CN113879543A

CN113879543A - Aircraft ventilation system and aircraft comprising same

Info

Publication number: CN113879543A
Application number: CN202111391447.2A
Authority: CN
Inventors: 金荣嘉; 王赟; 杨艺菲; 刘超
Original assignee: Commercial Aircraft Corp of China Ltd
Current assignee: Commercial Aircraft Corp of China Ltd; Shanghai Aircraft Design and Research Institute Commercial Aircraft Corporation of China Ltd
Priority date: 2021-11-23
Filing date: 2021-11-23
Publication date: 2022-01-04

Abstract

An aircraft ventilation system for an aircraft, comprising: a first pipe leading into the electronic equipment compartment; a second duct connected between the kitchen/toilet and the first duct; a third duct connected between the electronic equipment compartment and the cargo compartment; and a fourth duct connected between the cargo compartment and the air conditioning module compartment. The system also includes an electronics compartment venting arrangement for drawing air into and out of the electronics compartment; and the cargo compartment ventilating device is used for pumping air into the cargo compartment and exhausting the air out of the cargo compartment and conveying the air to the air conditioning component compartment. The structure of the aircraft ventilation system can realize the efficient utilization of ventilation airflow, reduce the energy consumption and reduce the fuel consumption. And to an aircraft comprising such an aircraft ventilation system.

Description

Aircraft ventilation system and aircraft comprising same

Technical Field

The invention belongs to the technical field of aviation, and relates to an improvement on a ventilation system in an airplane, in particular to a civil airplane.

Background

In aircraft, in particular civil aircraft, it is generally necessary to provide ventilation systems for ventilating the various compartments of the aircraft, in order to condition the air in these compartments. Generally speaking, ventilation systems for aircraft comprise an air distribution system for delivering air cooled by cooling devices on board the aircraft to the various compartments. In addition, the ventilation system also includes a relatively independent plurality of ventilation systems for each compartment, such as a kitchen/washroom ventilation system, an electronics compartment ventilation system, a cargo compartment ventilation system, an air conditioning assembly compartment ventilation system, and the like.

These independent ventilation systems have their own exhaust fans and exhaust ports. For example, a kitchen/washroom ventilation system includes its own exhaust fan for drawing air from the kitchen/washroom and exhausting the drawn air directly out of the machine from an exhaust valve or an external valve. For another example, in an electronic equipment compartment ventilation system, air is drawn from a cargo compartment triangle by an electronic equipment blower fan to forcibly ventilate electronic equipment, and then hot air in the electronic equipment compartment is drawn out by an electronic equipment exhaust fan and directly discharged outside the machine through an exhaust shutter or an external shutter.

In the case of a cargo compartment ventilation system, air in a cargo compartment triangular area is introduced into the cargo compartment by operating a cargo compartment exhaust fan to ventilate the cargo compartment, and after entering the cargo compartment, the air is directly discharged outside the vehicle through an exhaust air flap. While ventilating the cargo compartment, the cargo compartment needs to be heated by trim air heating.

Furthermore, for the air conditioning module compartment, the air is extracted by a turbine or is taken in through a dedicated ram air inlet for ventilating and cooling the interior of the air conditioning module compartment.

In the above-described conventional ventilation system structure, the subsystems for the respective cabins are relatively independent of each other, and can be prevented from interfering with each other. However, this structure also has some drawbacks.

First, the subsystems of the kitchen/toilet ventilation system, etc., each require a dedicated exhaust fan to extract air from the corresponding compartment. This increases the overall equipment count of the ventilation system, which in turn leads to a reduction in the reliability and average time between failures of the ventilation system.

Secondly, trim air heating methods are required to heat the cargo compartment, which increases the amount of bleed air introduced by the trim air system from the engine and thus the workload of the engine.

Again, for the air conditioning module bay, the addition of a turbine for extracting air when the aircraft is parked on the ground also increases the amount of equipment, resulting in reduced reliability and average failure interval events for the ventilation system. Moreover, the turbine is driven by bleeding air from the engine, which also increases the workload of the engine. Furthermore, in order to ventilate the air-conditioning module compartment, two grills need to be provided on the skin in order to provide a ventilation system for the air-conditioning module compartment when the aircraft is parked on the ground.

Finally, the exhaust gas of each subsystem is directly exhausted outside the ventilation system, and the energy in the exhaust gas is not recycled, so that the overall energy consumption of the ventilation system is improved.

There is therefore a need for an improved ventilation system for an aircraft which reduces or avoids the problems with the known ventilation systems described above.

Disclosure of Invention

The present invention has been made to overcome the above-mentioned problems occurring in the prior art. It is an object of the present invention to provide an aircraft ventilation system of improved construction. The aircraft ventilation system can reduce energy consumption and improve the utilization efficiency of airflow. Also, the reliability and mean time between failures of the aircraft ventilation system can be improved.

The aircraft ventilation system of the invention is used in an aircraft, wherein the aircraft comprises a galley/lavatory, an electronics compartment, a cargo compartment and an air conditioning pack compartment, and the aircraft ventilation system comprises:

a first duct that opens between the electronic equipment compartments to enable air to flow into the electronic equipment compartments;

a second duct connected between the kitchen/toilet and the first duct so that air in the kitchen/toilet can flow from the second duct into the electronic equipment compartment through the first duct;

the electronic equipment cabin ventilating device is arranged at the inlet and/or the outlet of the electronic equipment cabin and is used for sucking air into the electronic equipment cabin and exhausting the air out of the electronic equipment cabin;

a third duct connected between the electronic equipment compartment and the cargo compartment so that air in the electronic equipment compartment can flow into the cargo compartment;

a fourth duct connected between the cargo compartment and the air-conditioning module compartment so that air in the cargo compartment can flow into the air-conditioning module compartment;

the cargo compartment ventilating device is arranged at the inlet and/or the outlet of the cargo compartment, and is used for pumping air into the cargo compartment and exhausting the air out of the cargo compartment and conveying the air into the air conditioning component compartment; and

and the air outlet of the air conditioning component cabin is arranged on the skin of the airplane and is communicated with the air conditioning component cabin.

The aircraft ventilation system with the structure integrates the ventilation systems for the kitchen/washroom, the electronic equipment cabin, the cargo cabin and the air conditioning assembly cabin, thereby realizing the efficient utilization of ventilation airflow, reducing the energy consumption and reducing the fuel consumption.

In one preferred case, the first duct is connected between the cockpit and the electronics compartment of the aircraft. In this way, air in the cabin can be introduced into the electronics compartment, and the electronics in the electronics compartment can be cooled with cooler air in the cabin.

Preferably, the electronic equipment compartment ventilation means comprises at least one of the following:

at least one electronic equipment compartment blower fan, the electronic equipment compartment blower fan being installed at an inlet of the electronic equipment compartment and communicated with the first duct, or installed at a position on the first duct close to the inlet of the electronic equipment compartment;

at least one first filter installed at an inlet of the electronic equipment compartment and communicated with the first duct, or installed at a position on the first duct near the inlet of the electronic equipment compartment; and

and the electronic equipment cabin exhaust fan is arranged at the outlet of the electronic equipment cabin and communicated with the third pipeline, or is arranged on the third pipeline at a position close to the outlet of the electronic equipment cabin.

Preferably, the cargo compartment ventilation means comprises at least one of the following:

at least one second filter installed at the inlet of the cargo tank and communicated with the third pipe or installed at a position on the third pipe near the inlet of the cargo tank; and

and at least one cargo compartment exhaust fan at an outlet of the cargo compartment and in communication with the fourth duct, or mounted on the fourth duct at a location adjacent the outlet of the cargo compartment.

It is further preferred that the aircraft ventilation system further comprises a first cabin flap mounted on the second duct for closing and opening communication between the second duct and the first duct.

When smoke occurs in the kitchen/toilet, the first cabin interior shutter can be closed, so that air with the smoke is prevented from flowing into the electronic equipment cabin, and electronic equipment in the electronic equipment cabin is protected from the smoke.

In addition, a bypass duct may be provided, the bypass duct being connected between the kitchen/toilet room and the outlet of the electronic equipment compartment, a second in-compartment flap being mounted on the bypass duct, air in the kitchen/toilet room bypassing the electronic equipment compartment and flowing directly downstream of the outlet of the electronic equipment compartment when the first in-compartment flap is closed and the second in-compartment flap is open. In this way, the fume laden air stream in the kitchen/toilet is allowed to vent around the electronics compartment.

Further, the aircraft ventilation system further comprises:

the third cabin inner valve is arranged on the third pipeline; and

an outboard flap opening in the skin of the aircraft and communicating with the third duct at a location upstream of the third inboard flap.

In this way, the inflow of air with smoke into the cargo compartment in the galley/lavatory can be prevented by closing the third in-compartment flap, and the air flow can be discharged out of the aircraft by means of the out-of-compartment flap.

Preferably, the aircraft ventilation system further comprises:

an upstream cargo compartment shutoff trap mounted on the third conduit adjacent the inlet of the cargo compartment; and/or

A downstream cargo compartment shutoff trap mounted on the fourth conduit adjacent the outlet of the cargo compartment.

In this way, in the event of smoke in the cargo compartment, the cargo compartment can be isolated from the other compartments in the aircraft by closing the upstream and downstream cargo compartment shutoff flaps in order to avoid smoke in the cargo compartment from affecting the other compartments of the aircraft.

Preferably, the aircraft ventilation system further comprises:

the fourth cabin inner valve is arranged on the fourth pipeline; and

an exhaust flap opening onto the skin of the aircraft and communicating with the fourth duct at a location upstream of the fourth inboard flap.

The provision of such an air flap allows air in the cargo compartment to be directly vented out of the aircraft.

Preferably, the aircraft ventilation system further comprises a ram air inlet, the ram air inlet being in communication with the air conditioning module compartment such that the air conditioning module compartment can introduce ram air through the ram air inlet.

In addition, the first duct is also connected to the cargo compartment triangle of the aircraft, so that air in the cargo compartment triangle can also be introduced into the electronics compartment for cooling and ventilating the electronics compartment.

Further, the cargo compartment trigones communicate with the passenger cabin of the aircraft. Thereby, air in the passenger compartment can also be introduced into the electronics compartment.

It also relates to an aircraft comprising an aircraft ventilation system as described above.

Drawings

Advantages and features of the present invention may be understood in the following description of particular embodiments of the invention, taken in conjunction with the accompanying drawings, which are illustrative only and should not be taken as limiting the scope of the invention. In the drawings:

figure 1 shows a schematic block diagram of an aircraft ventilation system of the invention.

Figure 2 shows the mode of operation of an aircraft ventilation system when the aircraft is on the ground.

Figure 3 shows the mode of operation of the aircraft ventilation system when the aircraft is cruising normally in the air.

Figure 4 shows the mode of operation of the aircraft ventilation system when smoke is present in the cargo compartment.

Figure 5 shows the mode of operation of the aircraft ventilation system in the event of smoke in a galley/lavatory.

(symbol description)

100 aircraft ventilation system

110 cockpit

111 first conduit

112 first filter

113 electronic equipment compartment blower fan

114 first indoor shutter

120 kitchen/toilet

121 second conduit

122 bypass conduit

123 second cabin inner valve

130 electronic equipment compartment

131 third pipeline

132 electronic equipment cabin exhaust fan

133 third cabin inner valve

140 cargo compartment trigone

141 second filter

142 upstream cargo compartment shutoff trap

143 downstream cargo compartment shutoff trap

150 cargo tank

151 fourth pipeline

152 cargo compartment exhaust fan

153 fourth cabin inner valve

160 air-conditioning component cabin

161 ram air inlet

170 passenger cabin

180 fuselage skin

181 outer valve

182 exhaust valve

183 air conditioner assembly cabin exhaust port

Detailed Description

The following detailed description of embodiments of the invention refers to the accompanying drawings. It is to be understood that the preferred embodiments of the present invention are shown in the drawings only, and are not to be considered limiting of the scope of the invention. Various obvious modifications, changes and equivalents of the embodiments of the invention shown in the drawings can be made by those skilled in the art, and all of them are within the scope of the invention.

< construction of aircraft Ventilation System >

Figure 1 shows a schematic block diagram of an aircraft ventilation system 100 of the present invention. Therein, a cockpit 110, a galley/washroom 120, an electronics bay 130, a cargo bay delta 140, a cargo bay 150 and an air conditioning pack bay 160 of an aircraft are schematically represented in the form of boxes. In the figure, the solid lines indicate the connection between the two compartments by means of pipes, while the dashed lines indicate the communication between the two compartments but not by means of pipes.

A first duct 111 is connected to the electronics compartment 130, the first duct 111 opening into the electronics compartment 130 to allow a cooling airflow, such as air, to flow into the electronics compartment 130. For example, in the preferred configuration shown in the figures, the first duct 111 opens into the electronics compartment 130 at one end and is connected to the cabin 110 at the other end to enable air in the cabin 110 to be delivered into the electronics compartment 130. The first conduit 111 may also be connected to other suitable compartments for introducing the gas flow. The second pipe 121 extends from the kitchen/toilet 120 and is connected to the first pipe 111. A first indoor shutter 114 is provided between the second duct 121 and the first duct 111, and opening and closing of the passage of the kitchen/toilet 120 to the first duct 111 is achieved by the first indoor shutter 114.

A first filter 112 and an electronic compartment blowing fan 113 are provided on the first duct 111. When the electronic cabin blower fan 113 is operated, air in the cockpit 110 may be drawn into the electronic cabin 130 to ventilate the electronic cabin 130. Also, with the first indoor flap 114 open, air in the kitchen/toilet 120 may also be drawn into the electronics compartment 130. The air may pass through the first filter 112 prior to entering the electronics compartment 130 to filter out some impurities in the air and improve the quality of the air entering the electronics compartment 130.

In the schematic structure shown in the drawing, two parallel first filters 112 and two parallel electronic compartment blowing fans 113 are provided on the first duct 111. The number of the first filters 112 and the number of the electronic compartment blowing fans 113 may be set according to the actual application and requirements, for example, one first filter 112 and one electronic compartment blowing fan 113, or more first filters 112 and electronic compartment blowing fans 113, for example, three, four or more, and the like.

The first duct 111 may also be in communication with the cargo compartment triangle 140, i.e., air in the cargo compartment triangle 140 may flow into the first duct 111 and be drawn into the electronics compartment 130. The location in the first duct 111 at which air in the cargo compartment triangle 140 is received is preferably downstream of the first intrabay flap 114.

The cargo compartment delta 140 may also be in communication with the passenger compartment 170 such that air in the passenger compartment 170 can be replenished into the cargo compartment delta 140 as air in the cargo compartment delta 140 is drawn into the first duct 111.

The third duct 131 is connected between the electronic equipment compartment 130 and the cargo compartment 150 so that air in the electronic equipment compartment 130 can flow into the cargo compartment 150. As shown, an electronic equipment compartment exhaust fan 132 is provided on the third duct 131, and air in the electronic equipment compartment 130 can be drawn out by operation of the electronic equipment compartment exhaust fan 132. Similarly, in the structure shown in the figure, two electronic equipment compartment exhaust fans 132 arranged in parallel are provided on the third duct 131. Of course, the number of electronics bay exhaust fans 132 may also be varied as desired.

A third intra-compartment shutter 133 is further provided on the third duct 131 for opening and closing an air flow path from the electronic equipment compartment 130 to the cargo compartment 150. A second filter 141 is provided on the third duct 131, preferably at a position near the cargo compartment 150, for filtering air entering the cargo compartment 150. An upstream cargo compartment shutoff trap 142 is provided at the inlet of the cargo compartment 150 and a downstream cargo compartment shutoff trap 143 is provided at the outlet of the cargo compartment 150. In the event of an accident of cargo compartment 150, for example the occurrence of smoke, upstream cargo compartment shutoff flaps 142 and downstream cargo compartment shutoff flaps 143 may isolate cargo compartment 150 from the other compartments of the aircraft.

In the structure shown in the drawing, two upstream cargo compartment shutoff flaps 142 arranged in parallel and two downstream cargo compartment shutoff flaps 143 arranged in parallel are included. Of course, it is also within the scope of the present invention to provide only one upstream cargo compartment shutoff trap 142 and only one downstream cargo compartment shutoff trap 143, as desired.

Preferably, a bypass duct 122 is also provided, the bypass duct 122 being connected at the outlets of the galley/washroom 120 and the electronics bay 130 at a location upstream of the electronics bay exhaust fan 132. A second indoor shutter 123 is provided on the bypass duct 122. By closing the first intra-compartment flap 114 and opening the second intra-compartment flap 123, air in the galley/washroom 120 may flow around the electronics compartment 130 directly to the outlet of the electronics compartment 130.

The third duct 131 is also connected to an outboard flap 181 provided on the fuselage skin 180, so that the air in the electronics compartment 130 can be discharged directly out of the aircraft, if required.

Aircraft ventilation system 100 further comprises a fourth duct 151 connected between cargo compartment 150 and air conditioning pack compartment 160, on which fourth duct 151 there is arranged a cargo compartment exhaust fan 152, for example two cargo compartment exhaust fans 152 arranged in parallel. Alternatively, other numbers of cargo compartment exhaust fans 152 may be provided, such as one, three, or more cargo compartment exhaust fans 152, all within the scope of the present invention.

A fourth intra-compartment shutter 153 is further provided on the fourth duct 151 so as to be able to open and close an air flow passage between the cargo compartment 150 and the air-conditioning pack compartment 160.

Fourth conduit 151 also communicates with vent flap 182 disposed on fuselage skin 180 to allow air within cargo compartment 150 to be vented directly out of the aircraft.

The ac module bay 160 may be connected to an ac module bay outlet 183 provided on the fuselage skin 180 to vent air in the ac module bay 160 out of the aircraft. In addition, a ram air inlet 161 is also provided on the air conditioning module bay 160. The ram air inlet 161 is used to introduce ram air into the air conditioning module compartment 160 for ventilating and cooling the air conditioning module compartment 160.

The different modes of operation of the aircraft ventilation system 100 are described below with respect to the structure of the aircraft ventilation system 100 described above.

< ground mode >

Fig. 2 shows the mode of operation of the aircraft ventilation system 100 when the aircraft is on the ground, with the flow direction of the air shown by the arrows.

As shown in fig. 2, in the ground mode, the electronic cabin blower fan 113 operates to draw air in the cockpit 110 into the electronic cabin 130 after being filtered through the first filter 112. At the same time, air in the cargo compartment triangle 140 is also drawn into the electronics compartment 130. In addition, it is preferable that the first indoor shutter 114 is opened and the second indoor shutter 123 is closed, so that the air in the kitchen/washroom 120 is also drawn into the electronic compartment 130.

The air drawn into the electronics compartment 130 ventilates and cools the electronics in the electronics compartment 130.

The cargo compartment ventilating fan 152 operates to draw air in the cargo compartment triangular area 140 into the cargo compartment 150 via the second filter 141 and the upstream cargo compartment shutoff shutter 142 to ventilate the inside of the cargo compartment 150. At the same time, the third intra-cabin shutter 133 is opened and the electronic equipment cabin ventilating fan 132 is operated to draw out the air in the electronic equipment cabin 130 and transfer the air into the cargo cabin 150. The air drawn from the electronics compartment 130 has ventilated cooled the electronics in the electronics compartment 130 and therefore has a higher temperature. The higher temperature air may heat ventilate the cargo compartment 150 after entering the cargo compartment 150.

The fourth intra-compartment flap 153 is opened so that the air in the cargo compartment 150 can be drawn out of the cargo compartment 150 by the cargo compartment exhaust fan 152 and transferred into the air-conditioning module compartment 160 to ventilate and cool the air-conditioning module in the air-conditioning module compartment 160.

The air in the ac module bay 160 may then be exhausted from the aircraft through the ac module bay exhaust 183 on the fuselage skin 180.

In addition, as shown by the dashed arrows between the passenger compartment 170 and the electronics compartment 130 in fig. 2, air in the passenger compartment 170 may be replenished into the cargo compartment trigone 140.

< airborne Normal mode >

Fig. 3 shows the mode of operation of the aircraft ventilation system 100 when the aircraft is cruising normally in the air, with the flow direction of the air shown by the arrows.

The mode of operation of the aircraft ventilation system 100 for ventilation of the cockpit 110, galley/washroom 120, electronics bay 130, cargo bay 150 and air conditioning pack bay 160 is substantially the same as the operation of the aircraft ventilation system 100 when the aircraft is on the ground when the aircraft is normally cruising in the air.

In the air cruise condition, unlike the ground mode, the fourth inboard flap 153 is closed so that air from the cargo compartment 150 exits the aircraft through the exhaust flap 182.

For the air conditioning module compartment 160, ram air is introduced into the air conditioning module compartment 160 through the ram air inlet 161 to ventilate and cool the air conditioning module compartment 160. The air in the ac module bay 160 is then exhausted from the aircraft via the ac module bay exhaust port 183 provided in the fuselage skin 180.

< cargo compartment Smoke Pattern >

Fig. 4 shows the mode of operation of the aircraft ventilation system 100 when smoke is present in the cargo compartment 150, with the flow direction of the air being shown by the arrows.

When smoke occurs in the cargo compartment 150, the upstream and downstream cargo compartment shutoff flaps 142 and 143 are closed, thereby shutting off the smoke in the cargo compartment 150 and preventing the smoke from being diffused into the cockpit 110 and the passenger compartment 170, thereby preventing injury to personnel.

With respect to the electronic equipment compartment 130, the electronic equipment compartment blower fan 113 operates to draw air in the cockpit 110, the kitchen/toilet 120, and the cargo compartment triangle 140 into the electronic equipment compartment 130 to ventilate and cool the electronic equipment in the electronic equipment compartment 130. The electronics compartment exhaust fan 132 operates to draw air out of the electronics compartment 130. At this point, the third inboard flaps 133 on the third duct 131 are closed, so that the air extracted from the electronics bay 130 exits the aircraft via the outboard flaps 181 on the fuselage skin 180.

For the air conditioning module bay 160, ram air is introduced via ram air inlets 161 to ventilate and cool the air conditioning modules in the air conditioning module bay 160. The air in the ac module bay 160 is then exhausted from the aircraft through the ac module bay exhaust 183.

< kitchen/bathroom Smoke Pattern >

Fig. 5 shows the mode of operation of the aircraft ventilation system 100 in the event of a smoke occurrence in the galley/lavatory 120, wherein the direction of flow of air is shown by arrows.

When smoke occurs in the kitchen/bathroom 120, the first intra-cabin shutter 114 is closed so that air in the kitchen/bathroom 120 is not drawn into the electronic compartment 130. And, the second inside-cabin shutter 123 is opened, and the air in the kitchen/toilet 120 bypasses the electronic-equipment cabin 130 via the bypass duct 122 and is pumped to the outlet of the electronic-equipment cabin 130 by the electronic-equipment-cabin exhaust fan 132. Also, the third indoor shutter 133 is also closed, preventing the air from the kitchen/toilet 120 from flowing to the cargo compartment 150. Thus, the heating and ventilation of the cargo compartment 150 is stopped. Air from the galley/lavatory 120 is then expelled from the aircraft through the extravehicular flaps 181.

With respect to the cargo compartment 150, the cargo compartment 150 may be ventilated by drawing air from the cargo compartment delta 140 through operation of the cargo compartment exhaust fan 152, if desired. Air flowing through cargo compartment 150 to ventilate cargo compartment 150 may exit the aircraft through air egress flaps 182 on fuselage skin 180.

For the air conditioning module compartment 160, ram air is fed into the air conditioning module compartment 160 through ram air inlets 161 to ventilate the air conditioning module compartment 160. The air in the ac module bay 160 is then exhausted out of the aircraft through the ac module bay exhaust 183.

Or alternatively, air from the cargo compartment 150 may optionally enter the ac unit bay 160 through the fourth inboard flap 153 to ventilate the ac unit bay 160 and then exit the aircraft through the ac unit bay vents 183 in the fuselage skin 180.

The preferred construction of the aircraft ventilation system 100 of the invention and its mode of operation have been described above with reference to the accompanying drawings. Modifications or variations may occur to those skilled in the art in light of the above disclosure, but are still within the scope of the invention.

For example, the number of the above-mentioned filtering devices such as the first filter 112, the second filter 141, etc. may be set according to actual needs, and is not limited to the case schematically shown in the figure. The first filter 112 and the second filter 141 may be the same type of filter or different types of filters.

For the first filter 112, the filtered air is from the cockpit 110 and/or the kitchen/lavatory 120, and the air from both compartments is relatively clean, so in some cases the first filter 112 may be omitted. The type of the second filter 141 may be a filter with activated carbon.

Further, in the drawing, an electronic equipment compartment blower fan 113 and an electronic equipment compartment exhaust fan 132 are provided at the inlet and the outlet of the electronic equipment compartment 130, respectively. Those skilled in the art will appreciate that only one of the electronic compartment blower fan 113 and the electronic compartment exhaust fan 132 may be alternatively provided.

In the above description, the respective fans and filters, etc. are described as being provided on the respective ducts, such as the first filter 112, the electronic compartment blowing fan 113, the electronic compartment exhausting fan 132, the second filter 141, and the like, being provided on the first duct 111, the third duct 131, and the like. However, these fans and filters are not necessarily provided on the ducts, but they may be provided on the inlet or outlet of the respective compartments and connected to the respective ducts. For example, a first filter 112 and an electronics compartment blower fan 113 may be disposed at an inlet of the electronics compartment 130 and connected to the first duct 111; the electronic equipment compartment exhaust fan 132 may be disposed at an outlet of the electronic equipment compartment 130 and connected to the third duct 131; the second filter 141 may be disposed at an inlet of the cargo compartment 150 and connected to the third pipe 131, and the downstream cargo compartment shutoff damper 143 and the cargo compartment exhaust fan 152 may be disposed at an outlet of the cargo compartment 150 and connected to the fourth pipe 151.

With the aircraft ventilation system 100 disclosed above, an efficient use of the ventilation air flow is achieved, for example, the electronics compartment 130 is cooled and ventilated with cooler air in the cockpit 110, the galley/washroom 120, the cargo compartment triangle 140, etc., while the air after cooling and ventilating the electronics compartment 130 can be used for heating and ventilating the cargo compartment 150. Therefore, the overall energy consumption of the airplane can be reduced, and the fuel consumption can be reduced.

Moreover, by improving the utilization rate of the ventilation airflow, the air-entraining quantity of the engine can be reduced, thereby lightening the work load of the engine.

By integrating the ventilation system of the cockpit 110, the galley/washroom 120, the electronics compartment 130, the cargo compartment 150, and the air conditioning pack compartment 160, the amount of equipment in the system may be reduced. The reduction in the number of devices contributes to the improvement in the operational reliability and the average time between failures of the system as a whole.

Further, by integrating the ventilation system, the number of openings in the fuselage skin is reduced. The reduction of the number of the holes can reduce the flight resistance of the airplane, further reduce the energy consumption of the airplane and save fuel.

Claims

1. An aircraft ventilation system on an aircraft, the aircraft including a galley/lavatory, an electronics compartment, a cargo compartment, and an air conditioning pack compartment, the aircraft ventilation system comprising:

a first duct opening into the electronics compartment to enable air to flow into the electronics compartment;

a second duct connected between the galley/washroom and the first duct such that air in the galley/washroom can flow from the second duct through the first duct into the electronics bay;

an electronics compartment venting arrangement disposed at an inlet and/or outlet of the electronics compartment for drawing air into and out of the electronics compartment;

a fourth duct connected between the cargo compartment and the air-conditioning module compartment such that air in the cargo compartment can flow into the air-conditioning module compartment;

a cargo compartment ventilation device provided at an inlet and/or outlet of the cargo compartment for drawing air into and out of the cargo compartment and delivering the air to the air conditioning module compartment; and

and the air outlet of the air conditioning component cabin is formed in the skin of the airplane and communicated with the air conditioning component cabin.

2. The aircraft ventilation system of claim 1, wherein the first duct is connected between a cockpit of the aircraft and the electronics compartment to enable air in the cockpit to flow into the electronics compartment.

3. The aircraft ventilation system of claim 1, wherein the electronics compartment ventilation device comprises at least one of:

at least one electronics compartment blower fan mounted at an inlet of the electronics compartment and in communication with the first duct or mounted on the first duct at a location proximate to the inlet of the electronics compartment;

at least one first filter mounted at an inlet of the electronics compartment and in communication with the first duct or mounted on the first duct at a location proximate to the inlet of the electronics compartment; and

at least one electronic equipment cabin exhaust fan, wherein the electronic equipment cabin exhaust fan is installed at an outlet of the electronic equipment cabin and communicated with the third pipeline, or is installed on the third pipeline at a position close to the outlet of the electronic equipment cabin.

4. Aircraft ventilation system according to claim 1, wherein the cargo compartment ventilation means comprise at least one of the following:

at least one second filter mounted at an inlet to the cargo tank and in communication with the third conduit or mounted on the third conduit at a location proximate to the inlet to the cargo tank; and

at least one cargo compartment exhaust fan at an outlet of the cargo compartment and in communication with the fourth duct or mounted on the fourth duct at a location proximate the outlet of the cargo compartment.

5. The aircraft ventilation system of claim 1 further comprising a first cabin flap mounted on the second duct for closing and opening communication between the second duct and the first duct.

6. The aircraft ventilation system of claim 5, further comprising a bypass duct connected between the galley/washroom and the outlet of the electronics bay, a second inboard flap being mounted on the bypass duct, air in the galley/washroom bypassing the electronics bay to flow directly downstream of the outlet of the electronics bay when the first inboard flap is closed and the second inboard flap is open.

7. The aircraft ventilation system of claim 6, further comprising:

a third in-cabin shutter mounted on the third pipeline; and

an outboard flap that opens onto the skin of the aircraft and communicates with the third duct at a location upstream of the third inboard flap.

8. The aircraft ventilation system of claim 1, further comprising:

an upstream cargo compartment shutoff trap mounted on the third conduit adjacent the inlet to the cargo compartment; and/or

9. The aircraft ventilation system of claim 8, further comprising:

a fourth intra-cabin valve mounted on the fourth pipeline; and

an exhaust flap that opens onto the skin of the aircraft and communicates with the fourth duct at a location upstream of the fourth inboard flap.

10. The aircraft ventilation system of claim 1, further comprising a ram air inlet in communication with the air conditioning module compartment such that the air conditioning module compartment can introduce ram air through the ram air inlet.

11. The aircraft ventilation system of claim 1, wherein the first duct is further in communication with a cargo compartment triangle of the aircraft such that air in the cargo compartment triangle can be directed into the electronics compartment.

12. Aircraft ventilation system according to claim 10, wherein the cargo compartment trigones communicate with a passenger cabin of the aircraft.

13. An aircraft comprising an aircraft ventilation system as claimed in any one of claims 1 to 12.