper inlet to the outlet when received in the upper chamber. Therefore, the hot air bypasses the lower area of ​​the body. In this case, the horizontal divider can simply be suspended by gravity or can be tightened as the body is inflated (in fact, only the upper chamber is inflated).

[0043] If the horizontal partition does not touch the bottom of the body, i.e. the horizontal partition is spaced apart from the bottom of the body in the vertical direction, there is no (direct) heat transfer / exchange between the hot air and the aircraft skin and / or the aircraft structure at the bottom of the body. Thus, the hot air leaving the body at the outlet can be used as a source of hot air for other purposes and / or can be directed outside the aircraft, such as through openings in the aircraft skin. Such a bypass can be employed, for example, when the aircraft skin and / or the aircraft structure are not cold, i.e. do not form a good heat sink, such as when the aircraft is on the ground, in the sun or at other warm ambient temperatures.

[0044] If hot air is introduced into the hot air duct through the lower inlet, the horizontal partition will rise and the lower chamber will be inflated. In this case, any heat exchange with the aircraft skin and / or aircraft structure (including the generation of air jets through the holes in the bottom of the body) can take place.

[0045] According to a second aspect for better understanding the present disclosure, an aircraft section includes: an aircraft skin; a cargo floor, which forms a bilge area between the aircraft skin and the cargo floor; and a hot air duct of the first aspect or one or more of its variants and / or examples, which is located in the bilge area.

[0046] It should be understood that the bilge area may be defined by another structure other than the cargo floor. Thus, the present disclosure is not limited to cargo floors.

[0047] In a variant implementation, the aircraft section may also include a heat generating device and a waste heat removal device configured to remove hot air from the heat generating device. The waste heat removal device is fluidly connected to the inlet of the hot air duct. Thus, the hot air duct can be used as a radiator or heat exchanger for the waste heat of the device.

[0048] The heat generating device may be, for example, any avionics, electrical and / or electronic equipment installed in an aircraft. For example, such equipment may be installed in an electronic equipment bay (E / E bay), which is usually located in the bottom region of the aircraft fuselage. The heat generating device is therefore installed close to the bottom region of the cabin, so that the waste heat (hot air) from the heat generating device can be conveyed directly or only via a short duct into the hot air duct.

[0049] The waste heat removal device may be any conveying device, such as a fan or the like, which conveys air from the heat generating device to / into the hot air duct.

[0050] In a variant implementation, the bilge area of ​​the aircraft section may be arranged in front of or behind the E / E compartment in the longitudinal direction of the aircraft. Thus, the hot air duct may be arranged towards the front or rear of the aircraft. It should be understood that one or more hot air ducts may be arranged in the bilge area in front of and behind the E / E compartment of the aircraft. In other words, any part of the bilge area or the entire bilge area may be used to install one or more hot air ducts relative to the location of the heat source.

[0051] According to a third aspect for better understanding of the present disclosure, an aircraft includes at least one hot air duct according to the first aspect or one or more variations and / or examples thereof. Additionally or alternatively, the aircraft may include at least one aircraft segment according to the second aspect or one or more variations and / or examples thereof.

[0052] The present disclosure is not limited to the various aspects and variations of the described form and order. Specifically, the description of various aspects and variations should not be understood as a specific restrictive grouping of features. It should be understood that the present disclosure also encompasses combinations of various aspects and variations. Therefore, each variation or optional feature can be combined with any other aspect, variation, optional feature or even a combination thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In the following, the present disclosure will be further described with reference to exemplary implementations illustrated in the accompanying drawings, in which:

[0054] Figure 1 schematically illustrates the bilge area of ​​an aircraft with potential waste heat removal;

[0055] Figure 2 schematically illustrates an aircraft section including a hot air duct;

[0056] Figure 3 More detailed schematic diagram Figure 2 The bilge area of ​​the aircraft section;

[0057] Figure 4schematically illustrates a longitudinal cross-section of an aircraft section including an exemplary hot air duct;

[0058] Figure 5 Schematically illustrates Figure 4 transverse cross section of the hot air duct;

[0059] Figure 6 schematically illustrates a perspective view of an exemplary hot air duct;

[0060] Figure 7 schematically illustrates a perspective view of another exemplary hot air duct in two different states; and

[0061] Figure 8 Schematically illustrates Figure 7 The corresponding longitudinal cross-section of the hot air duct. DETAILED DESCRIPTION

[0062] In the following description, for the purpose of explanation rather than limitation, specific details are set forth to provide a thorough understanding of the present disclosure. It will be apparent to one skilled in the art that the present disclosure can be practiced in other implementations that depart from these specific details.

[0063] Figure 1 Schematically illustrates an aircraft 1 with potential waste heat removal ( Figure 2 ) of the bilge region 3. In particular, the bilge region 3 is delimited at its bottom by the aircraft skin 4, so that the bilge region 3 forms the lowest region in the fuselage of the aircraft. In this aircraft section, heat generating equipment 20 may be installed. For example, avionics components, electrical components and / or electronic components (not specifically shown) may be installed in an E / E pod (so that reference numeral 20 may also refer to such an E / E pod).

[0064] Waste heat removal means in the form of conveying means 21, such as fans, and waste heat ducts 22 may be provided to remove heat in the form of hot air generated by the apparatus 20. The illustrated waste heat removal means 21, 22 are illustrated schematically only and may have any other form, shape and location.

[0065] Figure 1 The hot air is transported to the bilge area 3, for example to the support column 8 and the cargo floor 7 ( Figure 2 ) in the area 9 between the two and in the entire bilge area 3. Figure 1 In the embodiment, the air removed from the equipment (cabin) 20 by the conveying device 21 can be replaced by cold air, for example from the top or lateral sides of the equipment 20. Thus, a continuous air flow can be achieved that cools the equipment 20 and conveys waste heat in the form of hot air towards the bilge area.

[0066] Figure 1 The hot air flow is illustrated in the form of arrows, the arrows indicating the temperature of the air in the form of their width. Specifically, the larger the size of the arrow, the hotter the air of the air flow. As can be seen from Figure 1 As a result, the hot air 32, 33, 34 delivered by the delivery device 21 will come into contact with the aircraft skin 4. The aircraft skin 4 thus acts as a heat exchanger with the surroundings outside the aircraft 1. Thus, waste heat can be dissipated from the aircraft skin 4, which is illustrated by arrows 35. Likewise, aircraft structural elements, such as the cargo floor 7 and / or the struts 8, can likewise act as heat sinks for the hot air flows 32, 33, 34.

[0067] When moving along the bilge area 3, the air will cool and will exit the bilge area 3 upwards, as indicated by the cooler air flows 36, 37, 38. For example, the air may exit the bilge area 3 at the lateral sides of the cargo floor 7. Figure 2 , air may flow towards the triangular area 2 located at the lateral sides of the cargo floor 7 and generally defined by the cabin floor 5 and the Z-shaped pillars 6. Likewise, the thickness of the illustrated arrows 36, 37, 38 indicates the temperature of the corresponding air flow (the larger the size of the arrows 36, 37, 38, the hotter the air of the corresponding flow).

[0068] Thus, the air conveying the waste heat of the device 20 can be cooled at the aircraft structural elements 7, 8 and / or the aircraft skin 4. However, as can be derived from the upward air flow 36, the air flow closest to the heat generating device 20 is the hottest air flow. If this air flow 36 reaches the heat generating device 20, a closed loop of hot air flows can be formed and the cooling of the device 20 can be poor. Likewise, since the air flow 36 is hotter than the other air flows 37, 38 at the lateral sides of the aircraft 1, this hotter air 36 can reach the cabin above the cabin floor 5 or at least different air conditioning parameters are required in the longitudinal region corresponding to the air flow 36.

[0069] In order to improve the cooling of the air flow 32 leaving the waste heat duct 22, the present disclosure provides at least one hot air duct 100. The body 110 of the hot air duct 100 is Figure 2 This is schematically illustrated in the bilge area 3 . Figure 2 and Figure 3 Schematically illustrated is an aircraft section (transverse cross section through the aircraft 1) comprising a bilge region 3. In the bilge region 3 there are aircraft structural elements, such as struts 8 carrying a cargo floor 7 and supporting the cargo floor 7 on outer structural elements, such as stringers 10 extending in the longitudinal direction of the aircraft 1 at the aircraft skin 4. The outer structural elements may also include frames 11 extending in the cross-sectional plane and circumferentially along the outer skin 4 (see for example Figure 3 ).

[0070] In the space 9 between the struts 8 is the body 110 of the hot air duct 100, which can extend in the longitudinal direction of the aircraft 1 and can have any desired length, as will be described with reference to Figure 4 and Figure 5 The hot air duct 100 can also have more sections in the cross-sectional plane, for example between more or other struts 8, or can be connected in another way. Figure 3 The schematically illustrated examples are arranged differently in the bilge area 3 .

[0071] The body 110 of the hot air duct 100 may be mounted to the structural elements 7, 8 by means of connectors 190. By way of example only, the hot air duct 100 may be suspended at the cargo floor 7 or at the upper portion of the struts 8. Likewise, the bottom edge of the hot air duct 100 may be mounted to an outer structural element, such as the lower portion of the struts 8, the frames 11, the stringers 10 or even the outer skin 4. However, any such connectors 190 are not required and the hot air duct 100 may simply be located on structural elements such as the frames 11, the stringers 10 and the aircraft skin 4.

[0072] about Figures 3 to 5 The hot air duct 100 may have optional features that provide heat exchange with the surrounding of the hot air duct 100. Specifically, the bottom 120 of the hot air duct 100 may have at least one first section configured to abut against the aircraft skin 4, such as Figure 4 As can be seen from Figure 5 It follows that the height of the hot air duct 100 can be greater in at least one first section (cutting line AA) than in the remaining sections of the body 110 of the hot air duct 100 (cutting line BB).

[0073] Merely as an example, the body 110 may have a section of shorter height at each frame 11 and / or stringer 10, and only in the area between two adjacent frames 11 and / or adjacent stringers 10, the hot air duct 100 has a greater height so as to abut against the aircraft skin 4. It is understood that in at least one first section, the bottom 120 of the body 110 may abut against the stringers 10. For example, the stringers 10 may be arranged close to each other so that the body 110 may be located on the stringers 10. In this at least one first section, the hot air inside the hot air duct 100 may transfer heat through the material of the body 110 and further through the aircraft skin 4 and / or through the stringers 10. For example, when the aircraft is flying at high altitude, the aircraft skin and nearby structural elements 8, 10, 11 will cool due to the ambient air outside the aircraft 1 and may act as a heat sink.

[0074] The hot air duct 100 may include at least one corrugation in which there are structural elements, such as stringers 10 and frames 11, mounted to the aircraft skin 4. This facilitates the hot air duct 100 to abut against the aircraft skin 4 between the structural elements 10, 11. Additionally or alternatively, the body 110 of the hot air duct 100 is shaped to match the grid of the frames 11 and stringers 10. Merely as an example, parts of the body 110 may be adhered to each other along the grid so as to form at least one first section. In any case, the bottom 120 of the body 110 may abut against the structural elements 8, 10, 11 due to the at least one corrugation and / or adhered portion.

[0075] Figure 3 and Figure 4 A further optional feature of the hot air duct 100 is schematically illustrated in the form of at least one second section of the bottom 120 having a plurality of holes 122. Such holes 122 are configured to generate air jets 125 by releasing hot air from the body 110. The air 125 flowing out of the holes 122 will hit the outer skin 4 and the further structural elements 10, 11, where the air 125 can cool. From there the air will flow in a transverse direction to the lateral sides of the bilge area 3 (as indicated by arrows 38). This cooled air 38 can then be conveyed back to the heat generating device 20.

[0076] The pressure inside the body 110 may be static. For example, if the air entering at the inlet 111, such as the air from the hot waste heat duct 22 connected to the inlet 111, is released only through the holes 122, a static pressure will be established inside the body 110. This pressure will inflate the body 110 and will achieve the same air flow at each hole 122, i.e., multiple identical or very similar air jets 125 may be formed over the entire length and width of the bottom 120 of the body 110. Thus, the cooled air 38 will flow along the longitudinal direction ( Figure 4 The left and right directions in the figure have the same (cold) temperature and can avoid Figure 1 The presence of the hotter air 36 explained improves the cooling of the heat generating device 20 using a simple hot air duct 100 .

[0077] although Figure 4 The body 110 of the hot air duct 100 is illustrated as extending over four frames 11, but the length of the body 110 is not limited to this specific example. It should be understood that the dimensions of the body 110 in the longitudinal direction (length) and in the transverse direction (width) as well as the height of the body 110 can be selected according to the amount of heat to be distributed on the structural elements 7, 8, 10, 11 and / or the aircraft skin 4.

[0078] In addition, in order to achieve a specific cooling effect (cooling capacity), the plurality of holes 122 may have a predetermined size and / or provide a predetermined number of holes 122. Therefore, the number of holes 122 per unit area and the opening area of ​​the holes 122 may be predefined to set a specific cooling capacity. As an example only, the second section of the bottom 120 may be provided with approximately 30 to 150 holes 122 per meter in the longitudinal direction, and the holes 122 have a diameter of 0.15 cm. 2 Up to 0.8cm 2 It will be appreciated that the width (dimension in the transverse direction) of the bottom 120 depends on the structural elements of the aircraft 1 arranged in the region in which the body 110 is inflated. For example, the struts 8, the stringers 10, the frames 11, etc. may define the available width of the body 110 and therefore the available width of the bottom 120.

[0079] The body 110 is made of a flexible material and is configured to be inflated upon receiving air through the inlet 111. Therefore, rigid complex structures such as ducts and (skin) heat exchangers are not required. The body 110 serves as a duct device as well as a heat exchange device. Due to the flexibility of the body 110, the hot air duct 100 of the present disclosure can be easily and in a quick manner. As an example only, regarding Figure 4 The body 110 (in a deflated state not shown) can simply lie on the frame 11, the stringers 10 and the aircraft skin 4. When hot air is introduced into the body 110, such as when the conveying device 21 is activated, the body 110 inflates and takes the form of filling the bilge area 3 or its section 9, such as Figures 2 to 4 As shown in the figure.

[0080] This inflation includes the body 110 achieving a shape close to the aircraft skin 4 and / or spaced apart from the aircraft skin 4 to allow the air of the air jet 125 to flow under the body 110 in the lateral direction of the aircraft 1. When the inflated state / shape is reached, the body 110 can lift itself from the aircraft skin 4, such as in at least one second section, and / or can press itself into the area between the stringers 10 and the frames 11 to close to the aircraft skin 4.

[0081] Merely by way of example, the body 110 may be made of fabric, foil or the like. In order to facilitate the distribution of the hot air over the bilge area 3, the material of the body 110 may not be fluid-tight from the inside to the outside. Thus, the material of the body 110 may allow the hot air to leak over its entire surface or over a specified area of ​​the body 110. Such a leakage of hot air has a similar effect to the air jets 125, since the hot air is distributed over the bilge area 3 and can be cooled by the corresponding structural elements 7, 8, 10, 11 and / or the aircraft skin 4. However, there is no need for holes 122 through which the material can enter the interior space of the body 110. Merely by way of example, the leakage capability may be provided only at the bottom 120.

[0082] Furthermore, the material of the body 110 may be resistant to any liquids or gases present in the bilge area 3 .

[0083] It will be understood that the body 110 may have a bottom 120 according to the first section (close to the aircraft skin 4 and without holes) over its entire bottom area (length and width), or may have a bottom 120 according to the second section including holes 122 over its entire bottom area. In the first case (bottom 120 of the first section only), an outlet ( Figure 4 (not shown) to release the cooled air from the body 110. Such an outlet is preferably installed at the downstream end of the body 110 to avoid Figure 1 Closed loop effect explained.

[0084] Figure 6 A perspective view of an exemplary hot air duct 100 is schematically illustrated. The exemplary hot air duct 100 includes at least one support 130, which is arranged in the body 110 and connects the bottom 120 and the top of the body 110 in a generally vertical or inclined direction. Such support 130 contributes to the stability of the body 110, especially when it is in the inflated state of the body 110. In addition, such support 130 can define the shape of the body 110 in the lateral direction as well as in the longitudinal direction. The at least one support 130 can be implemented in the form of one or more wires or wire-like elements, or can be (e.g., Figure 6 ) is implemented as a sheet-like element extending in the longitudinal direction. For example, at least the support column 130 can be made of a non-elastic material so as to predefine the inflated shape of the body 110.

[0085] On the one hand, the sheet-like pillars 130 can divide the internal space of the body 110 into different (longitudinally arranged) chambers. By branching or dividing the inlet 111 to introduce hot air into one or more such chambers separately, the hot air duct 100 can have different cooling capabilities depending on the number of plenum chambers.

[0086] On the other hand, Figure 6 As illustrated in , the pillar 130 may include one or more through-holes 132 so as to achieve the same internal pressure on each chamber fluidly connected by the through-holes 132.

[0087] Figure 7 and Figure 8 Another exemplary hot air duct 100 is schematically illustrated in two different states, wherein: Figure 7 A perspective view is schematically illustrated, and Figure 8 Schematically illustrated is a corresponding longitudinal cross-section of a hot air duct 100. The exemplary hot air duct 100 includes an optional horizontal divider 140 disposed between opposite lateral sides of the body 110. The horizontal divider 140 is configured to divide the interior volume of the body 110 into two longitudinally extending chambers (an upper chamber and a lower chamber).

[0088] If you can Figure 7 As a result, the horizontal divider 140 may have a width greater than the distance between opposite lateral sides of the body 110 when inflated. Thus, the horizontal divider 140 may be flipped to either side of the (horizontal) centerline of the body 110.

[0089] exist Figure 7 On the left side of the figure, hot air from the waste heat duct 22 is introduced into the lower chamber, so that this part of the body 110 is inflated and the horizontal partition 140 will be lifted. Figure 8 As shown in FIG. 1 , a (three-way) valve 40 may be provided which may direct hot air from the waste heat duct 22 into the first inlet 111 , ie the lower inlet 111 , thereby filling the lower chamber. Figure 8 In this state, the cooling capacity of the hot air duct 100 can be as shown in FIG. Figures 2 to 6 Use as explained.

[0090] Reference Figure 7 The right picture and Figure 8 , hot air from the waste heat duct 22 can be introduced into the upper chamber, for example, via valve 40 and the second inlet, ie, the upper inlet 112. This will inflate the upper chamber, and the horizontal partition 140 will flip toward the bottom 120 (or already hang).

[0091] In this configuration, the horizontal partition 140 is connected to the upstream end of the body 110 along a line extending between the lower inlet 111 and the upper inlet 112. Therefore, fluid separation of the upper chamber and the lower chamber is achieved by the horizontal partition 140. Similarly, the horizontal partition 140 can be connected to the downstream end of the body 110 to fluidly separate the upper chamber and the lower chamber. It should be understood that the horizontal partition 140 is connected to the lateral side of the body 110 in a fluid-tight manner along its longitudinal direction.

[0092] The hot air duct 100 may also include an outlet 142. Such an outlet 142 may optionally be realized in the case where the bottom 120 is formed only by the first section close to the aircraft skin 4. Figure 7 and Figure 8 In the configuration of the upper chamber, the outlet 142 can be disposed in the area of ​​the body 110 that forms / delimits the upper chamber, i.e., the horizontal partition 140 is connected to the downstream end of the body 110 along a line extending below the outlet 142. Thus, when hot air is introduced through the upper inlet 112, the hot air can bypass the bottom 120 of the body 110, and less or no cooling of the hot air occurs. In this case, the horizontal partition 140 should be configured (sized in the width direction) not to contact the bottom 120 when the upper chamber is inflated, i.e., to be spaced apart from the bottom 120.

[0093] The hot air can be released from the body 110 into the bilge area 3 through the outlet 142. Merely by way of example, the outlet 142 can be arranged close to a flap 15 in the aircraft skin 4 (or other opening in the aircraft skin 4), through which the hot air can be released (when in the open state) to the outside, i.e. to the surroundings of the aircraft 1. Figure 8 This is illustrated by arrows 32 / 52 in FIG. 1 , which are also illustrated as having a size corresponding to arrow 32 of the incoming hot air, meaning that the temperature of the air at outlet 142 is (almost) the same as the temperature at inlet 112 .

[0094] The flaps or openings 15 can also be used when the lower chamber is inflated, for example to vent air 50 from the bilge area 3 to the outside of the aircraft.

[0095] It should be believed that the advantages of the technology proposed herein will be fully understood through the foregoing description, and it will be apparent that various changes can be made to the form, construction and arrangement of the exemplary aspects of the present disclosure without departing from the scope of the present disclosure or sacrificing all the beneficial effects of the present disclosure. Because the technology proposed herein can be changed in many ways, it will be recognized that the present disclosure should be limited only by the scope of the appended claims.

Claims

1. A hot air duct (100) for an aircraft (1), the hot air duct (100) being particularly used in a bilge area (3) of the aircraft (1), the hot air duct (100) comprising: Ontology(110); an inlet (111, 112) located in the body (110) and configured to receive hot air, Features: The body (110) is made of a flexible material and is configured to be inflated when air is received through the inlets (111, 112).

2. The hot air duct (100) according to claim 1, further comprising: a bottom portion (120) having at least one first section configured to abut against the aircraft skin (4) in the bilge region (3), Preferably, the at least one first section is formed to correspond to a structural element (10, 11) arranged on the aircraft skin (4) or to have a size fit between the structural elements (10, 11) arranged on the aircraft skin (4).

3. The hot air duct (100) according to claim 1 or 2, further comprising: A bottom portion (120) has at least one second section with a plurality of holes (122) configured to generate an air jet by releasing the hot air from the body (110).

4. The hot air duct (100) according to claim 3, wherein: The body (110) corresponding to the at least one second section is formed or dimensioned such that the at least one second section is spaced apart from the aircraft skin (4).

5. The hot air duct (100) according to claim 3 or 4, wherein: The plurality of apertures (122) are configured to release the heated air from the body (110) at a volumetric flow rate equal to or less than a volumetric flow rate of the heated air received entering the body (110) at the inlet (111).

6. The hot air duct (100) according to one of claims 1 to 5, further comprising: At least one support (130) is arranged in the body (110) and connects the bottom (120) and the top of the body (110) in a substantially vertical or inclined direction.

7. The hot air duct (100) according to claim 6, wherein: The at least one support (130) comprises one or more through holes (132), and / or wherein the at least one support (130) is made of a non-elastic material.

8. The hot air duct (100) according to one of claims 1 to 7, further comprising: a horizontal partition (140) disposed between opposite lateral sides of the body (110) and configured to divide the interior volume of the body (110) into two longitudinally extending chambers, Preferably, the horizontal partition (140) has a width greater than a distance between the opposite lateral sides of the body (110).

9. The hot air duct (100) according to claim 8, further comprising: an outlet (142), said outlet (142) being preferably arranged at the downstream end of said body (110), wherein the horizontal partition (140) is connected to the downstream end of the body (110) along a line extending below the outlet (142), The inlet has a lower inlet (111) and an upper inlet (112), and Wherein, the horizontal partition (140) is connected to the upstream end of the body (110) along a line extending between the lower inlet (111) and the upper inlet (112).

10. An aircraft section, comprising: Aircraft skin (4); a cargo floor (7) forming a bilge area (3) between the aircraft skin (4) and the cargo floor (7); and The hot air duct (100) according to one of claims 1 to 9, being arranged in the bilge area (3).

11. The aircraft segment according to claim 10, further comprising: Heat generating equipment (20); as well as A waste heat removal device (21, 22) is configured to remove hot air from the heat generating device (20) and is fluidly connected to an inlet (111, 112) of the hot air duct (100).

12. An aircraft (1), comprising: at least one hot air duct (100) according to one of claims 1 to 9, and / or At least one An aircraft section as claimed in claim 10 or claim 11.

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