Patent Description:
Modern passenger transport aircraft typically operate at elevated altitudes to avoid weather and to obtain other advantages generally associated with high altitude flight. Accordingly, such aircraft are equipped with environmental control systems that provide pressurized and temperature-controlled air to various compartments of the aircraft, such as the passenger compartment, cargo hold, etc. Some environmental control systems extract air at an elevated temperature and pressure from a compressor section of one or more of the engines of the aircraft, condition the extracted air, and distribute the conditioned air to the aircraft compartments.

Air temperatures within the various compartments are generally regulated to achieve a desired comfort level for flight crew and passengers. To facilitate such regulation, various temperature sensing devices may be positioned throughout the aircraft, such as proximate the flight deck, passenger compartment, cargo hold, etc. These temperature sensing devices are in communication with one or more environmental control systems that are configured to admit additional cold air when additional cooling is desired and to correspondingly add additional higher temperature air when additional heating is desired. Typical temperature sensing devices include a powered fan configured to draw cabin air into an air duct that contains a temperature sensor. Document <CIT>, with its abstract, discloses a temperature sensing device including an air distribution inlet through which primary air is blown into via an environmental control system, a cabin air inlet through which secondary air enters from a passenger area of a fuselage and the cabin air inlet is coupled to the air distribution inlet through a duct and the secondary air is passively drawn into the cabin air inlet and to the duct due to a pressure difference present in the duct, and a temperature sensor coupled to the duct and positioned downstream of the cabin air inlet along an airflow path of the secondary air so as to be exposed to the secondary air drawn in through the cabin air inlet and flowing through the duct.

Document <CIT>, with its abstract, discloses an injector air outlet including a temperature sensor and a smoke sensor to simultaneously carry out the functions of air recirculation and temperature and smoke monitoring within a closed interior space, such as a passenger cabin or a freight or cargo hold in an aircraft. The injector air outlet includes a housing wall with an injector mixing chamber therein. A primary supply air inlet receives primary supply air from the aircraft's air distribution duct network, and blows the primary supply air through an injection nozzle into the mixing chamber so as to create a reduced or negative pressure in the mixing chamber. Cabin exhaust air is sucked through a secondary air inlet and a secondary air channel into the mixing chamber, due to the reduced pressure or suction effect therein. The primary air and secondary air are mixed together and then ejected forcefully back into the cabin or cargo hold. A sensor unit including a temperature sensor and a smoke sensor is installed in the secondary air channel so that a flow of exhaust air is continuously positively caused to flow over the sensor unit.

Document <CIT>, with its abstract, discloses a filter assembly including a plurality of filter modules, wherein each filter module in the plurality of filter modules includes a frame, a filtration element coupled within the frame, and at least one mating feature. The at least one mating feature of each filter module is configured for selective engagement with the at least one mating feature of another filter module such that the plurality of filter modules are coupled together in a serial arrangement.

Document <CIT>, with its main claim, discloses a diffuser, for supplying to a room hot air mixed with a greater amount of cooler air drawn from the room. The diffuser comprises a casing having an air-intake opening for said cooler air, a nozzle adapted to be connected to a source supplying hot air at high velocity and having a long and relatively narrow sinuous or zig-zag orifice and located in the casing in cooperative relation to said air-intake opening, the casing being provided with an outlet opening through which the mixture of hot air and cooler air passes into the room.

In a first aspect, the present disclosure provides an air distribution panel for aircraft comprising the features described at claim <NUM>. The dependent claims outline advantageous forms of embodiment of the air distribution panel.

In a second aspect, the present disclosure provides a method for sensing environmental conditions in a compartment of an aircraft comprising the steps indicated at claim <NUM>. The dependent claims outline advantageous ways of carrying out the method.

Further aspects, embodiments, and features will become apparent by reference to the figures and the following detailed description and the accompanying drawings.

The figures are schematic, not necessarily to scale, and generally only show aspects that are necessary to elucidate example embodiments, wherein other aspects may be omitted or merely suggested.

Numerous examples of systems, devices, and/or methods are described herein. Any embodiment, implementation, and/or feature described herein as being an example is not necessarily to be construed as preferred or advantageous over any other embodiment, implementation, and/or feature unless stated as such. Thus, other embodiments, implementations, and/or features may be utilized, and other changes may be made.

Accordingly, the examples described herein are not meant to be limiting. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations.

Further, unless the context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another.

Moreover, terms such as "substantially" or "about" that may be used herein are meant that the recited characteristic, parameter, or value need not be achieved exactly, but that deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations and other factors known to those skilled in the art, may occur in amounts that do not preclude the effect the characteristic was intended to provide.

As noted above, typical temperature sensing devices in aircraft include powered fans. These fans are configured to draw cabin air into an air duct that contains a temperature sensor. These fans, however, require a non-trivial amount of space and require a source of power. Moreover, the fans can generate noise and require maintenance from time to time (e.g., to remove debris). These problems are compounded as the number of regions where temperature sensing is required increases.

These and other issues are ameliorated by various systems and methods disclosed herein for sensing environmental conditions of an aircraft and, in particular, example air distribution panels that facilitate simultaneous distribution of air in an aircraft compartment and environmental condition sensing of the aircraft compartment without requiring the fans noted above.

For instance, an example of an air distribution panel for an aircraft comprises a primary air inlet port, a housing fluidly coupled to the primary air inlet port, and one or more environmental sensors. The primary air inlet port is configured to be fluidly coupled to and receive primary air from an air distribution plenum. An example of the primary air inlet port corresponds to a slip fitting configured to be slip-fitted to a corresponding section of the air distribution plenum.

The housing is fluidly coupled to the primary air inlet port and comprises an air outlet chamber and a secondary air inlet chamber. The primary air is exhausted into the aircraft via the air outlet chamber, and secondary air is drawn from the aircraft compartment via the secondary air inlet chamber. The housing is configured so that exhausting of the primary air through the air outlet chamber causes the secondary air to be passively drawn into the secondary air inlet chamber. For example, the air outlet chamber is configured as an expansion chamber that causes the secondary air to be drawn into the secondary air inlet chamber due to the Venturi effect.

The housing comprises a first sidewall and a pair of opposing sidewalls that extend from opposite edge regions of the first sidewall. The first sidewall and the pair of opposing sidewalls define an opening. A second sidewall spans the opening and divides the opening into a pair of openings that correspond respectively to an air outlet port and a secondary air inlet port. Some examples of the second sidewall have a profile that corresponds to an airfoil.

One or more environmental sensors are positioned within the secondary air inlet chamber and along an airflow path of the secondary air. Examples of the environmental sensors correspond to temperature sensors, smoke sensors, etc..

In some examples, the flow rate of the primary air through the air outlet chamber <NUM> is about <NUM> cubic meter per minute (<NUM> cubic feet per minute (CFM)). In some examples, the air distribution panel is configured so that this flow rate causes a corresponding flow rate of about <NUM><NUM> per minute (<NUM> CFM) of secondary air into the secondary air inlet chamber.

<FIG> illustrates an example of an aircraft <NUM>. The aircraft <NUM> includes a nose <NUM>, wings 104A-B, a fuselage <NUM>, a tail <NUM>, and engines 110A-B. Although <FIG> illustrates an example of a commercial passenger aircraft, other types of aircraft are used with examples described herein. In addition, depending on the type of aircraft, fewer or more engines are included.

<FIG> illustrate an example of an aircraft compartment <NUM> of the aircraft <NUM> (e.g., a cargo hold of the aircraft <NUM>). Some examples of the aircraft compartment <NUM> include framing that extends between the floor and the ceiling of the aircraft compartment <NUM>. In some examples, the space between the framing and the skin of the fuselage of the aircraft <NUM> defines a mechanical chase in which one or more hydraulic lines, plenums, electrical lines, etc., are housed.

In some examples, an air distribution plenum <NUM> extends within the chase. An example of the air distribution plenum <NUM> corresponds to a cylindrical conduit having an air inlet port that is fluidly coupled to a blower. For example, the air distribution plenum <NUM> may receive compressed, clean air from compressor stages of the engines 110A-B or when on the ground from an auxiliary power unit (APU) or a ground source. Air distribution plenums having different shapes are contemplated (e.g., square profile, rectangular profile, oval profile, etc.).

One or more air distribution panels <NUM> are fluidly coupled to and positioned along the length of the air distribution plenum <NUM>. The air distribution panels <NUM> are configured to receive primary air <NUM> from the air distribution plenum <NUM> and to distribute the primary air <NUM> throughout the aircraft compartment <NUM>. The air distribution panels <NUM> are also configured to sense environmental conditions of the aircraft compartment <NUM> (e.g., temperature of the aircraft compartment <NUM>, whether there is smoke in the aircraft compartment <NUM>, etc.). Some examples of the sensed conditions are communicated to one or more control systems that are configured to control the environment of the aircraft compartment <NUM> based on the sensed conditions. For example, a sensed temperature can be used to control an amount or temperature of primary air <NUM> blowing through the air distribution plenum <NUM> to regulate the temperature of the aircraft compartment <NUM>. The sensing of smoke can trigger an alarm or a purging action to purge the aircraft compartment <NUM> of smoke, etc..

Some examples of the air distribution panel <NUM> are configured to be fixed or fastened between framing members of the framing (e.g., between vertical framing members). In some examples, one or more wall panels cover the framing members and the air distribution panel <NUM> is fixed to one of the wall panels. In this regard, some examples of the wall panel and the air distribution panel <NUM> are integrally formed (e.g., via an injection molding operation).

<FIG> illustrates a perspective view of an example of an air distribution panel <NUM>. <FIG> illustrates a cross-section view of the air distribution panel <NUM> taken along section A-A'. <FIG> illustrates an exploded view of an example of an air distribution panel <NUM>.

Referring to the figures, the air distribution panel <NUM> comprises a primary air inlet port <NUM>, a housing <NUM> fluidly coupled to the primary air inlet port <NUM>, and an environmental sensor <NUM>.

The primary air inlet port <NUM> is configured to be fluidly coupled to and receive primary air <NUM> from an air distribution plenum <NUM>. In this regard, some examples of the primary air inlet port <NUM> correspond to a slip fitting configured to be slip-fitted between corresponding sections of the air distribution plenum <NUM>. For instance, examples of the primary air inlet port <NUM> and the air distribution plenum <NUM> have cylindrical shapes and the diameter of the primary air inlet port <NUM> is configured to be a margin larger or smaller than the diameter of the air distribution plenum <NUM> to facilitate sliding the primary air inlet port <NUM> over or within the air distribution plenum <NUM>. For instance, an example of the air inlet port <NUM> has a diameter of about <NUM> (<NUM> inches).

Another example of the air inlet port <NUM> corresponds to a saddle fitting that is configured to fit over a surface section of the air distribution plenum <NUM>. For instance, the curvature of the saddle fitting matches the curvature of the surface section of the air distribution plenum <NUM>. In this regard, some examples of the air distribution plenum <NUM> define an opening within the surface section through which primary air <NUM> is communicated to the air inlet port <NUM>.

The housing <NUM> comprises an air outlet chamber <NUM> through which the primary air <NUM> is exhausted into an aircraft compartment <NUM> and a secondary air inlet chamber <NUM> through which secondary air <NUM> is drawn from the aircraft compartment <NUM>. The housing <NUM> is configured so that the flow of primary air <NUM> through the air outlet chamber <NUM> causes the secondary air <NUM> to be passively drawn into the secondary air inlet chamber <NUM> (e.g., due to the Venturi effect).

The housing <NUM> comprises a first sidewall 340A and a pair of opposing sidewalls 340B, 340C that extend from opposite edge regions of the first sidewall 340A. The first sidewall 340A and the pair of opposing sidewalls 340B, 340C define an opening. An example of the opening has a width, W, of about <NUM> (<NUM> inches), and a height, H, of about <NUM>(<NUM> inches). A second sidewall 340D spans the opening and is configured to divide the opening into a pair of openings that correspond respectively to an air outlet port 333A that corresponds with the air outlet chamber <NUM> and a secondary air inlet port 333B that corresponds with the secondary air inlet chamber <NUM>. Respective widths of the air outlet port 333A and the secondary air inlet port 333B generally match the width of the opening defined by the first sidewall 340A and the pair of opposing sidewalls 340B, 340C. In some examples, the respective heights of the air outlet port 333A and the secondary air inlet port 333B are the same and correspond to about <NUM> (<NUM> inches). In some examples, the respective heights of the air outlet port 333A and the secondary air inlet port 333B are different. For example, the ratio of the height of the air outlet port 333A to the height of the secondary air inlet port 333B is <NUM>:<NUM>. In other examples, the ratio of the height of the air outlet port 333A to the height of the secondary air inlet port 333B is <NUM>:<NUM>.

In some examples, the housing <NUM> is fluidly coupled to the primary air inlet port <NUM> via one or more nozzles <NUM>. In the case of multiple nozzles <NUM>, in some examples, each of the nozzles <NUM> is separated to allow for the flow of secondary airflow <NUM> into the air outlet chamber <NUM> through gaps between the nozzles.

Some examples of the nozzle <NUM> are fluidly coupled to the primary air inlet port <NUM> and configured to direct primary air <NUM> into the air outlet chamber <NUM>. In this regard, some examples of the nozzle <NUM> have a curved profile configured to change the direction of primary air <NUM> so that the primary air <NUM> has a somewhat laminar flow over facing surfaces of the first sidewall 340A and the second sidewall 340D into the air outlet chamber <NUM> and towards the air outlet port 333A.

As shown in <FIG>, some examples of the second sidewall 340D have a profile that corresponds to an airfoil. In this regard, in some examples, the leading edge 350A of the airfoil is positioned within the secondary air inlet chamber <NUM> and the trailing edge 350B of the airfoil is positioned within the air outlet chamber <NUM>. The combined shape of the second sidewall 340D and the first sidewall 340A define an expansion chamber in the air outlet chamber <NUM>. For example, the distance between facing surfaces of the first sidewall 340A and the second sidewall 340D gradually increases along the length of the air outlet chamber <NUM> towards the air outlet port 333A.

The environmental sensor <NUM> is positioned within the secondary air inlet chamber <NUM> and along an airflow path of the secondary air <NUM>. Some examples of the environmental sensor <NUM> correspond to a temperature sensor. An example of the temperature sensor <NUM> senses a change in temperature by a voltage increase across terminals when the temperature rises, followed by a voltage drop between the terminals when the temperature drops. The change in temperature is converted to an electrical signal that is transmitted as a frequency to a read-out unit. In one example, the temperature sensor <NUM> is a contact type temperature sensor that measures a degree of hotness or coolness by being in direct contact with the air.

Some examples of the environmental sensor <NUM> correspond to smoke sensors. An example of the smoke sensor comprises a light-emitting device and a light-receiving device that face one another so that light communicated by the light-emitting device is received by the light-receiving device. An electrical signal proportional to the amount of light received by the light-receiving device is communicated to a control system. When particulates pass between the light-emitting device and the light-receiving device, the communication of light is obstructed and sensed by the control system. The control system can then perform an action (e.g., trigger an alarm, cause purging air to flow into the aircraft compartments <NUM>, etc.).

Another example of the smoke sensor comprises a pair of ionization chambers. One of the ionization chambers is open to the secondary air in which smoke particles may be present, and the other corresponds to a reference chamber that does not allow the entry of particles. A difference in the conductivity of the air within the respective chamber is indicative of the presence of smoke particles. An electrical signal proportional to this difference is communicated to the control system. When the difference exceeds a threshold difference, the control system can then perform an action (e.g., trigger an alarm, cause purging air to flow into the aircraft compartments <NUM>, etc.).

In some examples of the air distribution panel <NUM>, the primary air inlet port <NUM>, housing <NUM>, second sidewall 340D, and the nozzles are parts of a monolithic structure (e.g., formed in a single molding operation). As shown in <FIG>, in some examples, these components are assembled. For instance, an example of the primary air inlet port <NUM> comprises one or more openings <NUM> for receiving respective first ends of one or more of the nozzles <NUM>. The first sidewall 340A of the housing <NUM> defines one or more openings <NUM> for receiving respective second ends of the one or more nozzles <NUM>. The pair of opposing sidewalls 340B, 340C and/or the second sidewall 340D are configured to facilitate releasably securing the second sidewall 340D to the housing <NUM>.

In operation, an example of the air distribution panel <NUM> is installed by first coupling the primary air inlet port <NUM> to the air distribution plenum <NUM>. As noted above, an example of the primary air inlet port <NUM> corresponds to a slip fitting configured to be slip-fitted between corresponding sections of the air distribution plenum <NUM>. Another example of the air inlet port <NUM> corresponds to a saddle fitting that is configured to fit over a surface section of the air distribution plenum <NUM>.

Next, one or more nozzles <NUM> are inserted into corresponding nozzle openings <NUM> of the primary air inlet port <NUM>. In some examples, the openings <NUM> and/or nozzles are configured to be releasably secured to the primary air inlet port <NUM>. In some examples, an elastomeric seal is positioned between the nozzles <NUM> and nozzle openings <NUM> of the primary air inlet port <NUM> to form a substantially air-tight seal between the nozzles <NUM> and the primary air inlet port <NUM>.

The housing <NUM> is then oriented to allow the respective second ends of the nozzles <NUM> to pass through the nozzle openings <NUM> of the housing <NUM> and slide over the nozzles <NUM>. The housing <NUM> is then re-oriented so that output openings of the nozzles generally abut the first sidewall 340A of the housing <NUM>. In some examples, an elastomeric seal is positioned between the nozzles <NUM> and the nozzle openings <NUM> of the housing <NUM> to form a substantially air-tight seal between the nozzles <NUM> and the housing <NUM>.

The second sidewall 340D is then secured between the pair of opposing sidewalls 340B, 340C of the housing <NUM> and over the nozzles <NUM>.

Some examples of the housing <NUM> define a flange <NUM>. Thus, in a subsequent operation, the flange <NUM> may be fixed or fastened, for example, between framing members of the aircraft compartment <NUM>.

<FIG> illustrates operations <NUM> that facilitate sensing environmental conditions of a compartment of an aircraft. These operations are best understood with reference to the air distribution panel <NUM> depicted in the figures described above.

The operations at block <NUM> involve receiving primary air <NUM> via a primary air inlet port <NUM> configured to be fluidly coupled to an air distribution plenum <NUM>.

The operations at block <NUM> involve exhausting the primary air <NUM> into an aircraft compartment <NUM> via an air outlet chamber <NUM> of a housing <NUM> that is fluidly coupled to the primary air inlet port <NUM>.

The operations at block <NUM> involve drawing in secondary air <NUM> from the aircraft compartment <NUM> via a secondary air inlet chamber <NUM> of the housing <NUM>. Exhausting of the primary air <NUM> through the air outlet chamber <NUM> causes the secondary air <NUM> to be passively drawn into the secondary air inlet chamber <NUM>.

The operations at block <NUM> involve sensing one or more conditions of the secondary air <NUM> via a sensor <NUM> positioned within the secondary air inlet chamber <NUM> and along an airflow path of the secondary air <NUM>. The secondary air <NUM> is exhausted via the air outlet chamber <NUM> back into the aircraft compartment <NUM> after the secondary air <NUM> passes the temperature sensor <NUM>.

The operations that involve exhausting of the primary air <NUM> into an aircraft compartment <NUM> via the air outlet chamber <NUM> of the housing <NUM> further involve exhausting the primary air <NUM> into the aircraft compartment <NUM> via an air outlet chamber <NUM> of a housing <NUM> that comprises a first sidewall 340A, a pair of opposing sidewalls 340B, 340C that extend from opposite edge regions of the first sidewall 340A, and a second sidewall 340D. The first sidewall 340A and the pair of opposing sidewalls 340B, 340C define an opening, and the second sidewall 340D spans the opening and divides the opening into a pair of openings that correspond respectively to an air outlet port 333A and a secondary air inlet port 333B.

In some examples, the operations that involve exhausting of the primary air <NUM> into the aircraft compartment <NUM> via the air outlet chamber <NUM> of the housing <NUM> that comprises the second sidewall 340D further involve exhausting the primary air <NUM> into the aircraft compartment <NUM> via an air outlet chamber <NUM> of a housing <NUM> that comprises a second sidewall 340D having a profile that corresponds to an airfoil.

In some examples, the operations that involve exhausting of the primary air <NUM> into the aircraft compartment <NUM> via the air outlet chamber <NUM> further involve exhausting the primary air <NUM> into the aircraft compartment <NUM> via an air outlet chamber <NUM> that corresponds to an expansion chamber.

Some examples of the operations further involve directing primary air <NUM> into the air outlet chamber <NUM> via at least one nozzle <NUM> fluidly coupled to the primary air inlet port <NUM>.

Some examples of the operations further involve directing primary air <NUM> into the air outlet chamber <NUM> via a plurality of nozzles <NUM> fluidly coupled to the primary air inlet port <NUM>. Each of the plurality of nozzles <NUM> is separated by a gap through which the secondary air <NUM> flows into the air outlet chamber <NUM>.

In some examples, the operations that involve drawing the secondary air <NUM> from the aircraft compartment <NUM> via the secondary air inlet chamber <NUM> further involve drawing the secondary air <NUM> into the secondary air inlet chamber <NUM> via a venturi effect.

In some examples, the operations that involve sensing the temperature of the secondary air <NUM> via the temperature sensor <NUM> positioned within the secondary air inlet chamber further involve sensing the temperature of the secondary air <NUM> via a temperature sensor that has a portion that extends through an opening of the housing <NUM>, wherein the opening is proximate the secondary air inlet chamber <NUM>.

In some examples, the operations that involve receiving the primary air <NUM> via the primary air inlet port <NUM> further involve receiving the primary air <NUM> via a primary air inlet port <NUM> that corresponds to a slip fitting configured to be slip-fitted to a corresponding section of the air distribution plenum <NUM>.

Using any of the air distribution panels described herein allows air temperatures to be determined while providing a tamper-proof temperature sensing device that is remotely located and out of sight from passengers. Further, since the air distribution panels do not include a fan to draw cabin air into the housing <NUM> that contains the temperature sensor, the air distribution panels operate with decreased noise and decreased power requirements as compared to conventional temperature sensing devices. In addition, removing a fan and a moving part from the design decreases the complexity of the air distribution panels and reduces periodic service and replacement that would otherwise be needed.

Thus, within examples, the air distribution panels described herein can be used to replace a typical powered fan device used to draw cabin air using the gasper air system. The air distribution panels described herein have many benefits including, for instance, lower cost and ease of assembly (due to fewer parts), and decreased noise (compared to conventional temperature sensing devices) with no fan operating. Further, with no moving parts, there is less of a chance to have less than optimal performance of the devices. In addition, in examples, the air distribution panels can be additively manufactured making production more efficient and in real-time.

Note that although this disclosure has been described with reference to aircraft, the same functions and devices apply equally to use of the methods and systems on board any type of vehicle to draw air past a temperature sensor in a passive manner. The methods and systems described herein also find use within non-vehicles or stationary areas as well wherever sensing of air temperatures is desired.

Claim 1:
An air distribution panel (<NUM>) for aircraft (<NUM>) comprising:
a primary air inlet port (<NUM>) configured to be fluidly coupled to and receive primary air (<NUM>) from an air distribution plenum (<NUM>);
a housing (<NUM>) fluidly coupled to the primary air inlet port (<NUM>), wherein the housing (<NUM>) comprises:
an air outlet chamber (<NUM>) through which the primary air (<NUM>) can be exhausted into an aircraft compartment (<NUM>); and
a secondary air inlet chamber (<NUM>) through which secondary air (<NUM>) can be drawn from the aircraft compartment (<NUM>), wherein exhausting of the primary air (<NUM>) through the air outlet chamber (<NUM>) causes the secondary air (<NUM>) to be passively drawn into the secondary air inlet chamber (<NUM>); and
one or more environmental sensors (<NUM>) positioned within the secondary air inlet chamber (<NUM>) and along an airflow path of the secondary air (<NUM>), wherein the secondary air (<NUM>) can be exhausted via the air outlet chamber (<NUM>) back into the aircraft compartment (<NUM>) after the secondary air (<NUM>) passes the one or more environmental sensors (<NUM>); and
wherein the housing (<NUM>) comprises:
a first sidewall (340A) and a pair of opposing sidewalls (340B, 340C) that extend from opposite edge regions of the first sidewall (340A), wherein the first sidewall (340A) and the pair of opposing sidewalls (340B, 340C) define an opening; and
a second sidewall (340D) that spans the opening and divides the opening into a pair of openings that correspond respectively to an air outlet port (333A) and a secondary air inlet port (333B).