Air supply system for use in aircraft

Abstract

To provide an air distribution system for use in an aircraft for limiting cross-circulation between passengers.SOLUTION: An aircraft includes a fuselage having a side wall at least partially defining a passenger cabin and a crown section of the aircraft. The passenger cabin includes an overhead zone, a passenger zone, and a floor zone. An air supply duct is positioned within the crown section, and the air supply duct is configured to pressurize the crown section with air. At least one return air outlet is defined in the floor zone. An interior structure is coupled to the side wall and extends between the passenger cabin and the crown section. The interior structure includes a plurality of nozzles oriented to discharge the pressurized air from the crown section along an airflow path that extends downward through the overhead zone, downward through the passenger zone, and then towards the at least one return air outlet.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This field generally relates to environmental control systems designed for use in limited spaces occupied by humans, and more specifically, to an air supply system that facilitates minimizing the air flow between passengers within a limited space such as an aircraft cabin.

Background Art

[0002] Some known pressurized aircraft use an environmental control system ("ECS") to maintain cabin pressurization and control cabin temperature during flight. The ECS generally pressurizes the cabin by carrying outside air from the engine towards the aircraft cabin. Some known systems use air conditioning packs to condition the air, and the conditioned air is distributed into the cabin via an air supply system. Some air supply systems include a plurality of separate nozzles disposed on both sides inside the fuselage of the aircraft above the passengers. The nozzles discharge the conditioned air therefrom to create "cells" of air that circulate across the passengers' seats before exiting the cabin through a return air grill disposed on the cabin floor and rotating in opposite directions. However, to create cells rotating in opposite directions, the air needs to be discharged at a relatively high speed, which can generate undesirable noise pollution within the cabin. Additionally, cells rotating in opposite directions can cause cross-circulation between passengers, which is an important consideration in view of recent global health crises.

Summary of the Invention

Means for Solving the Problems

[0003] This section is intended to introduce to the reader various aspects of the technology that may relate to the various aspects of the disclosure described below and / or claimed below. This discussion is intended to help provide the reader with background information to facilitate a better understanding of the various aspects of the disclosure. Therefore, it should be understood that these descriptions should be read in this context and not as an endorsement of prior art.

[0004] One embodiment is an aircraft including a side wall that at least partially defines the aircraft's cabin and crown compartment. The cabin includes an overhead zone, a passenger zone, and a floor zone. An air intake duct is located within the crown compartment and is configured to pressurize the crown compartment with air. At least one return exhaust port is defined in the floor zone. An internal structure is coupled to the side wall and extends between the cabin and the crown compartment. The internal structure includes a plurality of nozzles oriented to discharge pressurized air from the crown compartment along an airflow path that extends downward through the overhead zone, then downward through the passenger zone, and then toward at least one return exhaust port.

[0005] Another embodiment is an aircraft including side walls that at least partially define the cabin and crown compartment of the aircraft. The cabin includes an overhead zone, a passenger zone and a floor zone. An air intake duct is located in the crown compartment and is configured to carry air through it. At least one return exhaust port is defined in the floor zone. Multiple interior panels extend between the cabin and the crown compartment, and each interior panel is coupled to the air intake duct in flow communication. Each of the multiple interior panels includes multiple perforations configured to discharge air along an airflow path that extends downward through the overhead zone, extends downward through the passenger zone, and then extends toward at least one return exhaust port.

[0006] Another embodiment is an air supply system including an air supply duct configured to carry air through it. Multiple internal panels are coupled to each other in flow communication with the air supply duct, and the multiple internal panels are coupled to each other in a line to define the internal structure. Each internal panel includes a housing having side walls that define an air intake and an air exhaust. A porous support structure is coupled to the side wall at the exhaust. An air plenum is defined between the air intake and a first side of the porous support structure, and multiple perforations configured to discharge air from there are defined on a second side of the porous support structure.

[0007] Various improvements to the features described in relation to the above-described embodiments of this disclosure exist. Further features may also be incorporated into the above-described embodiments of this disclosure. These improvements and additional features may exist individually or in any combination. For example, the various features considered below in relation to any of the illustrated embodiments of this disclosure may be incorporated individually or in any combination into any of the above-described embodiments of this disclosure. [Brief explanation of the drawing]

[0008] [Figure 1] This is a cross-sectional view of an aircraft having an exemplary internal air intake system. [Figure 2] This is a cross-sectional view of an aircraft with an internal alternative air intake system. [Figure 3] Figure 2 is a cross-sectional view of an exemplary internal panel that may be used in the air supply system shown. [Figure 4] Figure 2 is a cross-sectional view of an alternative internal panel that may be used in the air supply system shown. [Figure 5] This is a side view of an exemplary aircraft. [Modes for carrying out the invention]

[0009] The corresponding reference numerals indicate the corresponding parts throughout the drawing.

[0010] The following examples include supply air systems that facilitate minimizing airflow between passengers in confined spaces such as aircraft cabins. The exemplary systems described provide exhaust ventilation schemes that generate a bulk downward airflow within a confined space. In one example, the bulk downward airflow is discharged from above seated passengers in the confined space, through the passengers, and downward towards an outlet located in the floor of the confined space. This directional bulk downward airflow facilitates, for example, limiting cross-circulation between passengers seated adjacent to each other in each row of an aircraft. The exemplary systems facilitate reducing the diffusion of airborne contaminants between nearby crew members, reducing noise and undesirable airflow, and limiting the formation of inactive zones of circulation within a confined space.

[0011] Figure 1 is a cross-sectional view of an aircraft 100 having an exemplary air intake system 102 inside. The aircraft 100 includes a fuselage 104 having a side wall 106 that at least partially defines the cabin 108 and crown compartment 110 of the aircraft 100. The crown compartment 110 is positioned above the cabin 108, and an internal structure 112 coupled to the side wall 106 extends between the crown compartment 110 and the cabin 108. The cabin 108 includes an overhead zone 114, a passenger zone 116, and a floor zone 118. The passenger zone 116 includes a number of seats 120 designed to be occupied by people. The seats 120 are arranged in one or more rows 122 across the cabin 108. The overhead zone 114 is positioned above the passenger seats 120, and the floor zone 118 is positioned below the passenger seats 120.

[0012] The air supply system 102 includes an air supply duct 124 located within the crown compartment 110. In one example, the internal structure 112 is configured such that the crown compartment 110 defines an open space between the side wall 106 and the internal structure 112. The air supply duct 124 is configured to carry conditioned air 126, which is received from the aircraft's environmental control system (not shown). The air supply duct 124 is configured to discharge the conditioned air 126 into the crown compartment 110, thereby pressurizing the crown compartment 110 with the conditioned air 126. Pressurizing the crown compartment 110 with the conditioned air 126 facilitates the supply of the conditioned air 126 to the passenger cabin 108. For example, at least one return exhaust port 128 is defined in the floor zone 118, and the conditioned air 126 discharged from the crown compartment 110 is carried through the passenger cabin 108 and then discharged from the passenger cabin 108 through the return exhaust port 128, as will be described in more detail below. Referring to Figure 1, the return exhaust port 128 is a return air grille defined on the side wall 106 of the fuselage. Alternatively, the exhaust port may be defined on the floor 130 of the passenger compartment 108.

[0013] Referring to Figure 1, the supply air duct 124 includes a side wall 132 having a plurality of defined airflow openings 134 inside. The airflow openings 134 facilitate airflow communication from the supply air duct 124 to the crown compartment 110, thereby facilitating its pressurization. The airflow openings 134 may be of any size and / or shape that allows the supply air system 102 to function as described herein. For example, the airflow openings 134 may be defined by a plurality of separate holes or notches in the side wall 106, spaced apart along the length of the supply air duct 124 and the body 104. In another example, the supply air duct 124 is a piccolo-type supply duct.

[0014] The internal structure 112 is formed from a plurality of components, including an internal panel 136, a storage shelf 138, and an overhead console 140. In one example, at least some of the components are spaced apart from each other to define a gap 142 between them. For example, the internal panel 136, the storage shelf 138, and the overhead console 140 may be joined together, but may also be spaced apart from each other to allow airflow communication between the crown compartment 110 and the passenger compartment 108 through the gap 142. In such an example, a block member 144 may extend across at least one of the plurality of gaps 142. The block member 144 is adapted to restrict visibility from the passenger compartment 108 to the crown compartment 110 while still allowing airflow communication between the passenger compartment and the crown compartment. Components such as the overhead console 140 may also be spaced apart from the side wall 106 to define an additional gap 142.

[0015] Therefore, the gap 142 defines multiple nozzles 146 within the internal structure 112. In an alternative example, the component itself includes an internally defined airflow opening (not shown) to define the nozzles 146 of the internal structure 112. For example, the gap may be hidden behind a lighting curtain or other internal mechanism to define additional nozzles 146 within the internal structure 112. The nozzles 146 are designed to discharge regulated air 126 from there in a substantially downward direction relative to the crown compartment 110. Referring to Figure 1, the regulated air 126 travels along an airflow path 148 that extends downward through the overhead zone 114, then downward through the passenger zone 116, and then toward a return exhaust port 128 located in the floor zone 118. As a result of a combination of factors such as the exhaust velocity of the airflow, the direction of exhaust of the regulated air 126, and / or the pressure difference defined at the return exhaust port 128, for example, the airflow path 148 extends downward through the passenger cabin 108, facilitating the restriction of cross-circulation between passengers seated adjacent to each other in each row 122 of the aircraft 100. As used herein, “downward” refers to a unidirectional direction of movement in which the height between two points decreases and does not increase, such as from the nozzle 146 to the return exhaust port 128.

[0016] Figure 2 is a cross-sectional view of an aircraft 100 having an internal alternative air supply system 150. In the illustrated example, the internal structure 112 includes a number of internal panels 136 extending between the crown compartment 110 and the passenger cabin 108. The internal panels 136 may be ceiling panels, side wall panels, overhead console panels, etc., and are designed to be visible and aesthetically pleasing to the passenger cabin 108. Each internal panel 136 is flow-communicated with an air supply duct 124. For example, branch ducts 152 are connected between the air supply duct 124 and each internal panel 136 to allow conditioned air 126 to be carried from the air supply duct 124 to the number of internal panels 136. As will be described in more detail below, each internal panel 136 includes a number of perforations 154 (shown in Figure 3) configured to discharge the conditioned air 126 from there, substantially downward relative to the crown compartment 110.

[0017] As shown in Figure 2, the regulated air 126 travels along an air passage 156 that extends downward through the overhead zone 114, then downward through the passenger zone 116, and then toward a return exhaust port 128 located in the floor zone 118. Similar to the air passage 148, the air passage 156 extends downward through the cabin 108, facilitating the restriction of cross-circulation between passengers seated adjacent to each other in each row 122 of the aircraft 100.

[0018] Figure 3 is a cross-sectional view of an exemplary internal panel 158 that can be used in the air supply system 150 (shown in Figure 2). In the illustrated example, each internal panel 158 includes a housing 160 having side walls 162 defining an intake port 164 and an exhaust port 166. The intake port 164 is flow-communicated and coupled with a branch duct 152 (shown in Figure 2) to allow conditioned air 126 to be carried through it. The conditioned air 126 is carried through the housing 160 and then discharged directly into the passenger compartment 108 (shown in Figure 2) through the exhaust port 166.

[0019] The internal panel 158 includes a nozzle 168 coupled to the side wall 162 at an exhaust port 166. In the illustrated example, the nozzle 168 includes a porous support structure 170 and a layer of at least one material bonded thereto, as will be described in more detail below. The porous support structure 170 may be any flexible, semi-rigid, or rigid structure that allows airflow to be carried through it. In the illustrated example, the porous support structure 170 is in the form of a honeycomb structure having a plurality of hollow channels extending through it. Alternatively, as shown in Figure 4, the internal panel 171 includes a porous support structure 170 in the form of a porous foam material such as polyvinyl chloride, polyetherimide, or polyvinylidene fluoride.

[0020] The nozzle 168 has a first side 172 and a second side 174. The nozzle 168 extends across the entire exhaust port 166, defining an air plenum 176 between the intake port 164 and the first side 172 of the nozzle 168. A perforation 154 is defined on the second side 174 of the nozzle 168. By extending the nozzle 168 across the exhaust port 166, it is made easier to seal the housing 160 at least partially, thereby allowing the air plenum 176 to be pressurized with conditioned air 126 delivered through the intake port 164. Thus, the conditioned air 126 may be distributed over the entire surface area of ​​the first side 172. In one example, the intake port 164 has a smaller cross-sectional size than the exhaust port 166. Therefore, the side walls 162 of the housing 160 may be tapered so that the cross-sectional size increases from the intake port 164 to the exhaust port 166, which facilitates equalizing the pressure of the regulated air 126 across the first side surface 172 of the nozzle 168.

[0021] Referring again to FIG. 3, nozzle 168 further includes a layer 178 of porous material coupled to at least one of its first side 172 or second side 174. The porous material may be any material that allows the internal panel 158 to function as described herein. For example, the porous material may be a woven fiber material such as a knitted pattern. The woven fiber material may also be pre-impregnated with a resin, adhesive, etc. (i.e., a "prepreg" composite). Thus, layer 178 extends across the first side 172 and / or second side 174 to support the porous support structure 170 and increase the rigidity of the porous support structure 170 while still allowing air flow through the porous support structure.

[0022] In the illustrated example, nozzle 168 also includes a layer 180 of decorative porous material coupled over layer 178 of porous material on the second side 174. Thus, layer 180 defines the outer surface of the internal panel 158 that is visible to the occupants of the passenger compartment 108 (shown in FIG. 2). Layer 180 provides an improved aesthetic appearance suitable for visibility by the occupants of the passenger compartment 108 as compared to layer 178. The decorative porous material may be any material that allows the internal panel 158 to function as described herein. For example, layer 180 may be a thermoplastic sheet perforated by a laser, chemical etching, abrasive blasting, contact with a drum roller having pins, or other suitable method. Layer 180 may also be a fabric material. Thus, a plurality of perforations 154 are provided in the second side 174 of the internal panel 158. In one example, the perforations 154 are substantially uniformly dispersed across layer 180 such that the conditioned air 126 discharged from layer 180 is in the form of a dispersed bulk air flow. Thus, the air flow is provided across the exposed surface area of layer 180.

[0023] During operation, the conditioned air 126 is discharged from nozzles 146 and 168 at a flow rate greater than a first threshold value and at a velocity less than a second threshold value to meet a desired air flow recirculation rate through the passenger cabin 108. The flow rate threshold is at least somewhat based on the number of passengers of the aircraft 100 designed to transport. Thus, in one example, the air supply systems 102 and 150 are operable to discharge conditioned air from nozzles 146 and 168 at a flow rate greater than about 0.25 pounds per minute (lb / min) / passenger, greater than about 0.4 lb / min / passenger, greater than about 0.5 lb / min / passenger, or greater than about 0.55 lb / min / passenger. The velocity threshold is at least somewhat based on the perceived comfort level of the passengers in the passenger cabin 108. Thus, during operation, the air supply systems 102 and 150 are operable to discharge the conditioned air 126 into the passenger cabin 108 from nozzles 146 and 168 at a velocity below a threshold at which the passengers in the passenger cabin 108 can perceive undesirable ventilation at their seats 120. Thus, the air supply systems 102 and 150 discharge the conditioned air 126 at a velocity less than about 500 feet per minute (ft / min), less than about 250 ft / min, less than about 100 ft / min, or less than about 50 ft / min.

[0024] The described systems and methods are not limited to the specific embodiments described herein. Rather, the components of the system and / or steps of the method may be used separately and independently of the other components and / or steps described herein.

[0025] The distinctive features of the various embodiments of the present disclosure may be shown in some drawings and not in others, but this is merely for convenience. According to the principles of the present disclosure, any feature of any drawing may be referenced and / or claimed in combination with any feature of any other drawing.

[0026] Where used herein, elements or steps listed in the singular and followed by the word "a" or "an" should be understood not to exclude multiple elements or steps unless such exclusions are explicitly listed. Furthermore, references to “one embodiment” or “exemplary embodiment” of the present invention are not intended to be construed as excluding the existence of additional embodiments that also incorporate the listed features.

[0027] This written description, using examples, discloses various implementations, including the best form, and enables those skilled in the art to carry out various implementations, including the manufacture and use of any device or system, and the execution of any incorporated method. The patentable scope of this disclosure is defined by the claims and may include other examples that a person skilled in the art may conceive after reading this specification. Such other examples are intended to be within the claims if they have structural elements that are not different from the language of the claims, or if they include equivalent structural elements that are substantially different from the language of the claims. [Explanation of symbols]

[0028] 100 aircraft 102 Air supply system 104 Torso 106 Side wall 108 guest rooms 110 Crown section 112 Internal structure 114 Overhead Zone 116 Passenger Zone 118 Floor Zones 120 seats 122 columns 124 Air intake duct 126 Adjustable air 128 Return exhaust port 130 beds 132 Side wall 134 Airflow opening 136 Internal Panel 138 Storage shelves 140 Overhead Console 142 Gap 144 Block members 146 nozzles 148 Airflow channel 150 Air supply system 152 Branch duct 154 Perforation 156 Airflow channel 158 Internal Panel 160 Housing 162 Side wall 164 Intake 166 Exhaust vent 168 nozzles 170 Porous Support Structure 171 Internal Panel 172 First Aspect 174 Second Aspect 176 Air Plenum 178 Layer of porous material 180 Layers of decorative porous material

Claims

1. It is an aircraft, A fuselage comprising side walls that at least partially define the cabin and crown compartment of the aircraft, wherein the cabin includes an overhead zone, a passenger zone and a floor zone, and the fuselage and An air supply duct positioned within the crown compartment, the air supply duct comprising a side wall and a plurality of airflow openings defined within the side wall of the air supply duct and spaced apart along the length of the air supply duct, the air supply duct configured to pressurize the crown compartment with air, The floor zone includes at least one return exhaust port, An aircraft comprising an internal structure coupled to the side wall of the fuselage and extending between the passenger cabin and the crown compartment, the internal structure comprising a plurality of nozzles oriented to discharge the air from the crown compartment along an airflow path extending downward through the overhead zone, extending downward through the passenger zone, and then toward at least one return exhaust port, wherein the nozzles of the plurality of nozzles comprise a layer of porous material including a composite material pre-impregnated with resin.

2. The aircraft according to claim 1, wherein the internal structure comprises a plurality of components, at least some of which are spaced apart from each other to define gaps between them that define each nozzle of the plurality of nozzles.

3. The aircraft according to claim 2, wherein the internal structure further comprises a block member extending across the gap, the block member restricting visibility from the passenger cabin to the crown compartment.

4. The aircraft according to any one of claims 1 to 3, wherein the internal structure comprises at least one of an internal panel, a storage shelf, or an overhead console.

5. The aircraft according to any one of claims 1 to 4, wherein the internal structures are spaced apart from the side walls of the fuselage to define each nozzle between them, and the gaps define each nozzle of the plurality of nozzles.

6. The aircraft according to any one of claims 1 to 5, wherein the plurality of nozzles are configured to discharge the pressurized air at a speed of less than approximately 50 feet per minute.

7. It is an aircraft, A fuselage including side walls that at least partially define the cabin and crown compartment of the aircraft, wherein the cabin includes an overhead zone, a passenger zone and a floor zone, and the fuselage and An air supply duct positioned within the crown compartment, wherein the air supply duct is configured to carry air through it, and the air supply duct is configured to pressurize the crown compartment with air, The floor zone includes at least one return exhaust port, Extending between the passenger compartment and the crown compartment, each interior panel is connected to the air supply duct in a flow-communicating manner, and each interior panel is A housing having side walls defining an air intake and an exhaust port, A layer of porous material containing a composite material pre-impregnated with resin, An aircraft comprising a plurality of internal panels, each defined in the porous support structure and having a plurality of perforations for discharging air along an airflow path that extends downward through the overhead zone, downward through the passenger zone, and then toward at least one return exhaust port.

8. The aircraft according to claim 7, wherein an air plenum is defined between the air intake and the first side surface of the porous support structure, and the plurality of perforations are defined on the second side surface of the porous support structure.

9. The aircraft according to claim 8, wherein the side wall of the housing is tapered so that the cross-sectional size increases from the intake port to the exhaust port.

10. The aircraft according to claim 8 or 9, wherein each internal panel further comprises a layer of porous material bonded to at least one of the first or second sides of the porous support structure.

11. The aircraft according to claim 10, further comprising a layer of decorative porous material bonded on the second side surface of the porous support structure to the layer of porous material.

12. The aircraft according to any one of claims 7 to 11, further comprising branch ducts coupled between the air intake duct and each internal panel.

13. The aircraft according to any one of claims 7 to 11, wherein the plurality of vents are configured to discharge the air at a speed of less than approximately 50 feet per minute.

14. Air supply system for aircraft, There is an air supply duct that carries air through it, A plurality of internal panels are connected to the aforementioned air supply duct in a flow-communication manner, wherein the plurality of internal panels are connected to each other in a line to define the internal structure, and each internal panel is A housing having side walls defining an air intake and an exhaust port, A layer of porous material containing a composite material pre-impregnated with resin, A porous support structure comprising a porous support structure formed from a honeycomb structure and coupled to the side wall at the exhaust port, wherein an air plenum is defined between the intake port and the first side surface of the porous support structure, and a plurality of perforations configured to discharge the air therefrom are defined on the second side surface of the porous support structure, and a plurality of internal panels Equipped with, The air supply system is configured such that the air supply duct pressurizes the crown compartment of the aircraft with air.

15. The air supply system according to claim 14, wherein the side wall of the housing is tapered so that the cross-sectional size increases from the intake port to the exhaust port.

16. The air supply system according to claim 14 or 15, wherein each internal panel further comprises a layer of porous material bonded to at least one of the first or second sides of the porous support structure.

17. The air supply system according to claim 16, further comprising a layer of decorative porous material bonded on the second side surface of the porous support structure to the layer of porous material.

18. The air supply system according to any one of claims 14 to 17, further comprising a branch duct connected between the air supply duct and the air intake port of each internal panel.

Images