CA2914150C - Aircraft air supply system for reducing an effective altitude experienced at a selected location - Google Patents
Aircraft air supply system for reducing an effective altitude experienced at a selected location Download PDFInfo
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- CA2914150C CA2914150C CA2914150A CA2914150A CA2914150C CA 2914150 C CA2914150 C CA 2914150C CA 2914150 A CA2914150 A CA 2914150A CA 2914150 A CA2914150 A CA 2914150A CA 2914150 C CA2914150 C CA 2914150C
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- air
- oxygen enriched
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- duct
- enriched air
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- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 145
- 239000001301 oxygen Substances 0.000 claims abstract description 145
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 145
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 claims abstract description 70
- 229910052757 nitrogen Inorganic materials 0.000 claims abstract description 35
- 230000001143 conditioned effect Effects 0.000 claims description 46
- 230000007613 environmental effect Effects 0.000 claims description 33
- 239000007789 gas Substances 0.000 claims description 21
- 238000000034 method Methods 0.000 claims description 21
- 238000000926 separation method Methods 0.000 claims description 21
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 9
- 230000001276 controlling effect Effects 0.000 claims description 8
- 238000004378 air conditioning Methods 0.000 claims description 5
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 238000012559 user support system Methods 0.000 claims description 4
- 239000000796 flavoring agent Substances 0.000 claims description 3
- 235000019634 flavors Nutrition 0.000 claims description 3
- 239000002828 fuel tank Substances 0.000 description 10
- 238000005516 engineering process Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000004891 communication Methods 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 230000004596 appetite loss Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000008821 health effect Effects 0.000 description 2
- 235000021266 loss of appetite Nutrition 0.000 description 2
- 208000019017 loss of appetite Diseases 0.000 description 2
- 206010019233 Headaches Diseases 0.000 description 1
- 206010021079 Hypopnoea Diseases 0.000 description 1
- 206010028813 Nausea Diseases 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 239000008280 blood Substances 0.000 description 1
- 210000004369 blood Anatomy 0.000 description 1
- 235000012206 bottled water Nutrition 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000018044 dehydration Effects 0.000 description 1
- 238000006297 dehydration reaction Methods 0.000 description 1
- 208000002173 dizziness Diseases 0.000 description 1
- 239000003651 drinking water Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 231100000869 headache Toxicity 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 208000013433 lightheadedness Diseases 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000008693 nausea Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000003319 supportive effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/02—Tanks
- B64D37/06—Constructional adaptations thereof
- B64D37/12—Constructional adaptations thereof jettisonable
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D2231/00—Emergency oxygen systems
- B64D2231/02—Supply or distribution systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/50—On board measures aiming to increase energy efficiency
Abstract
A system directing oxygen enriched air to locations on an aircraft. A nitrogen generating system may be configured for generating nitrogen enriched air and oxygen enriched air.
Description
AIRCRAFT AIR SUPPLY SYSTEM FOR REDUCING AN EFFECTIVE ALTITUDE
EXPERIENCED AT A SELECTED LOCATION
FIELD
The present disclosure relates to aircraft and controlling the atmospheric conditions within aircraft, and more particularly to an aircraft air supply system for reducing the effective altitude experienced by an individual at selected locations on an aircraft.
BACKGROUND
As altitude increases, atmospheric pressure decreases. Low pressure areas (i.e. at .. high altitudes) have less atmospheric mass, whereas higher pressure areas have greater atmospheric mass. Therefore, most modern aircraft and in particular, commercial passenger aircraft have pressurized cabins that reduce the effective altitude experienced within the aircraft, while flying at higher altitudes. When an aircraft's cabin and flight deck's effective altitudes are reduced, the total pressure of the interior of the aircraft is increased. This leads to a higher differential pressure between the inside and outside of the aircraft, with the stress becoming greater as the differential pressure increases. In order to reduce the effective altitude within the airplane, either the structure of the aircraft would need to be redesigned or adjusted to safely withstand the higher pressure, or the aircraft is flown at a lower altitude. Also, aircraft flown at higher differential pressures require increased maintenance .. and inspection, which will result in increased cost.
The effective altitude within the aircraft experienced by users such as passengers, at selected locations on the aircraft, can be reduced, without increasing the total pressure, by increasing the oxygen partial pressure in those locations, to an equivalent lower altitude .. value. Low oxygen and humidity levels which may be encountered during flight at increased effective cabin altitudes in an aircraft, may contribute to various adverse health effects, including light-headedness, loss of appetite, shallow breathing and difficulty in concentrating. For example, ascent from ground level to 8000 ft. pressure altitude lowers oxygen saturation in the blood by --41% (e.g. Muhm 2007). Dehydration is another adverse health effect, due to the dryness of the air. A human's preferred level is approximately 40-60% relative humidity, and in-flight humidity can drop below 10%. A dry thin atmosphere can also cause disturbed sleep patterns and can result in lack of energy, headaches, nausea, and loss of appetite.
Many commercial and other aircraft are equipped with gas separation systems such as nitrogen generating systems (NGS) to generate nitrogen enriched air that is channeled into parts of the aircraft, such as fuel tanks, for creating an inert atmosphere. The nitrogen generating system also produces oxygen enriched air. However, the oxygen enriched air from the nitrogen generating system is not used, typically being released overboard. The nitrogen generating system can receive bleed air flowing from at least one engine of the aircraft, or from a compressor or other source on board the aircraft. During all phases of flight, a portion of the air flow used in the nitrogen generating system is discarded in the form of oxygen enriched air. The air that is released overboard without being used causes an unnecessary drain on the aircraft systems reducing efficiency.
SUMMARY
In accordance with an implementation of the technology as disclosed, oxygen enriched air can be routed from a gas separation system, such as a nitrogen generating system (NGS), to one or more locations on a vehicle which may be an aircraft.
An oxygen station having individual outputs for users, such as passengers, can be on an air delivery system that is separate from the air delivery system for the passenger cabin and other parts of the aircraft. A system for delivering oxygen enriched air to one or more selected locations can include a gas separation system having an oxygen output channel that outputs a flow of oxygen enriched air, and a duct network coupled to the oxygen output channel to direct the flow of oxygen enriched air to at least one dispensing station at a selected location that dispenses the flow of oxygen enriched air to users.
EXPERIENCED AT A SELECTED LOCATION
FIELD
The present disclosure relates to aircraft and controlling the atmospheric conditions within aircraft, and more particularly to an aircraft air supply system for reducing the effective altitude experienced by an individual at selected locations on an aircraft.
BACKGROUND
As altitude increases, atmospheric pressure decreases. Low pressure areas (i.e. at .. high altitudes) have less atmospheric mass, whereas higher pressure areas have greater atmospheric mass. Therefore, most modern aircraft and in particular, commercial passenger aircraft have pressurized cabins that reduce the effective altitude experienced within the aircraft, while flying at higher altitudes. When an aircraft's cabin and flight deck's effective altitudes are reduced, the total pressure of the interior of the aircraft is increased. This leads to a higher differential pressure between the inside and outside of the aircraft, with the stress becoming greater as the differential pressure increases. In order to reduce the effective altitude within the airplane, either the structure of the aircraft would need to be redesigned or adjusted to safely withstand the higher pressure, or the aircraft is flown at a lower altitude. Also, aircraft flown at higher differential pressures require increased maintenance .. and inspection, which will result in increased cost.
The effective altitude within the aircraft experienced by users such as passengers, at selected locations on the aircraft, can be reduced, without increasing the total pressure, by increasing the oxygen partial pressure in those locations, to an equivalent lower altitude .. value. Low oxygen and humidity levels which may be encountered during flight at increased effective cabin altitudes in an aircraft, may contribute to various adverse health effects, including light-headedness, loss of appetite, shallow breathing and difficulty in concentrating. For example, ascent from ground level to 8000 ft. pressure altitude lowers oxygen saturation in the blood by --41% (e.g. Muhm 2007). Dehydration is another adverse health effect, due to the dryness of the air. A human's preferred level is approximately 40-60% relative humidity, and in-flight humidity can drop below 10%. A dry thin atmosphere can also cause disturbed sleep patterns and can result in lack of energy, headaches, nausea, and loss of appetite.
Many commercial and other aircraft are equipped with gas separation systems such as nitrogen generating systems (NGS) to generate nitrogen enriched air that is channeled into parts of the aircraft, such as fuel tanks, for creating an inert atmosphere. The nitrogen generating system also produces oxygen enriched air. However, the oxygen enriched air from the nitrogen generating system is not used, typically being released overboard. The nitrogen generating system can receive bleed air flowing from at least one engine of the aircraft, or from a compressor or other source on board the aircraft. During all phases of flight, a portion of the air flow used in the nitrogen generating system is discarded in the form of oxygen enriched air. The air that is released overboard without being used causes an unnecessary drain on the aircraft systems reducing efficiency.
SUMMARY
In accordance with an implementation of the technology as disclosed, oxygen enriched air can be routed from a gas separation system, such as a nitrogen generating system (NGS), to one or more locations on a vehicle which may be an aircraft.
An oxygen station having individual outputs for users, such as passengers, can be on an air delivery system that is separate from the air delivery system for the passenger cabin and other parts of the aircraft. A system for delivering oxygen enriched air to one or more selected locations can include a gas separation system having an oxygen output channel that outputs a flow of oxygen enriched air, and a duct network coupled to the oxygen output channel to direct the flow of oxygen enriched air to at least one dispensing station at a selected location that dispenses the flow of oxygen enriched air to users.
2 In one embodiment, there is provided a system for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft. The system includes: a gas separation system configured to output a flow of the oxygen enriched air; an environmental control system configured to output a flow of conditioned air; and first, second, third, and fourth ducts. The first duct is configured to direct the flow of the oxygen enriched air to the third duct. The second duct is configured to direct a first portion of the flow of the conditioned air to the third duct. The first portion of the flow of the conditioned air and the flow of the oxygen enriched air are mixed in the third duct. The third duct is configured to direct the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location. The at least one dispensing station at the selected location is configured to dispense the mixed conditioned and oxygen enriched air to users of the at least one dispensing station. The fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft. The flow of the oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
The gas separation system may include a nitrogen generation system on the aircraft.
The selected location may be a passenger communal area.
The passenger communal area may include a plurality of dispensing stations, at least one of which may be the at least one dispensing station at the selected location.
Each of the plurality of dispensing stations may include a user support device, a counter, and individual dispensing implements.
The system may further include an air humidification system configured to humidify the mixed conditioned and oxygen enriched air.
The air humidification system may be coupled to a water source.
The gas separation system may include a nitrogen generation system on the aircraft.
The selected location may be a passenger communal area.
The passenger communal area may include a plurality of dispensing stations, at least one of which may be the at least one dispensing station at the selected location.
Each of the plurality of dispensing stations may include a user support device, a counter, and individual dispensing implements.
The system may further include an air humidification system configured to humidify the mixed conditioned and oxygen enriched air.
The air humidification system may be coupled to a water source.
3 The system may further include a temperature regulating device configured to regulate a temperature of the mixed conditioned and oxygen enriched air.
The environmental control system may include an air humidification system.
The air humidification system may be coupled to a water source.
The environmental control system may include a heat exchanger.
The environmental control system may include an air conditioning pack.
The environmental control system may include a filter.
The environmental control system may include a water separator.
In another embodiment, there is provided a method for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft.
The method involves:
outputting a flow of the oxygen enriched air from a gas separation system;
outputting a flow of conditioned air from an environmental control system; directing the flow of the oxygen enriched air, using a first duct, to a third duct; directing a first portion of the flow of the conditioned air, using a second duct, to the third duct; directing a second portion of the flow of the conditioned air, using a fourth duct, to a main cabin of the aircraft;
mixing the first portion of the flow of the conditioned air and the flow of the oxygen enriched air in the third duct; directing the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location; dispensing the mixed conditioned and oxygen enriched air to users of the at least one dispensing station; and controlling the flow of the oxygen enriched air to the third duct in order to reduce an effective altitude of the flight deck and of the at least one dispensing station.
The environmental control system may include an air humidification system.
The air humidification system may be coupled to a water source.
The environmental control system may include a heat exchanger.
The environmental control system may include an air conditioning pack.
The environmental control system may include a filter.
The environmental control system may include a water separator.
In another embodiment, there is provided a method for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft.
The method involves:
outputting a flow of the oxygen enriched air from a gas separation system;
outputting a flow of conditioned air from an environmental control system; directing the flow of the oxygen enriched air, using a first duct, to a third duct; directing a first portion of the flow of the conditioned air, using a second duct, to the third duct; directing a second portion of the flow of the conditioned air, using a fourth duct, to a main cabin of the aircraft;
mixing the first portion of the flow of the conditioned air and the flow of the oxygen enriched air in the third duct; directing the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location; dispensing the mixed conditioned and oxygen enriched air to users of the at least one dispensing station; and controlling the flow of the oxygen enriched air to the third duct in order to reduce an effective altitude of the flight deck and of the at least one dispensing station.
4 The gas separation system may involve a nitrogen generation system on the aircraft.
The method may further involve regulating a temperature of the mixed conditioned and oxygen enriched air.
The method may further involve humidifying the mixed conditioned and oxygen enriched air.
The method may further involve adding scents or flavors to the mixed conditioned and oxygen enriched air.
In another embodiment, there is provided a system for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft.
The system includes: a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
one or more ejectors; and first, second, third, and fourth ducts. The first duct is configured to direct the flow of the oxygen enriched air to the one or more ejectors. The one or more ejectors are configured to boost a pressure of the oxygen enriched air and to direct the flow of the pressure-boosted oxygen enriched air to the third duct. The second duct is configured to direct a first portion of the flow of the conditioned air to the third duct.
The first portion of the flow of the conditioned air and the flow of the pressure-boosted oxygen enriched air are mixed in the third duct. The third duct is configured to direct the mixed conditioned and pressure-boosted oxygen enriched air to the flight deck and to at least one dispensing station at the selected location. The at least one dispensing station at the selected location is configured to dispense the mixed conditioned and pressure-boosted oxygen enriched air to users of the at least one dispensing station. The fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft.
The flow of the pressure-boosted oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
4a BRIEF DESCRIPTION OF DRAWING
The following detailed description of the implementations of the technology as disclosed refers to the accompanying drawings, which illustrate specific implementations of the disclosure. Other implementations having different structures and operations do not depart from the scope of the present disclosure.
Figure 1 is block schematic diagram of an example of an aircraft air supply system including features for reducing the effective altitude experienced by users at selected location on an aircraft, in accordance with an embodiment of the present disclosure.
Figure 2 is a flow chart of an example of a method for reducing the effective altitude experienced by users at selected locations in an aircraft, in accordance with an embodiment of the present disclosure.
Figure 3A is an illustration of an aircraft air supply system for delivering oxygen enriched air to selected locations on an aircraft.
The method may further involve regulating a temperature of the mixed conditioned and oxygen enriched air.
The method may further involve humidifying the mixed conditioned and oxygen enriched air.
The method may further involve adding scents or flavors to the mixed conditioned and oxygen enriched air.
In another embodiment, there is provided a system for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft.
The system includes: a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
one or more ejectors; and first, second, third, and fourth ducts. The first duct is configured to direct the flow of the oxygen enriched air to the one or more ejectors. The one or more ejectors are configured to boost a pressure of the oxygen enriched air and to direct the flow of the pressure-boosted oxygen enriched air to the third duct. The second duct is configured to direct a first portion of the flow of the conditioned air to the third duct.
The first portion of the flow of the conditioned air and the flow of the pressure-boosted oxygen enriched air are mixed in the third duct. The third duct is configured to direct the mixed conditioned and pressure-boosted oxygen enriched air to the flight deck and to at least one dispensing station at the selected location. The at least one dispensing station at the selected location is configured to dispense the mixed conditioned and pressure-boosted oxygen enriched air to users of the at least one dispensing station. The fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft.
The flow of the pressure-boosted oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
4a BRIEF DESCRIPTION OF DRAWING
The following detailed description of the implementations of the technology as disclosed refers to the accompanying drawings, which illustrate specific implementations of the disclosure. Other implementations having different structures and operations do not depart from the scope of the present disclosure.
Figure 1 is block schematic diagram of an example of an aircraft air supply system including features for reducing the effective altitude experienced by users at selected location on an aircraft, in accordance with an embodiment of the present disclosure.
Figure 2 is a flow chart of an example of a method for reducing the effective altitude experienced by users at selected locations in an aircraft, in accordance with an embodiment of the present disclosure.
Figure 3A is an illustration of an aircraft air supply system for delivering oxygen enriched air to selected locations on an aircraft.
5 Figure 3B is an illustration of a selected location on an aircraft.
Figure 4 is an illustration of the process for delivering oxygen enriched air to a selected location on an aircraft.
DESCRIPTION
The following detailed description of embodiments refers to the accompanying drawings, which illustrate specific embodiments of the disclosure. Other embodiments having different structures and operations do not depart from the scope of the present disclosure. Like reference numerals may refer to the same element or component in the different drawings.
Figure 1 is block schematic diagram of an example of an aircraft air supply system 100 including features for reducing the effective altitude experienced by users of a flight deck 102 and a main cabin 114 of an aircraft 104 in accordance with an embodiment of the present disclosure. An aircraft environmental control system 106 may receive a flow of air from an aircraft air supply 108 through a duct 110 or channel in flow communication between the aircraft air supply 108 and the environmental control system 106.
The aircraft air supply 108 may include or may be bleed air from one or more engines of the aircraft 104, air from another source, or a combination of bleed air from one or more engines and air from another source, such as an onboard oxygen generating system. An air flow control device 112 may control or regulate the flow of air through the duct 110 from the aircraft air supply 108 to the environmental control system 106. The air flow control device 112 may include a valve, baffle or other mechanism to control a volume or flow of air in the duct 110. The air flow control device 112 may control the air flow in the duct 110 in response to signals from one or more sensors (not shown in Figure 1) that may be associated with the duct 110, environmental control system 106 or both.
The environmental control system 106 may be configured to channel oxygen enriched air to at least one location such as the flight deck 102 or one or more other selected
Figure 4 is an illustration of the process for delivering oxygen enriched air to a selected location on an aircraft.
DESCRIPTION
The following detailed description of embodiments refers to the accompanying drawings, which illustrate specific embodiments of the disclosure. Other embodiments having different structures and operations do not depart from the scope of the present disclosure. Like reference numerals may refer to the same element or component in the different drawings.
Figure 1 is block schematic diagram of an example of an aircraft air supply system 100 including features for reducing the effective altitude experienced by users of a flight deck 102 and a main cabin 114 of an aircraft 104 in accordance with an embodiment of the present disclosure. An aircraft environmental control system 106 may receive a flow of air from an aircraft air supply 108 through a duct 110 or channel in flow communication between the aircraft air supply 108 and the environmental control system 106.
The aircraft air supply 108 may include or may be bleed air from one or more engines of the aircraft 104, air from another source, or a combination of bleed air from one or more engines and air from another source, such as an onboard oxygen generating system. An air flow control device 112 may control or regulate the flow of air through the duct 110 from the aircraft air supply 108 to the environmental control system 106. The air flow control device 112 may include a valve, baffle or other mechanism to control a volume or flow of air in the duct 110. The air flow control device 112 may control the air flow in the duct 110 in response to signals from one or more sensors (not shown in Figure 1) that may be associated with the duct 110, environmental control system 106 or both.
The environmental control system 106 may be configured to channel oxygen enriched air to at least one location such as the flight deck 102 or one or more other selected
6 locations in the passenger compartment 115 in the aircraft 104. The environmental control system 106 may condition the air for use in the flight deck 102, and main cabin 114 in the aircraft 104. For example, the environmental control system 106 may include, but is not necessarily limited to, including a heat exchanger, air conditioning packs or similar devices to adjust the oxygen enriched air to an appropriate temperature; a filter to remove any foreign substances that may be in the air; a water separator to remove any moisture or water vapor that may be in the air; and any other features or components to condition the oxygen enriched air for use in the aircraft 104.
The aircraft air supply system 100 may include a duct 116 to supply a primary air flow to the flight deck 102 of the aircraft 104. The duct 116 may be in flow communication with the environmental control system 106 and the flight deck 102 for supplying the flow of air to the flight deck 102.
The aircraft 104 may also include a nitrogen generating system 118 that may be configured for generating nitrogen enriched air and oxygen enriched air. The gas separation system can be a nitrogen generation system (NGS) on an aircraft. However, other types of onboard gas separation systems having an oxygen output can be utilized. The nitrogen generating system 118 may receive bleed air from one or more engines of the aircraft 104, from other sources, or both. The nitrogen enriched air generated by the nitrogen generating system 118 may be directed through a duct 120 or channel to one or more fuel tanks 126 of the aircraft 104 to replace air in the fuel tanks as fuel is consumed during flight to create an inert atmosphere or environment within the fuel tanks 126. The nitrogen enriched air may also be channeled from the nitrogen generating system 118 to other areas of the aircraft 104 where an inert environment or atmosphere may be desired or needed. The nitrogen generating system 118, duct 120, and any other ducts or components may define an inert gas system 128 that channels the nitrogen enriched air to the fuel tanks 126 of the aircraft 104 and/or any other areas of the aircraft 104.
The aircraft air supply system 100 may also include a secondary duct 130 in flow communication with the nitrogen generating system 118 and the duct 116. The secondary
The aircraft air supply system 100 may include a duct 116 to supply a primary air flow to the flight deck 102 of the aircraft 104. The duct 116 may be in flow communication with the environmental control system 106 and the flight deck 102 for supplying the flow of air to the flight deck 102.
The aircraft 104 may also include a nitrogen generating system 118 that may be configured for generating nitrogen enriched air and oxygen enriched air. The gas separation system can be a nitrogen generation system (NGS) on an aircraft. However, other types of onboard gas separation systems having an oxygen output can be utilized. The nitrogen generating system 118 may receive bleed air from one or more engines of the aircraft 104, from other sources, or both. The nitrogen enriched air generated by the nitrogen generating system 118 may be directed through a duct 120 or channel to one or more fuel tanks 126 of the aircraft 104 to replace air in the fuel tanks as fuel is consumed during flight to create an inert atmosphere or environment within the fuel tanks 126. The nitrogen enriched air may also be channeled from the nitrogen generating system 118 to other areas of the aircraft 104 where an inert environment or atmosphere may be desired or needed. The nitrogen generating system 118, duct 120, and any other ducts or components may define an inert gas system 128 that channels the nitrogen enriched air to the fuel tanks 126 of the aircraft 104 and/or any other areas of the aircraft 104.
The aircraft air supply system 100 may also include a secondary duct 130 in flow communication with the nitrogen generating system 118 and the duct 116. The secondary
7 duct 130 is configured to channel the flow of oxygen enriched air from the nitrogen generating system 118 to the duct 116 to reduce the effective altitude experienced by users such as passengers or crew at selected locations on aircraft 104. The flow of oxygen enriched air into the duct 116 may be controlled to reduce the effective altitude of the flight deck 102 to a desired level. An air flow control device 132 in the secondary duct 130 may control a volume of oxygen enriched air that flows through the secondary duct 130 into the duct 116 and that flows into an overboard discharge duct 136. A sensor 138 may sense the volume, percentage of volume or partial pressure, or other appropriate measurable characteristics of the oxygen enriched air flowing in the duct 116 and the air flow control device 132 based on inputs from the sensor 138 may control a percentage of volume of oxygen enriched air flowing in each of the secondary duct 130 and the overboard discharge duct 136. The air flow control device 132 may be a valve, controllable baffle or other mechanism to selectively divide the air flow between the secondary duct 130 and the discharge duct 136.
An ejector or series of ejectors 134 may be coupled to the secondary duct 130 or secondary duct portion 136 of the secondary duct 130. The ejector or series of ejectors 134 may be disposed within the secondary duct 130 at an entrance to the secondary duct portion 136. The ejector or series of ejectors 134 may boost the pressure of the oxygen enriched air .. before entering the primary duct 116 to the flight deck 102. The ejector or series of ejectors 134 may also be part of or may be considered part of the air flow control device 132. The ejector(s) 134 can be an ejector, a turbo-compressor or another system to boost the pressure of the oxygen enriched air.
The aircraft air supply system 100 may additionally include a check valve 140 coupled to the secondary duct portion 136 downstream of the air flow control device 132 and ejector 134. The check valve 140 may prevent air from flowing back towards the nitrogen generating system 118.
The secondary duct 130 or secondary duct portion 136 is connected into the primary duet 116 at a location to inject the oxygen enriched into the primary duct 116 sufficiently
An ejector or series of ejectors 134 may be coupled to the secondary duct 130 or secondary duct portion 136 of the secondary duct 130. The ejector or series of ejectors 134 may be disposed within the secondary duct 130 at an entrance to the secondary duct portion 136. The ejector or series of ejectors 134 may boost the pressure of the oxygen enriched air .. before entering the primary duct 116 to the flight deck 102. The ejector or series of ejectors 134 may also be part of or may be considered part of the air flow control device 132. The ejector(s) 134 can be an ejector, a turbo-compressor or another system to boost the pressure of the oxygen enriched air.
The aircraft air supply system 100 may additionally include a check valve 140 coupled to the secondary duct portion 136 downstream of the air flow control device 132 and ejector 134. The check valve 140 may prevent air from flowing back towards the nitrogen generating system 118.
The secondary duct 130 or secondary duct portion 136 is connected into the primary duet 116 at a location to inject the oxygen enriched into the primary duct 116 sufficiently
8 upstream of the flight deck 102 air supply exits such that the main aircraft air supply and oxygen enriched air flows have sufficient distance to mix naturally without a mechanism for mixing the flows. Alternatively, the oxygen enriched air may be mixed with the main aircraft air supply using a device such as a fan. In other implementations the oxygen enriched air is not mixed with the main aircraft air supply.
Trim air 142 may also be directed into the primary duct 116 by a trim air duct 143.
Trim air 142 is essentially hot pure bleed air that has not gone through the air conditioning packs of the environmental control system 106. The trim air 142 serves to control the temperature of the air being distributed to the flight deck 102 and the main cabin or passenger compartment 114. The trim air 142 mixes with the cold air coming off the air conditioning packs of the environmental control system 106 to provide the desired temperature. The trim air 142 flowing into the primary duct 116 may be controlled by another air flow control device 144. The air flow control (AFC) device 144 may be controlled by the sensor 138 or by another sensor associated with the primary duct 116 supplying airflow to the flight deck 102. The air flow control device 144 may be similar to the air flow control device 132.
In one implementation, the aircraft air supply system 100 may additionally include a mix manifold 146 to receive air flowing through at least one duct 149 from the environmental control system 106. The mix manifold 146 may distribute the airflow to the passenger compartment 114 which may include multiple cabin zones or areas, and other areas of the aircraft. The distribution of airflow from the mix manifold 146 may be through multiple environmental air supply ducts. However, for purposes of explanation and clarity, only a single exemplary environmental air supply duct 149 is shown in Figure 1. Other air supply ducts may have a similar configuration. The air supply duct 149 may include an airflow controller 150 similar to the airflow controllers previously described. The volume or flow of air through the airflow controller 150 may be controlled by a sensor 152. The sensor 152 may also be electrically connected to the environmental control system 106 for overall operation and control of the aircraft air supply system 100.
Trim air 142 may also be directed into the primary duct 116 by a trim air duct 143.
Trim air 142 is essentially hot pure bleed air that has not gone through the air conditioning packs of the environmental control system 106. The trim air 142 serves to control the temperature of the air being distributed to the flight deck 102 and the main cabin or passenger compartment 114. The trim air 142 mixes with the cold air coming off the air conditioning packs of the environmental control system 106 to provide the desired temperature. The trim air 142 flowing into the primary duct 116 may be controlled by another air flow control device 144. The air flow control (AFC) device 144 may be controlled by the sensor 138 or by another sensor associated with the primary duct 116 supplying airflow to the flight deck 102. The air flow control device 144 may be similar to the air flow control device 132.
In one implementation, the aircraft air supply system 100 may additionally include a mix manifold 146 to receive air flowing through at least one duct 149 from the environmental control system 106. The mix manifold 146 may distribute the airflow to the passenger compartment 114 which may include multiple cabin zones or areas, and other areas of the aircraft. The distribution of airflow from the mix manifold 146 may be through multiple environmental air supply ducts. However, for purposes of explanation and clarity, only a single exemplary environmental air supply duct 149 is shown in Figure 1. Other air supply ducts may have a similar configuration. The air supply duct 149 may include an airflow controller 150 similar to the airflow controllers previously described. The volume or flow of air through the airflow controller 150 may be controlled by a sensor 152. The sensor 152 may also be electrically connected to the environmental control system 106 for overall operation and control of the aircraft air supply system 100.
9 Trim air 154 may also be directed into the duct 148 through another duct 156.
The flow of the trim air 154 into the air supply duct 149 may be controlled by another airflow control device 158. The airflow control device 158 may be controlled by the sensor 152 or by another similar sensor. A fan 160 may be provided to drive the re-circulated air in the passenger compartment or main cabin 114. The fan 160 may be controlled by a sensor 152, or by manual controls.
Figure 2 is a flow chart of an example of a method 200 for reducing the effective altitude of a flight deck and at least one additional location on an aircraft in accordance with an embodiment of the present disclosure. The method 200 may be performed by the aircraft air supply system 100 in Figure 1 or a similar air supply system. In block 202, bleed air may be received by a nitrogen generating system and by an aircraft environmental air supply system from one or more engines of an aircraft. Alternatively, air may be received by the nitrogen generating system from one or more other sources or from both bleed air from the engines and other sources.
In block 204, nitrogen enriched air from the nitrogen generating system may be supplied or directed to a fuel tank oxygen replacement system or directly to the fuel tank or tanks. The nitrogen enriched air is used to create an inert atmosphere in the fuel tank or tanks as fuel is consumed by the aircraft. The nitrogen enriched air may also be supplied to other areas of the aircraft where inert atmospheres may be desirable or needed.
In block 206, oxygen enriched air from the nitrogen generating system may be supplied or channeled into a secondary duct in flow communication with a primary duct that supplies primary air to the flight deck of the aircraft.
In block 208, the flow or volume of oxygen enriched air flowing in the secondary duct to the duct may be controlled to reduce an effective altitude of the flight deck or other locations on the aircraft. The remainder of the aircraft may be maintained at a higher effective altitude than the flight deck or other locations supplied with oxygen enriched air.
Any oxygen enriched air not flowing through the secondary duct portion to the primary duct may be discharged overboard through an overboard discharge duct. Similarly, as previously described, the percentage of oxygen enriched air flowing in the secondary duct and the overboard discharge duet may be controlled by a sensor in the primary duct controlling the operation of an airflow control device, such as a valve, baffle or other device for dividing the airflow of the oxygen enriched air into the different ducts.
In block 210, the flow or volume of aircraft environmental air flowing in a main duct to other areas of the aircraft and into the primary duct to the flight deck may be controlled.
The flow of the air in each of the ducts may be controlled by an airflow control device and associated sensor similar to that previously described.
In block 212, a desired effective altitude may be provided based on the flow rate of oxygen enriched air received from the individual dispensers at the dispensing stations at selected locations in the aircraft. The percentage of mass, volume, partial pressures, and/or flow or other measurable characteristics of oxygen enriched air channeled to the flight deck and/or at least one other selected location, may be controlled to provide the desired effective altitude experienced in the selected location. The percentage of volume or partial pressure of the oxygen enriched air may be controlled by airflow control devices and associated sensors similar to that previously described or by other mechanisms.
Referring to Fig. 3A and 3B, yet another implementation of the technology is shown where the implementation is a system 300 for delivering oxygen enriched air to at least one dispensing station 312 such as an "oxygen bar," at one or more selected locations 314 on the aircraft. A gas separation system 302, such as a nitrogen generating system (NGS), having an oxygen output channel 304 that outputs a flow of oxygen enriched air 306, is illustrated.
A control/valve can be utilized to distribute the oxygen enriched air to different communal areas of the aircraft. In one implementation of the technology a duct network 308 can be coupled to the oxygen output channel 304 and the duct network can be configured to direct the flow of oxygen enriched through a manifold 309 to a dispenser 310 configured to dispense the flow of oxygen enriched air 306 at a dispensing station 312 to one or more users at a selected location 314. The dispenser 310 can be a tube or other type of dispenser.
A selected location 314 can be an area within the passenger cabin onboard an aircraft that is sufficiently large, such as a communal area, where two or more users, such as passengers, or crew can gather. The dispenser 310 can be in fluid communication with a manifold 311 that receives the oxygen enriched air flow from the NGS and distributes it through one or more dispensers 310 to one or more dispensing stations 312 in the selected location 314.
As shown in Fig. 313 the dispensing station 312 can include one or more implements (dispensers 310) including a nose cannula (commonly referred to as an oxygen tube or oxygen nose tube), a mask that can cover the nose and mouth of a user, a mouth tube, a nozzle, a valve and a helmet. The implements 310 can be configured to be attached or mounted on a counter 316 or a bar fixture 318. A user such as a passenger can access the dispensing station 312 by appropriately applying the dispensing implement 310 for intake of the oxygen enriched air flow. A selected location can be a passenger communal area where the passenger communal area includes a plurality of dispensing stations 312, and a control for controlling the flow of oxygen enriched air to each dispensing station 312. The dispensing stations 312 may be supplied with a passenger support device such as a bar stool 320, chair, counter, bench or other supportive device. The communal area can be positioned in the passenger cabin or other location on the aircraft.
Because the oxygen-enriched air will be warm, and may be too warm for comfortable inhalation, it may be mixed with the existing aircraft environmental air or cooled using an alternative means such as a temperature regulator, for example, a heat exchanger. The supply of oxygen¨enriched air may be directed as desired to one or more locations, for example, directly to an oxygen bar.
Yet another implementation of the technology is illustrated in Figs. 3A and 4, where a temperature control and air humidification system 322 can be utilized to humidify the oxygen enriched air flow. Air humidification system 322 can be utilized having a humidified air output 324 coupled to the duct network and configured to add humidified air 326 to the flow of oxygen enriched air. One implementation of the technology can also include a temperature regulator 406, such as a heat exchanger, coupled to the duct network and configured to control the temperature of the oxygen enriched air. The air humidification system 322 can be coupled to a water source 328, such as an onboard potable water reservoir. In a further implementation, a turbo-compressor 307 can be utilized to improve the overall performance of the gas separation system when the oxygen enriched air is ducted to higher pressures present in the selected locations on the aircraft.
Referring to Fig. 3B, the dispensing station 312 can have an input coupled to a duct network and the input can be configured to receive the flow of oxygen enriched air received from an output of a gas separation system (not shown, and the dispensing station 312 can .. have one or more individual dispensers 310 configured to dispense a flow of oxygen enriched air to individual users using individual dispensing implements 310.
The dispensing station 312 may include one or more of a user support device 320, such as a seat or bench, and a control for controlling the flow of oxygen enriched air. Each of the plurality of dispensing stations 312 can also have an individual flow control (not shown) for controlling the flow rate of oxygen enriched air from the gas separation system to the dispensing station 312. The dispenser 310 can be in a manifold configuration 311 and can have a reservoir (not shown) for temporary storage of oxygen enriched air to act as a buffer to assure the flow of oxygen enriched air to the dispensing station may be provided as a continuous and uninterrupted flow, when desired. Individual user controls (not shown) may be provided for adjusting the flow of the oxygen enriched air in each dispensing implement 310.
Referring to Fig. 4, yet another implementation of the technology is illustrated for providing a method of delivering oxygen enriched air to selected locations 400 including performing the process of directing a flow of oxygen enriched air 402 from an oxygen output of a gas separation system through a duct network to a 02 dispenser 404 configured to dispense the flow of oxygen enriched air at selected locations, and dispensing the oxygen enriched air 306 to a plurality of dispensing stations 312 at the selected location 400. The process of delivering oxygen enriched air includes separating out oxygen enriched air with a gas separation system that can be a nitrogen generation system (NGS) on an aircraft. The process of dispensing the oxygen enriched air includes dispensing oxygen enriched air at a dispensing station in a dispensing implement 310 and where the selected location may include one or more of a user support device 320, and a control for controlling the flow of oxygen enriched air. A user, such as a passenger, can transition from their assigned and/or chosen seating area, for example in the main cabin, to the selected location, such as a communal area, to partake of a flow of oxygen enriched air being dispensed at a dispensing station 312. The user can stand or be seated adjacent a dispensing station 312 and appropriately deploy the implement 310 used to dispense oxygen enriched air into their mouth and/or nose. The user can inhale the oxygen enriched air being dispensed at the dispensing station 312. In order to make the oxygen flow more appropriate for inhalation, the oxygen enriched air flow can be temperature adjusted 406 using, for example, a temperature regulator 406 such as a heat exchanger coupled to the duct network. The process can include, humidifying the flow of oxygen enriched air 408, for example, by adding a humidified air flow from a humidification system. The process can also include adding scents or flavors to the oxygen enriched air.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
Although specific embodiments have been illustrated and described herein, those of ordinary skill in the art appreciate that any arrangement which is calculated to achieve the same purpose may be substituted for the specific embodiments shown and that the embodiments herein have other applications in other environments. This application is intended to cover any adaptations or variations of the present disclosure. The following claims are in no way intended to limit the scope of the disclosure to the specific embodiments described herein.
The flow of the trim air 154 into the air supply duct 149 may be controlled by another airflow control device 158. The airflow control device 158 may be controlled by the sensor 152 or by another similar sensor. A fan 160 may be provided to drive the re-circulated air in the passenger compartment or main cabin 114. The fan 160 may be controlled by a sensor 152, or by manual controls.
Figure 2 is a flow chart of an example of a method 200 for reducing the effective altitude of a flight deck and at least one additional location on an aircraft in accordance with an embodiment of the present disclosure. The method 200 may be performed by the aircraft air supply system 100 in Figure 1 or a similar air supply system. In block 202, bleed air may be received by a nitrogen generating system and by an aircraft environmental air supply system from one or more engines of an aircraft. Alternatively, air may be received by the nitrogen generating system from one or more other sources or from both bleed air from the engines and other sources.
In block 204, nitrogen enriched air from the nitrogen generating system may be supplied or directed to a fuel tank oxygen replacement system or directly to the fuel tank or tanks. The nitrogen enriched air is used to create an inert atmosphere in the fuel tank or tanks as fuel is consumed by the aircraft. The nitrogen enriched air may also be supplied to other areas of the aircraft where inert atmospheres may be desirable or needed.
In block 206, oxygen enriched air from the nitrogen generating system may be supplied or channeled into a secondary duct in flow communication with a primary duct that supplies primary air to the flight deck of the aircraft.
In block 208, the flow or volume of oxygen enriched air flowing in the secondary duct to the duct may be controlled to reduce an effective altitude of the flight deck or other locations on the aircraft. The remainder of the aircraft may be maintained at a higher effective altitude than the flight deck or other locations supplied with oxygen enriched air.
Any oxygen enriched air not flowing through the secondary duct portion to the primary duct may be discharged overboard through an overboard discharge duct. Similarly, as previously described, the percentage of oxygen enriched air flowing in the secondary duct and the overboard discharge duet may be controlled by a sensor in the primary duct controlling the operation of an airflow control device, such as a valve, baffle or other device for dividing the airflow of the oxygen enriched air into the different ducts.
In block 210, the flow or volume of aircraft environmental air flowing in a main duct to other areas of the aircraft and into the primary duct to the flight deck may be controlled.
The flow of the air in each of the ducts may be controlled by an airflow control device and associated sensor similar to that previously described.
In block 212, a desired effective altitude may be provided based on the flow rate of oxygen enriched air received from the individual dispensers at the dispensing stations at selected locations in the aircraft. The percentage of mass, volume, partial pressures, and/or flow or other measurable characteristics of oxygen enriched air channeled to the flight deck and/or at least one other selected location, may be controlled to provide the desired effective altitude experienced in the selected location. The percentage of volume or partial pressure of the oxygen enriched air may be controlled by airflow control devices and associated sensors similar to that previously described or by other mechanisms.
Referring to Fig. 3A and 3B, yet another implementation of the technology is shown where the implementation is a system 300 for delivering oxygen enriched air to at least one dispensing station 312 such as an "oxygen bar," at one or more selected locations 314 on the aircraft. A gas separation system 302, such as a nitrogen generating system (NGS), having an oxygen output channel 304 that outputs a flow of oxygen enriched air 306, is illustrated.
A control/valve can be utilized to distribute the oxygen enriched air to different communal areas of the aircraft. In one implementation of the technology a duct network 308 can be coupled to the oxygen output channel 304 and the duct network can be configured to direct the flow of oxygen enriched through a manifold 309 to a dispenser 310 configured to dispense the flow of oxygen enriched air 306 at a dispensing station 312 to one or more users at a selected location 314. The dispenser 310 can be a tube or other type of dispenser.
A selected location 314 can be an area within the passenger cabin onboard an aircraft that is sufficiently large, such as a communal area, where two or more users, such as passengers, or crew can gather. The dispenser 310 can be in fluid communication with a manifold 311 that receives the oxygen enriched air flow from the NGS and distributes it through one or more dispensers 310 to one or more dispensing stations 312 in the selected location 314.
As shown in Fig. 313 the dispensing station 312 can include one or more implements (dispensers 310) including a nose cannula (commonly referred to as an oxygen tube or oxygen nose tube), a mask that can cover the nose and mouth of a user, a mouth tube, a nozzle, a valve and a helmet. The implements 310 can be configured to be attached or mounted on a counter 316 or a bar fixture 318. A user such as a passenger can access the dispensing station 312 by appropriately applying the dispensing implement 310 for intake of the oxygen enriched air flow. A selected location can be a passenger communal area where the passenger communal area includes a plurality of dispensing stations 312, and a control for controlling the flow of oxygen enriched air to each dispensing station 312. The dispensing stations 312 may be supplied with a passenger support device such as a bar stool 320, chair, counter, bench or other supportive device. The communal area can be positioned in the passenger cabin or other location on the aircraft.
Because the oxygen-enriched air will be warm, and may be too warm for comfortable inhalation, it may be mixed with the existing aircraft environmental air or cooled using an alternative means such as a temperature regulator, for example, a heat exchanger. The supply of oxygen¨enriched air may be directed as desired to one or more locations, for example, directly to an oxygen bar.
Yet another implementation of the technology is illustrated in Figs. 3A and 4, where a temperature control and air humidification system 322 can be utilized to humidify the oxygen enriched air flow. Air humidification system 322 can be utilized having a humidified air output 324 coupled to the duct network and configured to add humidified air 326 to the flow of oxygen enriched air. One implementation of the technology can also include a temperature regulator 406, such as a heat exchanger, coupled to the duct network and configured to control the temperature of the oxygen enriched air. The air humidification system 322 can be coupled to a water source 328, such as an onboard potable water reservoir. In a further implementation, a turbo-compressor 307 can be utilized to improve the overall performance of the gas separation system when the oxygen enriched air is ducted to higher pressures present in the selected locations on the aircraft.
Referring to Fig. 3B, the dispensing station 312 can have an input coupled to a duct network and the input can be configured to receive the flow of oxygen enriched air received from an output of a gas separation system (not shown, and the dispensing station 312 can .. have one or more individual dispensers 310 configured to dispense a flow of oxygen enriched air to individual users using individual dispensing implements 310.
The dispensing station 312 may include one or more of a user support device 320, such as a seat or bench, and a control for controlling the flow of oxygen enriched air. Each of the plurality of dispensing stations 312 can also have an individual flow control (not shown) for controlling the flow rate of oxygen enriched air from the gas separation system to the dispensing station 312. The dispenser 310 can be in a manifold configuration 311 and can have a reservoir (not shown) for temporary storage of oxygen enriched air to act as a buffer to assure the flow of oxygen enriched air to the dispensing station may be provided as a continuous and uninterrupted flow, when desired. Individual user controls (not shown) may be provided for adjusting the flow of the oxygen enriched air in each dispensing implement 310.
Referring to Fig. 4, yet another implementation of the technology is illustrated for providing a method of delivering oxygen enriched air to selected locations 400 including performing the process of directing a flow of oxygen enriched air 402 from an oxygen output of a gas separation system through a duct network to a 02 dispenser 404 configured to dispense the flow of oxygen enriched air at selected locations, and dispensing the oxygen enriched air 306 to a plurality of dispensing stations 312 at the selected location 400. The process of delivering oxygen enriched air includes separating out oxygen enriched air with a gas separation system that can be a nitrogen generation system (NGS) on an aircraft. The process of dispensing the oxygen enriched air includes dispensing oxygen enriched air at a dispensing station in a dispensing implement 310 and where the selected location may include one or more of a user support device 320, and a control for controlling the flow of oxygen enriched air. A user, such as a passenger, can transition from their assigned and/or chosen seating area, for example in the main cabin, to the selected location, such as a communal area, to partake of a flow of oxygen enriched air being dispensed at a dispensing station 312. The user can stand or be seated adjacent a dispensing station 312 and appropriately deploy the implement 310 used to dispense oxygen enriched air into their mouth and/or nose. The user can inhale the oxygen enriched air being dispensed at the dispensing station 312. In order to make the oxygen flow more appropriate for inhalation, the oxygen enriched air flow can be temperature adjusted 406 using, for example, a temperature regulator 406 such as a heat exchanger coupled to the duct network. The process can include, humidifying the flow of oxygen enriched air 408, for example, by adding a humidified air flow from a humidification system. The process can also include adding scents or flavors to the oxygen enriched air.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
Although specific embodiments have been illustrated and described herein, those of ordinary skill in the art appreciate that any arrangement which is calculated to achieve the same purpose may be substituted for the specific embodiments shown and that the embodiments herein have other applications in other environments. This application is intended to cover any adaptations or variations of the present disclosure. The following claims are in no way intended to limit the scope of the disclosure to the specific embodiments described herein.
Claims (20)
CLAIMED ARE DEFINED AS FOLLOWS:
1. A system for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft, the system comprising:
a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
and first, second, third, and fourth ducts;
wherein the first duct is configured to direct the flow of the oxygen enriched air to the third duct, wherein the second duct is configured to direct a first portion of the flow of the conditioned air to the third duct, wherein the first portion of the flow of the conditioned air and the flow of the oxygen enriched air are mixed in the third duct, wherein the third duct is configured to direct the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location, the at least one dispensing station at the selected location being configured to dispense the mixed conditioned and oxygen enriched air to users of the at least one dispensing station, wherein the fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft, and wherein the flow of the oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
and first, second, third, and fourth ducts;
wherein the first duct is configured to direct the flow of the oxygen enriched air to the third duct, wherein the second duct is configured to direct a first portion of the flow of the conditioned air to the third duct, wherein the first portion of the flow of the conditioned air and the flow of the oxygen enriched air are mixed in the third duct, wherein the third duct is configured to direct the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location, the at least one dispensing station at the selected location being configured to dispense the mixed conditioned and oxygen enriched air to users of the at least one dispensing station, wherein the fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft, and wherein the flow of the oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
2. The system as recited in claim 1, where the gas separation system comprises a nitrogen generation system on the aircraft.
3. The system as recited in claim 1, where the selected location is a passenger communal area.
4. The system as recited in claim 3, wherein the passenger communal area includes a plurality of dispensing stations, at least one of which is the at least one dispensing station at the selected location.
5. The system as recited in claim 4, wherein each of the plurality of dispensing stations includes a user support device, a counter, and individual dispensing implements.
6. The system as recited in claim 1, further comprising:
an air humidification system configured to humidify the mixed conditioned and oxygen enriched air.
an air humidification system configured to humidify the mixed conditioned and oxygen enriched air.
7. The system as recited in claim 6, where the air humidification system is coupled to a water source.
8. The system as recited in claim 1, further comprising:
a temperature regulating device configured to regulate a temperature of the mixed conditioned and oxygen enriched air.
a temperature regulating device configured to regulate a temperature of the mixed conditioned and oxygen enriched air.
9. The system as recited in claim 1, wherein the environmental control system comprises an air humidification system.
10. The system as recited in claim 9, where the air humidification system is coupled to a water source.
11. The system as recited in claim 1, wherein the environmental control system comprises a heat exchanger.
12. The system as recited in claim 1, wherein the environmental control system comprises an air conditioning pack.
13. The system as recited in claim 1, wherein the environmental control system comprises a filter.
14. The system as recited in claim 1, wherein the environmental control system comprises a water separator.
15. A method for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft, the method comprising:
outputting a flow of the oxygen enriched air from a gas separation system;
outputting a flow of conditioned air from an environmental control system;
directing the flow of the oxygen enriched air, using a first duct, to a third duct;
directing a first portion of the flow of the conditioned air, using a second duct, to the third duct;
directing a second portion of the flow of the conditioned air, using a fourth duct, to a main cabin of the aircraft;
mixing the first portion of the flow of the conditioned air and the flow of the oxygen enriched air in the third duct;
directing the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location;
dispensing the mixed conditioned and oxygen enriched air to users of the at least one dispensing station; and controlling the flow of the oxygen enriched air to the third duct in order to reduce an effective altitude of the flight deck and of the at least one dispensing station.
outputting a flow of the oxygen enriched air from a gas separation system;
outputting a flow of conditioned air from an environmental control system;
directing the flow of the oxygen enriched air, using a first duct, to a third duct;
directing a first portion of the flow of the conditioned air, using a second duct, to the third duct;
directing a second portion of the flow of the conditioned air, using a fourth duct, to a main cabin of the aircraft;
mixing the first portion of the flow of the conditioned air and the flow of the oxygen enriched air in the third duct;
directing the mixed conditioned and oxygen enriched air to the flight deck and to at least one dispensing station at the selected location;
dispensing the mixed conditioned and oxygen enriched air to users of the at least one dispensing station; and controlling the flow of the oxygen enriched air to the third duct in order to reduce an effective altitude of the flight deck and of the at least one dispensing station.
16. The method as recited in claim 15, where the gas separation system comprises a nitrogen generation system on the aircraft.
17. The method as recited in claim 15, further comprising:
regulating a temperature of the mixed conditioned and oxygen enriched air.
regulating a temperature of the mixed conditioned and oxygen enriched air.
18. The method as recited in claim 15, further comprising:
humidifying the mixed conditioned and oxygen enriched air.
humidifying the mixed conditioned and oxygen enriched air.
19. The method as recited in claim 15, further comprising:
adding scents or flavors to the mixed conditioned and oxygen enriched air.
adding scents or flavors to the mixed conditioned and oxygen enriched air.
20. A system for delivering oxygen enriched air to a flight deck on an aircraft and to a selected location on the aircraft, the system comprising:
a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
one or more ejectors; and first, second, third, and fourth ducts;
wherein the first duct is configured to direct the flow of the oxygen enriched air to the one or more ejectors, wherein the one or more ejectors are configured to boost a pressure of the oxygen enriched air and to direct the flow of the pressure-boosted oxygen enriched air to the third duct, wherein the second duct is configured to direct a first portion of the flow of the conditioned air to the third duct, wherein the first portion of the flow of the conditioned air and the flow of the pressure-boosted oxygen enriched air are mixed in the third duct, wherein the third duct is configured to direct the mixed conditioned and pressure-boosted oxygen enriched air to the flight deck and to at least one dispensing station at the selected location, the at least one dispensing station at the selected location being configured to dispense the mixed conditioned and pressure-boosted oxygen enriched air to users of the at least one dispensing station, wherein the fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft, and wherein the flow of the pressure-boosted oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
a gas separation system configured to output a flow of the oxygen enriched air;
an environmental control system configured to output a flow of conditioned air;
one or more ejectors; and first, second, third, and fourth ducts;
wherein the first duct is configured to direct the flow of the oxygen enriched air to the one or more ejectors, wherein the one or more ejectors are configured to boost a pressure of the oxygen enriched air and to direct the flow of the pressure-boosted oxygen enriched air to the third duct, wherein the second duct is configured to direct a first portion of the flow of the conditioned air to the third duct, wherein the first portion of the flow of the conditioned air and the flow of the pressure-boosted oxygen enriched air are mixed in the third duct, wherein the third duct is configured to direct the mixed conditioned and pressure-boosted oxygen enriched air to the flight deck and to at least one dispensing station at the selected location, the at least one dispensing station at the selected location being configured to dispense the mixed conditioned and pressure-boosted oxygen enriched air to users of the at least one dispensing station, wherein the fourth duct is configured to direct a second portion of the flow of the conditioned air to a main cabin of the aircraft, and wherein the flow of the pressure-boosted oxygen enriched air to the third duct is controlled to reduce an effective altitude of the flight deck and of the at least one dispensing station.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US14/620,422 | 2015-02-12 | ||
| US14/620,422 US10137317B2 (en) | 2013-05-14 | 2015-02-12 | Aircraft air supply systems for reducing effective altitude experienced at selected locations |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2914150A1 CA2914150A1 (en) | 2016-08-12 |
| CA2914150C true CA2914150C (en) | 2019-06-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2914150A Active CA2914150C (en) | 2015-02-12 | 2015-12-04 | Aircraft air supply system for reducing an effective altitude experienced at a selected location |
Country Status (3)
| Country | Link |
|---|---|
| BR (1) | BR102015032874B1 (en) |
| CA (1) | CA2914150C (en) |
| FR (1) | FR3032688B1 (en) |
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- 2015-12-04 CA CA2914150A patent/CA2914150C/en active Active
- 2015-12-16 FR FR1562506A patent/FR3032688B1/en active Active
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| Publication number | Publication date |
|---|---|
| CA2914150A1 (en) | 2016-08-12 |
| BR102015032874A2 (en) | 2016-10-04 |
| FR3032688B1 (en) | 2022-03-18 |
| FR3032688A1 (en) | 2016-08-19 |
| BR102015032874B1 (en) | 2022-06-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20171204 |