Environmental control system for use in aircraft

Abstract

To provide an environment control system for use in an aircraft.SOLUTION: An environment control system for use in an aircraft includes: at least one component disposed along the length of the aircraft; and a decompression panel assembly including an array in an opening part. The array in the opening part is based on the position of the decompression panel assembly along the length of the aircraft relative to the at least one component.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The field of this disclosure generally relates to environmental control systems, and more specifically to environmental control systems that restrict forward and backward airflow through adjacent passenger aisles. [Background technology]

[0002] One purpose of an environmental control system is to distribute air throughout the main cabin of an aircraft. Generally, air is supplied through ducts in the cabin ceiling and then flows through return air grilles located near the cabin floor on the side walls of each aisle. In many known configurations, the return air grilles are integrated into a decompression panel assembly and are identical to one another along the cabin, so that each return air grille provides substantially similar airflow restrictions through it. At least some known environmental control systems also include various components such as filters, fans, and air conditioning packs that draw air through the return air grilles. Because these components are located at various positions along the aircraft, they primarily draw air through the return air grilles from the aisles where the components are located. Since each return air grille has similar flow restrictions, there is a trans-aisle airflow in the rearward or forward direction toward the nearest component of the environmental control system, and it tends to draw air through the return air grille. In such configurations, the airflow entering the return air grille of the aisle closest to the draw-in component may have passed through one or more adjacent aisles and thus may expose passengers in component aisles to more trans-aisle airflow than passengers sitting in aisles farther from the environmental control system's draw-in component.

[0003] This section is intended to introduce to the reader various aspects of the technology that may be relevant to the various aspects of the disclosure described 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 statements should be read in this context and not as an endorsement of prior art. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] US2015 / 115104 [Overview of the project] [Means for solving the problem]

[0005] In one embodiment, an environmental control system for use in an aircraft is provided. The environmental control system includes at least one component arranged along the length of the aircraft and a decompression panel assembly comprising an array of openings. The array of openings is based on the position of the decompression panel assembly along the length of the aircraft relative to the at least one component.

[0006] In another embodiment, an aircraft is provided. The aircraft comprises a first passage comprising a first decompression panel assembly having a first array of openings defining a first airflow limiter. The aircraft also comprises a second passage comprising a second decompression panel assembly having a second array of openings defining a second airflow limiter distinct from the first airflow limiter.

[0007] In yet another embodiment, a decompression panel assembly for use in an aircraft is provided. The decompression panel assembly comprises a frame, a housing including a rear wall spaced apart from the frame, and a pair of decompression panels connected to the rear wall and extending toward the frame.

[0008] In yet another embodiment, a decompression panel assembly is provided for use in an aircraft having an environmental control system. The decompression panel assembly comprises a housing defining a chamber and an insert configured to be positioned within the chamber. The insert includes an array of openings configured to provide a predetermined airflow restriction through the decompression panel assembly. The array of openings is based on the position of the decompression panel assembly along the length of the aircraft.

[0009] 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 described 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]

[0010] [Figure 1] This is a schematic cross-sectional view of an aircraft cabin with an exemplary environmental control system. [Figure 2] Figure 1 is a schematic diagram of the environmental control system, illustrating an example of a pressure reduction panel. [Figure 3A] This is a front view of an exemplary pressure reduction panel having a first array of openings. [Figure 3B] This is a front view of an exemplary pressure reduction panel having a second array of openings. [Figure 4] Figure 1 is a front view of an alternative pressure reduction panel for use in the environmental control system shown. [Figure 5] Figure 1 is a front perspective view of an alternative pressure reduction panel assembly that can be used in the environmental control system shown. [Figure 6] Figure 5 is a rear perspective view of the pressure reduction panel assembly shown. [Figure 7] Figure 5 is a top cross-sectional view of the pressure reduction panel assembly shown. [Figure 8] Figure 5 shows a side cross-sectional view of the pressure reduction panel. [Figure 9] Figure 5 shows another side cross-sectional view of the pressure reduction panel, illustrating a pair of exemplary inserts. Corresponding reference numerals indicate corresponding parts throughout the drawing. [Modes for carrying out the invention]

[0011] The examples described below include an environmental control system that facilitates minimizing the air flow between passengers within a limited space such as an aircraft cabin. The exemplary systems described provide a reduced pressure panel assembly that includes different flow restrictions based on their positions along the length of the aircraft and their proximity to other components of the environmental control system. In one example, an aircraft includes a first passage having a first reduced pressure panel assembly having a first array of openings that define a first air flow restriction. Similarly, a second passage includes a second reduced pressure panel assembly having a second array of openings that define a second air flow restriction different from the first air flow restriction. The different air flow restrictions are configured to provide a substantially similar mass flow rate through both reduced pressure panel assemblies. Having a similar mass flow rate through the reduced pressure assemblies within each passage facilitates restricting cross circulation between passengers seated in adjacent passages. The exemplary systems facilitate reducing the spread of airborne contaminants between nearby crew members, reducing noise and unwanted draft air, and restricting the formation of stagnant regions of circulation within a limited space.

[0012] Referring to the drawings, FIG. 1 is a cross-sectional view of an aircraft 100 having an exemplary environmental control system (ECS) 102. The aircraft 100 includes a front end 104, a rear end 106, and a cabin 108 extending therebetween The cabin 108 is separated from the lower lobe 110 of the aircraft 100 by a cabin floor 112. In this embodiment, the ECS 102 circulates air through the cabin 108 to provide cold, clean air to the passengers. The ECS 102 includes a main distribution duct 114 defined in a crown volume 116 above the cabin 108. From the main distribution duct 114, air is directed into each row or passage 118 within the cabin 108 such that a substantially uniform distribution air flow is distributed from the main distribution duct 114 into the cabin 108.

[0013] In this embodiment, the ECS 102 includes various components 122 disposed in the lower lobe 110 that draws air from the passenger compartment 108 through the return air grilles defined in the decompression panel assembly 120 of each passage 118. More specifically, the component 122 includes a cooling filter 124 disposed proximate to the front end 104. Proximate to the wing box 132 of the aircraft 100, a recirculation filter 126, a mixing manifold 128, and at least one air conditioning pack 130 are disposed. Further, an outlet valve 134 is disposed at the rear end 106. Generally, the components 122 are disposed along the length of the aircraft 100 between the front end 104 and the rear end 106 at any position that facilitates the operation of the ECS 102 described herein.

[0014] During operation, each component 122 of the ECS 102 draws air through the decompression panel assembly 120. However, the pressure of the drawing force or suction force 136 through each decompression panel assembly 120 varies based on its position relative to one of the components 122. Specifically, the decompression panel assembly 120 closest to each component has a higher suction or intake force because it is closer. For example, the cooling filter 124 and the outlet valve 134 apply a higher suction force by the decompression panel assemblies within the passages 118 of the front end 104 and the rear end 106, respectively. Similarly, the recirculation filter 126 and the air conditioning pack 130 cause a higher suction force in the decompression panel assembly 120 within the closer passage 118. Therefore, the suction force through the decompression panel assembly 120 in the passage 118 away from the component 122 is relatively low. This concept is illustrated in FIG. 1 by showing the suction force of the selected passage with a dashed line. The thicker and denser the line, the higher the suction force for the corresponding decompression panel assembly 120.

[0015] FIG. 2 is a schematic diagram of the ECS 102 showing an exemplary vacuum panel assembly 120. More specifically, FIG. 2 is a schematic diagram of a first passage 118A having a first vacuum panel 120A, a second passage 118B having a second vacuum panel 120B, and a third passage 118C having a third vacuum panel 120C. As described above, each passage 118A, 118B, and 118C has a different suction force ΔP because it is close to various components of the ECS 102. Specifically, passages 118A and 118C are relatively close to the cooling filter 124 and the recirculation filter 126, so they have a higher suction force ΔP A and ΔP C and have. Passage 118B has a lower suction force ΔP B because it is far from the cooling filter 124 and the recirculation filter 126. Further, each passage 118A, 11, 8B, and 118C has a certain structural flow restriction ΔR through the lower lobe 110.

[0016] To prevent or reduce cross-passage air flow and expose the passengers in each passage 118 to only the air from those passages 118, the mass flow rate m through each vacuum panel 120 must be the same. Due to the difference in the suction force ΔP, in this embodiment, each vacuum panel assembly 120 can have a different air flow restriction constant K. More specifically, the vacuum panel assembly 120 disposed near the component 122 of the ECS 102 includes a higher air flow restriction constant K than the vacuum panel assembly 120 spaced apart from the component 122. For example, referring to FIG. 2, the relatively high suction force ΔP A in passage 118A means that the vacuum panel 120A has a higher air flow restriction constant K B than the air flow restriction constant K B of the vacuum panel 120B in passage 118B that receives a lower suction force ΔP A . In such a configuration, due to the difference in the air flow restriction constants K A and K B , the mass flow rate m A through the vacuum panel assembly 120A of passage 118A is the mass flow rate m BThis is essentially the same. Similarly, the airflow limiting constant K of the pressure reduction panel 120C C This is the mass flow rate m through the pressure reducing panel assembly 120C of passage 118C. C is the mass flow rate m A and m B They are adjusted to be substantially the same. Thus, the airflow limiting constant K of each depressurization panel assembly 120 is adjusted based on its position along the aircraft and its proximity to the components 122 of the ECS 102, such that the mass flow rate m of the passages 118A, 118B, and 118C are substantially the same. In the case of depressurization, the depressurization panel assembly 120 is at least partially isolated from the frame or grille (not shown) to increase the mass flow rate of air passing through it.

[0017] Referring to Figures 3A and 3B, each depressurization panel assembly 120 includes a predetermined array 138 of openings 140 that provide a predetermined airflow limiting constant K to the depressurization panel assembly 120, which, in combination with the suction force ΔP at the location of the depressurization panel assembly 120, results in a mass flow rate m substantially similar to that of each other passage 118. As described herein, if each passage 118 has a substantially similar mass flow rate m, the airflow across the passage is reduced or prevented. Figure 3A shows a depressurization panel assembly 142 having a first array 138A. Similarly, Figure 3B shows a depressurization panel assembly 144 having a second array 138B. The number, location, and configuration of arrays 138A and 138B are based on the locations of the depressurization panel assemblies 142 and 144 along the aircraft 100. The location along the aircraft 100 determines the proximity to one of the components 122 of the ECS 102 and the corresponding suction force associated therewith. As described herein, a depressurization panel assembly 120 located near the component 122 generally has an array 138 with fewer openings 140, and a depressurization panel assembly 120 located further away from the component 122 generally has an array 138 with more openings 140. Generally, a depressurization panel assembly 120 can have an array 138 with any number of openings 140 located anywhere in the depressurization panel assembly 120 in any configuration that facilitates substantially similar mass flow and operation of the ECS 102, as described herein.

[0018] In one embodiment, as shown in Figures 3A and 3B, the depressurization panel assemblies 142 and 144 are manufactured with corresponding arrays 138A and 138B, while the rest of the panel is made of solid material. In another embodiment shown in Figure 4, the depressurization panel assembly 146 is manufactured with a plurality of perforations 148 that define an opening 140 when removed. In such an embodiment, the depressurization panel assemblies 146 are manufactured identically to one another and then modified once their position in the aircraft 100 is determined. Specifically, once the position is determined, technicians can remove the tabs defined by the perforations 148 to provide the depressurization panel assembly 146 with a predetermined array 138 of openings 140 corresponding to the determined position.

[0019] Figure 5 is a front perspective view of an alternative depressurization panel assembly 200 that can be used with ECS 102 (shown in Figure 1). Figure 6 is a rear perspective view of the depressurization panel assembly 200. In this embodiment, the depressurization panel assembly 200 comprises a housing 202, a frame 204 coupled to the housing 202, and an inlet grille 206 coupled to the frame 204. In another embodiment, the inlet grille 206 is coupled to the housing 202. The housing 202 includes at least an upper wall 208 and a rear wall 210. The depressurization panel assembly 200 also comprises a pair of depressurization flaps 212 pivotally coupled to the rear wall 210 via hinges 214. In this embodiment, each depressurization flap 212 extends at an oblique angle between the rear wall 210 and either the inlet grille 206 or the frame 204, such that the depressurization panel assembly 200 is substantially trapezoidal.

[0020] Figure 7 is a top cross-sectional view of the depressurization panel assembly 200. In this embodiment, the housing 202 includes a first inner wall 216, a second inner wall 218, and a plurality of guide vanes 220. The inner walls 216 and 218, together with the rear wall 210, form a chamber 222 that receives the airflow through the inlet grille 206. More specifically, in normal operation (i.e., not under depressurization), the return airflow flows into the chamber 222 through a portion of the inlet grille 206 (shown in Figure 8) and is pulled down through the chamber 222 by the component 122 of the ECS 102. During normal operation, the depressurization flap 212 is in the closed position, as shown by the solid line in Figure 7, blocking the airflow through the depressurization panel assembly 200 except for the chamber 222. During decompression, latches 224 that attach the distal end of each decompression flap 212 to the inlet grille 206 or frame 204 are released, and the decompression flaps 212 pivot via hinges 214 to their decompression positions, as shown by dashed lines in Figure 7. In the decompression position, the decompression flaps 212 abut against the interior of the side wall 226 and are open to allow airflow through the decompression panel assembly 200. During decompression, the guide vanes 220 guide the incoming airflow at an oblique angle to the angle of airflow through the inlet grille 206. By changing the direction of the airflow, recirculation back to the passenger compartment 108 through the inlet grille 206 is prevented.

[0021] Figure 8 is a side cross-sectional view of the decompression panel assembly 200, and Figure 9 is another side cross-sectional view of the decompression panel assembly 200 showing a pair of exemplary inserts 228. During normal operation, when the decompression flap 212 is closed, airflow enters the chamber 222 through a portion 230 of the inlet grille 206 and is guided or drawn downward by the suction force of the components 122. In this embodiment, the decompression panel assembly 200 includes inserts 228 positioned within the chamber 222 and configured to provide predetermined flow restrictions to the airflow flowing through it, based on the position of the inserts 228 along the length of the aircraft 100 and the proximity of the inserts 228 to the various components 122 of the ECS 102.

[0022] The insert 228 is removably coupled to the housing 202 and / or the inlet grille 206. More specifically, the insert 228 is mechanically coupled to at least one wall 210, 216, 218 of the housing 202 by a fastening mechanism 229. For example, the insert 228 may be attached with a fastening mechanism 229 such as a friction fit, a latch, or slide into a slot defined in the chamber 222. Generally, the insert 228 is coupled within the chamber 222 by any means that facilitates the operation of the vacuum panel assembly 200 described herein.

[0023] As described above, the depressurization panel assembly 200 closest to each component 122 of the ECS 102 has a higher pull-in or suction force, also known as differential pressure, due to its proximity. In order to prevent or reduce airflow across aisles and expose passengers in each aisle 118 to air only from their own aisle 118, the mass flow rate through each depressurization panel 200 and each insert 228 should be specifically the same. Due to the difference in suction force, each depressurization panel assembly 200 may have different airflow limiting sections based on its position along the length of the aircraft. More specifically, a depressurization panel assembly 200 located near a component 122 of the ECS 102 has a higher airflow limiting section than a depressurization panel assembly 200 located further away from the component 122.

[0024] As shown in Figure 9, each pressure reducing panel assembly 200 includes an insert 228 having a predetermined array 234 of openings 232 that provide a predetermined airflow limit to that particular pressure reducing panel assembly 200, which, in combination with an attractive force at the location of the pressure reducing panel assembly 200, results in a mass flow substantially similar to that of each other passage 118. As described herein, when each passage 118 has substantially similar mass flow, airflow across the passages is reduced or prevented.

[0025] Figure 9 shows a decompression panel assembly 200 and a pair of interchangeable inserts 228A and 228B, each containing predetermined opening arrays 234A and 234B, respectively. The number, location, and configuration of arrays 234A and 234B are based on the position of the decompression panel assembly 200 along the aircraft 100. The position along the aircraft 100 determines the proximity to one of the components 122 of the ECS 102 and the corresponding suction force associated with it. As described herein, a decompression panel assembly 200 positioned closer to the component 122 generally has arrays 234 with fewer openings 232, and a decompression panel assembly 200 positioned further away from the component 122 generally has arrays 234 with more openings 232. Generally, a decompression panel assembly 200 can have arrays 234 with any number of openings 232 positioned anywhere on the decompression panel assembly 200 in any configuration that facilitates substantially similar mass flow rates and operation of the ECS 102, as described herein.

[0026] The interchangeability of insert 228 allows for the manufacture of all decompression panel assemblies 200 regardless of their final position on the aircraft 100. Once the position of a particular decompression panel assembly 200 is determined, the corresponding insert 228 can be placed in a chamber 222 that provides a predetermined airflow restriction to the decompression panel assembly 200, which, combined with the suction force of component 122, results in a mass flow substantially similar to that of the decompression panel assembly 200 in the surrounding passage 118.

[0027] The following examples include environmental control systems that facilitate minimizing airflow between passengers in confined spaces such as aircraft cabins. The exemplary systems described provide decompression panel assemblies with different flow limits based on their location along the length of the aircraft and their proximity to other components of the environmental control system. In one example, the aircraft comprises a first passage having a first decompression panel assembly having a first array of openings defining a first airflow limiter. Similarly, a second passage comprises a second decompression panel assembly having a second array of openings defining a second airflow limiter distinct from the first airflow limiter. The different airflow limiters are configured to provide substantially similar mass flow through both decompression panel assemblies. Having similar mass flow through the decompression assemblies in each passage facilitates limiting cross-circulation between passengers seated in adjacent passages. The exemplary systems facilitate reducing the diffusion of airborne contaminants between nearby crew members, reducing noise and undesirable drafts, and limiting the formation of stagnant areas of circulation in confined spaces.

[0028] The systems and methods described herein are not limited to the specific embodiments described herein; rather, the components of the systems and / or steps of the methods may be used separately and independently of other components and / or steps described herein.

[0029] Certain features of various embodiments of this disclosure may be shown in some drawings and not in others, for convenience only. In accordance with the principles of this disclosure, any feature in the drawings may be referenced and / or claimed in combination with any feature in any other drawing.

[0030] 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.

[0031] This specification uses examples to disclose various embodiments, including the best mode, and to enable those skilled in the art to carry out various embodiments, 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]

[0032] 100 aircraft 102 Environmental Control System (ECS) 104 Front end 106 Rear end 108 guest rooms 110 Lower Robe 112 guest room floors 114 Main distribution duct 116 Crown volume section 118 Passage 120 Pressure Reducing Panel Assembly 122 Components 124 Cooling Filter 126 Recirculation Filter 128 Mixing Manifold 130 Air Conditioning Pack 132 Wing Box 134 Outlet valve 136 Suction power 138 arrays 140 opening 142, 144, 146 Pressure Reducing Panel Assembly 148 Perforation 200 Pressure Reducing Panel Assembly 202 Housing 204 frames 206 Entrance Grill 208 Upper wall 210 Back wall 212 Decompression flap 214 Hinge 216 First Inner Wall 218 Second inner wall 220 Guide vanes 222 Chamber 224 Latch 226 Inside the side wall 228 Inserts 229 Fastening mechanism 230 Part of the entrance grill 232 Opening

Claims

1. An aircraft comprising a first passage, a second passage, and an environmental control system, wherein the environmental control system is: A first pressure reducing panel assembly provided in the first passage and having a first array of openings defining a first airflow limiting section, A second pressure reducing panel assembly having a second array of openings provided in the second passage and defining a second airflow limiting section different from the first airflow limiting section, At least one component arranged along the length of the aircraft and designed to draw in air through the first and second decompression panel assemblies, Equipped with, The first and second arrays of the openings are formed on a replaceable insert. The first and second arrays of the openings are based on the position of the corresponding decompression panel assembly along the length of the aircraft with respect to at least one component, An aircraft in which the first airflow limiter is configured to provide a first mass flow rate of air through the first pressure reduction panel assembly, and the second airflow limiter is configured to provide a second mass flow rate of air through the second pressure reduction panel assembly, wherein the first mass flow rate and the second mass flow rate are substantially the same.

2. The aircraft according to claim 1, further comprising an environmental control system including components configured to provide a first suction force through the first depressurization panel assembly and a second suction force through the second depressurization panel assembly.

3. The aircraft according to claim 2, wherein the first decompression panel assembly is positioned at a first distance from the component, and the second decompression panel assembly is positioned at a second longer distance from the component.

4. The aircraft according to claim 3, wherein the airflow limiting constants provided by the first airflow limiting section and the second airflow limiting section are based on the degree of proximity to the components along the length of the aircraft.

5. The aircraft according to claim 3 or 4, wherein the first suction force is greater than the second suction force.

6. The aircraft according to any one of claims 1 to 5, wherein the airflow limiting constant provided by the first airflow limiting unit is greater than the airflow limiting constant provided by the second airflow limiting unit.

7. The aircraft according to any one of claims 1 to 6, wherein the respective airflow limiting constants provided by the first airflow limiting section and the second airflow limiting section are based on the positions of the first passage and the second passage along the length of the aircraft.

8. The aircraft according to claim 7, wherein the first airflow limiting section comprises a first array having a first number of openings, and the second airflow limiting section comprises a second array having a second number of openings greater than the first number of openings.

9. The aircraft according to any one of claims 1 to 8, wherein the first airflow limiting section and the second airflow limiting section comprise an array of multiple openings.

10. The first and second pressure reduction panel assemblies are Frame and, A housing having a rear wall spaced apart from the frame, It comprises a pair of pressure-reducing panels connected to the rear wall and extending toward the frame, The aircraft according to any one of claims 1 to 9, wherein the rear wall at least partially defines a chamber within the housing.

11. The aircraft according to claim 10, wherein the insert is configured to be positioned within a chamber defined by the decompression panel assembly.

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