Patent Description:
Due to a perceived role of commercial airlines in the spread of viruses and other diseases around the globe, along with possible decisions made with respect to the operating of existing cabin air ventilation systems, there is an increase of concern for a safer and healthier aircraft environment. To promote a generation of the safer and healthier aircraft environment, airlines may desire to provide treated air solutions to passengers and crew members, where the treated air solutions replace or supplement existing cabin air ventilation systems. Ventilation systems are disclosed in <CIT>, <CIT>, <CIT>, <CIT> and <CIT>.

A personal aircraft seat air treatment system is provided as defined in claim <NUM>.

In some embodiments, the at least one treatment component may include an air purifier.

In some embodiments, the air purifier may include an ultraviolet germicidal irradiation lamp. The ultraviolet germicidal irradiation lamp may be configured to generate the treated air from the cabin air by treating the at least a portion of the cabin air received via the air blower with ultraviolet light.

In some embodiments, the at least one ventilation output component may include a plurality of ventilation output components. A first subset of the plurality of ventilation output components may be fluidically coupled to the air purifier and configured to receive the treated air from the air purifier. A second subset of the plurality of ventilation output components may be configured to receive at least a second portion of the cabin air.

In some embodiments, the at least one ventilation output component may include a plurality of ventilation output components. Each ventilation output component of the plurality of ventilation output components may be fluidically coupled to the air purifier and configured to receive the treated air from the purifier.

In some embodiments, the hydrogel cartridge may be configured to be housed within a cannister. The cannister may be fluidically coupled to the air blower and the at least one ventilation output component.

In some embodiments, the cannister may include a main body and a cannister lid. The hydrogel cartridge may be removable from the main body when the cannister lid is disengaged.

In some embodiments, the at least one ventilation output component may include a nozzle.

In some embodiments, the nozzle may be positioned within a head rest, a seat back, or a seat pan of the aircraft seat.

In some embodiments, the air treatment system may include an output blower. The output blower may be configured to receive the treated air and provide the treated air to the at least one breathing area of the passenger.

In some embodiments, the air treatment system may include one or more temperature-adjusting components. The one or more temperature-adjusting components may be configured to adjust the temperature of one or more of the cabin air or the treated air.

An aircraft cabin is also provided as defined by claim <NUM>.

In some embodiments, the passenger compartment may include a control device. The control device may include one or more processors and memory. The memory may be configured to store a set of program instructions. The one or more processors may be configured to execute the program instructions to adjust one or more parameters of the personal aircraft seat air treatment system. The passenger compartment may include one or more sensors. The one or more sensors may be configured to monitor at least one of rate of airflow or air quality through the personal aircraft seat air treatment system. The one or more sensors may be communicatively coupled to the control device.

Before explaining one or more embodiments of the present disclosure in detail, it is to be understood the embodiments are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments, numerous specific details may be set forth in order to provide a more thorough understanding of the present disclosure.

For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), or both A and B are true (or present).

This is done merely for convenience and "a" and "an" are intended to include "one" or "at least one," and the singular also includes the plural unless it is obvious it is meant otherwise.

Finally, as used herein any reference to "one embodiment" or "some embodiments" means a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment disclosed herein. The appearances of the phrase "in some embodiments" in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination of or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.

<FIG> in general illustrate a personal aircraft seat air treatment system, in accordance with one or more embodiments of the present disclosure.

In some embodiments, an aircraft cabin <NUM> may include one or more aircraft interior structures. For example, the aircraft interior structures may include, but are not limited to, one or more passenger compartments <NUM>. At least some of the one or more aircraft interior structures may be separately-constructed and separately-installed within the aircraft cabin <NUM>. It is noted herein, however, at least some of the one or more aircraft interior structures may be integrated and/or coupled together during installation within the aircraft cabin <NUM>.

In some embodiments, the one or more passenger compartments <NUM> includes a divider wall <NUM> with one or more divider wall elements. For example, a wall of the aircraft cabin <NUM> may be considered a divider wall element of the divider wall <NUM>. By way of another example, at least some of the one or more divider wall elements of the divider wall <NUM> may be shared between adjacent passenger compartments <NUM>.

A divider wall <NUM> of the passenger compartment <NUM> may include an opening into the passenger compartment <NUM>, where the opening is configured to allow entrance into an aircraft aisle of the aircraft cabin <NUM>. The passenger compartment <NUM> may include a door for the opening. For example, the door may swing or slide into an open position against the divider wall <NUM>. By way of another example, the divider wall <NUM> may be at least partially hollow, and the door may be slid into a cavity defined by the divider wall <NUM>.

In some embodiments, the one or more passenger compartments <NUM> each include an aircraft seat <NUM> (e.g., a business class or first-class passenger seat) and one or more auxiliary monuments <NUM>. It is noted herein the terms "aircraft seat" and "passenger seat" may be considered equivalent, for purposes of the present disclosure.

The one or more passenger compartments <NUM> may bounded at least in part by one or more aircraft aisles, a divider wall <NUM>, a housed aircraft seat <NUM> and/or one or more additional passenger compartments <NUM> and within the aircraft cabin <NUM>. It is noted, however, the passenger compartment <NUM> may not be limited only to these bounded elements. In addition, the passenger compartment <NUM> may be implemented adjacent to rows of aircraft seats <NUM> including two or more additional aircraft seats <NUM>, or the like.

The aircraft seat <NUM> may include, but are not limited to, some combination of seat pans, seat backs, headrests, seat cushions, diaphragms, dress covers, legs, support members, actuatable armrests, seatbelts, or the like. The aircraft seat <NUM> may be attachable to embedded seat tracks located in a floor of the aircraft cabin <NUM> via conventional track fasteners and/or be couplable to the passenger compartment <NUM> (e.g., where the passenger compartment <NUM> may be attachable to embedded seat tracks located in the floor of the aircraft cabin <NUM> via conventional track fasteners).

The aircraft seat <NUM> may be translatable (e.g., trackable or slidable). The aircraft seat <NUM> may be rotated about one or more axes. For example, the aircraft seat <NUM> may be rotatable about an axis cross-wise through the aircraft seat <NUM> into a position including, but not limited to, an upright or raised position (e.g., as illustrated in at least <FIG> and <FIG>), one or more lounge or reclined positions (e.g., as illustrated in at least <FIG>), and/or a lie-flat or bed position (e.g., as illustrated in at least <FIG>). By way of another example, the aircraft seat <NUM> may be rotatable about a vertical axis (e.g., swivelable). The aircraft seat <NUM> may be fully positionable between outer limits of motion as defined by the moveable components of the aircraft seat <NUM>, the divider wall <NUM>, and/or auxiliary monuments in the passenger compartment <NUM>.

The aircraft seat <NUM> may be fully positionable between the outer limits of motion as defined by the moveable components of the aircraft seat <NUM> and/or the one or more auxiliary monuments <NUM> of the passenger compartment <NUM>. It is noted herein an upright or raised position may be considered a taxi, takeoff, or landing (TTL) position during select stages of flight (though the upright or raised position is not limited to use during the select stages of flight as the TTL position, but also may be used at any point during the flight), for purposes of the present disclosure. In addition, it is noted herein that any position that does not meet the above-defined requirements of the TTL position may be considered a non-TTL position, for purposes of the present disclosure. Further, it is noted herein the aircraft seat <NUM> may be actuatable (e.g., translatable and/or rotatable) from the TTL position to a non-TTL position, and/or vice versa. Further, it is noted herein the aircraft seat <NUM> may be capable of a fully upright or raised position, and that the TTL position may have a more reclined seat back cushion and a more angled upward seat pan cushion as compared to the fully upright or raised position. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The aircraft seat <NUM> may be configured to avoid contact with the one or more auxiliary monuments <NUM> when transitioning between positions (e.g., between the upright or raised position and the lie-flat or bed position). It is noted herein that at least some components (e.g., the divider wall <NUM> with one or more divider wall elements such as the one or more auxiliary monuments <NUM>, or the like) may conform to a portion of an aircraft seat <NUM>. In this regard, the amount of floor area of the aircraft cabin <NUM> necessary for the one or more aircraft seats <NUM> may be reduced.

The one or more auxiliary monuments <NUM> may include, but are not limited to, a structure with a horizontal (or substantially horizontal) surface such as a tray or table, a side stand, or the like. The structure may include a top surface, a bottom surface, and/or one or more side surfaces. For example, a structure may include a single continuous side surface where all corners are rounded. By way of another example, the structure may include up to an N number of side surfaces where the auxiliary monument includes up to an N number of corners. The structure may be actuatable (e.g., may extend a select distance from a stored position to an extended position proximate to a passenger, similar to an aircraft tray table). It is noted herein, however, that the structure may be fixed in position.

In some embodiments, the divider wall <NUM> and/or the one or more auxiliary monuments <NUM> includes a defined cavity for use as a storage compartment <NUM>.

For example, the storage compartment <NUM> may be configured to receive and hold (e.g., contain, secure, or the like) one or more passenger amenities including, but not limited to, paper-printed materials (e.g., magazines, newspapers, pamphlets, or the like), select personal electronic devices (e.g., phones, tablets, phablets, laptops, music devices, digital video disc (DVD) players, handheld gaming consoles or devices, or the like), food products, drink products, or the like.

By way of another example, the storage compartment <NUM> may include one or more electronic connections for one or more passenger amenities such as, but not limited to, one or more charging ports, one or more charging cables, or the like.

By way of another example, the storage compartment <NUM> may include one or more electronic connections in communication with one or more components of the passenger compartment <NUM> such as, but not limited to, one or more display device connection ports, one or more display device connection cables, one or more audio output jacks (e.g., headphone jacks), one or more audio input jacks, or the like. At least some of the one or more storage compartments may include one or more safety devices (e.g., air masks, personal floatation devices, or the like).

The storage compartment <NUM> may include one or more shelves and/or a door. For example, the door may be fully-opaque or solid. By way of another example, the door may be at least partially fabricated from a transparent material (e.g., glass, plastic, or the like) or include a patterned or unpatterned set of cutouts configured or designed to meet aviation guidelines and/or standards.

In some embodiments, the one or more passenger compartments <NUM> includes a footwell <NUM>. For example, the footwell <NUM> may be defined within an open area in the passenger compartment <NUM>. By way of another example, the footwell <NUM> may be defined within the divider wall <NUM> (e.g., defined within a divider wall element of the divider wall <NUM>). By way of another example, the footwell <NUM> may be defined within or under an auxiliary monument <NUM>. The passenger compartment <NUM> may be configured with the footwell <NUM> positioned proximate to the opening of the passenger compartment <NUM>, such that a passenger or crew member may walk past the footwell <NUM> prior to reaching the aircraft seat <NUM>. It is noted herein, however, the passenger compartment <NUM> may be configured such that the opening of the passenger compartment <NUM> is positioned between the footwell <NUM> and the aircraft seat <NUM>, or proximate to the aircraft seat <NUM>.

In some embodiments, the one or more passenger compartments <NUM> includes an ottoman <NUM>. The ottoman <NUM> may be positioned within the footwell <NUM>. The ottoman <NUM> may be usable by a passenger in the aircraft seat <NUM> when the corresponding aircraft seat <NUM> is in the upright or raised position, the one or more reclined or lounge positions, and/or the lie-flat or bed position. For example, the ottoman <NUM> may form a portion of a bed surface when the corresponding aircraft seat <NUM> is in the lie-flat or bed position. The ottoman <NUM> may be usable by a passenger in an aircraft seat <NUM> positioned proximate to the passenger compartment <NUM> when the corresponding aircraft seat <NUM> is in a reclined or lounge position.

The ottoman <NUM> may be configured to translate and/or rotate about an axis through a sidewall of the ottoman <NUM> to direct a top surface to a passenger occupying the aircraft seat <NUM>. For example, where the ottoman <NUM> may be configured to both translate and rotate, the ottoman <NUM> may be configured to independently rotate and/or translate. By way of another example, where the ottoman <NUM> may be configured to both translate and rotate, a rotation may prevent further translation until the ottoman <NUM> is returned to a select position and/or a translation may prevent further rotation until the ottoman <NUM> is returned to a select position.

One or more dimensions of the footwell <NUM> may be changed by transitioning the aircraft seat <NUM> between the upright or raised position, the one or more lounge or reclined positions, and the lie-flat or bed position. It is noted herein that a portion of the ottoman <NUM> may be actuatable (e.g., along a set of tracks or linear rails) to a position outside of the footwell <NUM>.

It is noted herein, however, the aircraft seat <NUM> and/or the ottoman <NUM> may be limited to an upright or raised position and/or one or more lounge or reclined positions. In addition, it is noted herein the aircraft seat <NUM> may be the sole component forming a bed when the aircraft seat <NUM> is in a lie-flat or bed position. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

In some embodiments, the passenger compartment <NUM> includes one or more accessories coupled to the aircraft seat <NUM>.

The one or more accessories may include one or more electronics or electronic devices. For example, the one or more electronics or electronic devices may include, but are not limited to, in-flight entertainment (IFE) devices <NUM> attached to a vertical (or substantially vertical) surface, one or more speakers configured to provide media content separate from the media content shown on the one or more IFE devices <NUM> and/or accompanying the media content shown on the one or more IFE devices <NUM>, or the like. For instance, the surface may be formed by the positioning of the divider wall <NUM> (e.g., the forward surface, the rearward surface, or the like). It is noted herein, however, the one or more IFE devices <NUM> may be coupled to other monuments (e.g., in an actuatable position or a fixed position) within the aircraft cabin <NUM>. In addition, it is noted herein, the one or more IFE devices <NUM> may be fixed in position or may be movable from a stowed position to one or more viewing positions via actuation in one or more translational directions and/or one or more rotational directions.

The one or more accessories may include one or more installed passenger amenities. For example, the one or more installed passenger amenities may include one or more lights and/or one or more control devices <NUM>. For instance, the one or more control devices <NUM> may include, but are not limited to, an aircraft seat <NUM> actuation device (e.g., controls, or the like), an air flow control device (e.g., heating, ventilation, and air-conditioning (HVAC) control device), a temperature control device, or the like. It is noted herein the one or more IFE devices <NUM> may operate as a media content provider and a control device <NUM> (e.g., a touchscreen aircraft seat <NUM> actuation device, a touchscreen air flow control device or temperature control device, or the like).

The one or more control devices <NUM> may be coupled to and/or partially inset within the one or more suite wall elements of the divider wall <NUM> or other locations within the passenger compartment <NUM>. The one or more control devices <NUM> may be coupled to and/or partially inset within an aircraft seat <NUM>. The one or more control devices <NUM> may be in a housing separately integrated within or coupled to the aircraft seat <NUM>. The one or more control devices <NUM> may be in a common housing integrated within or coupled to the aircraft seat <NUM>.

In some embodiments, cabin air ventilation systems <NUM> generate combined air or cabin air <NUM> by mixing recirculated air 120a from within an aircraft cabin and outside or "fresh" air 120b from outside the aircraft cabin (e.g., where fresh air is compressed by an electric compressor or bled from an aircraft engine). For example, the cabin air <NUM> may be a <NUM>:<NUM> mixture of recirculated air 120a and fresh air 120b (e.g., <NUM> percent (%) recirculated air and <NUM>% fresh air). However, energy savings (e.g., fuel savings) may dictate a decrease in an amount of fresh air used for conditioning, resulting in an increase in an amount of recirculated air 120a being used and thus an increase in the ratio between the recirculated air 120a and the fresh air 120b. The increase in the amount of recirculated air 120a, or recirculated air percentage, may result in a possible outperforming of the cabin air ventilation system <NUM> within the aircraft cabin <NUM>, leading to a possible leakage and increase in recirculated contaminants and a subsequent lowering of air quality within the aircraft cabin <NUM>.

The air quality level of the cabin air <NUM> may be controlled or otherwise affected, at least in part, by one or more components within the cabin air ventilation systems <NUM>. For example, the cabin air ventilation systems <NUM> may include high energy particular air (HEPA) filters within a recirculation loop of the cabin air ventilation systems <NUM> (e.g., recirculation filters). By way of another example, the aircraft cabin <NUM> may include a high air change rate, diluting any contaminants within the cabin air <NUM>. For instance, vents or valves uniformly distributed throughout a length and width of the aircraft cabin <NUM> may be designed to generate circular airflow patterns within a section of the aircraft cabin <NUM>, so that the spread of contaminants between rows of aircraft seats <NUM> along the length of the aircraft cabin <NUM> may be reduced. It is noted herein, however, the circular airflow patterns may not prevent the dispersion of contaminants within a same row of aircraft seats <NUM>, and/or may not prevent a dispersal of contaminants between adjacent rows of aircraft seats <NUM> caused by a person walking within an aircraft aisle of the aircraft cabin <NUM>.

Additionally, air within aircraft cabins <NUM> is known to have extremely low relative humidity (approximately <NUM>%). With FAA requirements of a minimum of <NUM><NUM> (<NUM> cubic feet) of fresh air per minute at <NUM>,<NUM> feet pressure altitude and at a cabin temperature of <NUM> (<NUM> °F), it may be difficult to maintain a healthy and comfortable air quality level for passengers in the aircraft cabin <NUM>.

Due to a perceived role of commercial airlines in the spread of viruses and other diseases around the globe, along with possible decisions made with respect to the operating of existing cabin air ventilation systems <NUM>, there is an increase of concern for a safer and healthier aircraft environment. To promote a generation of the safer and healthier aircraft environment, airlines may desire to provide clean air solutions to passengers and crew members, where the clean air solutions replace or supplement existing cabin air ventilation systems <NUM>.

Existing cabin air ventilation systems <NUM>, however, may require modifications including, but not limited to, additional ducting (which comes with a corresponding increase in weight) and additional required maintenance (e.g., additional filters requiring replacement, or the like).

As such, it would be beneficial to provide a personal aircraft seat air treatment system <NUM>. The personal aircraft seat air treatment system <NUM> may increase air quality for improved health and safety measures. The personal aircraft seat air treatment system <NUM> may supplement components in an existing cabin air ventilation system <NUM> and may be implemented without a considerable reconfiguration of the existing cabin air ventilation system <NUM>, without a considerable increase in aircraft cabin installation weight, and/or without a considerable increase in required maintenance.

Cabin air <NUM> from the cabin air ventilation system <NUM> may flow into a passenger compartment <NUM> from the personal aircraft seat air treatment system <NUM> through one or more ventilation output components <NUM>. For example, the one or more ventilation output components <NUM> may include one or more vents, grates, nozzles, ports, openings, or the like configured to output treated air to a passenger seated in the aircraft seat <NUM>. For instance, the treated air may be output through a vent positioned proximate to the aircraft seat <NUM>. In addition, the treated air may be output through an opening or nozzle in the aircraft seat <NUM>.

<FIG> in general illustrate example embodiments of the personal aircraft seat air treatment system <NUM>, in accordance with one or more embodiments of the present disclosure. It is noted herein "personal aircraft seat air treatment system" and variants of the term including, but not limited to, "air treatment system," "treatment system," "system," or the like may be considered equivalent, for purposes of the present disclosure.

It is noted herein some or all of the components of the treatment system <NUM> may be installed on an aircraft seat <NUM> within an aircraft cabin <NUM>. In addition, it is noted herein some or all of the components of the treatment system <NUM> may be installed on an aircraft seat <NUM> and one or more additional aircraft seat <NUM>. Further, it is noted herein some or all of the components of the treatment system <NUM> may be integrated within a personal HVAC system installed on the aircraft seat <NUM>, or one or more additional aircraft seats <NUM>, within the aircraft cabin <NUM>.

In some embodiments, the aircraft seat air treatment system <NUM> includes one or more treatment components <NUM>. The one or more treatment components <NUM> may be configured to treat (e.g., purify, humidify, sterilize, scrub, disinfect, sanitize, filter, de-odorize, or the like) the cabin air <NUM> to generate treated air <NUM>. For example, the one or more treatment components <NUM> may include, but are not limited to, one or more filters or filtration systems. In general, the one or more treatment components <NUM> may include any number of systems, sub-systems, and/or components capable of treating the cabin air <NUM> received from the cabin air ventilation system <NUM> and/or the environment surrounding the aircraft seat <NUM> including the treatment system <NUM>, and supplying the treated air <NUM> to a breathing area of a passenger occupying the aircraft seat <NUM> via the one or more ventilation output components <NUM>. For example, the breathing area may be an area near a passenger's head when the passenger is seated in an upright or raised position, seated in one or more lounge or reclined positions, and/or resting in a lie-flat or bed position, where the one or more ventilation output components <NUM> are positioned within the passenger compartment <NUM> accordingly (e.g., as illustrated in <FIG>).

The air treatment system <NUM> may be positioned within the passenger compartment <NUM> for increased ease of access to replaceable (e.g., removable and/or insertable), and/or repairable components of the personal aircraft seat air treatment system <NUM>. For example, components including, but not limited to, the one or more treatment components <NUM> (e.g., purifiers or filters as described through the present disclosure, or the like) may be located in accessible cavities within the passenger compartment <NUM> (e.g., storage compartments <NUM>, footwell <NUM>, or the like), and/or may be accessible through access panels installed in the passenger compartment <NUM> (e.g., access panels in the divider wall <NUM>, or the like).

The air treatment system <NUM> may include or may be fluidically coupled to an air blower <NUM>. For example, the air blower <NUM> may receive an amount of input air. For instance, the input air may be cabin air <NUM> generated from a mixture of recirculated air 120a and fresh air 120b. In addition, the cabin air <NUM> may be received from a cabin air ventilation system <NUM> installed within the aircraft cabin <NUM>. It is noted herein, however, the amount of cabin air <NUM> may be pulled from the environment within the aircraft cabin <NUM> surrounding the aircraft seat <NUM>.

The treatment system <NUM> may include or may be fluidically coupled to ductwork <NUM> through the aircraft seat <NUM>, such that the air blower <NUM> may supply the cabin air <NUM> to the ductwork <NUM>. One or more of the ductwork <NUM> or the air blower <NUM> may be fluidically coupled to the one or more treatment components <NUM>, such that one or more of the ductwork <NUM> or the air blower <NUM> may supply the cabin air <NUM> to the one or more treatment components <NUM>.

In some embodiments, the air treatment system <NUM> includes a control device <NUM>. For example, the control device <NUM> may be an HVAC control module <NUM>. The control device <NUM> may be communicatively coupled to at least some of the one or more treatment components <NUM>. For example, the control device <NUM> may be configured to adjust the operation of the one or more treatment components <NUM>. The control device <NUM> may be communicatively coupled to at least some of the one or more ventilation output components <NUM> for air distribution. For example, the control device <NUM> may be configured to adjust the operation of the one or more ventilation output components <NUM>.

In some embodiments, the air treatment system <NUM> includes one or more sensors <NUM> coupled to the control device <NUM>. For example, the one or more sensors <NUM> may be configured to monitor (e.g., sense a change in) rate of airflow through the air treatment system <NUM>, and/or the air quality (e.g., temperature, humidity, level of contamination, or the like) in the cabin air <NUM> passing through the air treatment system <NUM>, and the control device <NUM> may be configured to adjust the components of the air treatment system <NUM> in response. By way of another example, the one or more sensors <NUM> may be configured to monitor (e.g., sense a change in) air quality (e.g., temperature, humidity, level of contamination, or the like) in the environment surrounding the aircraft seat <NUM>, and the control device <NUM> may be configured to adjust the components of the air treatment system <NUM> in response.

<FIG> illustrate an example embodiment of the air treatment system <NUM>, in accordance with one or more embodiments of the present disclosure.

In some embodiments, the one or more treatment components <NUM> may include, but are not limited to, one or more purifiers <NUM>. For example, the one or more purifiers <NUM> may include, but are not limited to, ultraviolet (UV) germicidal irradiation lamps (or UV lamps). For instance, the UV lamps may treat the input air via UV light emitted to purify the air and generate purified air. The UV lamps may be in a constant on state, in a timed of switched on/off state, or may be controlled via the control device <NUM> in response to information received from the one or more sensors <NUM>. It is noted herein that where all the cabin air <NUM> is passed through the one or more purifiers <NUM>, the resultant purified air is also the treated air <NUM>.

In one non-limiting example, the one or more purifiers <NUM> may be positioned along ductwork <NUM> leading to the aircraft seat <NUM> via an aircraft seat headrest nozzle (e.g., a ventilation output component <NUM>). In this example, the aircraft seat headrest nozzle <NUM> may be configured to output the treated air <NUM>, such that only the select ventilation output components <NUM> may be considered components of the air treatment system <NUM>, while other ventilation output components <NUM> (e.g., including, but not limited to, the aircraft seat pan or seat base nozzle, the aircraft seat lower back nozzle, and the aircraft seat upper back nozzle) may be configured to output cabin air <NUM> (e.g., non-treated air).

In another non-limiting example, the one or more purifiers <NUM> may be positioned along ductwork <NUM> leading to all of the one or more ventilation output components <NUM> (e.g., to the aircraft seat pan or seat base nozzle, the aircraft seat lower back nozzle, the aircraft seat upper back nozzle, and/or the aircraft seat headrest nozzle). It is noted herein the one or more purifiers <NUM> may be located such that a central purifier <NUM> is used for some or all of the ventilation output components <NUM> (e.g., prior to ductwork <NUM> leading to the ventilation output components <NUM>). In addition, it is noted herein the one or more purifiers <NUM> may be located such that each ventilation output component <NUM> has a corresponding purifier <NUM>.

In another non-limiting example, the one or more purifiers <NUM> may be positioned in the air blower <NUM>, effectively acting as a central purifier <NUM> for all ventilation output components <NUM>.

The cabin air <NUM> passing through the ductwork <NUM> and the subsequent treated air <NUM> passing through the one or more treatment components <NUM> prior to being outputted by the one or more ventilation output components <NUM> may include a laminar flow with low air velocities. For example, the laminar flow may ensure an adequate amount of time is achieved when exposing the cabin air <NUM> to the UV light from the UV lamps. The laminar flow may ensure a desired level of treating of the cabin air <NUM>. The laminar flow may provide a comfortable airflow rate of the treated air around the face of a passenger occupying the aircraft seat <NUM>.

Although embodiments of the present disclosure illustrate the cabin air <NUM> passing through the one or more purifiers <NUM>, it is noted herein the cabin air <NUM> may be separated into a first portion of cabin air <NUM> and a second portion of cabin air <NUM> prior to the one or more purifiers <NUM>. Here, the first portion of cabin air <NUM> may pass through the one or more purifiers <NUM> to generate purified air, while the second portion of cabin air <NUM> is routed via ductwork <NUM> to mix with the purified air after the one or more purifiers <NUM> to generate the treated air <NUM>.

<FIG> is a flow diagram of a method or process <NUM> for treating air with the air treatment system <NUM>, in accordance with one or more embodiments of the present disclosure. It is noted herein that the steps of the method or process <NUM> may be implemented all or in part by the air treatment system <NUM> as illustrated in at least <FIG>. It is further recognized, however, that the method or process <NUM> is not limited to the air treatment system <NUM> as illustrated in at least <FIG> in that additional or alternative system-level embodiments may carry out all or part of the steps of method or process <NUM>.

In a step <NUM>, cabin air <NUM> is received via the air treatment system <NUM>. In some embodiments, the cabin air <NUM> is received from a cabin air ventilation system <NUM> within the aircraft cabin <NUM>. The cabin air <NUM> may flow through the air blower <NUM>. For example, the cabin air may flow through ductwork <NUM> between the air blower <NUM>.

In a step <NUM>, the cabin air <NUM> is passed through a purifier <NUM> of the air treatment system <NUM> to generate treated air <NUM>. In some embodiments, the purifier <NUM> may include, but is not limited to, a UV lamp. The cabin air <NUM> may be exposed to the UV lamps, the emitted UV light from which may purify a portion of the cabin air <NUM> to generate the treated air <NUM>.

In a step <NUM>, one or more parameters of the air treatment system <NUM> are adjusted. In some embodiments, where the surrounding environment or air within the air treatment system <NUM> is determined to be outside of user-selected or pre-set levels, one or more parameters of components of the air treatment system <NUM> as described throughout the disclosure may be adjusted. For example, the parameters may be adjusted to offset the surrounding environment. By way of another example, the parameters may be adjusted to correct air flow within the air treatment system <NUM>. It is noted herein, however, that where the user-selected or pre-set levels are correct, no adjustment may be required for the air treatment system <NUM>. In this regard, step <NUM> may be optional.

In a step <NUM>, the treated air <NUM> is outputted from the air treatment system <NUM>. In some embodiments, the treated air <NUM> is outputted via the one or more ventilation output components <NUM>.

<FIG> illustrate example embodiments of the air treatment system <NUM>, in accordance with one or more embodiments of the present disclosure.

The one or more treatment components <NUM> includes hydrogel cartridge <NUM>. For example, the hydrogel cartridge <NUM> may be a super-hygroscopic hydrogel configured to absorb water at multiple times their weight & release under partial pressure differential conditions (e.g., in the absence of heat). The hydrogel cartridge <NUM> may include any hydrogel structure. For example, the hydrogel structure may include, but is not limited to, beads, a wick, a sheet, a layered sheet, a tube, a capsule, or the like. The hydrogel cartridge <NUM> may include any antibacterial or antimicrobial mechanism known in the art to maintain cleanliness and mitigate bacterial and/or microbial growth in and on the hydrogel cartridge <NUM>. For example, the mechanism may include, but is not limited to, an additive and/or a hermetically sealed bag. The hydrogel cartridge <NUM> may be replaced at set intervals (e.g., based on hours of use, after every aircraft flight, or the like) to ensure cleanliness.

The air treatment system <NUM> includes or is fluidically coupled to a cannister <NUM>. The cannister <NUM> may include a main body or bottom <NUM> and a cannister lid <NUM>. The hydrogel cartridge <NUM> is replaceable (e.g., removable and/or insertable) when the cannister lid <NUM> is disengaged. For example, the hydrogel cartridge <NUM> may be replaced with another hydrogel cartridge <NUM> by releasing the hydrogel cartridge <NUM> from the cannister <NUM> and removing the cannister lid <NUM> from the main body or bottom <NUM>. It is noted herein the cannister lid <NUM> may be coupled to (or engage) the main body or bottom <NUM> via friction or an interference fit, via any interlocking assembly known in the art, via fasteners, or the like. It is noted herein, however, the cannister <NUM> may be a sealed unit with the hydrogel cartridge <NUM> sealed inside, such that the cannister <NUM> is replaced in its entirety when the hydrogel cartridge <NUM> is replaced.

Although the cannister <NUM> is illustrated as a cylinder in <FIG>, it is noted herein the cylindrical volume should not be considered limiting. For example, the cannister <NUM> may be a cube. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The air treatment system <NUM> includes an air input valve <NUM>. The air input valve <NUM> may be fluidically coupled to the air blower <NUM> via ductwork <NUM>, which may supply the cannister <NUM> with an amount of input air (e.g., cabin air <NUM>). The air input valve <NUM> may draw in a first portion of the cabin air <NUM> into the cannister <NUM> of the air treatment system <NUM>. The air input valve <NUM> may separate a second portion of the cabin air <NUM> into a second set of ductwork <NUM>, which may be re-added into humidified air <NUM> after the cannister <NUM> by an air mixer <NUM> fluidically coupled to the cannister <NUM> to generate treated air <NUM>, as illustrated by at least <FIG>.

The hydrogel cartridge <NUM> treats at least a portion of the cabin air <NUM>. The first portion of cabin air <NUM> would flow through the cannister <NUM> and the hydrogel cartridge <NUM> to become humidified air <NUM>, the second portion of cabin air <NUM> would flow directly from the air input valve <NUM> to the air mixer <NUM> to combine with the humidified air <NUM> to become treated air <NUM>.

As illustrated in graph <NUM> in <FIG>, the hydrogel cartridge <NUM>, when subjected to an air flow, is able to hydrate the air in relatively minimal time for extended periods. For example, <NUM> grams hydrogel, taking <NUM>-<NUM> seconds for water absorption to achieve <NUM>% water/hydrogel weight, may afford up to <NUM> liter per minute (LPM) of ambient-temperature (T) cabin air flow hydration measured in percent relative humidity (%RH), measured in grams of water per minute (g H2O/ min). It is noted herein that <FIG> illustrates %RH over time for <NUM> LPM air flow, <NUM> LPM air flow, and <NUM> LPM air flow. Based on <FIG>, it is projected that approximately <NUM> pound of hydrogel and <NUM> pound of water (<NUM> kilograms of hydrogel and water) can humidify about <NUM> liters per minute of cabin air without recirculation.

It is herein noted that the cannister <NUM> may be approximately <NUM> to <NUM> liters in volume to house the hydrogel cartridge <NUM>, being limited by the space available for the placement of the cannister <NUM> within the passenger compartment <NUM>. In one non-limiting example, the air treatment system <NUM> may raise the humidity of the air surrounding the passenger from <NUM>% to <NUM>% for up to a <NUM>-hour flight using one <NUM> water bottle.

As illustrated in graph <NUM> in <FIG>, the hydrogel cartridge <NUM> may be dehumidified as it is used. The FAA requires approximately <NUM><NUM> (<NUM> cubic foot) per minute of fresh air per occupant of an aircraft cabin <NUM>, which with the typical cabin volume per occupant being about <NUM> cubic feet equates to <NUM>% air volume per occupant per minute replenished with fresh air. This fresh air within the aircraft cabin <NUM> has approximately <NUM>% relative humidity. For example, for a premium seat environment the volume of the passenger compartment around an occupant's head is approximately <NUM><NUM> (<NUM> cubic feet), approximately <NUM> of water per minute is needed to hydrate the fresh air to at least <NUM>% relative humidity with adequate margin (i.e., <NUM>%). This water vapor input is similar to the dehydration rate of the hydrogel cartridge <NUM> of the present disclosure. It is noted herein that <FIG> illustrates dehydration rate over time for <NUM> LPM air flow, <NUM> LPM air flow, and <NUM> LPM air flow. It is noted herein the hydrogel cartridge <NUM> may be reactivated to specific water content levels after use being dehydrated.

Although embodiments of the present disclosure illustrate separating the cabin air <NUM> into a first portion of cabin air <NUM> that is treated by the hydrogel cartridge <NUM> to become humidified air <NUM> and a second portion of cabin air <NUM> that is mixed with the humidified air <NUM> via the air mixer <NUM> to generate the treated air <NUM>, it is noted herein all of the cabin air <NUM> may be passed through the hydrogel cartridge <NUM> such that the air mixer <NUM> is not a required or necessary component. Where all of the cabin air <NUM> is passed through the hydrogel cartridge <NUM>, the resultant humidified air <NUM> is also the treated air <NUM>.

In some embodiments, the air treatment system <NUM> includes an output blower <NUM>. The control device <NUM> may be configured to control the output blower <NUM> to increase or decrease air flow of the treated air <NUM> to the passenger in the aircraft seat <NUM>.

In some embodiments, the air treatment system <NUM> includes one or more temperature-adjusting components <NUM>. For example, the one or more temperature-adjusting components <NUM> may increase or decrease the temperature of the amount of input air (e.g., the cabin air <NUM>) and/or the treated air <NUM>, depending on the location of the temperature-adjusting components <NUM> within the air treatment system <NUM>. For example, the temperature adjustment may be in response to a received passenger input. By way of another example, the temperature adjustment may be a pre-determined adjustment following a sensed change via one or more sensors <NUM> in the air treatment system <NUM>, in the environment surrounding the aircraft seat <NUM>, in the aircraft seat <NUM> (e.g., due to passenger body heat), or the like.

It is noted herein the air blower <NUM>, the ductwork <NUM>, the one or more treatment components <NUM>, the one or more ventilation output components <NUM>, the cannister <NUM>, or other components of the air treatment system <NUM> may include one or more valves. For example, the one or more valves may include, but are not limited to, one-way valves. For instance, the one or more valves may be configured to prevent backflow into the cabin air ventilation system <NUM>.

In this regard, the treated air <NUM> may pass through the one or more ventilation output components <NUM> to a passenger in the aircraft seat <NUM>. For example, ductwork <NUM> may fluidically couple the air mixer <NUM> to the one or more ventilation output components <NUM> and the ductwork <NUM>, and the treated air <NUM> may pass through the ductwork <NUM> to the one or more ventilation output components <NUM>.

The control device <NUM> may include or be communicatively coupled to one or more components of the air treatment system <NUM>. For example, the control device <NUM> may control the air mixer <NUM>, which may in turn adjust the ratio of treated air/input air from the air mixer <NUM> based on the measurements from the one or more sensors <NUM>.

The control device <NUM> may control one or more components of the air treatment system <NUM> following a received passenger input. The control device <NUM> may control one or more components of the air treatment system <NUM> by performing a pre-determined adjustment following a sensed change via one or more sensors <NUM> in the air treatment system <NUM>, in the environment surrounding the aircraft seat <NUM>, in the aircraft seat <NUM> (e.g., due to passenger body heat), or the like.

The control device <NUM> may include one or more processors <NUM> and memory <NUM>, where the memory <NUM> is configured to store a set of program instructions, where the one or more processors <NUM> are configured to execute program instructions causing the one or more processors <NUM> to perform one or more steps of the methods or processes as described throughout the disclosure. For example, the control device <NUM> may be configured to adjust one or more parameters of the personal aircraft seat air treatment system <NUM>.

The one or more processors <NUM> may include any processor or processing element known in the art. For the purposes of the present disclosure, the term "processor" or "processing element" may be broadly defined to encompass any device having one or more processing or logic elements (e.g., one or more graphics processing units (GPU), micro-processing units (MPU), systems-on-a-chip (SoC), one or more application specific integrated circuit (ASIC) devices, one or more field programmable gate arrays (FPGAs), or one or more digital signal processors (DSPs)). In this sense, the one or more processors <NUM> may include any device configured to execute algorithms and/or instructions (e.g., program instructions stored in memory). In one embodiment, the one or more processors <NUM> may be embodied as a desktop computer, mainframe computer system, workstation, image computer, parallel processor, networked computer, or any other computer system configured to execute a program configured to operate or operate in conjunction with components of the air treatment system <NUM> and/or other components installed in the passenger compartment <NUM>, as described throughout the present disclosure.

The memory <NUM> may include any storage medium known in the art suitable for storing program instructions executable by the associated respective one or more processors <NUM>. For example, the memory <NUM> may include a non-transitory memory medium. By way of another example, the memory <NUM> may include, but is not limited to, a read-only memory (ROM), a random-access memory (RAM), a magnetic or optical memory device (e.g., disk), a magnetic tape, a solid-state drive and the like. It is further noted that the memory <NUM> may be housed in a common controller housing with the one or more processors <NUM>. In one embodiment, the memory <NUM> may be located remotely with respect to the physical location of the respective one or more processors <NUM>. For instance, the respective one or more processors <NUM> may access a remote memory (e.g., server), accessible through a network (e.g., internet, intranet, and the like).

The control device <NUM> may include or be coupled (e.g., physically coupled, electrically coupled, communicatively coupled, or the like) to one or more user interfaces <NUM>. For example, the one or more user interfaces <NUM> may provide user inputs to the control device <NUM> and/or provide information to a passenger in the aircraft seat <NUM>. For instance, the user inputs may direct the control device <NUM> to control select components of the air treatment system <NUM> and/or other components installed in the passenger compartment <NUM>, as listed throughout the present disclosure.

The user interface <NUM> may include, but is not limited to, one or more desktops, laptops, tablets, and the like. The user interface <NUM> may include a display used to display data of the air treatment system <NUM> and/or other components installed in the passenger compartment <NUM> to a user. The display of the user interface <NUM> may include any display known in the art. For example, the display may include, but is not limited to, a liquid crystal display (LCD), an organic light-emitting diode (OLED) based display, or a CRT display. Those skilled in the art should recognize that any display device capable of integration with a user interface <NUM> is suitable for implementation in the present disclosure. In another embodiment, a user may input selections and/or instructions responsive to data displayed to the user via a user input device of the user interface <NUM>.

The one or more user interfaces <NUM> may be components of the aircraft seat <NUM>. For example, the one or more user interfaces <NUM> may be an aircraft accessory. It is noted herein, however, the one or more user interfaces <NUM> may be in the possession of a passenger (e.g., a tablet, smartphone, or other user-held personal electronic device) and configured to interface with the control device <NUM> via wired or wireless communication. In general, the one or more user interfaces <NUM> may include any type of human-machine interface.

It is noted herein the control device <NUM> and other components of the personal heating, ventilation, and air-conditioning (HVAC) system installed on the aircraft seat <NUM> within the aircraft cabin <NUM> in which some or all of the treatment system <NUM> may be integrated is further described in <CIT>.

<FIG> is a flow diagram of a method or process <NUM> of the treating air with the air treatment system <NUM> in accordance with one or more embodiments of the present disclosure. It is noted herein that the steps of the method or process <NUM> may be implemented all or in part by the air treatment system <NUM> as illustrated in at least <FIG>. It is further recognized, however, that the method or process <NUM> is not limited to the air treatment system <NUM> as illustrated in at least <FIG> in that additional or alternative system-level embodiments may carry out all or part of the steps of method or process <NUM>.

In a step <NUM>, cabin air <NUM> is received via the air treatment system <NUM>. In some embodiments, the cabin air <NUM> is received from a cabin air ventilation system <NUM> within the aircraft cabin <NUM>. The cabin air <NUM> may flow through the air blower <NUM>, which may be fluidically coupled to the air input valve <NUM>. For example, the cabin air may flow through ductwork <NUM> between the air blower <NUM> and the air input valve <NUM>.

In a step <NUM>, a first portion of cabin air is passed through a hydrogel cartridge <NUM> of the air treatment system <NUM> to generate humidified air <NUM>. In one non-limiting example, the cabin air <NUM> may flow into the cannister <NUM> via the air input valve <NUM>, which may be connected to the cannister <NUM> via a coupling mechanism. A portion of the cabin air <NUM> may then interact with the hydrogel cartridge <NUM>, which hydrates a portion of cabin air <NUM> to create humidified air <NUM>.

In a step <NUM>, the humidified air <NUM> is mixed with a second portion of the cabin air <NUM> to generate treated air <NUM>. For example, treated air <NUM> may be combined with cabin air <NUM> by the air mixer <NUM>.

It is noted herein any methods or processes <NUM>, <NUM> listed are not limited to the steps and/or sub-steps provided. For example, the methods or processes <NUM>, <NUM> may include more or fewer steps and/or sub-steps. In addition, the methods or processes <NUM>, <NUM> may perform the steps and/or sub-steps simultaneously. Further, the methods or processes <NUM>, <NUM> may perform the steps and/or sub-steps sequentially, including in the order provided or an order other than provided. Therefore, the above description should not be interpreted as a limitation on the scope of the present disclosure but merely an illustration.

In some embodiments, the air treatment system <NUM> may include one or more spargers (e.g., membrane-based, fluid-based, or the like) or other indirect-contact components (e.g., as opposed to the hydrogel, which has direct contact between the hydrogel and water), where the cabin air <NUM> is passed through the spargers to generate the treated air <NUM>. It is noted herein one or more of the embodiments directed to the air treatment system <NUM> as described throughout the present disclosure may be workable with the one or more spargers.

It is noted herein one or more of the embodiments directed to the air treatment system <NUM> may be combinable and/or interchangeable. For example, the air treatment system <NUM> may include aspects or components of the one or more purifiers <NUM>, aspects or components of the one or more hydrogel cartridges <NUM> with cannister <NUM>, or a combination of aspects or components of the one or more purifiers <NUM> and aspects or components of the one or more hydrogel cartridges <NUM> with cannister <NUM>, as described throughout the present disclosure.

In addition, it is noted herein treating the cabin air <NUM> and then outputting the treated air <NUM> into a breathing area of a passenger (e.g., passenger compartment <NUM>) occupying the aircraft seat <NUM> may allow for energy savings (e.g., fuel savings) by reducing bleed airflow from the engines (e.g., fresh air for a bleed system). Although reducing bleed airflow may increase the amount of recirculated air 120a, which may increase the stress on HEPA filters within the cabin air ventilation system <NUM>, the concerns of increased level of contamination being provided to the passenger occupying the aircraft seat <NUM> is reduced due to the treatment system <NUM>. In addition, it is noted herein treating the cabin air <NUM> and then outputting the treated air <NUM> into the breathing area of the passenger (e.g., passenger compartment <NUM>) occupying the aircraft seat <NUM> may reduce or prevent in-row contamination and/or contamination caused by a person passing the row of aircraft seats <NUM> when walking in the aircraft aisle of the aircraft cabin <NUM>.

In this regard, the personal aircraft seat air treatment system <NUM> may increase air quality for improved health and safety measures by sanitizing the cabin air <NUM> received from the existing cabin air ventilation system <NUM>. The personal aircraft seat air treatment system <NUM> supplements components in the existing cabin air ventilation system <NUM> by receiving the cabin air <NUM> and is implemented without a considerable reconfiguration of the existing cabin air ventilation system <NUM>, without a considerable increase in aircraft cabin installation weight, and without a considerable increase in required maintenance.

Components of the personal aircraft seat air treatment system <NUM> including, but not limited to, the one or more treatment components <NUM> installed within the aircraft cabin <NUM> may need to be configured in accordance with aviation guidelines and/or standards put forth by, but not limited to, the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or any other flight certification agency or organization; the American National Standards Institute (ANSI), Aeronautical Radio, Incorporated (ARINC), or any other standards setting organization or company; the Radio Technical Commission for Aeronautics (RTCA) or any other guidelines agency or organization; or the like.

Although embodiments of the present disclosure are directed to an aviation environment, it is noted herein the personal aircraft seat air treatment system <NUM> and/or components of the personal aircraft seat air treatment system <NUM> including, but not limited to, the one or more treatment components <NUM> are not limited to the aviation environment and/or the aircraft components within the aviation environment. For example, the personal aircraft seat air treatment system <NUM> and/or components of the personal aircraft seat air treatment system <NUM> including, but not limited to, the one or more treatment components <NUM> may be configured to operate in any type of vehicle known in the art. For example, the vehicle may be any air, space, land, or water-based personal equipment or vehicle; any air, space, land, or water-based commercial equipment or vehicle; any air, space, land, or water-based military equipment or vehicle known in the art. For instance, the vehicle may include, but is not limited to, an automobile, a bus, a truck, a recreational vehicle (RV), a trailer, or the like. By way of another example, the personal aircraft seat air treatment system <NUM> and/or components of the personal aircraft seat air treatment system <NUM> including, but not limited to, the one or more treatment components <NUM> may be coupled to and/or configured to operate with an apparatus sold for commercial or industrial use in either a home or a business. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

Claim 1:
A personal aircraft seat air treatment system, comprising:
an air blower (<NUM>), the air blower being configured to receive cabin air (<NUM>) from a cabin air ventilation system (<NUM>) installed in an aircraft cabin, the cabin air including a mixture of recirculated air (120a) from inside the aircraft cabin and fresh air (120b) from outside the aircraft cabin;
at least one ventilation output component (<NUM>) installed within a passenger compartment (<NUM>), the at least one ventilation output component being configured to provide treated air to at least one breathing area of a passenger, the at least one breathing area being proximate to an aircraft seat installed in the passenger compartment;
ductwork (<NUM>);
a cannister (<NUM>); and
at least one treatment component (<NUM>) fluidically coupled to the air blower and the at least one ventilation output component, the at least one treatment component being configured to receive at least a portion of the cabin air from the air blower and treat the at least a portion of the cabin air to generate the treated air;
characterized in that the at least one treatment component comprises:
a hydrogel cartridge (<NUM>);
an air input valve (<NUM>) fluidically coupled to the air blower via the ductwork which supplies the cannister with an amount of input air; and
an air mixer (<NUM>);
wherein the air input valve is configured to supply a first portion of the cabin air from the air blower to the hydrogel cartridge, wherein the hydrogel cartridge is configured to receive the first portion of the cabin air and generate humidified air (<NUM>); wherein the air input valve is configured to supply a second portion of the cabin air from the air blower to the air mixer, wherein the air mixer is configured to receive and mix the humidified air and the second portion of the cabin air to generate the treated air.