Aircraft cabin and aircraft cabin luggage compartment

Abstract

Aircraft cabin luggage compartment (3) with an aircraft cabin cooling device (10) for cooling a passenger interior (5) of an aircraft cabin (2) with a) a cooling device (25), b) a cooling element (17) which is cooled by the cooling device (25) and has a cooling surface (18) which is intended to define the passenger interior (5) of the aircraft cabin (2) and which emits at least 30% of the cooling power via radiation, and c) a connecting region (26) via which the aircraft cabin cooling device (10) is connected or connectable to a component of the aircraft cabin luggage compartment (3) or the aircraft cabin (2), d) wherein the cooling device (25) da) is a thermoelectric cooling device or db) has an open coolant circuit (12), wherein - the coolant flows in the passenger compartment (5) along the cooling surface (18) of the cooling element (17) in a boundary layer (37) surrounding the cooling surface (18), whereby the coolant cools the cooling surface (18), - the coolant exits the aircraft cabin luggage compartment (3) via an outlet opening (36), - by aligning the outlet opening (36) and any guide devices, the coolant is discharged in such a way that the coolant flows along the cooling surface (18) and forms the boundary layer (37), - at the downstream end of the cooling surface (18), the coolant re-enters a flow channel of the aircraft cabin luggage compartment (3) via an inlet opening (38), and - the cooling device (25) has a heat exchanger (16) which is formed with the outer surface (19) of the aircraft cabin (2) or a Peltier element.

Description

TECHNICAL FIELD OF THE INVENTION

[0001] The invention relates to an aircraft cabin and an aircraft cabin luggage compartment.

[0002] In an aircraft cabin, a continuous air exchange typically occurs, with fresh air being supplied to the cabin and exhaust air being simultaneously removed from the cabin. This requires ensuring sufficient air pressure in the cabin, as well as a sufficient oxygen supply and air exchange rate. Furthermore, the supply air must be tempered to ensure the cabin air is at a comfortable temperature for the crew and passengers. STATE OF THE ART

[0003] When ventilating the cabins of single-aisle short-haul aircraft or dual-aisle long-haul aircraft, a so-called mixed ventilation system is typically used. With this type of mixed ventilation, fresh air is introduced into the cabin via lateral air outlets in the upper section of the cabin, below the overhead compartments, and via a ceiling air outlet in the ceiling above the aisle and above the overhead compartments. Exhaust air exits the cabin laterally in the footwell via exhaust air outlets, also known as "DADO panels."

[0004] Such mixed ventilation has the following disadvantages in particular: - If the supply air is taken from a so-called mixer barrel located in the cargo hold of the aircraft, in which air taken from the aircraft's engines is pre-tempered as so-called bleed air via a heat exchanger, the supply air generated in this way must be guided upwards from the mixer barrel via air ducts and risers to the side and ceiling air intakes. This increases the required construction effort, installation space and weight of the aircraft (and thus the aircraft's fuel consumption). The same applies to aircraft that do not take fresh air from the engine (e.g. the "Dreamliner"). In these cases, the air must be highly compressed due to the low air pressure in order to increase the pressure to livable and comfortable conditions. This already requires energy, and the air heats up in the process. - In addition, the heat removal efficiency of mixed ventilation is low. With an average aircraft cabin air temperature Tcab , an average supply air temperature T in and an average temperature of the exhaust air T out The heat export efficiency HRE is HRE=0.5⋅Tout−TinTcab−Tin. For mixed ventilation, HRE ≲ 0.5 applies. Heat removal from the aircraft cabin is important because the cabin air is constantly heated (particularly by passengers' body heat). The low heat removal efficiency of mixed ventilation means that the supply air temperature must be very low, particularly in the range between 13 °C and 15 °C. On the one hand, this leads to a high load on the heat exchanger, which must be used to cool the bleed air from the engines, which is several hundred degrees Celsius hot, and a resulting high energy requirement. On the other hand, the supply of very cold supply air is perceived as unpleasant by passengers. - Drafts perceived as unpleasant by passengers can be caused by the need to force a strong mixing of the cabin air. This is because supplying cold supply air at the top and discharging heated exhaust air at the bottom contradicts the physical behavior of cabin air, which states that the heated cabin air rises. This strong mixing is caused by the high air velocities of the supply air from the side and ceiling air intakes. - Particularly near the side and ceiling air outlets, persistently very cold areas can occur. It is also possible that the supply air flows downwards in the aisle area, resulting in lower temperatures in the aisle seats than in the window seats. In dual-aisle configurations with a central seating block and two aisles, the supply air coming from both sides converges above the central seating block and flows downwards, creating areas that can be perceived as uncomfortably cold. - Overall, there is a significant inhomogeneity in the cabin air temperature. Both drafts and "cold spots" can be unpleasant for passengers. Other areas where the cabin air temperature is higher due to the inhomogeneity can also be perceived as unpleasant by passengers.

[0005] Another ventilation concept that has not yet been used in aircraft cabins, but has only been investigated in studies and described in patents, is based on floor-mounted displacement ventilation (cabin displacement ventilation). With floor-mounted displacement ventilation, supply air is introduced into the aircraft cabin at a low impulse via supply air inlets in the floor area. This creates a so-called "fresh air lake" above the floor of the aircraft cabin. The heat loads in the aircraft cabin, in particular those caused by the passengers, heat the cabin air locally and cause it to rise. Through thermal convection, cabin air rises from the fresh air lake to the points of the heat load, where the cabin air absorbs the heat. The cabin air thus heated then leaves the upper area of ​​the aircraft cabin via exhaust air outlets, which can also be designed as extraction systems.

[0006] Compared to mixed ventilation, floor-based displacement ventilation offers significant savings potential due to the elimination of risers required for mixed ventilation to convey the supply air to the supply air inlets in the ceiling. Furthermore, floor-based displacement ventilation can result in a very high heat removal efficiency, as high as 0.9. It can also potentially result in very low air velocities and excellent spatial temperature homogeneity across the various seats in the aircraft cabin. Possible disadvantages of floor-based displacement ventilation include strong vertical temperature stratification, instability regarding the comfortable range, and minor fluctuations in the supply air conditions (volume flow, temperature).

[0007] Further information on floor-side displacement ventilation can be found in the following literature: - Müller D., Schmidt M., Müller B.: Application of a displacement ventilation system for air distribution in aircraft cabins. AST ZO11, 31. März - 1. April, Hamburg, Deutschland; - Zhang T., Chen Q.: Novel air distribution systems for commercial aircraft cabins. Building and Environment42: 1675-1684 (2007); - Yin S., Zhang T.: A new under-aisle displacement air distribution system for wide-body aircraft cabins. Building Simulation (2009) pp 1030-1036, Glasgow, Schottland; - Bosbach J., Lange S., Dehne T., Lauenroth G., Hesselbach F., Allzeit M.: Alternative ventilaion concepts for aircraft cabins, CEAS Aeronautical Journal 4:3031-313 (2013); - Maier J., Marggraf-Micheel C., Dehne T., Bosbach J.: Thermal comfort of different displacement ventilation systems in an aircraft passenger cabin. Building and Environment 111:256-264 (2017); - Offenlegungsschrift DE 10 2007 049 926 A1.

[0008] DE 38 12 739 C1 discloses an aircraft in which an insulating layer is essentially sandwiched between an outer skin and an inner lining. In the area of ​​a cooling device, however, the inner lining and the insulating layer are guided around the cooling device, whereby the cooling device is externally enclosed only by the outer skin and otherwise by the insulating layer and the inner lining. The cooling device is designed with two chambers. A cold air chamber is cooled via the outer skin from the cold environment of the aircraft at high altitude. The cold air chamber is separated from a cooling chamber by a partition wall that is also insulated. The air can circulate in the cooling device via an inflow duct leading from the cold air chamber to the cooling chamber, with an air flow valve and fan arranged therein, and a return duct leading from the cooling chamber to the cold air chamber, with an air flow valve arranged therein.For example, a serving trolley with food or drinks can be stored or cooled in the cooling chamber.

[0009] According to DE 41 05 034 A1, cooling air is generated by means of a chiller or by heat transfer on the outer skin of the airframe. The cooling air is fed into an air inlet opening of an upper compartment of a mobile container for ready meals, flows through the upper compartment of the container, and exits again through an air outlet opening of the upper compartment of the container. On its way through the upper compartment, the cooling air cools a coolant, which flows from the upper compartment via a vertical pipe loop that extends laterally into a lower compartment of the container for the ready meals, back to an accumulator. The coolant circuit is cooled by the transfer of heat from the cooling circuit to the cooling air. The cooling air thus only flows around the part of the cooling circuit located in the upper compartment, whereby the cooling circuit is said to utilize the thermosyphon principle.

[0010] DE 10 2008 025 389 A1 proposes that a flow channel be formed between an outer skin and a side wall panel of an aircraft cabin (with or without a coating of insulating material), through which cabin air from the aircraft cabin flows from top to bottom, thereby cooling the cabin air as a result of the low temperatures existing outside the outer skin at higher flight altitudes. The cabin air cooled in this way can exit back into the aircraft cabin in the lower region of the cabin wall. The temperature of the cooled and exiting cabin air can be regulated by regulating the volume flow of the cabin air flowing through the flow channel between the outer skin and the side wall panel. Condensation water resulting from the cooling of the cabin air can be drained away via a drainage system.It is also possible for the cabin air, cooled as described above, to be fed into an air conditioning system located in the floor area of ​​the aircraft cabin. The flow of warm cabin air from top to bottom through the aircraft cabin wall and the resulting energy input into the sidewall panel should also enable reduced insulation layer thicknesses without causing the surface temperature of the sidewall panel to fall below a specified minimum value.

[0011] DE 10 2006 046 114 A1 discloses a cooling device for an aircraft for cooling the cathode exhaust air of a fuel cell system in order to condense a high water content of the cathode exhaust air. The cathode exhaust air is fed to a fluid channel of the cooling device, in which the cathode exhaust air heat can transfer heat to a heat sink of the cooling device. The heat sink, in turn, is in thermally conductive contact with a cold side of a Peltier element. The warm side of the Peltier element, in turn, is in thermally conductive contact with a structural element of the aircraft, which can be the interior of the aircraft skin in the floor area, a cross member, or an aircraft stringer.

[0012] DE 10 2009 013 159 A1 proposes equipping a portion of the hull, for example, a truncated cone-shaped portion of the hull adjacent to the transom, with ducts through which cold outside air flows. At least one fluid to be cooled flows through the material of this portion of the hull. This portion of the hull thus forms a type of heat exchanger, through which heat from the fluid to be cooled can be transferred to the outside air flowing through the ducts.

[0013] The non-generic document DE 41 20 093 A1 relates to a heating or cooling device for the passenger compartment of a car or bus. A thermal insulation layer is arranged beneath the sheet metal of the vehicle's roof, to the inside of which a film is applied as an IR reflector. The film can be an aluminum foil or a plastic film. A piping system extends along the inside of the film, through which a cooling or heating medium, in particular water, flows. The piping arrangement is, in turn, covered with a cover layer that defines the passenger compartment. The cover layer can be porous or perforated. The piping arrangement can be formed by two trapezoidal sheets lying opposite one another.A heating or cooling system designed in this way can be installed on any available surface inside a passenger compartment, for example, on the ceiling and side surfaces, the backs of seats, on floor surfaces, or on a parcel shelf of a passenger car. With appropriate selection of materials, the heating or cooling system can also have a sound and vibration-damping effect. It is also possible for a passenger car dashboard to be designed as a heating or cooling system. The heating or cooling system can be used in addition to conventional air conditioning to regulate the temperature in the passenger compartment.

[0014] DE 10 2016 200 648 A1 relates to an interior trim element which is arranged at a distance from the outer shell of an aircraft cabin, forming an intermediate space. An air duct extends through the interior trim element. The air duct is part of an air conditioning system circuit. Several such interior trim elements can be connected to one another in a modular manner. The air conditioning system serves to supply fresh air and remove used air and, for this purpose, has a conveying device, a cooling device, a heating device, a humidifying device, filters, and air valves. The air conditioning system can be operated as a mixed air system, in which a portion of the used air is discharged from the cabin to the outside and replaced with fresh air. The remaining portion of the air is returned to the cabin after being treated in the air conditioning system.If the air flow supplied to the air duct of the interior trim element is temperature-controlled, an inner wall of the interior trim element bordering the cabin can radiate or absorb radiant heat, which is intended to increase the thermal comfort perceived by the passenger. On the side facing the outer shell, the interior trim element can have an insulating layer. The interior trim element has ventilation openings that connect the air duct to the cabin on the one hand and to the space between the interior trim element and the outer shell on the other. The ventilation opening to the cabin serves as the air inlet and outlet and thus for the air conditioning of the cabin. In contrast, the outer ventilation openings, which have a smaller diameter, form leakage openings to regulate the humidity in the space between the interior trim element and the outer shell.The interior trim element may include a climate monitoring sensor and the ventilation openings may be opened and closed via valves.

[0015] The article Luczak, Holger: Ergonomics; 2nd edition, Berlin: Springer, 1998, p. 354; ISBN 978-3-662-05831-2 describes the heat transfer of a person to the environment through conduction and convection, water evaporation and radiation, as well as the change in the human body temperature depending on the ambient climate and muscular activity, as well as the insulating effect of warm clothing.

[0016] Also "HARTMANN, Frank: The Human Body in a Contained Space - The largest component of human warmth perception is surface-related thermal radiation. IKZ.de, October 27, 2016" URL: https: / / www.ikz.de / detail / news / detail / der-waermekoerper-menschim-umbauten-raum-den-groessten-anteil-im-waermeempfinden-desmenschen-hat-die / [accessed on September 9, 2022]. Also published in IKZplus ENERGY, Volume 2016, Issue 09 / 10, "describes the heat transfer of a person to the environment through radiation, convection, and heat conduction."

[0017] Further prior art is known in particular from AT 521 450 A1, DE 686 218 A, DE 699 697 A, DE 43 22 412 A1 and DE 43 32 578 A1. OBJECT OF THE INVENTION

[0018] The invention is based on the object of proposing an aircraft cabin luggage compartment and an aircraft cabin which enables improved temperature control of the cabin air, in particular - inhomogeneities in the temperature distribution should be reduced, - the formation of unpleasant draughts should be reduced, - the energy consumption should be taken into account and / or - the construction effort, the required installation space and / or the weight as well as the costs should be reduced. SOLUTION

[0019] The object of the invention is achieved according to the invention with the features of the independent patent claims. Further preferred embodiments of the invention can be found in the dependent patent claims. DESCRIPTION OF THE INVENTION

[0020] The present invention is based on the finding that the measures known from the prior art for influencing the temperature of the cabin air in an aircraft cabin (in particular the selection of the temperature of the supply air and / or the design of the flow conditions of the cabin air receiving the tempered supply air in the aircraft cabin, for example by using mixed ventilation or floor-side displacement ventilation or by designing the flow velocities and specifying the flow directions) are (alone) not sufficient. Rather, the invention proposes for the first time that (possibly in addition to the aforementioned measures) an aircraft cabin cooling device is used in an aircraft cabin, by means of which a passenger interior of an aircraft cabin can be cooled. The aircraft cabin cooling device has a cooling device that generates a cooling output.Furthermore, the aircraft cabin cooling device has a cooling element. This cooling element is cooled by the cooling device. The cooling element has a cooling surface that delimits the passenger interior of the aircraft cabin, so that the passenger interior can be cooled via the cooling surface. Finally, the aircraft cabin cooling device according to the invention has a connecting region. The aircraft cabin cooling device is connected or connectable to a component of the aircraft cabin via this connecting region. The connection can consist in the aircraft cabin cooling device being held to the component of the aircraft cabin, for example a wall, an adjacent component, an aircraft cabin luggage compartment, or the like, via the connecting region. Alternatively or cumulatively, it is possible for the aircraft cabin cooling device to be electrically connected to an adjacent component via the connecting region (e.g.to provide electrical energy for the aircraft cabin cooling device and / or to transmit a control or regulating signal to the aircraft cabin cooling device and / or to transmit an operating variable of the aircraft cabin cooling device to another component or an electronic control unit). Alternatively or cumulatively, it is possible for a fluidic connection of the aircraft cabin cooling device to a component of the aircraft cabin to be made via the said connection region in order to transfer a fluid, such as a coolant or supply air, from the component to the aircraft cabin cooling device (and / or vice versa).

[0021] The mode of action according to the invention will be explained using the following example, which does not limit the invention: If, in floor-side displacement ventilation, the rising cabin air is increasingly heated until it reaches a passenger's head, the state of the art can specify the temperature of the supply air and its mass flow in such a way that (despite the heating of the cabin air on its way to the head) the temperature of the cabin air in the area of ​​the passenger's head does not exceed a maximum temperature that the passenger perceives as comfortable. However, this then necessarily requires a lower temperature in the area of ​​the passenger's torso, legs and feet and in particular in the area of ​​the floor of the aircraft cabin (where the supply air inlets are located and the pool of fresh air forms), and this lower temperature can be perceived as unpleasant by the passenger. On the other hand, if the supply air is tempered so that the cabin air in the area of ​​the floor has a comfortable temperature, the passenger may perceive it as unpleasant.the temperature of the cabin air in the area of ​​the passenger's head is too high. This dilemma cannot be resolved, or only to a limited extent, according to the prior art. According to the invention, however, the temperature of the cabin air in the foot area can be selected to be high enough that it is perceived as pleasant for the passenger. The increase in the temperature of the cabin air on the way to the passenger's head, or even an excessively high temperature in the area of ​​the passenger's head, can, however, be at least partially counteracted by the aircraft cabin cooling device according to the invention, so that the increase in the temperature of the cabin air from the area of ​​the floor to the area of ​​the passenger's head can be reduced.

[0022] The object underlying the invention is achieved by an aircraft cabin luggage compartment with an aircraft cabin cooling device according to claim 1.

[0023] In this case, a cooling device of the aircraft cabin cooling device for a first variant of the invention has a thermoelectric cooling device.

[0024] In a second variant of the invention, the cooling device has an open coolant circuit. The coolant flows in the passenger compartment along the cooling surface of the cooling element in a boundary layer surrounding the cooling surface, whereby the coolant cools the cooling surface. The coolant exits the aircraft cabin luggage compartment via an outlet opening. Due to the orientation of the outlet opening and any guide devices, the coolant exits in such a way that the coolant flows along the cooling surface and forms the boundary layer. At the downstream end of the cooling surface, the coolant re-enters a flow channel of the aircraft cabin luggage compartment via an inlet opening. The cooling device has a heat exchanger, which for a first option of the second variant is formed with the outer surface of the aircraft cabin or for a second option of the second variant with a Peltier element.

[0025] Within the scope of the invention, the aircraft cabin cooling device can not only cool the cabin air in such a way that the temperature of the cabin air is reduced when it interacts with the passenger. Alternatively or cumulatively, it is possible for the cooling surface of the cooling element to produce a cooling effect on the passenger by radiating cold (in the area of ​​the head in the example given above), so that a pleasant "perceived temperature" results for the passenger, which results from the superposition of the exposure to the cabin air, which is already too warm, and the cooling effect due to the radiation from the cooling surface. The various effects mentioned are referred to below as "cooling via convection" (i.e., cooling by exposing the passenger to the cabin air flowing upstream, cooled by the cooling surface) and as "cooling via radiation."In some circumstances, it is advantageous for cooling by radiation that it is not or less dependent on the flow of the cabin air around the cooling surface and the further path of the cooled cabin air downstream of the cooling surface, but the spatial distribution of the cooling effect by cooling by radiation depends on the distance and orientation of the cooling surface and can therefore be easily specified by design.

[0026] By means of the aircraft cabin cooling device according to the invention, the passenger interior of the aircraft cabin is preferably cooled only locally or regionally in a partial volume in the immediate vicinity of the cooling surface. Local or regional cooling is understood here as a cooling of at least 1 °C, 2 °C, or 5 °C at a distance of 0.2 m, 0.5 m, 1.0 m, or 1.5 m from the cooling surface, which can be determined by comparing the resulting temperatures with and without use of the aircraft cabin cooling device.

[0027] By means of the local or regional cooling of the cabin air according to the invention, additional control or regulation options for the temperature distribution of the cabin air are also provided, which make it possible, for example, to adapt to specific operating situations. These different operating situations can be, for example, a high ambient temperature on the runway ("hot day on ground"), different, for example incomplete and / or uneven occupancy of the seats by passengers, or different flight altitudes or different conditions during climb and / or descent. It is also possible for the aircraft cabin cooling system to cool the cabin air while passengers are boarding the aircraft, thereby avoiding heavy demands on the ventilation system or a sudden need for heavy cooling capacity after the passengers have boarded.

[0028] If, within the scope of the invention, the ratio of cooling by convection on the one hand and cooling by radiation on the other hand brought about by the cooling surface of the aircraft cabin cooling device is to be influenced, the extent of cooling by convection (in addition to the choice of the shape and size of the cooling surface and the cooling capacity of the cooling element) can be influenced by the design of the flow conditions (in particular the flow velocity and / or the flow direction of the cabin air in the area of ​​the cooling surface and in the area where the cooled cabin air hits the passenger).

[0029] According to one embodiment of the invention, special measures are taken on the cooling surface to increase cooling by radiation. For example, a material with a thermal emissivity of at least 0.8 (in particular at least 0.9) for wavelengths greater than 5 µm can be selected for the cooling element or the cooling surface, or the emissivity of the cooling surface can be increased by forming the cooling surface from a coating or varnish on a base body of the cooling element, wherein the coating or varnish has an emissivity that is greater than 0.8 (in particular greater than 0.9) for wavelengths greater than 5 µm and is greater than the emissivity of the base body. Preferably, the cooling element, the coating, or the varnish consists of a light or dark non-metal. Light and dark non-metals hardly differ with regard to their emission behavior at longer wavelengths.It is also possible that the cooling element or the coating or the paint consists at least partially of a plastic or rubber.

[0030] For example, with rear-side cooling of the cooling surface, special care can be taken to ensure that the cooling flow through the material is large enough to replace the cold dissipated at the cooling surface. The Biot number serves as a measure for this. This defines the ratio of the heat transfer coefficient of the cabin air multiplied by the layer thickness of the cooling surface and the thermal conductivity of the cooling surface. Within the scope of the invention, the Biot number is chosen to be less than 1 to ensure that sufficient cold can be conducted from the cooling channel dissipating the cold to the cooling surface, ensuring that the temperature of the cooling surface does not change due to radiation and convection.

[0031] Since plastics typically have a thermal conductivity of 0.2 W / (mK) and, for example, a wall thickness of approximately 3 mm can be used for the cooling element, a heat transfer coefficient of more than 65 W / K is selected within the scope of the invention. This heat transfer coefficient is significantly higher than typical values ​​in indoor spaces, where the convective heat transfer coefficient can be in the range of 8 W / K.

[0032] For the first variant of the invention, the cooling device is a thermoelectric cooling device, which can then be formed integrally with the cooling element. This is, in particular, a Peltier element, also referred to as a Peltier cooler (thermoelectric cooler, abbreviated to TEC).

[0033] For the second variant of the invention, the cooling device has a coolant flow in which a coolant is cooled and the coolant acts upon the cooling element. This actuation is an overflow of the cooling element. By acting upon the cooling element, the coolant transfers the cold to the cooling element, which then ensures further cooling in the passenger compartment of the aircraft cabin (by means of radiation and / or convection).

[0034] Within the scope of the invention, it is possible for the coolant flow to proceed in one or more possibly branched paths from a coolant source via the cooling device to the cooling element and then to a coolant sink. For the second variant of the invention, the coolant flow is a (partially, temporarily, or permanently) open coolant circuit.

[0035] For the second variant of the invention, air is used as the coolant. This can, for example, be cabin air taken from the aircraft cabin. Alternatively or additionally, it is possible for the coolant to be (supply) air taken from or diverted from the ventilation system, or air from the environment or atmosphere.

[0036] It is possible for the second variant of the invention that the cooling device comprises a pump, a fan, a diffuser, a nozzle, a compressor, a condenser, an expansion element and / or an evaporator, wherein the aforementioned components are used in a manner known per se in the cooling device to bring about the desired cooling effect.

[0037] The first option of the second variant of the invention takes advantage of the fact that an aircraft already has a cooling source, which consists of the low temperature of the atmosphere surrounding the aircraft (depending on the flight altitude). Based on this insight, the invention proposes that the cooling device comprise a heat exchanger formed by the outer surface of the aircraft cabin. If the coolant is thus guided so close to the outer surface of the aircraft cabin that it can release heat to the atmosphere via the outer surface, the coolant can be cooled without additional energy consumption.In this case, the coolant can be guided along the outer skin, for example within a wall forming the outer skin, wherein the coolant can flow, for example, in a straight line, a curve or a meander in the longitudinal direction of the aircraft and / or in the circumferential direction of a cross section through the aircraft cabin along the wall of the aircraft cabin.

[0038] In principle, it is possible for the second variant of the invention for the coolant of the coolant flow or coolant circuit to flow in a separate piping system. For one proposal according to the invention, a flow channel, a guide surface, or a boundary surface for the coolant of the coolant flow or coolant circuit is provided by a wall of the aircraft cabin, resulting in a particularly compact design and, under certain circumstances, making additional components and additional installation space for the flow channel, the guide surface, or the boundary surface unnecessary. In this case, the coolant is guided via a flow channel in a closed-edge cross-section, while a guide surface or a boundary surface guides the flowing coolant not over the entire edge region of the flow cross-section, but only over a partial edge region of the flow cross-section.

[0039] For the second variant of the invention, it is also possible for a flow channel, a guide surface, or a boundary surface for the flowing coolant of the coolant flow or the coolant circuit to be provided by a wall of an aircraft cabin luggage compartment. Thus, the aircraft cabin cooling device can be at least partially integrated into the aircraft cabin luggage compartment, enabling multifunctional use of the aircraft cabin luggage compartment and reducing the construction effort and the required installation space. A particular advantage of this embodiment is that, according to the invention, the aircraft cabin luggage compartment also has or forms the cooling element, wherein the cooling surface can then also be arranged in the outer region of the aircraft cabin luggage compartment.In this case, the cooling surface can be arranged closely adjacent to the head of a passenger, which can then provide targeted cooling for the passenger's head by means of convection and / or radiation.

[0040] For the second variant of the invention, the flow channel, the guide surface, or the boundary surface can be integrated into any wall of the aircraft cabin luggage compartment. For example, the invention proposes that the wall of the aircraft cabin luggage compartment, which provides the flow channel, the guide surface, or the boundary surface for the coolant of the coolant flow or coolant circuit, be a floor of the aircraft cabin luggage compartment (which can also be a pivotable floor of the aircraft cabin luggage compartment, which is pivoted to open and close the aircraft cabin luggage compartment and on which luggage can be placed).

[0041] For the second variant of the invention, the integration of a coolant channel into a wall of the aircraft cabin or the aircraft cabin luggage compartment can be achieved in a variety of ways. For example, a coolant channel can be formed between individual layers of a sandwich component that is part of the wall or forms the wall. It is also possible for the coolant channel to be formed as a bore in the wall or as a groove-like cutout in a layer of the wall that is closed at the top. In one proposal of the invention, the wall has a porous plate, wherein the coolant channel is then formed with the pores of the porous plate through which the coolant flows.

[0042] According to a further proposal of the invention, for the second variant of the invention, the cooling capacity for the cooling element is provided at least partially by a ventilation system or a fluidic cooling system, in that the coolant flow or coolant circuit is connected to a ventilation system of the aircraft or a fluidic cooling system or an air conditioning system of the aircraft. It is possible for the coolant flow to use cooling air from the ventilation system or the fluidic cooling system of the aircraft as the coolant source. Alternatively or additionally, it is possible for heated coolant to be delivered to the ventilation system or the fluidic cooling system of the aircraft after delivery via the cooling element.

[0043] A particular aspect of the invention is devoted to the design of the control or regulating unit of the aircraft cabin cooling system (and the associated control logic). For some embodiments of the invention, it has proven advantageous if the control or regulating unit controls or regulates a temperature of the cooling surface between 13°C and 17°C. Such a temperature of the cooling surface has proven to be particularly pleasant for passengers. Under certain circumstances, selecting such a temperature for the cooling surface can also prevent condensation of moisture contained in the cabin air in the area of ​​the cooling surface. For example, the temperature of the cooling surface can be regulated to a temperature between 13°C and 16°C, between 14°C and 17°C, between 14°C and 16°C, or between 14.5°C and 15.5°C, or within a range of 15°C ± 1°C or 15°C ± 0.5°C.

[0044] Alternatively or additionally, the temperature of the cooling surface is controlled or regulated by the control or regulating unit (and the associated control logic) such that the temperature of the cooling surface is 6 to 9 Kelvin lower than the temperature of the supply air of a ventilation system supplied to the passenger compartment through an air inlet in the aircraft cabin. For example, the temperature can be 6 to 8 Kelvin, 7 to 9 Kelvin, or 7 to 8 Kelvin lower than the temperature of the supply air.

[0045] The solution to the problem underlying the invention consists in an aircraft cabin luggage compartment with an aircraft cabin cooling device, as previously explained. Such a modular aircraft cabin luggage compartment can be produced by a manufacturer, possibly in large quantities, and installed by the aircraft manufacturer into the fuselage of the aircraft cabin, thus easily providing both the aircraft cabin luggage compartment and the aircraft cabin cooling device. It is also possible for such a modular aircraft cabin luggage compartment to be used to retrofit a conventional aircraft by replacing a conventional aircraft cabin luggage compartment with an aircraft cabin luggage compartment according to the invention, which then has the aircraft cabin cooling device.

[0046] A further solution to the problem underlying the invention is an aircraft cabin with an aircraft cabin luggage compartment with an aircraft cabin cooling device of the type explained above.

[0047] It is possible for a ventilation system to be present in such an aircraft cabin. In this case, an air inlet for the supply air can be arranged in the area of ​​the floor of the aircraft cabin. Conversely, an exhaust air outlet for the exhaust air is arranged in the area of ​​the side and / or ceiling of the aircraft cabin. Thus, for this embodiment, the aircraft cabin cooling system according to the invention is used in conjunction with the floor-side displacement ventilation explained above.

[0048] The ventilation system preferably has a ventilation temperature control device. The ventilation temperature control device controls or regulates the temperature of the supply air, for example, such that it has a temperature between 20°C and 24°C in the area of ​​the supply air inlet into the aircraft cabin. For example, the supply air can have a temperature between 21°C and 23°C, between 22°C and 23°C, or between 22°C and 24°C, or can be within a range of 21.5°C ± 0.5°C, 21.5°C ± 1°C, 22.5°C ± 0.5°C, or 22.5°C ± 1°C. This means that the temperature of the supply air in the entry area into the aircraft cabin is higher than is the case with the state of the art, which has the positive effect that the temperature of the cabin air in the area of ​​the floor or fresh air lake is not perceived as unpleasant by passengers.

[0049] In principle, cooling can be carried out at any location and in particular at any height in the aircraft cabin by means of the aircraft cabin cooling device according to the invention, whereby this cooling takes place only locally or regionally in a partial volume or partial height of the aircraft cabin (preferably in the area surrounding a passenger's head). For one proposal of the invention, the cooling surface of the cooling element is arranged at a height that corresponds to the average head height of seated passengers. In this case, the cooling surface can also extend in the vertical direction so that it can cover a certain height range. Within the scope of the invention, the cooling surface can be arranged at the average head height of the passengers or above. Here, an "average head height" refers to an average head height range for an average population.The average head height of seated passengers can, for example, be 1.20 m to - 1.30 m, meaning that the cooling surface can be arranged at a height in the range of 1.20 m or 1.30 m up to the full cabin height.

[0050] The division of the cooling power delivered via the cooling surface into cooling by convection on the one hand and cooling by radiation on the other hand is, within the scope of the invention, such that at least 30% (preferably at least 40%, at least 50% or at least 60%) of the cooling power delivered via the cooling surface is delivered via radiation.

[0051] According to the second variant of the invention, the coolant circuit of the aircraft cabin cooling device is open to the passenger interior of the aircraft cabin. The coolant flows in the passenger interior along a cooling surface in a boundary layer surrounding the cooling surface, whereby the coolant cools the cooling surface. The cooling power is then at least partially released via radiation from the cooling surface to the passenger. Preferably, the cooling surface is convex in the flow direction of the coolant and along the boundary layer, whereby a so-called Coandæ effect can be used, which describes a tendency of a flowing fluid to "run along" the convex surface of the cooling surface in the boundary layer instead of detaching from it.

[0052] Advantageous developments of the invention will become apparent from the patent claims, the description, and the drawings. The advantages of features and combinations of features mentioned in the description are merely exemplary and may be effective alternatively or cumulatively, without necessarily achieving the advantages of embodiments according to the invention.

[0053] With regard to the disclosure content – ​​not the scope of protection – of the original application documents and the patent, the following applies: Further features can be found in the drawings – in particular the illustrated geometries and the relative dimensions of several components to one another, as well as their relative arrangement and operative connection. The combination of features of different embodiments of the invention or features of different patent claims is also possible, deviating from the chosen references of the patent claims, and is hereby encouraged. This also applies to features that are illustrated in separate drawings or mentioned in their description. These features can also be combined with features of different patent claims.Likewise, features listed in the patent claims may be omitted for further embodiments of the invention, but this does not apply to the independent patent claims of the granted patent.

[0054] The number of features mentioned in the claims and the description is to be understood as meaning that exactly this number or a greater number than the stated number is present, without the need for the explicit use of the adverb "at least." Thus, for example, if reference is made to one heat exchanger or one air inlet, this is to be understood as meaning that there is exactly one heat exchanger or exactly one air inlet, two heat exchangers or two air inlets, or more heat exchangers or more air inlets. These features may be supplemented by other features or may be the only features of which the respective product consists.

[0055] The reference signs contained in the patent claims do not represent a limitation of the scope of the subject-matter protected by the patent claims. They serve solely to make the patent claims easier to understand. BRIEF DESCRIPTION OF THE CHARACTERS

[0056] In the following, the invention is further explained and described with reference to preferred embodiments shown in the figures. Fig. 1 to 3 show schematic partial cross sections through an aircraft cabin in the area of ​​an aircraft cabin luggage compartment with different embodiments of an aircraft cabin cooling device. Fig. 4 schematically shows a method for operating an aircraft cabin cooling device. Fig. Figure 5 shows a temperature stratification in an aircraft cabin with floor-side source ventilation without the use of an aircraft cabin cooling system. Fig. Figure 6 shows a temperature stratification in an aircraft cabin with floor-side source ventilation using an aircraft cabin cooling system. FIGURE DESCRIPTION

[0057] Fig. 1 shows an aircraft 1 with a partial cross-section through an aircraft cabin 2 in the area of ​​an aircraft cabin luggage compartment 3 and the surrounding (outer) wall 4 of the aircraft 1. The aircraft cabin 2 has a passenger interior 5 in which the passengers sit and in which the crew is also located.

[0058] The aircraft cabin luggage compartment 3 has a luggage compartment interior 6. The luggage compartment interior 6 is bounded at the bottom by a floor 7 and, with respect to the environment 7 or atmosphere 8, by the wall 4, while the luggage compartment interior 6 can be bounded at the top by a ceiling. Luggage can be placed on the floor 7 in the aircraft cabin luggage compartment 3, which luggage is then stored in the aircraft cabin luggage compartment 3 during the flight. The floor 7 has an outer surface 9, the surface normal of which is oriented toward a row of seats in the aircraft cabin 2 and at least one passenger sitting in the row.

[0059] In the area of ​​the aircraft cabin luggage compartment 3 there is an aircraft cabin cooling device 10. In the aircraft cabin cooling device 10, a coolant is conveyed in a coolant flow 11, which is Fig. 1 is a closed coolant circuit 12. In the coolant circuit 12, a pump or a fan 13, a heat exchanger 14, a return line 15, and a heat exchanger 16 are arranged one after the other in this order to form the closed coolant circuit 12.

[0060] The heat exchanger 14 is integrated into the aircraft cabin luggage compartment 3, here in the floor 7, whereby the heat exchanger 14 forms a cooling element 17. In the heat exchanger 16, the coolant releases cold to the floor 7, here preferably on the side forming the outer surface 9, so that the outer surface 9 forms a cooling surface 18 of the cooling element 17. The coolant heated by the release of cold is then fed to the heat exchanger 16 via the return line 15. The heat exchanger 16 is integrated into the wall 4. In the heat exchanger 16, the coolant absorbs cold from the environment or atmosphere 8 via an outer surface 19 of the wall 4.

[0061] Preferably, the pump or fan 13 is also integrated into the wall 4, which can be done, for example, in the transition area of ​​the floor 7 into the wall 4.

[0062] The heat exchanger 14 can have a flow channel 20 in which the coolant is guided along the floor 7. In this case, the flow channel 20 can extend in a transverse plane of the aircraft cabin 2. It is also possible for the flow channel 20 to extend in a meandering shape, back and forth, or in loops along the floor 7. The return line 15 is also formed with a flow channel 21. In this case, the flow channel 21 can extend along a transverse wall of the aircraft cabin luggage compartment 3, which delimits the luggage compartment interior 6 of the aircraft cabin luggage compartment 3 in the longitudinal direction of the aircraft 1. If, on the other hand, the flow channel 20 extends from the floor 7 to a ceiling, the flow channel 21 can also extend at least partially within the ceiling to the wall 4.

[0063] The flow channels of the coolant flow 11 can be designed as pipes or hoses, which can be laid inside the components (such as the floor 7, the ceiling, or the wall 4) or can be held on the outside thereof. For example, a pipe or hose can be arranged between cover layers of the components. It is also possible for a flow channel 20, 21 to be designed as a bore in a component such as the wall 4, the ceiling, or any wall 22 of the aircraft cabin luggage compartment 3. Furthermore, it is possible for a flow channel 20, 21 to be designed as a groove in a layer or ply of a wall 4 of the aircraft 1, a wall 22 of the aircraft cabin luggage compartment 3, or the floor 7, wherein the groove is then closed at the top with a closure element or another ply or layer to form a flow channel with a closed cross-section.Finally, it is also possible for a wall 4, 22 or the base 7 (for example, in the area of ​​a middle layer or ply) to be porous, with the pores of the material then forming the branched flow channel. Under certain circumstances, a porous insulating material can also serve as the porous material for forming the flow channels, which then serves a multifunctional purpose, as this achieves the required insulating effect on the one hand and serves to form the flow channel on the other.

[0064] According to Fig. 1, a flow channel 23 in the area of ​​the heat exchanger 16 is formed by a porous layer or layer 24 of the wall 4 (without this necessarily being the case).

[0065] The coolant used can be a fluid, i.e. a gas or a liquid, whereby the coolant is preferably air.

[0066] For the Fig. In the embodiment shown in Figure 1, the flow of the coolant 11 in the base 7 is oriented inward from the wall 4. However, a reverse flow direction is also possible.

[0067] For the embodiment according to Fig. 1, a cooling device 25 is formed with the heat exchanger 16, in the area of ​​which cooling power is provided.

[0068] For the embodiment according to Fig. 1, the aircraft cabin cooling device 10 is held on the aircraft 1 via a connecting area 26, which is achieved here by integration into the aircraft baggage 3, the wall 4 and the floor 7.

[0069] It is possible for the floor 7 of the aircraft cabin luggage compartment 3, which forms the heat exchanger 14, to be a solid floor, and for no flow channel of the coolant circuit 12 to be integrated into a flap of the aircraft cabin luggage compartment 3 that can be opened and closed. However, it is also possible for a flow channel or the flow channel 20 forming the heat exchanger 14 to be integrated into a pivoting floor 7 of the aircraft cabin luggage compartment 3. In this case, known fluid-tight rotary joints must be used to ensure that the coolant can be discharged from and fed into the pivoting floor or the pivoting flap.

[0070] According to Fig. 1, the cooling surface 18 is arranged at a height 27 above a floor 28 of the aircraft cabin 2. The height 27 is selected such that the cooling surface 18 is located above and / or to the side of a passenger's head. If the cooling surface 18 is arranged above the head, it is located, for example, in the range of 10 cm to 50 cm or 15 cm to 40 cm or 15 cm to 30 cm above the head of a passenger who is 2 m tall and is sitting on the seat below the cooling surface 18. If, on the other hand, the cooling surface 18 is arranged to the side of a passenger's head, the vertical extent of the cooling surface 18 is preferably selected such that a height 27 of the center of the cooling surface 18 corresponds to the average height 50 of the center of a passenger's head when the passenger is sitting on a seat next to the cooling surface 18.The vertical extent of the cooling surface 18 can then be selected such that it is arranged next to the head of a passenger with a usual body size or for a given standard deviation of the body size.

[0071] For the embodiment according to Fig. 1, the wall 4 can have an outer skin 29 and an inner lining 30, in which case the flow channel 23 or the heat exchanger 16 can be arranged between the outer skin 29 and the inner lining 30.

[0072] In the heat exchanger 14 forming the cooling element 17, the material arranged between the cooling surface 18 and the flow channel 20 preferably has a high thermal conductivity.

[0073] The porous layer or layer 24, which forms the flow channel 23 and / or the heat exchanger 16, can be a honeycomb panel, an open-pore foam such as a polyurethane foam or a sandwich panel with air guide channels, for example made of metal.

[0074] The aircraft cabin cooling system 10 can be controlled or regulated to ensure the cooling effect by controlling the output of the fan or pump 13 using a control or regulating unit 31. For the illustrated embodiment, the control or regulating unit 31 is integrated into the wall 4. The control or regulating unit 31 can be controlled via a passenger control element such as a rotary knob or a switch, thus giving the passenger the opportunity to influence the cooling output. It is also possible for the control or regulating unit 31 to receive a signal from a temperature sensor (which is arranged, for example, in the area of ​​the cooling element 17, in the passenger compartment 5, in the area of ​​the seat headrest, or in the area of ​​an air inlet for fresh air), based on which the output of the pump or fan 13 can then be regulated by the control or regulating unit 31.Alternatively or additionally, it is possible for the control or regulating unit 31 to be connected to a central on-board network or a bus system of the aircraft with a then central control or regulation of the delivery capacity of the pump or the fan 13.

[0075] The control or regulation for different seats and / or rows of seats can be carried out in the same way or individually.

[0076] For the embodiment according to Fig. 2 applies until further notice Fig. 1 Said accordingly.

[0077] According to Fig. 2, the cooling device 25 is not located in the area of ​​the aircraft cabin luggage compartment 3. Rather, the cooling device 25 is arranged decentrally and in Fig. 2 is not shown. In this case, the cooling device 25 can be formed by a central ventilation or air conditioning system, from which a partial air flow is guided through the flow channel 20 and the heat exchanger 14 and the cooling element 17 formed thereby. In this case, a riser 32 extends along the wall 4 in the cross-section shown. In a lower region of the wall 4 or in the region of a floor 28, a central supply line can then be arranged, which can extend in the longitudinal direction of the aircraft 1 and from which risers 32a, 32b, ... branch off, supplying different aircraft cabin cooling devices 10a, 10b, ... of different seat rows or seat row groups.

[0078] Downstream of the cooling element 17, the coolant can flow into a central return line, for example on the ceiling. If the coolant is air, the coolant can also flow into the passenger compartment 5 of the aircraft cabin 2 at any point downstream of the cooling element 17. It is possible for the coolant flow 11 to be a closed coolant circuit 12 or an open coolant circuit, in which new air is supplied, for example, via a mixer barrel. It is also possible for the coolant to be cooled solely or additionally by the environment or atmosphere 8 in the region of the riser 32 due to its proximity to the outer surface 19 of the wall 4.

[0079] The Fig. 3 illustrated embodiment basically corresponds to the embodiment according to Fig. 1. However, the order of the pump or fan 13 and the heat exchanger 16 is reversed. While it is fundamentally possible that the heat exchanger 16 is also Fig. 1 is formed by the wall 4 and the heat transfer via the outer skin 29, can deviate according to Fig. 3 but also another heat exchanger 16, in particular a heat exchanger having a Peltier element, can be used.

[0080] According to Fig. 3, the coolant circuit 12 can be fully integrated into the aircraft cabin luggage compartment 3, for example into a then thicker floor 7 of the aircraft cabin luggage compartment 3.

[0081] Unlike in Fig. 1 is according to Fig. 3, the cooling element 17 is formed: Here, the coolant in the cooling element 17 does not flow in a flow channel 20 whose cross-section is closed at the edges. Rather, the cooling element 17 with the cooling surface 18 merely forms a guide surface 34 or boundary surface 35 for the coolant flow 11. The coolant exits the aircraft cabin luggage compartment 3 via an outlet opening 36. Due to the orientation of the outlet opening 36 and any guide devices, the coolant exits in such a way that the coolant flows along the cooling surface 18, the flowing coolant forming a boundary layer 37. At the downstream end of the cooling surface 18, the coolant then re-enters a flow channel of the aircraft cabin luggage compartment 3 via an inlet opening 38.Multiple inlet and outlet openings 36, 38 can be provided (for example, distributed longitudinally or transversely) and / or the inlet and / or outlet openings 36, 38 can be slit-like. Preferably, the cooling surface 18 is convex in the flow direction of the coolant and along the boundary layer 37, thus making it possible to utilize the Coanda effect, which describes the tendency of a flowing fluid to "run along" the convex surface of the cooling surface 18 in the boundary layer 37 instead of detaching from it.

[0082] In the boundary layer 37, the cold is transferred to the cooling element 17 via the cooling surface 18. The cooling surface 18 can thus dissipate cold via radiation. Alternatively or cumulatively, it is also possible for the coolant to mix with the cabin air in the boundary layer 37, allowing convective cooling to occur.

[0083] Fig. 1 to 3 show exemplary embodiments of the invention. Further embodiments encompassed by the invention result from a combination of different aspects of the embodiments according to Fig. 1 to 3. For example, the embodiments according to Fig. 1 and Fig. 2 a cooling element 17 according to Fig. 3.

[0084] Fig. 4 shows a schematic flow diagram for a control or regulation of the aircraft cabin cooling device 10.

[0085] In a method step 39, the aircraft cabin 2 is ventilated by a ventilation system 40, for example by supplying supply air 41 in the area of ​​the floor 28 via a supply air inlet 42 of the aircraft cabin 2 and exhaust air 43 flowing out of the aircraft cabin 2 via an exhaust air outlet 44 (cf. Fig. 5 and Fig. 6). In a simultaneously performed process step 45, the supply air 41 is tempered by a ventilation tempering device 52 according to the requirements. In a process step 46, cooling takes place by means of the aircraft cabin cooling device 10 with appropriate control by the control or regulating unit 31. In this process step 46, convective cooling can take place by the cabin air along the cooling surface 18 according to Fig. 1 to 3 or the cabin air with the coolant in the area of ​​the boundary layer 37 according to Fig. 3. Alternatively or cumulatively, cooling can be achieved by moving the cooling surface 18 according to Fig. 1 to 3 leads to cooling by radiation.

[0086] In an optional method step 47, a temperature of the cabin air can be measured. To name just a few non-limiting examples, the temperature can be measured at a location in the aircraft cabin 2, for example at a specific height in the aircraft cabin 2 or at an average head height of seated passengers. However, it is also possible for multiple temperatures to be measured at multiple locations or at multiple heights. The at least one temperature measured in this way is then used in method step 47 to regulate the temperature of the supply air in method step 45 and / or to regulate the generation and release of cold by the aircraft cabin cooling device 10 in method step 46.By controlling and using the aircraft cabin cooling device 10 according to the invention, the temperatures of the cabin air can be individually controlled in the foot area and in the head area of ​​the passenger.

[0087] Fig. Figure 5 shows a cross-section through the aircraft 1, illustrating the temperature stratification in the aircraft cabin 2. Also shown here is the ventilation system 40, with supply air inlets 42a, 42b, 42c, 42d, 42e being shown only schematically in the area of ​​the floor 28 of the aircraft cabin 2. The exhaust air outlets 44a, 44b, 44c, 44d, 44e arranged in the side and / or ceiling areas are also shown only schematically.

[0088] The supply air inlets 42 are connected to a central supply air line 48 running in the longitudinal direction of the aircraft 1 and to the ventilation temperature control device 52. Accordingly, the exhaust air outlets 44, through which the exhaust air 43 exits the passenger compartment 5 of the aircraft cabin 2, are connected to a central exhaust air line 49 running in the longitudinal direction of the aircraft 1. The ventilation temperature control device 52 controls the temperature of the supply air 41 exiting from the supply air inlets 42, controls the flow velocity and volume flow of the supply air 41, and possibly admixes fresh air with the supply air 41. The temperature of the supply air 41 in the area of ​​the supply air inlets 42 can, for example, be 21.5°C. Fig. 5, that a temperature stratification with large inhomogeneities results. The temperature in the area of ​​floor 28 or a fresh air pool lies between 21 and 24 °C. In contrast, the temperature at height 50, which corresponds to the average head height for different passenger sizes, is 29 °C or more. A cabin air temperature in the range of 25 °C to 29 °C in the head area is generally perceived as unpleasant, which is especially true if the temperature in the area of ​​floor 28 is more than 5 K lower. Fig. The temperature stratification shown in Figure 5 is therefore perceived as unpleasant by the passengers.

[0089] In Fig. 6 uses the same ventilation system 40 as in Fig. 5. To simplify the illustration, the ventilation system 40 is shown in Fig. 6 not shown. In Fig. 6, aircraft cabin cooling devices 10a, 10b, 10c are used in the aircraft 1, which are each basically designed according to the embodiments according to Fig. 1 to 3, but are shown here only schematically. For the embodiment according to Fig. 6, the temperature of the supply air 41 at the outlet from the supply air inlets 42 is 22.5 °C. In addition, the cooling capacity is provided by the vehicle cabin cooling devices 10a, 10b, 10c. In particular, the cabin air is cooled in the head area of ​​the passengers and / or above it. This can be seen from a comparison of the Fig. 5 and Fig. 6, that as a result of the effect of the aircraft cabin cooling devices 10a, 10b, 10c, a temperature stratification results, in which the inhomogeneities and the temperature differences are reduced. Heating of the cabin air in the head region of the passengers is less pronounced. Preferably, the temperature in the head region of the passengers is only 26 °C to 29 °C, with the temperature then decreasing more rapidly with increasing distance from the head than without the operation of the aircraft cabin cooling devices 10a, 10b, 10c. In particular, the temperatures in the central head region of the passengers are lower, although due to the increased temperature of the supply air 41, the temperature in the area of ​​the floor 28 is higher than in Fig. 5. This results in a smaller temperature difference between the cabin air in the area of ​​the passenger's head and in the area of ​​the floor, which is perceived as more pleasant by the passengers.

[0090] The present application text describes a transfer of cold. This description is not physically accurate, as in reality only a transfer of heat or a temperature equalization between a heat source and a heat sink occurs. Nevertheless, this type of description has been chosen for the purpose of simplifying the description. LIST OF REFERENCE SYMBOLS 1 aircraft 2 aircraft cabin 3 aircraft cabin luggage compartment 4 wall 5 Passenger interior aircraft cabin 6 Luggage compartment interior 7 Floor aircraft cabin luggage compartment 8 Environment, atmosphere 9 Exterior surface 10 Aircraft cabin cooling system 11 Coolant flow 12 Coolant circuit 13 Fan, pump 14 heat exchangers 15 Return line 16 heat exchangers 17 Cooling element 18 Cooling surface 19 Exterior area 20 flow channel 21 Flow channel 22 wall 23 Flow channel 24 porous layer, layer 25 Cooling device 26 Connection area 27 height 28 Floor of the aircraft cabin 29 Outer skin 30 Interior paneling 31 Control or regulating unit 32 riser 33 Peltier element 34 Guide surface 35 Boundary area 36 Exit opening 37 boundary layer 38 Entrance opening 39 Process step 40 Ventilation system 41 Supply air 42 Supply air inlet 43 Exhaust air 44 Exhaust air outlet 45 Process step 46 Process step 47 Process step 48 Supply air duct 49 Exhaust air duct 50 height 51 Temperature 52 Ventilation and temperature control device

Claims

[1] Aircraft cabin luggage compartment (3) with an aircraft cabin cooling device (10) for cooling a passenger interior (5) of an aircraft cabin (2) with a) a cooling device (25), b) a cooling element (17) which is cooled by the cooling device (25) and has a cooling surface (18) which is intended to define the passenger interior (5) of the aircraft cabin (2) and which emits at least 30% of the cooling power via radiation, and c) a connecting region (26) via which the aircraft cabin cooling device (10) is connected or connectable to a component of the aircraft cabin luggage compartment (3) or the aircraft cabin (2), d) wherein the cooling device (25) da) is a thermoelectric cooling device or db) has an open coolant circuit (12), wherein - the coolant flows in the passenger compartment (5) along the cooling surface (18) of the cooling element (17) in a boundary layer (37) surrounding the cooling surface (18), whereby the coolant cools the cooling surface (18), - the coolant exits the aircraft cabin luggage compartment (3) via an outlet opening (36), - by aligning the outlet opening (36) and any guide devices, the coolant is discharged in such a way that the coolant flows along the cooling surface (18) and forms the boundary layer (37), - at the downstream end of the cooling surface (18), the coolant re-enters a flow channel of the aircraft cabin luggage compartment (3) via an inlet opening (38), and - the cooling device (25) has a heat exchanger (16) which is formed with the outer surface (19) of the aircraft cabin (2) or a Peltier element. [2] Aircraft cabin luggage compartment (3) according to claim 1, characterized by, that a) the cooling surface (18) has a thermal emissivity for wavelengths greater than 5 µm which is at least 0.8, and / or b) the cooling element (17) has a Biot number which is less than 1.

0. [3] Aircraft cabin luggage compartment (3) according to claim 1 or claim 2 in variant db) of claim 1, characterized by that the cooling device (25) a) a pump or a fan (13) and / or b) a diffuser and / or c) a nozzle and / or d) a compressor and / or e) a capacitor and / or f) an expansion element and / or g) has an evaporator. [4] Aircraft cabin luggage compartment (3) according to one of claims 1 to 3 in variant db) of claim 1, characterized bythat a flow channel (23), a guide surface (34) or a boundary surface (35) for the coolant of the coolant flow (11) is provided by a wall (4) of the aircraft cabin (2) or is integrated therein. [5] Aircraft cabin luggage compartment (3) according to one of claims 1 to 4 in variant db) of claim 1, characterized by that a flow channel (20, 21), a guide surface (34) or a boundary surface (35) for the coolant of the coolant flow (11) is provided by a wall (22) of the aircraft cabin luggage compartment (3) or is integrated therein. [6] Aircraft cabin luggage compartment (3) according to claim 5, characterized by that the wall (22) of the aircraft cabin luggage compartment (3), which provides the flow channel (20), the guide surface (34) or the boundary surface (35) for the coolant of the coolant flow (11), is a floor (7) or a flap of the aircraft cabin luggage compartment (3). [7] Aircraft cabin luggage compartment (3) according to claim 5 or 6, characterized by that a wall (22) of the aircraft cabin luggage compartment (3), which forms a heat exchanger (14) of the cooling element (17), is a wall, a floor (7) or a flap of the aircraft cabin luggage compartment (3). [8] Aircraft cabin luggage compartment (3) according to one of the preceding claims in variant db) of claim 1, characterized by that the coolant flow (11) is connected to a ventilation system (40) or a fluid cooling system of the aircraft (1). [9] Aircraft cabin luggage compartment (3) according to one of the preceding claims, characterized by that a control or regulating unit (31) is present which a) controls or regulates a temperature of the cooling surface (18) between 13 °C and 17 °C and / or b) controls or regulates a temperature of the cooling surface (18) which is 6 K to 9 K lower than the temperature of the supply air (41) of a ventilation system (40) supplied to the passenger interior (5) of the aircraft cabin (2) through a supply air inlet (42) of the aircraft cabin (2) and / or c) controls or regulates a temperature of the cooling surface (18) above the local dew point. [10] Aircraft cabin (2) with an aircraft cabin luggage compartment (3) according to one of claims 1 to 9. [11] Aircraft cabin (2) according to claim 10, characterized by that a ventilation system (40) is present, which a) a supply air inlet (42) arranged in the area of ​​the floor (28) of the aircraft cabin (2) and b) has an exhaust air outlet (44) arranged in the region of the side and / or ceiling of the aircraft cabin (2). [12] Aircraft cabin (2) according to claim 10 or 11, characterized bythat a ventilation temperature control device (52) is provided which controls or regulates the supply air (41) supplied to the passenger interior (5) through the supply air inlet (42) of the aircraft cabin (2) to a temperature between 20°C and 24°C. [13] Aircraft cabin (2) according to one of claims 10 to 12, characterized by that the cooling surface (18) is arranged at or above the average head height of seated passengers. [14] Aircraft cabin (2) according to one of claims 10 to 13, characterized by , a control or regulating unit of the aircraft cabin cooling device (10) has control logic which, when regulating the temperature of the cooling surface (18) (a) an ambient temperature on the manoeuvring area and / or b) different seating arrangements by passengers and / or c) different flight altitudes and / or d) different conditions during climb and / or descent and / or (e) the opening and closing of the aircraft’s external doors is taken into account.

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