Persistent airflow from outside to the cockpit in all flight conditions

Abstract

To provide systems and methods for maintaining the airflow into a flight deck of an aircraft.SOLUTION: A method may involve detecting, at a computing system and using a flow sensor, a decrease in a level of airflow entering into the flight deck such that the level of airflow is below a threshold level. The aircraft may include air sources configured to direct the airflow towards occupancy areas (e.g., the cabin and flight deck) of the aircraft. The method may further involve adjusting a control valve to cause an increase in the level of airflow entering into the flight deck based on detecting the decrease in the level of airflow entering into the flight deck. The control valve may be configured to enable and disable the entry of the airflow into the flight deck.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] This disclosure relates generally to maintaining airflow within an aircraft, and more particularly to maintaining airflow inside the aircraft from outside the aircraft to the cockpit. [Background technology]

[0002] Cabin pressurization is the process by which conditioned air is forced into occupied areas of an aircraft to generate a safe and comfortable environment for passengers and crew during flight. An aircraft's environmental control system (ECS) can provide air supply, thermal control, and cabin pressurization to maintain the aircraft's interior environment. For air supply, air is bled from the compressor stage of the gas turbine engine, then subsequently cooled, humidified, mixed with recirculated air (if necessary), and then distributed throughout the aircraft by the ECS. It is therefore desirable for an aircraft's ECS to provide a healthy and comfortable environment from the time crew and passengers first board for the flight until all passengers and crew disembark from the aircraft at the end of the flight. This includes the requirement for an air supply that can continuously supply air from outside the aircraft to the cockpit in all conditions to ensure optimal conditions for operating the aircraft. Summary of the Invention

[0003] In one embodiment, a system for sustaining airflow into a cockpit of an aircraft is described. The system includes a plurality of air sources, where each air source is configured to direct airflow toward an occupied area of ​​the aircraft. The system also includes a flow sensor configured to measure a level of airflow into the cockpit, a control valve configured to enable / disable airflow into the cockpit, and a computing system. The computing system is configured to detect, using the flow sensor, a decrease in the level of airflow, such that the level of airflow into the cockpit is below a threshold level. Furthermore, the computing system is further configured to adjust the control valve to provide an increase in the level of airflow into the cockpit based on detecting the decrease in the level of airflow into the cockpit.

[0004] In another embodiment, a method for maintaining airflow into a cockpit of an aircraft is described. The method includes detecting, with a computing system, a reduction in the level of airflow into the cockpit using a flow sensor, such that the level of airflow into the cockpit is below a threshold level. The aircraft includes a plurality of air sources with each air source configured to direct airflow toward an occupied area of ​​the aircraft, the flow sensor configured to measure the level of airflow into the cockpit. The method further includes adjusting a control valve to cause an increase in the level of airflow into the cockpit based on detecting the reduction in the level of airflow into the cockpit. The control valve is configured to enable or disable airflow into the cockpit.

[0005] In a further embodiment, a non-transitory computer readable medium is described that is configured to store instructions that, when executed by one or more processors, cause a computing system to perform one or more of the functions of the methods described above.

[0006] The above-mentioned features, functions, and advantages can be realized individually in various examples or can be combined in yet other examples, and further details of these features, functions, and advantages can be understood with reference to the following description and drawings.

[0007] The novel features believed characteristic of the illustrative embodiments are set forth in the appended claims, however the illustrative embodiments, as well as the preferred mode of use, further objects and explanations thereof, will be best understood by reading the following detailed description of the illustrative embodiments of the present disclosure in conjunction with the accompanying drawings, in which: [Brief description of the drawings]

[0008] [Figure 1] 1 is an illustration of a perspective view of an aircraft in accordance with an illustrative embodiment; [Diagram 2] 1 illustrates a system for airflow control, according to an exemplary embodiment. [Diagram 3] 1 illustrates another system for airflow control, according to an example embodiment. [Figure 4] 1 is a block diagram of a computing system according to an exemplary implementation. [Diagram 5] 1 illustrates a flowchart of a method according to an exemplary embodiment. [Figure 6] 6 shows a flowchart of another method for use in conjunction with the method shown in FIG. 5, according to an exemplary embodiment. [Figure 7] 6 shows an additional flow chart of a further method for use in conjunction with the method shown in FIG. 5, according to an exemplary embodiment. [Figure 8] 6 shows a further flowchart for use with the method shown in FIG. 5, according to an exemplary embodiment. [Figure 9] 6 illustrates yet another flowchart of a method for use in conjunction with the method illustrated in FIG. 5, according to an exemplary embodiment. [Figure 10] 6 shows an additional flow chart of a method for use in conjunction with the method shown in FIG. 5, according to an exemplary embodiment. [Figure 11] 6 shows a further flow chart of a method for use in conjunction with the method shown in FIG. 5, according to an exemplary embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] The disclosed examples will now be described more fully with reference to the accompanying drawings, which show some, but not all, of the disclosed examples. In fact, several different embodiments may be provided, and these embodiments should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are described so that this disclosure will be comprehensive and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0010] Aircraft typically provide a mix of outside air and recirculated air to occupied areas of the aircraft, such as the cockpit or cabin. The mix of both outside air and recirculated air is used to condition both the temperature and humidity inside the occupied areas, making the flight more comfortable for passengers and crew. Thus, an air supply may be bled from the compressor stage of the engine. The compressed air, although very hot, is prevented from any contact with the combustion gases of the compressor. From the compressor, the air is channeled into an air conditioning pack for cooling. The air conditioning pack then channels the conditioned air as an air stream through louvers, vents, and gaspers above the seats into the cabin or cockpit.

[0011] To ensure optimal operating conditions, it would be desirable for the aircraft's air supply system to be able to provide airflow to the cockpit such that positive pressure relative to the cabin is maintained for all feasible flight conditions. In particular, the airflow maintaining the cockpit's positive pressure relative to the cabin may be fresh air obtained from outside the aircraft. By having such an air supply arrangement within the aircraft, the cockpit can provide a safe environment for the operation of the aircraft even during air conditioning pack failures or when toxic gases are detected within the aircraft cabin.

[0012] Exemplary embodiments describe techniques for ensuring outside airflow into an aircraft cockpit during various flight conditions. An exemplary air supply system may be configured to allow outside air to be supplied to the aircraft cockpit to ensure optimal operating conditions for one or more pilots of the aircraft. Additionally, the air supply system may adjust in response to various conditions to continuously provide fresh airflow into the cockpit.

[0013] In an example embodiment, a computing system or another type of control unit may detect a decrease in the level of airflow entering the cockpit. For example, a flow sensor or another type of sensor may obtain measurements that may be used to detect that the level of airflow entering the cockpit is below a threshold level of airflow. Based on detecting a decrease in the level of airflow entering the cockpit, the computing system (or another control unit) may adjust a control valve to cause an increase in the level of airflow entering the cockpit. The control valve may be configured to enable or disable airflow entering the cockpit. Thus, adjusting the control valve allows more airflow into the cockpit.

[0014] In one embodiment, a system for maintaining airflow into a cockpit of an aircraft may include an air source, a sensor (e.g., one or more flow sensors), and a control valve. These components may be part of the ECS of the aircraft. Within the system, each air source may direct airflow toward an occupied area of ​​the aircraft, such as the cabin or cockpit. Thus, a computing system or another type of control mechanism may perform operations to ensure that airflow is maintained into the cockpit to enable the crew to operate the aircraft safely in all conditions.

[0015] The operations performed by the computing system may include detecting a decrease in the level of airflow entering the cockpit using a sensor, such as a flow sensor. A flow sensor is a type of sensor configured to measure the level of airflow passing through an area, such as the level of airflow entering the cockpit. Thus, the computing system may use measurements from one or more flow sensors to monitor the level of airflow entering the cockpit and / or other occupied areas.

[0016] When the computing system detects a decrease in the level of airflow, such that the level of airflow into the cockpit is below a threshold level, the computing system may adjust one or more control valves to cause an increase in the level of airflow into the cockpit. In particular, the computing system may make adjustments to the air supply system to ensure that the level of airflow into the cockpit meets the threshold level. Thus, the threshold level may vary within the scope of the embodiments. In some embodiments, the threshold level may be set to a level that, when the threshold level is met, causes the cockpit to receive an airflow having a positive pressure relative to the cabin pressure. In another embodiment, the threshold level may be dependent on the type of aircraft.

[0017] In some circumstances, toxic gases may be detected within the cabin of the aircraft. For example, one or more sensors may detect the presence of undesirable gases, smoke, and / or other substances within the cabin. Because the cabin and the cockpit are located in close proximity within the aircraft, the computing system may be configured to prevent toxic gases or other undesirable substances from leaving the cabin and entering the cockpit by adjusting one or more control valves. In particular, the adjustments may allow toxic gases to leave the cabin in a manner that avoids directing the toxic gases into the cockpit. Additionally, adjustments of the control valves may allow fresh air from outside the aircraft to be conditioned and directed into the cockpit to ensure that the cockpit receives a continuous supply of fresh air.

[0018] In some embodiments, the computing system may also shut down one or more fans to prevent recirculated airflow from leaving the cabin and into the cockpit. These fans may be configured to recirculate airflow within the cabin. Thus, shutting down one or more of the fans may help prevent recirculated cabin airflow, including undesirable gases or substances within the cabin, from leaving the cabin and into the cockpit.

[0019] In some examples, an aircraft crew member or passenger may notice the presence of a toxic gas and alert the pilot or other member of the crew, who may provide control over the aircraft's systems to prevent the toxic gas from reaching the cockpit. For example, the crew member may have input controls that can adjust control valves and perform other actions (e.g., activating or deactivating fans) to operate the aircraft's air supply system.

[0020] Within other embodiments, the computing system may ensure that the level of airflow into the cockpit meets a threshold level by adjusting one or more control valves, fans, and / or other mechanisms. For example, the computing system may adjust one or more control valves to allow increased airflow directed toward the cockpit from one or more air conditioning packs. The air conditioning packs receive air from outside the aircraft and provide a conditioned airflow toward one or more occupied areas (e.g., the cockpit and cabin).

[0021] In some cases, the computing system may use one or more boost fans to help manipulate the airflow within the aircraft. For example, the computing system may use one or more boost fans to propel the airflow provided by one or more air conditioning packs away from the cabin and toward the cockpit. This strategy may ensure that the cockpit receives outside air that is conditioned and provided by the air conditioning packs.

[0022] Some embodiments may include making adjustments in response to malfunctioning or undesirable operation of an air source. For example, the computing system may detect a malfunctioning air source based on a reduction in airflow into the cockpit (or cabin) and, in response, identify which air source is causing the reduction. The computing system may use sensor measurements to identify which air source is causing the air supply problem and, in response, adjust one or more control valves based on identifying the problematic air source. For example, the computing system may adjust a first control valve to prevent airflow from being supplied to the cockpit by the malfunctioning air source and adjust a second control valve to increase airflow into the cockpit from another air source.

[0023] 1 illustrates a perspective view of an aircraft, according to one exemplary embodiment. Aircraft 100 is shown incorporating a set of wings 102, a fuselage 104, a tail 106, and a nose 108. In other embodiments, aircraft 100 may have other configurations.

[0024] 1 further illustrates the location of a cabin 110 and a cockpit 112 of the aircraft 100. The cabin 110 and the cockpit 112 together collectively make up the occupied areas of the aircraft 100 that passengers and crew may occupy during flight. In particular, passengers sit within the cabin 110, while a pilot operates the aircraft from within the cockpit 112. The cabin 110 and the cockpit 112 may be separated by a cockpit door and may receive their air supply from one or more of the same air sources, such as a set of air conditioning packs.

[0025] FIG 2 illustrates a system for airflow control according to one exemplary embodiment. System 200 includes a computing system 201, a cockpit 202, a cabin 204, a flow sensor 206, air conditioning packs 208, 210, fans 212, 214, and a mixing manifold 216. System 200 also includes control valves such as shutoff valves 220A, 220B, 220C, flow regulating shutoff valves 222A, 222B, and bulkhead check valves 224A, 224B. In the embodiment illustrated in FIG 2, certain types of control valves are shown for use within system 200. In other embodiments, other arrangements having different types of control valves may be used.

[0026] System 200 is designed to allow air from outside the aircraft to be continuously supplied to cockpit 202 of an aircraft, such as aircraft 100 shown in Figure 1. The configuration of system 200 may ensure a reliable supply of fresh air into cockpit 202 in all flight conditions, including when crew procedures are performed with any outside air source during operation.

[0027] Computing system 201 may implement one or more control systems in system 200. For example, computing system 201 may adjust control valves based on sensor measurements, detect changes in airflow, and perform other operations described herein. In other embodiments, system 200 may include different control units or other types of control mechanisms, such as mechanical controls. For example, system 200 may not include computing system 201 in another exemplary embodiment.

[0028] The flight deck 202, also known as the cockpit, is the area of ​​an aircraft where one or more pilots may control the aircraft. The flight deck 202 may be located near the front of the aircraft, similar to the location of the flight deck 112, which is positioned near the nose 107 of the aircraft 100 shown in FIG. 1. Additionally, the flight deck 202 may be physically separated from the cabin 204 of the aircraft by a boundary (e.g., a door). As a result, each occupied area may have various inlets for receiving airflow from the aircraft's air supply.

[0029] 2, the cockpit 202 includes an outlet 232 configured to allow air to enter the cockpit 202. In some cases, the outlet 232 may also serve as an outlet for air to exit the occupied area (e.g., the outlet 232 may serve as an outlet for air to exit the cockpit 202). The system 200 may also include outlets in the cockpit 202 and cabin 204 that are not shown in FIG.

[0030] In addition to the cockpit 202, the cabin 204 is another occupied area within the aircraft. In particular, the cabin 204 may be the area within the fuselage 104 of the aircraft 100 shown in FIGURE 1 for passengers to occupy during flight. In many aircraft, the cabin 204 may include seats for passengers to use during flight.

[0031] The total volume of the cabin 204 in some aircraft may exceed the cockpit 202. In particular, jetliners and other types of aircraft may include a cabin 204 that is substantially larger than the cockpit 202 (e.g., the cabin 204 may be four times larger than the volume of the cockpit 202). The larger size of the cabin 204 may allow more passengers to occupy the cabin 204 during flight. On the other hand, the cockpit 202 may be designed to provide space for one or more pilots.

[0032] As a result of the difference in size, the cabin 204 may include more air supply inlets than the cockpit 202. For example, in some types of aircraft, the cockpit 202 may include a single air supply inlet and the cabin 204 may include multiple air supply inlets. Accordingly, each air supply inlet may include a control valve to manipulate the air flowing out of the inlet and into the cabin 204. For example, the system 200 is shown having isolation valves 220A, 220B, 220C disposed proximate to outlets 230A, 230B, 230C, respectively. The outlets 230A, 230B, 230C may be configured to supply airflow into the cabin 204 from one or more sources, such as air conditioning packs 208, 210 and fans 212, 214.

[0033] Flow sensor 206 represents an example sensor that system 200 may use to measure airflow in the air supply. In particular, flow sensor 206 may have a position in system 200 that allows flow sensor 206 to measure the level of airflow (e.g., the pressure of the air) entering cockpit 202 through outlet 232 (e.g., nozzle). Flow sensor 206 may provide measurements to a control system (e.g., a computing system) that allows the control system to adjust the rate of airflow entering cockpit 202 via adjusting one or more control valves in system 200. In other embodiments, system 200 may include additional flow sensors. They may be positioned at various positions relative to cockpit 202 and cabin 204.

[0034] System 200 includes various air sources configured to provide (or direct) airflow within an air supply system of an aircraft, including air conditioning packs 208, 210 and fans 212, 214. In other embodiments, system 200 may include other arrangements of one or more air sources. For example, the quantity, type, and location of the air sources may depend on the type and size of the aircraft.

[0035] Each air conditioning pack 208, 210 may be configured to receive air from outside the aircraft and provide a conditioned airflow toward one or more occupied areas (e.g., the cockpit and cabin). Thus, the air conditioning packs 208, 210 may obtain fresh outside air and provide it into an air supply controlled by the system 200 within the aircraft. As shown, the air conditioned by the air conditioning packs 208, 210 may be provided to a mixing manifold 216 within the system 200.

[0036] Additionally, the fans 212, 214 may be used to condition the airflow within the aircraft's air supply. In particular, each fan 212 may be configured to direct the airflow toward a particular area (e.g., an occupied area) of the aircraft. In some embodiments, each fan 212, 214 may recirculate the air within the air supply, which may include directing the airflow toward (or away from) the mixing manifold 216. In some embodiments, the fans 212, 214 may recirculate the airflow within the cabin 204.

[0037] The mix manifold 216 represents an area of ​​the air supply system where recirculated air may mix with fresh air from the air conditioning packs 208, 210. For example, airflows directed by the air conditioning packs 208, 210 and the fans 212, 214 may mix together in the mix manifold 216. The mix manifold air may then be subsequently distributed to occupied areas within the aircraft. Preconditioned air may be forced directly into the mix manifold 216 either before or after flight when the aircraft is positioned on the ground.

[0038] The various control valves shown in system 200 can be used to manipulate airflow within the aircraft, including increasing or decreasing the velocity of airflow entering the occupied areas. Each control valve can be used to control the airflow by changing the size of the flow path as directed by a signal from a controller (e.g., computing system 201). This aspect of control can allow for direct control of flow rate and resulting control of process quantities such as pressure and temperature levels. Thus, the control valves can be used to regulate the level of airflow entering (or leaving) the occupied areas (e.g., cockpit 202 and cabin 204). In some cases, the temperature inside the occupied areas can also be regulated using control valves. For example, one or more control valves can be used to increase or decrease the temperature inside the occupied areas by allowing (or not allowing) airflow of a particular temperature to enter (or not enter) inside the occupied areas. The control valves can allow more fresh air at a cooler temperature to enter the cabin or cockpit to reduce the overall temperature of the space.

[0039] The control valves included in the system 200 shown in Figure 2 include shutoff valves 220A, 220B, 220C, flow regulating shutoff valves 222A, 222B, and bulkhead check valves 224A, 224B. These control valves are included to illustrate an example layout of the control valves. In other embodiments, other types of control valves may be included in other arrangements.

[0040] Different types of valves may regulate the air supply in different ways. The shutoff valves 220A, 220B, 220C may be used to completely shut off the airflow from passing through the area occupied by each shutoff valve. For example, the shutoff valve 220A may prevent the airflow from entering the cabin 204 at the outlet 230A, the shutoff valve 220B may prevent the airflow from entering the cabin 204 at the outlet 230B, and the shutoff valve 220C may prevent the airflow from entering the cabin 204 at the outlet 230C. To illustrate one example, the control system may detect the presence of a toxic gas or another undesirable substance (e.g., smoke) in the cabin 204. Thus, the control system may regulate one or more of the shutoff valves 220A-C to prevent the airflow from entering and / or exiting the cabin 204. In this manner, the control system may prevent airflow from leaving the cabin 204 and entering the cockpit 202 because the inhibition of flow into the cabin 204 caused by the closure of any one or more of the shutoff valves 220A-220C allows more outside air to be provided to the cockpit 202. The increased airflow into the cockpit 202 and simultaneous decreased flow into the cabin creates a positive pressure in the cockpit 202 relative to the pressure in the cabin, which prevents harmful gases from migrating from the cabin into the cockpit 202. Additionally, the shutoff valves 220A-220C may be adjusted to a more open position to increase the airflow into the cabin 204.

[0041] The flow regulation shutoff valves 222A, 222B may operate as pressure regulators that may reduce the input pressure of the airflow to a desired value at the output. For example, each flow regulation shutoff valve 222A, 222B may include a restraining element, a load element, and a measurement element. The restraining element may be a valve that may provide a changeable restraint on the airflow, such as a globe valve, a butterfly valve, a poppet valve, etc. The load element may be a component that may apply the required force to the restraining element. For example, the load element may be provided by a weight, a spring, a piston actuator, an electric motor driven actuator, or a diaphragm actuator combined with a spring, etc. The measurement element may be a valve position sensing mechanism, such as a resolver, a hall count, or an open / close switch. As shown in FIG. 2, the flow regulation shutoff valves 222A, 222B may regulate the airflow into (and / or out of) the cockpit 202 in the system 200.

[0042] The bulkhead check valves 224A, 224B may operate as control valves utilizing one or more bulkhead fittings that couple to the tubing of the airflow system. Each bulkhead check valve 224A, 224B may help regulate airflow from the air conditioning packs 208, 210 into the air supply system while preventing backflow from the occupied area into the unpressurized space. In some embodiments, each bulkhead check valve 224A, 224B may allow airflow to travel in one direction (i.e., from each air conditioning pack 208, 210 into the air supply) and not in the reverse direction.

[0043] In some embodiments, a combination of valves is adjusted to manipulate the air supply within the aircraft. For example, the computing system may adjust one or more of the shutoff valves 220A-C to reduce airflow from the mixing manifold 216 into the cabin 204 and open one or both of the flow regulating shutoff valves 222A, 222B to increase airflow from the mixing manifold 216 into the cockpit 202. This arrangement may create a more favorable compartment pressure for the cockpit 202 relative to the compartment pressure for the cabin 204.

[0044] In another embodiment, a crew member or passenger on the aircraft may notice smoke, fire, or odors and prompt the pilot (or another crew member) to perform a procedure. During the procedure, both fans 212, 214 may be deactivated and the air conditioning packs 208, 210 may be deactivated one at a time. As a result, the airflow into the cockpit 202 may be lowered. To compensate for the reduced airflow into the cockpit 202, the system 200 may be configured to open one or both of the flow adjustment shutoff valves 222A, 222B to increase the airflow into the cockpit 202. Additionally, one or more of the shutoff valves 220A-220C may be completely closed to reduce the airflow into the cabin 204 from the mixing manifold 216. Closing one or more of the shutoff valves 220A-220C may enable a redirection of the airflow toward the cockpit 202.

[0045] FIG. 3 illustrates another system for airflow control, according to an exemplary embodiment. Similar to system 200 illustrated in FIG. 2, system 300 illustrates an exemplary arrangement of components that may be used to regulate airflow provided to occupied areas of an aircraft. As illustrated in FIG. 3, system 300 includes a computing system 301, a cockpit 302, a cabin 304, a flow sensor 306, air conditioning packs 308, 310, fans 312, 314, a mixing manifold 316, and a boost fan 320. Additionally, system 300 includes control valves, such as bulkhead check valves 330A, 330B, flow regulation shutoff valves 332A, 332B, and shutoff valve 334. In the embodiment illustrated in FIG. 3, certain types of control valves are illustrated in system 300. In other embodiments, other arrangements of various types of control valves may be utilized in system 300.

[0046] System 300 is similar to system 200 shown in FIG. 2 with some differences. Specifically, system 300 includes boost fan 320 disposed proximate to shutoff valve 334. This arrangement shown in system 300 includes using shutoff valve 334 rather than multiple shutoff valves (e.g., shutoff valves 220A, 220B, 220C in FIG. 2) to control airflow for cabin 304. Shutoff valve 334 may be used to prevent airflow from exiting cabin 304 directly into cockpit 302. This arrangement may be useful to prevent toxic gases or other undesirable substances from flowing from cabin 304 into cockpit 302.

[0047] The addition of boost fan 320 in system 300 may allow further adjustments to be made to the air supply within the aircraft. For example, the control system may activate boost fan 320 to redirect the airflow intended to be delivered to the cabin 304 and towards the cockpit 302. The control system may use boost fan 320 in response to detecting a decrease in the level of airflow entering the cockpit 302. In some embodiments, the computing system may use a combination of adjusting one or more control valves in system 300 and boost fan 320 to direct airflow into the cockpit 302.

[0048] In one embodiment, a crew member or passenger on the aircraft may notice smoke, fire, or odors and prompt the pilot (or another crew member) to implement a procedure. The procedure may include adjusting one or more of the flow regulation shutoff valves 332A, 332B to a more open position, and powering (or increasing the power provided by) the boost fan 320 while shutting off the fans 312 and 314 that provide recirculation. As a result, the procedure may increase the airflow into the cockpit 302.

[0049] 4 is a block diagram of a computing system according to an exemplary implementation. Computing system 400 may perform various functions and / or functions, such as those described in this disclosure. Computing system 400 may include components such as a processor 402, a data storage unit 404, a communication interface 406, a user interface 408, a valve control module 410, and a sensor data processing module 412. The components may be connected to each other (or to another device, system, or other entity) via a connection mechanism 414, and other exemplary implementations may include more or fewer components. In other embodiments, computing system 400 may be implemented across multiple computing devices operating in a network. In other examples, different control mechanisms may perform operations related to regulating airflow within an aircraft.

[0050] In this disclosure, the term "connection mechanism" refers to a mechanism that facilitates communication between two or more devices, systems, or other entities. For example, the connection mechanism may be a simple mechanism, such as a cable or system, or may be a relatively complex mechanism, such as a packet-based communication network (e.g., the Internet). In some cases, the connection mechanism may include a non-tangible medium (e.g., the connection is wireless).

[0051] Processor 402 may represent one or more general purpose processors (e.g., microprocessors) and / or one or more special purpose processors (e.g., digital signal processors (DSPs)). Thus, processor 402 may include a combination of processors in an embodiment. Processor 402 may perform operations including processing data received from other components within computing system 400 and data obtained from external sensors, such as sensors (e.g., one or more flow rate sensors).

[0052] The data storage unit 404 may include one or more volatile, non-volatile, removable, and / or non-removable storage components (such as magnetic, optical, or flash storage) and / or may be integral in whole or in part with the processor 402. The data storage unit 404 may thus take the form of a non-transitory computer-readable medium having stored thereon executable instructions (e.g., compiled or uncompiled program logic and / or machine code) that, when executed by the processor 402, cause the computing system 400 to perform one or more acts and / or functions, such as those described in this disclosure. Such program instructions may define and / or be part of a discrete software application. In some cases, the computing system 400 may execute the program instructions in response to receiving input, such as from the communications interface 406 or the user interface 408. The data storage unit 404 may also store other types of data, such as the types described in this disclosure.

[0053] In some embodiments, the data storage unit 404 may act as local storage for information obtained from one or more external sources. For example, the data storage unit 404 may store information obtained from a sensor. The data storage unit 404 may also store instructions executable by the processor 402 to perform functions of the computing system 400. For example, any of the modules described herein may take the form of instructions executable by the processor 402, which may be stored in the data storage unit 404.

[0054] Communications interface 406 may enable computing system 400 to connect to and / or communicate with another entity (e.g., another computing device) according to one or more protocols. In one embodiment, communications interface 406 may be a wired interface, such as an Ethernet interface or a high definition serial digital interface (HD-SDI). In another embodiment, communications interface 406 may be a wireless interface, such as a cellular interface or a WiFi interface. A connection may be a direct connection or an indirect connection, the latter being a connection that passes through and / or traverses one or more entities, such as a router, switcher, or other network device. Similarly, a transmission may be a direct transmission or an indirect transmission. Communications interface 406 may also utilize other types of wireless communication to enable communication with one or more aircraft.

[0055] The user interface 408 may enable a user (e.g., pilot, flight crew) to interact with the aircraft air supply control system, if applicable. Thus, the user interface 408 may include input components, such as a keyboard, keypad, mouse, touch-sensitive panel, microphone, and / or camera, and / or output components, such as a display device (e.g., which may be combined with a touch-sensitive panel), audio speaker, and / or haptic feedback system. More generally, the user interface 408 may include hardware and / or software components that facilitate interaction between the computing system 400 and one or more users.

[0056] Valve control module 410 represents a component of computing system 400 that may be used to adjust a control valve in an air supply system (e.g., system 200 or system 300). For example, valve control module 410 may provide control instructions for adjusting one or more control valves. In some embodiments, valve control module 410 may provide the control instructions based on input from sensor data processing module 412. The control instructions may be provided via wireless communication, wired communication, and / or mechanical control.

[0057] Sensor data processing module 412 represents a component of computing system 400 that may be used to acquire and analyze sensor data from sensors that measure aspects of the aircraft's air supply system. For example, sensor data processing module 412 may use measurements from flow sensors, sensors that measure control valves, and other sensors to provide input to valve control module 410.

[0058] In some examples, the sensor data processing module 412 may be configured to identify one or more airflow level thresholds for use during monitoring of the air supply system. In particular, one or more of the airflow level thresholds may be used to ensure that one or more areas (e.g., the cockpit) receive a particular level of airflow during operation of the aircraft, such as positive airflow that maintains a positive pressure in the cockpit relative to the pressure in the cabin compartment.

[0059] To illustrate another example, the sensor data processing module 412 may set a pair of thresholds. A first threshold of the pair may be set to ensure that the cockpit receives an airflow consisting of outside air conditioned by one or more air conditioning packs of the aircraft. A second threshold may be higher than the first threshold and may act as a limit value indicating when too much outside airflow is being provided into the cockpit. In this manner, the computing system 400 may be configured to ensure that the cockpit receives an outside airflow that exceeds the first threshold but is less than the second threshold.

[0060] Figure 5 shows a flow chart of a method according to one example implementation. Method 500 represents an example method that may be used with system 200 shown in Figure 2, system 300 shown in Figure 3, and / or performed by computing system 400 shown in Figure 4. In other examples, devices and / or system components may be adapted to perform a function, capable of performing a function, or arranged to be suitable for performing a function when operated in a particular manner.

[0061] Method 500 may include one or more operations, functions, or acts, as illustrated by one or more of blocks 502 and 504. Although the blocks are shown in sequence, the blocks may also be performed in parallel and / or in a different order than that described herein. Additionally, various blocks may be combined to reduce the number of blocks, split and additional blocks may be added, or removed based on the desired implementation.

[0062] At block 502, the method 500 includes detecting, using a flow sensor, a decrease in the level of airflow into the cockpit below a threshold level. The aircraft may include one or more air sources with each air source configured to direct airflow toward an occupied area of ​​the aircraft.

[0063] The flow sensor may be configured to measure a level of airflow entering the cockpit. For example, the flow sensor may be implemented as flow sensor 206 shown in FIG. 2 or flow sensor 306 shown in FIG. 3. In some examples, the ACA may include multiple flow sensors to measure airflow entering and / or exiting various areas of the aircraft. The ACA of the aircraft may include a first flow sensor to measure airflow relative to the cockpit and a second flow sensor to measure airflow relative to the cabin.

[0064] In some examples, a threshold level may be identified based on sensor data. For example, the threshold level may ensure that the cockpit 202 receives airflow from the air supply system such that a positive cockpit pressure is maintained relative to the cabin. The threshold level may be set such that the cockpit 202 receives a certain amount of outside air from one or more air conditioning packs.

[0065] At block 504, the method 500 includes adjusting a control valve to cause an increase in the level of airflow into the cockpit based on detecting a decrease in the level of airflow into the cockpit. The control valve may be configured to enable or disable airflow into the cockpit.

[0066] 6 illustrates a flow chart of a method for use with method 500, according to an example implementation. Block 602 includes detecting a toxic gas in a cabin of an aircraft using a sensor. Block 604 includes adjusting a first control valve to prevent airflow from exiting the cabin and into the cockpit based on detecting the toxic gas in the cabin.

[0067] 7 illustrates another flow chart of a further method for use with method 500, according to an example embodiment. Block 702 includes detecting a decrease in the level of airflow into the cockpit in response to adjusting the first control valve. Block 704 further includes adjusting a second control valve to allow an increase in airflow directed from the air conditioning pack towards the cockpit based on detecting a decrease in the level of airflow into the cockpit.

[0068] 8 illustrates a further flow chart of a method for use with method 500, according to an exemplary embodiment. Block 802 executes, in response to modulating the second control valve, causing a boost fan to propel airflow provided by the air conditioning pack away from the cabin and towards the cockpit.

[0069] 9 illustrates yet another flow chart of a method for use with method 500, according to an example implementation. Block 902 includes shutting down a fan in response to adjusting the second control valve to prevent airflow from recirculating between the cockpit and the cabin. The fan may be configured to recirculate airflow from the cabin back to the cabin.

[0070] 10 illustrates an additional flow chart of a method for use with method 500, according to an example implementation. Block 1002 includes, in response to detecting a decrease in the level of airflow into the cockpit, identifying a source of the decrease.

[0071] Block 1004 includes adjusting one or more control valves located proximate the source of the reduction to cause an increase in the level of airflow entering the cockpit.

[0072] In some examples, the source of the attenuation may be identified as a first air source, and adjusting one or more control valves located proximate the source of the attenuation may accordingly include adjusting a particular control valve proximate a second air source to increase the level of airflow into the cockpit.

[0073] 11 illustrates a further flow chart of a method for use with method 500, according to an exemplary embodiment. Block 1102 includes detecting a malfunction in a first air conditioning pack of the set of air conditioning packs. Each air conditioning pack may be configured to receive air from outside the aircraft and provide the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft. Block 1104 includes, in response to detecting a malfunction in the first air conditioning pack, adjusting a first control valve to prevent airflow from the mixing manifold from entering the cockpit and adjusting a second control valve to allow airflow from a second air conditioning pack of the set of air conditioning packs to enter the cockpit.

[0074] The term "substantially" or "about" as used herein means that the recited property, parameter, or value does not need to be exactly achieved. Such deviations or variations include, for example, measurement errors, limits of measurement accuracy, friction, and other factors, which are known to those skilled in the art and may occur in amounts that do not eliminate and / or interfere with the effect that the property is intended to provide.

[0075] Furthermore, the present disclosure includes embodiments according to the following clauses: Article 1. 1. A system (200, 300) for sustaining airflow into a cockpit (112, 202, 302) of an aircraft (100), comprising: a plurality of air sources, each configured to direct an airflow toward an occupied area of ​​the aircraft; a control valve configured to allow or prevent airflow from entering the cockpit (112, 202, 302); and A computing system (201, 301), Detecting a decrease in the level of airflow entering the cockpit (112, 202, 302) such that the level of the airflow is below a threshold; and A system (200, 300) configured to adjust the control valve to cause an increase in the level of the airflow entering the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302). Article 2. a flow sensor (206, 306) configured to measure the level of the airflow entering the cockpit (112, 202, 302); The computing system (201, 301), 2. The system (200, 300) of claim 1, further configured to detect the reduction in the level of the airflow entering the cockpit (112, 202, 302) using the flow sensor (206, 306). Article 3. The computing system (201, 301), using a sensor to detect toxic gases within a cabin (110, 204, 304) of the aircraft (100); and The system (200, 300) described in clause 1 or 2, further configured to adjust certain control valves to prevent airflow from entering the cockpit (112, 202, 302) from the cabin (110, 204, 304) based on detecting the toxic gas in the cabin (110, 204, 304). Article 4. The computing system (201, 301), Detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302); and The system (200, 300) of any one of clauses 1 to 3, further configured to adjust certain control valves to enable an increase in airflow directed towards the cockpit (112, 202, 302) from at least one air source of the plurality of air sources based on detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302). Article 5. The system (200, 300) described in clause 4, wherein the at least one air source is an air conditioning pack (208) configured to receive air from outside the aircraft (100) and supply the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft (100). Article 6. The plurality of air sources include: an air conditioning pack (208) configured to receive air from outside the aircraft (100) and provide the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft (100); The computing system (201, 301), The system (200, 300) of any one of clauses 1 to 5, further configured to cause a boost fan (212, 214) to propel the airflow provided by the air conditioning pack (208) toward the cockpit (112, 202, 302) without entering the cabin (110, 204, 304). Article 7. The plurality of air sources include: a fan (212, 214) configured to recirculate airflow from the cabin (110, 204, 304) back into the cabin (110, 204, 304); The system (200, 300) of clause 6, wherein the computing system (201, 301) is further configured to stop the fan (212, 214) to prevent recirculating cabin (110, 204, 304) airflow from entering the cockpit (112, 202, 302). Article 8. The computing system (201, 301), In response to detecting the reduction in the level of the airflow into the cockpit (112, 202, 302), identify a source of the reduction; and The system (200, 300) of any one of clauses 1 to 7, further configured to adjust one or more control valves proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit (112, 202, 302). Article 9. The computing system (201, 301), Identifying the source of the decrease as corresponding to a first air source; and The system (200, 300) described in clause 8, further configured to accordingly adjust at least one control valve proximate the second air source to increase the level of the airflow entering the cockpit (112, 202, 302). Article 10. 1. A method for sustaining airflow into a cockpit (112, 202, 302) of an aircraft (100), comprising: detecting, in a computing system (201, 301), a decrease in the level of airflow entering the cockpit (112, 202, 302) below a threshold level, the aircraft (100) including a plurality of air sources, each air source configured to direct an airflow toward an occupied area of ​​the aircraft (100); and and adjusting a control valve configured to enable / disable airflow into the cockpit (112, 202, 302) to cause an increase in the level of airflow into the vertical chamber (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302). Article 11. detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302); 11. The method of claim 10, comprising detecting the decrease based on measurements from a plurality of sensors. Article 12. detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302); 12. The method of claim 10 or 11, comprising detecting the decrease using a flow sensor (206, 306) configured to measure a level of the airflow entering the cockpit (112, 202, 302). Article 13. detecting toxic gases in a cabin (110, 204, 304) of the aircraft (100) using a sensor; and 13. The method of any one of clauses 10 to 12, further comprising adjusting a first control valve to prevent airflow from entering the cabin (110, 204, 304) into the cockpit (112, 202, 302) based on detecting the toxic gas in the cabin (110, 204, 304). Article 14. detecting the reduction in the level of the airflow into the cockpit (112, 202, 302) in response to adjusting the first control valve; and and adjusting a second control valve to allow an increase in airflow directed from an air conditioning pack (208) toward the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302); 14. The method of claim 13, wherein the air conditioning pack (208) is configured to receive air from outside the aircraft (100) and provide the air in a conditioned state as an airflow toward the cockpit (112, 202, 302) and the cabin (110, 204, 304). Article 15. 15. The method of any one of clauses 10 to 14, further comprising, based on detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302), causing a boost fan (212, 214) to propel the airflow provided by the air conditioning pack (208) towards the cockpit (112, 202, 302) rather than entering the cabin (110, 204, 304). Article 16. responsive to detecting the reduction in the level of the airflow entering the cockpit (112, 202, 302), identifying a source of the reduction; and 16. The method of any one of clauses 10 to 15, further comprising adjusting one or more control valves located proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit (112, 202, 302). Article 17. identifying the source of the decrease, identifying the source of the decrease as corresponding to a first air source; adjusting one or more control valves disposed proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit (112, 202, 302); 17. The method of claim 16, comprising accordingly adjusting a particular control valve proximate a second air source to increase the level of the airflow entering the cockpit (112, 202, 302). Article 18. A non-transitory computer-readable medium having stored thereon instructions for causing one or more processors to cause a computing system (201, 301) to: detecting a reduction in the level of airflow entering a cockpit (112, 202, 302) of an aircraft (100), the aircraft (100) including a plurality of air sources, each air source configured to direct airflow toward an occupied area of ​​the aircraft (100); and and adjusting a control valve configured to enable / disable airflow into the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302) to cause an increase in the level of the airflow into the cockpit (112, 202, 302). Article 19. detecting toxic gases in a cabin (110, 204, 304) of the aircraft (100) using a sensor; and The non-transitory computer readable medium of claim 18, further comprising adjusting a first control valve to prevent airflow from entering the cabin (110, 204, 304) into the cockpit (112, 202, 302) based on detecting the toxic gas in the cabin (110, 204, 304). Article 20. detecting a malfunction in a first air conditioning pack (208) of a set of air conditioning packs (208), each air conditioning pack (208) configured to receive air from outside the aircraft (100) and provide the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft (100); 20. The non-transitory computer readable medium of claim 18 or 19, further comprising, in response to detecting the fault in the first air conditioning pack (208), adjusting a first control valve to prevent airflow from a mixing manifold from entering the cockpit (112, 202, 302), and adjusting a second control valve to allow airflow from a second air conditioning pack (208) of the set of air conditioning packs (208) to enter the cockpit (112, 202, 302).

[0076] The description of the various preferred configurations has been presented for purposes of illustration and description, and is not intended to be complete or limited to the embodiments in the form disclosed. Numerous modifications and variations will become apparent to those skilled in the art. Moreover, various preferred embodiments may exhibit different advantages over other preferred embodiments. The selected embodiment or embodiments have been chosen and described in order to best explain the principles and practical application of the embodiments, and to enable those skilled in the art to understand the disclosure of the various embodiments and various modifications that are suitable for the particular application under consideration.

Claims

1. 1. A system (200, 300) for sustaining airflow into a cockpit (112, 202, 302) of an aircraft (100), comprising: a plurality of air sources, each configured to direct an airflow toward an occupied area of ​​the aircraft; a control valve configured to enable or disable airflow into the cockpit (112, 202, 302); and A computing system (201, 301), detecting a decrease in the level of airflow entering the cockpit (112, 202, 302) such that the level of the airflow is below a threshold; adjusting the control valve to cause an increase in the level of airflow into the cockpit (112, 202, 302) based on detecting the decrease in the level of airflow into the cockpit (112, 202, 302); using a sensor to detect toxic gases in a cabin (110, 204, 304) of the aircraft (100); and The system (200, 300) is configured to adjust certain control valves to prevent airflow from entering the cockpit (112, 202, 302) from the cabin (110, 204, 304) based on detecting the toxic gas in the cabin (110, 204, 304).

2. a flow sensor (206, 306) configured to measure the level of the airflow entering the cockpit (112, 202, 302); The computing system (201, 301), The system (200, 300) of claim 1, further configured to detect the reduction in the level of the airflow entering the cockpit (112, 202, 302) using the flow sensor (206, 306).

3. The computing system (201, 301), Detecting the reduction in the level of the airflow entering the cockpit (112, 202, 302); and 3. The system (200, 300) of claim 1 or 2, further configured to adjust certain control valves to allow an increase in airflow directed toward the cockpit (112, 202, 302) from at least one of the multiple air sources based on detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302).

4. The plurality of air sources include: an air conditioning pack (208) configured to receive air from outside the aircraft (100) and provide the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft (100); The computing system (201, 301), 4. The system (200, 300) of claim 1, further configured to cause a boost fan (212, 214) to propel an airflow provided by the air conditioning pack (208) toward the cockpit (112, 202, 302) without entering a cabin (110, 204, 304).

5. The computing system (201, 301), In response to detecting the reduction in the level of the airflow into the cockpit (112, 202, 302), identifying a source of the reduction; and 5. The system (200, 300) of claim 1, further configured to adjust one or more control valves proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit (112, 202, 302).

6. The computing system (201, 301), Identifying the source of the depletion as corresponding to a first air source; and 6. The system (200, 300) of claim 5, further configured to accordingly adjust at least one control valve proximate a second air source to increase the level of the airflow entering the cockpit (112, 202, 302).

7. 1. A method for sustaining airflow into a cockpit (112, 202, 302) of an aircraft (100), comprising: detecting, in a computing system (201, 301), a reduction in the level of airflow entering the cockpit (112, 202, 302) below a threshold level, the aircraft (100) including a plurality of air sources with each air source configured to direct an airflow towards an occupied area of ​​the aircraft (100); adjusting a control valve configured to enable / disable airflow into the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302), to cause an increase in the level of the airflow into the cockpit (112, 202, 302); detecting toxic gases in a cabin (110, 204, 304) of the aircraft (100) using a sensor; and adjusting a first control valve to prevent airflow from entering the cabin (110, 204, 304) into the cockpit (112, 202, 302) based on detecting the toxic gas in the cabin (110, 204, 304).

8. Detecting the decrease in the level of the airflow entering the cockpit (112, 202, 302) The method of claim 7 , comprising detecting the decrease based on measurements from a plurality of sensors.

9. detecting the reduction in the level of the airflow into the cockpit (112, 202, 302) in response to adjusting the first control valve; and and adjusting a second control valve to allow an increase in airflow directed from an air conditioning pack (208) toward the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302); 8. The method of claim 7, wherein the air conditioning pack (208) is configured to receive air from outside the aircraft (100) and provide the conditioned air as an airflow toward the cockpit (112, 202, 302) and the cabin (110, 204, 304).

10. responsive to detecting the reduction in the level of the airflow entering the cockpit (112, 202, 302), identifying a source of the reduction; and 10. The method of claim 7, further comprising adjusting one or more control valves located proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit.

11. identifying the source of the decrease, identifying the source of the decrease as corresponding to a first air source; adjusting one or more control valves disposed proximate the source of the decrease to effect the increase in the level of the airflow entering the cockpit (112, 202, 302); 11. The method of claim 10, comprising adjusting a particular control valve proximate a second air source accordingly to increase the level of the airflow into the cockpit (112, 202, 302).

12. A non-transitory computer-readable medium having stored thereon instructions for causing one or more processors to cause a computing system (201, 301) to: detecting a reduction in a level of airflow entering a cockpit (112, 202, 302) of an aircraft (100) below a threshold level, the aircraft (100) including a plurality of air sources with each air source configured to direct airflow toward an occupied area of ​​the aircraft (100); adjusting a control valve configured to enable / disable airflow into the cockpit (112, 202, 302) based on detecting the decrease in the level of the airflow into the cockpit (112, 202, 302), to cause an increase in the level of the airflow into the cockpit (112, 202, 302); detecting toxic gases in a cabin (110, 204, 304) of the aircraft (100) using a sensor; adjusting a first control valve to prevent airflow from entering the cabin (110, 204, 304) into the cockpit (112, 202, 302) based on detecting the toxic gas within the cabin (110, 204, 304).

23. A non-transitory computer readable medium executable to cause a computer to perform functions including:

13. Detecting a malfunction in a first air conditioning pack (208) of a set of air conditioning packs (208), each air conditioning pack (208) configured to receive air from outside the aircraft (100) and provide the air in a conditioned state as an airflow toward an occupied area of ​​the aircraft (100); and 13. The non-transitory computer readable medium of claim 12, further comprising, in response to detecting the fault in the first air conditioning pack (208), adjusting a first control valve to prevent airflow from a mixing manifold from entering the cockpit (112, 202, 302) and adjusting a second control valve to allow airflow from a second air conditioning pack (208) of the set of air conditioning packs (208) to enter the cockpit (112, 202, 302).

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