INSULATION ARRANGEMENT FOR A VEHICLE WITH INTEGRATED AIR DUCTING

Description

Technical field

[0001] The present description relates to an insulation arrangement for thermal and acoustic insulation of a wall of an aircraft, as well as an aircraft with such an insulation arrangement. Technical background

[0002] The fuselage of a commercial aircraft typically features an insulation system that provides thermal and acoustic insulation to the passenger cabin located within the fuselage. This insulation system often comprises primary and secondary insulation, which consists of insulating mats made of a fluffy material, housed within a casing between the fuselage wall and a side panel of the cabin.

[0003] For cabin climate control, air outlets are provided, for example, located above side panels and supplied with air from an air conditioning system located below the cabin floor. Riser pipes are used to distribute the air. These pipes extend from a floor-level area along the inside of the fuselage wall, running along a fuselage frame and adjacent to the insulation. To minimize weight, these riser pipes are typically made of fiber-reinforced plastic. They must be handled and installed with care to prevent damage. The complex design of the riser pipes, however, results in high material costs.

[0004] US 5,577,688 A describes the acoustic and thermal insulation of an enclosed space, specifically the passenger cabin of an aircraft, consisting of insulating elements lining the interior walls. Each element is enclosed in a bag made of thin, flexible, moisture-proof material, and each bag has an opening at its bottom where condensation from the humid air inside the bag collects by gravity. A channel connects the interior of each element to the exterior of the enclosed space, allowing the air pressure inside the bag to equalize with that of the space without requiring air from the enclosed space. Any condensation inside the bag can drain to the outside; only outside air can enter the bag. Summary of the invention

[0005] One object of the invention is to propose an alternative design of riser pipes that is as cost-effective, reliable and robust as possible, and easy to install and handle.

[0006] The problem is solved by an isolation arrangement having the features of independent claim 1. Advantageous embodiments and further developments can be found in the dependent claims and the following description.

[0007] An insulation arrangement for thermal and acoustic insulation of an aircraft wall is proposed, comprising a first, airtight material layer, a spaced-apart second, airtight material layer, at least one air-permeable insulating element arranged between the first and second material layers, at least one air inlet, and at least one air outlet, wherein the insulating element is configured to limit at least locally the distance between the first and second material layers to a predetermined value, and wherein the at least one air inlet and the at least one air outlet are arranged at spaced-apart regions of the insulating element and are configured to introduce air into the insulating element through the at least one air inlet and to discharge air from the at least one air outlet.

[0008] The first and second material layers form a boundary of the insulation arrangement in a thickness direction that, when the insulation arrangement is installed on the inside of the hull, runs radially to the hull. The distance between the first and second material layers, as well as their thickness, therefore define the thickness of the insulation arrangement when in use. It is preferred that the insulation arrangement corresponds to that of a conventional insulation arrangement. It is also conceivable that the insulation arrangement according to the invention has a thickness corresponding to that of a combination of a primary and a secondary insulation package.

[0009] The material layers are preferably designed to be tensile-resistant, so that stretching of the material of the two layers is prevented when pressure is applied to the space between them. However, it is also preferred that the two material layers are flexible, so that the insulation arrangement can adapt optimally to the available installation space. The material layers can be designed as airtight textile layers, films, fabrics, or combinations thereof.

[0010] The air-permeable insulating element is positioned between the two material layers. This element can be designed in several different ways. It serves to allow airflow between the at least one air inlet and the at least one air outlet, while limiting the distance between the two material layers to a predetermined value. For this purpose, the insulating element can have one or more individual or interconnected cavities through which a fluid connection is established between the at least one air inlet and the at least one air outlet. Air introduced into the insulating element through the at least one air inlet consequently flows through the fluid connection to the at least one air outlet. A sufficient pressure difference across the fluid connection is necessary for this, which can be achieved by a certain overpressure at the at least one air inlet.

[0011] The insulating element thus fulfills the function of thermal and acoustic insulation by separating the first and second material layers, as well as by guiding air from the at least one air inlet to the at least one air outlet. The insulation arrangement therefore also fulfills the function of a riser pipe, so that a separate component for this is no longer necessary.

[0012] The insulation arrangement can be designed to be integrated into a predetermined frame bay, which is understood as a section of the hull skin located between two successive frames. Edges of the two material layers running parallel to the frames can be joined together, forming a closed edge or border facing the frames. The two material layers thus form a kind of flat, mat-like tube that encloses the insulating element.

[0013] The insulation arrangement can preferably be flowed through from a lower edge to an upper edge. The lower edge is an edge of the insulation arrangement that, in the installed state, is located near a cabin floor. Alternatively, the lower edge can be located at the opposite end and, in the installed state, near an overhead storage compartment or a designated installation position. The longitudinal edges running between the lower and upper edges are hermetically sealed.

[0014] Essentially, the insulation arrangement of such a design can have a rectangular base, with the two longitudinal edges arranged parallel to the frames and the two end edges, i.e., the top and bottom edges, abutting the floor or forming an upper boundary. Of course, other variations are conceivable that are not limited to a single frame bay but can encompass several frame bays and surround the frames in between.

[0015] One advantage is the reduction in costs achieved by eliminating the need for a separate riser pipe. Furthermore, significant weight savings are realized, along with simplified and faster installation. The use of flexible materials allows virtually the entire insulation assembly to be folded or rolled up and brought into the passenger cabin from outside for installation. Various mounting devices can be used for installation, creating a connection between the insulation assembly and a fuselage wall and / or a paneling component.

[0016] According to the invention, the insulating element comprises flexible, tensile-resistant connecting elements that are bonded to the first and second material layers. The connecting elements can be bonded to the first and second material layers in such a way that the distance between the first and second material layers is limited where the connecting element is located. It is conceivable that several connecting elements are distributed over the surface of the first and second material layers. Preferably, the connecting elements can be arranged in a regular grid. The connecting elements can extend perpendicular to a local surface tangent of the respective material layer; however, oblique arrangements are also conceivable. The use of flexible connecting elements enables compaction, i.e.,The insulation assembly folds or rolls up, and the connecting elements align themselves according to the load when the insulating element is subjected to a corresponding overpressure. Channel structures can be formed in certain areas by the individual connecting elements. Several channel structures can be interconnected. In one conceivable scenario, a spatial grid can be created with a multitude of parallel, inclined, or crossed connecting elements.

[0017] In an advantageous embodiment, the connecting elements consist of a textile material. The textile material could correspond to the material of the first and / or second material layer. However, it is not necessary for the connecting elements themselves to be airtight. The connecting elements should have sufficient tensile strength to reliably limit the gap between the two material layers when the insulating element is subjected to overpressure.

[0018] In an advantageous embodiment, the connecting elements run parallel to each other, at least in certain areas. The connecting elements could, for example, be designed as elongated, strip-like elements, the longitudinal edges of which are each connected to one of the two material layers. Consequently, the connecting elements can be used, at least in certain areas, to subdivide the insulating element.

[0019] In an advantageous embodiment, the insulating element comprises a foam. The foam could be flexible and extend across a surface between the two material layers. The foam could be bonded, at least partially, to at least one of the two material layers, forming a cohesive unit.

[0020] In an advantageous embodiment, the foam is open-cell. Consequently, the foam is air-permeable. It does not prevent airflow through the insulating element, but rather provides a fluid connection between the at least one air inlet and the at least one air outlet. It is conceivable that the foam completely fills the available space between the material layers. If there is overpressure at one end of the foam, air can flow through the foam to the opposite end and enter the at least one air outlet there.

[0021] In an advantageous embodiment, the insulating element has at least one recess located in the foam or between the foam and at least one of the first and second material layers. In another variant, the foam could be applied across the entire surface of one of the two material layers. A gap can remain between the foam and the other material layer, allowing air to flow. It is also conceivable that the foam has one or more recesses extending from the at least one air inlet to the at least one air outlet. In this way, individual air channels are created simply by removing material. A combination of these configurations is, of course, also possible.

[0022] In an advantageous embodiment, the at least one air inlet and / or the at least one air outlet comprises a hose- or tube-like element that connects to a lower or upper edge of the insulating element. The at least one air inlet could be provided as a separate component arranged at the lower edge of the insulating arrangement and connected to the two material layers. Air could, for example, be introduced into the at least one air inlet transversely to the intended flow direction in order to flow into the insulating element. A similar deflection of the flow can also occur at an analogously shaped at least one air outlet. The at least one air inlet or air outlet could have a longitudinal extent with a constant cross-section, the longitudinal extent running parallel to the lower or upper edge, respectively.

[0023] In an advantageous embodiment, the insulation assembly further comprises several hook-and-loop fasteners arranged externally on at least one of the first and second material layers and designed to attach the insulation assembly to the aircraft hull and / or a fairing element. Multiple hook-and-loop fasteners can be distributed across the first and / or second material layer. Corresponding embodiments with loop and hook tape or two congruent mushroom-shaped adhesive strips are conceivable. For maintenance purposes, the insulation assembly can be easily removed and reinstalled.

[0024] In an advantageous embodiment, the insulation assembly is flexible and is inflated at overpressure through the at least one air inlet until it reaches a predetermined final shape. This facilitates assembly, particularly of the fairing element that encloses the insulation assembly together with the fuselage wall. During installation, the insulation assembly has a compact form that only expands to its intended size during use.

[0025] In an advantageous embodiment, the insulation assembly is rollable. This significantly simplifies handling, as it can be compacted before installation, carried into the passenger cabin to be fitted, and then unrolled. In particular, it is conceivable to use a larger insulation assembly when fitting several individual, consecutive frame sections, which, after being unrolled, can cover several frame sections and the frames between them.

[0026] It is also conceivable to equip the insulation assembly with one or more temperature sensors, which can be located at the at least one air inlet and / or at the at least one air outlet, or in between. The temperature sensor(s) can be connected to an air conditioning system and can be used to detect temperatures within the insulation assembly. The temperatures can be detected within the airflow passing through the insulation assembly or on an external surface of the insulation assembly and, if necessary, used to control the temperature of the air flowing into the at least one air inlet.

[0027] The insulation arrangement can include multiple air inlets if required or optionally. By varying the flow velocities of several introduced air streams and adjusting the warm airflow patterns within the insulation element, a uniform, comfortable temperature for a passenger can be achieved on the side facing the cabin. Different flow velocities within the insulation element can be implemented, for example, by placing a denser layer of foam on the side facing the cabin. Higher flow velocities can be provided on the side facing the fuselage wall, as greater heat dissipation occurs there during flight due to the cold fuselage wall.

[0028] The invention further relates to an aircraft comprising a fuselage with a fuselage wall and at least one insulation arrangement according to the preceding description. The aircraft can, in particular, be a commercial aircraft having a pressurized fuselage with an air-conditioned cabin.

[0029] In an advantageous embodiment of the aircraft, the insulation arrangement is designed to fill a frame bay between two successive frames of the fuselage.

[0030] In another advantageous embodiment of the aircraft, the insulation arrangement is designed to cover several successive frame bays and the frames located between them.

[0031] In another advantageous embodiment, the at least one air inlet of the insulation arrangement is connected to an air supply of an air conditioning system, wherein the at least one air outlet is connected to a cabin air outlet for introducing air into a cabin of the aircraft.

[0032] The air conditioning system could be a bleed air-based system. It is conceivable to provide at least part of the required cooling capacity for bleed air via the insulation arrangement. For this purpose, appropriately warm air, for example from a mixing unit or coupled components of the air conditioning system, is directed into the insulation arrangement, which cools down as it flows through it against the fuselage wall, which is cooler during flight. Consequently, the aircraft fuselage can be used as a heat exchanger with a correspondingly large surface area and high efficiency.

[0033] Due to the large active surface area for heat exchange, the corresponding components of the air conditioning system can be smaller. The comparatively warm incoming air on the inside of the insulating element can also contribute to a higher wall temperature on the inside of the cabin lining adjacent to the insulating assembly, thus creating a more comfortable cabin climate. Higher airflows and / or higher air temperatures could be provided on the side facing the fuselage wall. In addition to a single air inlet, multiple air inlets could be provided for this purpose, each supplying different airflows into the insulating element. If active cabin cooling is required, this can be achieved by predominantly introducing cold air.

[0034] Such a design and use of the insulation arrangement allows for overall optimization of the cabin climate. Since the flow velocities entering the insulation arrangement are relatively low compared to conventional risers, thanks to the comparatively large flow cross-section, and since the flexible design of the insulation arrangement does not conduct structure-borne noise, lower noise levels than in conventional risers can be expected.

[0035] Electrical conductors, such as printed circuit boards on a flexible carrier film, can be arranged on the inner side of the insulating assembly facing the cabin. The carrier film can be easily attached to the insulating assembly using adhesive, tape, or hook-and-loop fasteners. This eliminates the need for separate holders for the electrical conductors. Brief description of the characters

[0036] The following section describes exemplary embodiments with reference to the accompanying drawings. The illustrations are schematic and not to scale. Identical reference numerals refer to identical or similar elements. The drawings show: Figs. 1 and 2 are schematic representations of an insulation arrangement according to one embodiment. Figs. 3a-3b are schematic detail representations of one embodiment of the insulating element. Figs. 4a-4b are schematic detail representations of another embodiment of the insulating element. Fig. 5 is a schematic representation of an aircraft with an integrated insulation arrangement. Detailed description of implementation examples

[0037] Fig. 1 Figure 1 shows a hull structure 2 with two spaced-apart frames 4 enclosing a frame bay 6 between them. Within the frame bay 6, i.e., between the two hull frames 4, is an insulation arrangement 8. This comprises a first airtight material layer 10, which is arranged against a hull wall 12. A second airtight material layer 14 is located at a distance from the first material layer 10 and is directed inwards, i.e., towards a cabin to be formed within the hull structure 2. An insulating element 16, which has an air inlet 18 and an air outlet 20, is arranged between the first material layer 10 and the second material layer 14.

[0038] The insulating element 16 is air-permeable, so that air flowing into the air inlet 18 flows through the insulating element 16 to the air outlet 20. Since the two material layers 10 and 14 are airtight, the introduced air is forced out of the air outlet 20 when a sufficient pressure difference is present.

[0039] The insulation arrangement 8 is highly flexible in its design and can follow the shape of the fuselage structure 2 or the fuselage wall 12. Adaptation to specific geometric features is advantageously possible. For example, a window opening 22 can be provided for a cabin window 24 arranged in the fuselage structure 2, which is passed through by the airflow when the insulation arrangement 8 is used.

[0040] In this example, which is in Fig. 2 As shown in an oblique side view, the insulating element 16 is designed as a foam 26. The foam 26 is open-pored, so that a fluid connection exists between the air inlet 18 and the air outlet 20 through the connection of the individual pores to each other and to the edge surfaces of the foam 26. At the same time, the foam 26 is flexible and results in a very good adaptation of its shape to the fuselage wall 12.

[0041] As in Fig. 2 As shown, the air inlet 18 and the air outlet 20 can each be realized by a tube-like element 28 extending along a lower edge 30 or an upper edge 32 of the insulation arrangement 8. Air can be introduced transversely to one direction of extension of the tube-like element 28, as indicated by openings 34. Separate lines can be connected to each of these openings 34. Alternatively or additionally, an inflow or outflow in a direction parallel to the lower edge 30 or the upper edge 32 can occur through a lateral opening in the cross-section of the air inlet 18 or the air outlet 20.

[0042] The foam 26 is shown here as an example connected to the first material layer 10 and the second material layer 14 and is designed to limit, at least in some areas, the gap between the first material layer 10 and the second material layer 14. Consequently, when air is introduced into the air inlet 18, the space between the first material layer 10 and the second material layer 14 is pressurized, causing the insulation arrangement 8 to expand slightly or inflate. The insulating element 16 limits the thickness of the insulation arrangement 8, resulting in a type of insulating mat with a defined thickness.

[0043] The foam 26 could be polyurethane. For use in an aircraft, its density should be as low as possible. Furthermore, it is advisable to use potentially large pores so that any condensation can easily drip off. For this purpose, the first and / or second layer of material could be water- or vapor-permeable, or the air inlet 18 could be designed to allow drainage.

[0044] The insulation assembly 8 can be attached to the fuselage wall 12 or to a cladding element (not shown) using several hook-and-loop fasteners 21. These can be distributed over at least one of the two material layers 10 and 14.

[0045] As in the Fig. 3a und 3b As shown, instead of a foam 26, an arrangement of connecting elements 36 can also be used. As can be seen from the specified coordinate systems, this shows Fig. 3a a side cut and Fig. 3b A top view of a horizontal section in the insulation arrangement 8. The connecting elements 36 can be implemented as textile strips, which are tensile-resistant and are stretched taut under overpressure within an interior space 38 between the material layers 10 and 14, thereby limiting the distance between the material layers 10 and 14. This creates several flow channels, for example, arranged parallel to each other, extending from the air inlet 18 to the air outlet 20.

[0046] In the Fig. 4a und 4b Another variant is shown, in which a foam 26 is also provided, but which has several flow channels 40 integrated within or alongside it. These can be realized by removing material from the foam 26. It is conceivable how the dashed lines in Fig. 4b It has been suggested that larger areas could be provided completely free of foam 26. However, an arrangement of several parallel flow channels 40 with smaller cross-sections could also be implemented. A combination of connecting elements 36 and the foam 26 is of course conceivable.

[0047] Fig. 5 Figure 42 shows an aircraft 42, which has a fuselage 44 with the fuselage structure 2 formed therein, comprising several frames 4. Of course, other fuselage structures 2 are conceivable, and the arrangement of frames 4 should not be understood as a limitation. The insulation arrangement 8 can be located on the fuselage structure 2, for example, on one or more frame bays 6. If desired, the insulation arrangement 8 can be dimensioned such that it extends over a significant length of the fuselage structure 2, covering not only frame bays 6 but also the frames 4.

[0048] It should also be noted that "comprehensive" or "comprising" does not exclude other elements or steps, and "a" or "an" does not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference numerals in the claims are not to be considered as limitations.

Claims

1. An insulation arrangement (8) for thermally and acoustically insulating a wall (12) of an aircraft (42), comprising: a first, airtight material layer (10), a second, airtight material layer (14) spaced apart therefrom, at least one air-permeable insulating element (16) arranged between the first material layer (10) and the second material layer (14), at least one air inlet (18), and at least one air outlet (20), wherein the insulating element (16) is configured to limit a distance between the first material layer (10) and the second material layer (14) to a predetermined value at least in places, and wherein the insulating element (16) comprises flexible, tension-resistant connecting elements (36) which are connected to the first material layer (10) and the second material layer (14), wherein the at least one air inlet (18) and the at least one air outlet (20) are arranged at regions of the insulating element (16) spaced apart from one another and are configured to introduce air through the at least one air inlet (18) into the insulating element (16) and to discharge it again from the at least one air outlet (20).

2. The insulation arrangement (8) according to claim 1, wherein the connecting elements (36) are made of a textile material.

3. The insulation arrangement (8) according to claim 1 or 2, wherein the connecting elements (36) run parallel to one another at least in some areas.

4. The insulation arrangement (8) according to one of the preceding claims, wherein the insulating element (16) comprises a foam material (26).

5. The insulation arrangement (8) according to claim 4, wherein the foam material (26) is open-pored.

6. The insulation arrangement (8) according to claim 4 or 5, wherein the insulating element (26) comprises at least one recess (40) which is arranged in the foam material (26) or between the foam material (26) and at least one of the first material layer (10) and the second material layer (14).

7. The insulation arrangement (8) according to one of the preceding claims, wherein the at least one air inlet (18) and / or the at least one air outlet (14) comprises a hose-like or tubular element (28) which adjoins a lower edge (30) or an upper edge (32) of the insulating element (16).

8. The insulation arrangement (8) according to one of the preceding claims, further comprising several hook-and-loop fasteners (21) which are arranged externally on at least one of the first material layer (10) and the second material layer (14) and are configured to fasten the insulation arrangement (8) to the wall (12) of the aircraft (42) and / or to a lining element.

9. The insulation arrangement (8) according to one of the preceding claims, wherein the insulation arrangement (8) is flexible and is inflated in the event of an overpressure at the at least one air inlet (18) until an intended final shape is reached.

10. The insulation arrangement (8) according to one of the preceding claims, wherein the insulation arrangement (8) is rollable.

11. An aircraft (42), comprising a fuselage (44) with a fuselage wall (12) and a fuselage structure (2) and at least one insulation arrangement (8) according to one of the preceding claims.

12. The aircraft (42) according to claim 11, wherein the insulation arrangement (8) is configured to fill a frame field (6) between two consecutive frames (4) of the fuselage structure (2).

13. The aircraft (42) according to claim 11 or 12, wherein the insulation arrangement (8) is configured to cover a plurality of consecutive frame fields (6) and the intermediate frames (4).

14. The aircraft (42) according to one of claims 11 to 13, wherein the at least one air inlet (18) of the insulation arrangement (8) is connected to an air supply of an air-conditioning system, and wherein the at least one air outlet (20) is connected to a cabin air outlet for introducing air into a cabin of the aircraft (42).