US20230202263A1 - Passenger cabin air distribution system and method of using - Google Patents
Passenger cabin air distribution system and method of using Download PDFInfo
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- US20230202263A1 US20230202263A1 US18/152,308 US202318152308A US2023202263A1 US 20230202263 A1 US20230202263 A1 US 20230202263A1 US 202318152308 A US202318152308 A US 202318152308A US 2023202263 A1 US2023202263 A1 US 2023202263A1
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- 238000009826 distribution Methods 0.000 title claims abstract description 30
- 238000000034 method Methods 0.000 title claims description 22
- 230000001143 conditioned effect Effects 0.000 claims abstract description 74
- 238000009423 ventilation Methods 0.000 claims abstract description 28
- 230000006698 induction Effects 0.000 claims abstract description 14
- 238000004891 communication Methods 0.000 claims abstract description 10
- 230000003068 static effect Effects 0.000 claims description 15
- 239000000779 smoke Substances 0.000 claims description 5
- 238000001816 cooling Methods 0.000 claims description 4
- 239000012530 fluid Substances 0.000 description 24
- 238000010586 diagram Methods 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000009827 uniform distribution Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
- B63J2/02—Ventilation; Air-conditioning
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/34—Nozzles; Air-diffusers
- B60H1/3407—Nozzles; Air-diffusers providing an air stream in a fixed direction, e.g. using a grid or porous panel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/34—Nozzles; Air-diffusers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
- B63G8/36—Adaptations of ventilation, e.g. schnorkels, cooling, heating, or air-conditioning
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT 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; ARRANGEMENT 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
- B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64G—COSMONAUTICS; VEHICLES OR EQUIPMENT THEREFOR
- B64G1/00—Cosmonautic vehicles
- B64G1/22—Parts of, or equipment specially adapted for fitting in or to, cosmonautic vehicles
- B64G1/46—Arrangements or adaptations of devices for control of environment or living conditions
- B64G1/48—Arrangements or adaptations of devices for control of environment or living conditions for treatment of the atmosphere
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64G—COSMONAUTICS; VEHICLES OR EQUIPMENT THEREFOR
- B64G1/00—Cosmonautic vehicles
- B64G1/22—Parts of, or equipment specially adapted for fitting in or to, cosmonautic vehicles
- B64G1/46—Arrangements or adaptations of devices for control of environment or living conditions
- B64G1/50—Arrangements or adaptations of devices for control of environment or living conditions for temperature control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F13/00—Details common to, or for air-conditioning, air-humidification, ventilation or use of air currents for screening
- F24F13/02—Ducting arrangements
- F24F13/06—Outlets for directing or distributing air into rooms or spaces, e.g. ceiling air diffuser
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F13/00—Details common to, or for air-conditioning, air-humidification, ventilation or use of air currents for screening
- F24F13/08—Air-flow control members, e.g. louvres, grilles, flaps or guide plates
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F13/00—Details common to, or for air-conditioning, air-humidification, ventilation or use of air currents for screening
- F24F13/26—Arrangements for air-circulation by means of induction, e.g. by fluid coupling or thermal effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT 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
- B64D2013/003—Cabin ventilation nozzles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT 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
- B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
- B64D2013/0603—Environmental Control Systems
- B64D2013/0614—Environmental Control Systems with subsystems for cooling avionics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F13/00—Details common to, or for air-conditioning, air-humidification, ventilation or use of air currents for screening
- F24F13/02—Ducting arrangements
- F24F13/06—Outlets for directing or distributing air into rooms or spaces, e.g. ceiling air diffuser
- F24F2013/0612—Induction nozzles without swirl means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F2110/00—Control inputs relating to air properties
- F24F2110/10—Temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F2110/00—Control inputs relating to air properties
- F24F2110/20—Humidity
-
- 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
Definitions
- This disclosure relates generally to air distribution, and in particular to an air ejector-diffuser for use in a spacecraft.
- FIG. 4 shows a cross-sectional view of a known ejector-diffuser 400 .
- the ejector-diffuser 400 includes a motive fluid nozzle 410 , a converging inlet cone 440 , a diffuser throat 445 , and a diverging outlet cone 465 .
- the motive fluid nozzle 410 is supplied with a motive fluid 411 having a high pressure.
- the motive fluid 411 is used to induce a low-pressure inlet fluid 451 that is received through a side opening 450 .
- the motive fluid 411 is mixed with the low-pressure inlet fluid 451 and discharged at a higher pressure than the pressure of the low-pressure inlet fluid 451 .
- the motive fluid nozzle 410 On an upstream side of the motive fluid nozzle 410 , there is a high pressure and a low velocity.
- the motive fluid nozzle 410 creates an injected flow at a higher velocity and lower pressure.
- the motive fluid 411 expands to a pressure below a pressure of the low-pressure inlet fluid 451 , which is drawn by the pressure differential through side opening 450 and combined with the motive fluid 411 .
- the injected flow is directed towards the converging inlet cone 440 , which further increases velocity and lowers pressure.
- the velocity of the injected flow is imparted to surrounding fluid and further entrains a flow of the low-pressure inlet fluid 451 .
- the motive fluid 411 mixes with the low-pressure inlet fluid 451 through the converging inlet cone 440 and the diffuser throat 445 to create a mixed flow.
- the mixed flow passes through the diverging outlet cone 465 , which slows the mixture down and increases its pressure to a mixture 460 having a pressure greater than the pressure of the low-pressure inlet fluid 451 .
- known ejector-diffusers are limited by their need for a high-pressure motive fluid and their use of circular converging and diverging sections. Furthermore, known ejector-diffusers may include a pressure ratio of the pressure of the nozzle inlet fluid (motive fluid 411 ) to the pressure of the discharged mixture of 3:1 or greater. Additional disadvantages may exist.
- a passenger cabin air distribution system includes a ventilation system and an ejector-diffuser.
- the ventilation system is operable to provide a conditioned air.
- the ejector-diffuser is positioned to receive a flow of the conditioned air from the ventilation system.
- the ejector-diffuser includes an induction unit and a diffuser section.
- the induction unit includes a secondary inlet in communication with a cabin air from a passenger cabin and is configured to mix the flow of the conditioned air with an induced flow of the cabin air into a mixed air.
- the diffuser section includes a discharge to eject the mixed air to the passenger cabin.
- the diffuser section is shaped to provide for efficient mixing with low backpressure in order to maintain the low motive pressure in the nozzle.
- an absolute pressure ratio of the motive air within the nozzle to the cabin air in the passenger cabin is approximately 1.002.
- the ejector-diffuser includes a first end with a primary inlet coupled to the ventilation system to receive the conditioned air, a second end opposite the first end, and a nozzle positioned between the first end and the second end.
- the discharge is at the second end.
- the nozzle may form an initial chamber adjacent the first end and a mixing chamber adjacent the second end.
- the nozzle includes an opening operable to provide the flow of the conditioned air from the initial chamber to the mixing chamber at a higher velocity and locally reduce a static pressure.
- the mixing chamber is in communication with the diffuser section.
- the secondary inlet is positioned to provide the induced flow of the cabin air into the mixing chamber.
- the opening may be an elongated slot-shaped opening.
- the mixing chamber may not include a plurality of vanes.
- the discharge includes a plurality of slots.
- the plurality of slots may include a plurality of arcuate slots.
- the passenger cabin air distribution system includes a sensor positioned within a flow path of the induced flow of the cabin air before being mixed with the flow of the conditioned air.
- the sensor may be selected from the group consisting of a temperature sensor, a humidity sensor, and a smoke detector.
- a smoke detector may be positioned within the flow path of the induced flow of the cabin air before being mixed with the flow of the conditioned air.
- the passenger cabin air distribution system may include an airflow outlet operable to receive a second flow of the conditioned air from the ventilation system and direct the conditioned air to an electronics system for cooling.
- the passenger cabin is the passenger cabin of a vehicle.
- the vehicle may be selected from the group consisting of an automobile, a submersible, a rotorcraft, an airplane, and a spacecraft.
- the vehicle may be a spacecraft and the electronics system may be an avionics system.
- a passenger cabin air distribution system includes an ejector-diffuser with a discharge, a ventilation system operable to provide a conditioned air to the ejector-diffuser, and an induction unit.
- the induction unit includes a secondary inlet and a nozzle with an elongated slot-shaped opening.
- the elongated slot-shaped opening causes a local reduction in static pressure of a flow of the conditioned air from the ventilation system flowing through the elongated slot-shaped opening.
- An induced flow of a cabin air flows through the secondary inlet due the local reduction in static pressure and is mixed with the flow of the conditioned air to form a mixed air that is ejected through the discharge into a passenger cabin.
- the motive pressure in the nozzle is approximately 1.002 atm.
- a size and a shape of the elongated slot-shaped opening is selected to maximize mixing of air from the ventilation system and the induced flow of the cabin air.
- a method of distributing air in a passenger cabin includes providing a conditioned air from a ventilation system, locally reducing a static pressure to induce a flow of a cabin air, mixing the flow of the conditioned air and the flow of the cabin air into a mixed air, and ejecting the mixed air into the passenger cabin.
- a flow of the conditioned air is provided to an ejector-diffuser having a nozzle with an opening.
- the method includes directing the flow of the conditioned air through the nozzle opening and locally reducing a static pressure within a high-velocity region of the ejector-diffuser.
- the locally reducing the static pressure induces a flow of a cabin air from a passenger cabin through a secondary inlet in the ejector-diffuser.
- an absolute pressure ratio of the motive air within the nozzle to the cabin air in the passenger cabin is approximately 1.002.
- the opening is an elongated slot-shaped opening.
- the method includes positioning a sensor within a flow path of the flow of the cabin air before it is mixed with the flow of the conditioned air.
- the passenger cabin is a passenger cabin of a spacecraft and the method includes providing a second flow of the conditioned air from the ventilation system to an airflow outlet. The airflow outlet directs the conditioned air to an avionics system of the spacecraft for cooling.
- FIG. 1 is a diagram depicting an embodiment of a portion of a vehicle, such as a spacecraft, that includes a passenger cabin air distribution system.
- FIG. 2 shows an embodiment of an air ejector-diffuser.
- FIG. 3 shows an embodiment of an air ejector-diffuser.
- FIG. 4 shows an embodiment of a prior air ejector-diffuser.
- FIG. 5 is a flow diagram of an embodiment of a method for air distribution.
- the vehicle 60 may be an automobile, a submersible, a rotorcraft, an airplane, or a spacecraft.
- the passenger cabin air distribution system 10 includes a ventilation system 20 that provides conditioned air 25 .
- the passenger cabin air distribution system 10 includes an ejector-diffuser 100 that receives the conditioned air 25 from the ventilation system 20 , mixes the conditioned air 25 with cabin air 51 from a passenger cabin 50 , and ejects the mixed air 70 into the passenger cabin 50 .
- the passenger cabin air distribution system 10 may include an airflow outlet 30 that provides a portion of the conditioned air for purposes other than supplying air to the passenger cabin 50 of the vehicle 60 .
- the airflow outlet 30 may be an electronics duct to supply air to cool an electronics system of the vehicle 60 .
- the electronics duct may be an avionics duct and the electronics system may be an avionics system.
- the vehicle is a spacecraft and the electronics system is an avionics system.
- the airflow outlet 30 may include one or more window vents 31 , such as a plurality of window vents 31 , and/or one or more avionics air supplies 32 , such as a plurality of avionics air supplies 32 .
- the ventilation system 20 provides a first flow 26 of conditioned air 25 to the ejector-diffuser 100 and a second flow 35 of conditioned air 25 to an airflow branch 130 that leads to the airflow outlet 30 .
- the ejector-diffuser 100 includes an induction unit 155 and a diffuser section 165 .
- the induction unit 155 includes a secondary inlet 150 that is in communication with the cabin air 51 in the passenger cabin 50 .
- the induction unit 155 draws cabin air 51 into the ejector-diffuser 100 through the secondary inlet 150 as an induced flow where it is mixed with the first flow 26 of conditioned air 25 due to the shape and configuration of a mixing chamber 140 of the ejector-diffuser 100 .
- the mixing chamber 140 is in communication with the discharge 160 (e.g. the discharge port) of the diffuser section 165 .
- the mixing chamber 140 may have a rectangular cross-section extending from the opening 115 to the diffuser section 165 .
- the mixing chamber 140 may have a uniform cross-section extending from the opening 115 to the diffuser section 165 .
- the mixing of the first flow 26 of conditioned air 25 and the induced flow of cabin air 51 form a mixed air 170 .
- the conditioned air 25 in the nozzle 110 has a low motive pressure.
- the term “low motive pressure” means having a pressure such that an absolute pressure ratio of the conditioned air 25 in the nozzle 110 to the cabin air 51 in the passenger cabin 50 is less than 3:1, such as 1.5:1 or less.
- the cabin air 51 in the passenger cabin 50 may be atmospheric pressure.
- the motive pressure may be approximately 1.002 atm (atmospheres—atmospheric pressure). In this manner, an absolute pressure ratio of the conditioned air 25 within the nozzle 110 to the cabin air 51 in the passenger cabin 50 is approximately 1.002.
- the motive pressure is slightly above the cabin air 51 pressure to provide a pressure gradient that moves conditioned air 25 through the ejector-diffuser 100 into the passenger cabin 50 .
- the motive pressure may range between 1.001 atm to 1.070 atm.
- the diffuser section 165 includes a discharge 160 to eject the mixed air 170 into the passenger cabin 50 (shown in FIG. 1 ).
- the ejector-diffuser 100 includes a first end 101 , a second end 102 opposite the first end 101 , a primary inlet 120 positioned at the first end 101 and coupled to receive the first flow 26 of conditioned air 25 , and a nozzle 110 positioned between the first end 101 and the second end 102 .
- the discharge 160 is positioned at the second end 102 .
- the nozzle 110 forms an initial chamber 105 adjacent to (e.g. near) the first end 101 and the mixing chamber 140 adjacent to the second end 102 .
- the conditioned air 25 is restricted by the nozzle 110 to provide flow to the airflow outlet 30 through the airflow branch 130 .
- the nozzle 110 includes an opening 115 to communicate the first flow 26 of conditioned air 25 from the initial chamber 105 to the mixing chamber 140 .
- the opening 115 may be circular.
- the local reduction in pressure induces the flow of cabin air 51 through the secondary inlet 150 , which is mixed with the first flow 26 of conditioned air 25 within the mixing chamber 140 .
- the mixing chamber 140 may include vanes 145 to increase the extent of mixing.
- a sensor 180 may be positioned within the induced flow path 52 to detect a condition of the cabin air 51 before it is mixed with the conditioned air 25 .
- the sensor 180 may be positioned external to the ejector-diffuser 100 and in the passenger cabin 50 . A benefit of such positioning may allow more accurate diagnostics of air quality. Other benefits may exist.
- sensor 180 may be positioned internal to the ejector-diffuser 100 , such as within secondary inlet 150 .
- the sensor 180 may be a temperature sensor for detecting a temperature of the cabin air 51 .
- the sensor 180 may be a humidity sensor for detecting a humidity of the cabin air 51 .
- the sensor 180 may be a smoke detector for detecting smoke within the cabin air 51 .
- FIG. 3 is an embodiment of an airflow diagram of the ejector-diffuser 100 shown in FIG. 2 .
- conditioned air 25 passes through the opening 115 of the nozzle 110 and creates a high-velocity region 116 that draws the cabin air 51 in through the secondary inlet 150 .
- the cabin air 51 and the conditioned air 25 are mixed in the mixing chamber 140 with the assistance of vanes 145 .
- the mixed air 170 is passed to the discharge 160 and ejected to the passenger cabin 50 .
- the discharge 160 may include a plurality of slots shaped to direct airflow into the passenger cabin 50 .
- the plurality of slots may include a plurality of arcuate slots to further distribute the airflow into the passenger cabin 50 . A benefit of arcuate slots may allow for a more uniform distribution of airflow into the passenger cabin 50 .
- the ejector-diffuser 200 may be used in place of the ejector-diffuser 100 shown in FIG. 1 or the ejector-diffuser 100 shown in FIG. 2 .
- the ejector-diffuser 200 includes a primary inlet 220 coupled to the ventilation system 20 (shown in FIG. 1 ) to receive the first flow 26 of conditioned air 25 , a nozzle 210 , an induction unit 255 and a diffuser section 265 .
- the induction unit 255 includes a secondary inlet 250 that is in communication with the cabin air 51 in the passenger cabin 50 (shown in FIG. 1 ).
- the induction unit 255 draws cabin air 51 into the ejector-diffuser 200 through the secondary inlet 250 as an induced flow where it is mixed with the first flow 26 of conditioned air 25 due to the shape and configuration of a mixing chamber 240 of the ejector-diffuser 200 .
- the mixing chamber 240 does not include a plurality of vanes 145 , as shown in ejector-diffuser 100 in FIG. 2 .
- the benefit of removing the plurality of vanes 145 may be a reduction in the sound level during operation.
- the mixing chamber 240 is in communication with the discharge 260 of the diffuser section 265 .
- the diffuser section 265 includes a discharge 260 to eject the mixed air 270 into the passenger cabin 50 (shown in FIG. 1 ).
- the nozzle 210 includes an elongated slot-shaped opening 215 to communicate the first flow 26 of conditioned air 25 (shown in FIG. 1 ) into the mixing chamber 240 .
- the elongated slot-shaped opening 215 has a width di greater than a height hi.
- the width di of the elongated slot-shaped opening 215 may be substantially equal to a width d 2 of the mixing chamber 240 .
- the height hi of the elongated slot-shaped opening 215 may be less than a height h 2 of the mixing chamber 240 .
- the term “substantially” means at least almost entirely. In quantitative terms, “substantially” means at least 80% of a stated reference (e.g., quantity or shape).
- the size and shape of the elongated slot-shaped opening 215 may be selected to maximize mixing of the conditioned air 25 from the ventilation system 20 and the induced flow of the cabin air 51 .
- the mixing chamber 240 may have a rectangular cross-section extending from the elongated slot-shaped opening 215 to the diffuser section 265 .
- the mixing chamber 240 may have a uniform cross-section extending from the elongated slot-shaped opening 215 to the diffuser section 265 .
- FIG. 5 is an embodiment of an airflow diagram of the ejector-diffuser 200 shown in FIG. 4 .
- the conditioned air 25 passes through the nozzle 210 , it enters the mixing chamber 240 at a higher velocity and locally reduces a static pressure within a high-velocity region 216 .
- the local reduction in pressure induces the flow of cabin air 51 through the secondary inlet 250 , which is mixed with the first flow 26 of conditioned air 25 within the mixing chamber 240 .
- the mixed air 270 is passed to the discharge 260 and ejected to the passenger cabin 50 .
- the discharge 260 may include a plurality of slots 261 shaped to direct airflow into the passenger cabin 50 .
- the plurality of slots 261 may include a plurality of arcuate slots to further to direct airflow into the passenger cabin 50 . A benefit of arcuate slots may allow for a more uniform distribution of airflow into the passenger cabin 50 .
- the benefit of the elongated slot-shaped opening 215 may be increased efficiency, increased mixing, increased induced flow, and a more uniform airflow velocity at the discharge 260 .
- the ventilation system 20 may supply the conditioned air 25 at a lower motive pressure than is used for known ejector-diffusers 400 (shown in FIG. 4 ) while still providing induced flow.
- the method 300 includes providing conditioned air, at 310 .
- conditioned air 25 may be provided from a ventilation system 20 .
- the method 300 includes directing conditioned air to a diffuser and an airflow outlet, at 320 .
- a flow of conditioned air 25 is directed to an ejector-diffuser 100 , 200 .
- Another flow of conditioned air 25 may be directed to an airflow outlet 30 .
- the method 300 includes locally reducing a static pressure and inducing a secondary flow, at 330 .
- a static pressure is locally reduced within a region of the ejector-diffuser 100 , 200 by directing the first flow of the conditioned air 25 through an opening in a nozzle of the ejector-diffuser 100 , 200 , at 330 .
- the local reduction in static pressure induces a secondary flow of cabin air 51 from a passenger cabin 50 through a secondary inlet in the ejector-diffuser 100 , 200 .
- the method 300 may include positioning a sensor 180 within the secondary flow path of the cabin air 51 to evaluate air quality, at 340 .
- the method 300 includes mixing the conditioned air 25 with the secondary flow of cabin air 51 to form a mixed air, at 350 .
- the method 300 includes ejecting the mixed air into the passenger cabin 50 , at 360 .
- air is supplied to the ejector-diffuser 100 , 200 and the airflow outlet 30 with different pressure loss requirements. Air that would otherwise have been restricted using an orifice plate, in order to provide flow to the airflow outlet 30 , is utilized to provide increased airflow to the passenger cabin 50 through the ejector-diffuser 100 , 200 .
- the ejector-diffuser 100 , 200 is driven using existing pressure differences among the ventilation system 20 between the relatively higher-pressure loss avionics system and the ejector-diffuser 100 , 200 , which has a relatively lower pressure loss.
- the ejector-diffuser 100 , 200 induces the flow of cabin air 51 and mixes to provide a higher volumetric flow out of the ejector-diffuser 100 , 200 .
- the mixing chamber of the ejector-diffuser 100 , 200 is designed to improve secondary flow at lower motive pressures.
- known ejector-diffusers 400 may utilize a motive fluid 411 with a high pressure and result in a ratio of the pressure of the discharged mixture to the low-pressure inlet fluid 451 of 3:1 or greater.
- the disclosed ejector-diffusers 100 , 200 may utilize a relatively lower-pressure conditioned air 25 from the ventilation system 20 as the motive fluid. In tests it was found that a motive pressure of approximately 1.002 atm (14.696 psi (1 atm)+0.036 psi (0.002 atm)) was achieved with a sufficiently high airflow rate.
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Abstract
Description
- This application is a continuation of U.S. patent application Ser. No. 16/527,514, filed on Jul. 31, 2019 and entitled “Passenger Cabin Air Distribution System And Method Of Using,” the contents of which are incorporated herein by reference in its entirety.
- The invention described herein was made in the performance of work under NASA Contract No. NNK14MA75C and is subject to the provisions of Section 305 of the National Aeronautics and Space Act of 1958 (72 Stat. 435: 42 U.S.C. 2457).
- This disclosure relates generally to air distribution, and in particular to an air ejector-diffuser for use in a spacecraft.
- Advances are continually being made in the area of human space flight and there is increased interest in further space exploration. Due to limited resources available in space, new technologies and techniques are needed to economize resources and reduce the size of components that are used within a spacecraft and lowering the costs associated with space travel. Some spacecraft may rely upon fans to pass air throughout a passenger compartment. Existing systems consume more fan energy to accomplish required ventilation. Other systems include multiple ducted cabin air intakes and multiple air distribution discharge points. These systems may have a greater mass, may be more complex, and/or may be more costly. In addition, these systems may include an orifice plate to provide restriction to allow proper airflow to an avionics branch.
-
FIG. 4 shows a cross-sectional view of a known ejector-diffuser 400. The ejector-diffuser 400 includes amotive fluid nozzle 410, a converginginlet cone 440, adiffuser throat 445, and a divergingoutlet cone 465. Themotive fluid nozzle 410 is supplied with amotive fluid 411 having a high pressure. Themotive fluid 411 is used to induce a low-pressure inlet fluid 451 that is received through aside opening 450. Themotive fluid 411 is mixed with the low-pressure inlet fluid 451 and discharged at a higher pressure than the pressure of the low-pressure inlet fluid 451. On an upstream side of themotive fluid nozzle 410, there is a high pressure and a low velocity. Themotive fluid nozzle 410 creates an injected flow at a higher velocity and lower pressure. Themotive fluid 411 expands to a pressure below a pressure of the low-pressure inlet fluid 451, which is drawn by the pressure differential throughside opening 450 and combined with themotive fluid 411. The injected flow is directed towards the converginginlet cone 440, which further increases velocity and lowers pressure. The velocity of the injected flow is imparted to surrounding fluid and further entrains a flow of the low-pressure inlet fluid 451. Themotive fluid 411 mixes with the low-pressure inlet fluid 451 through the converginginlet cone 440 and thediffuser throat 445 to create a mixed flow. The mixed flow passes through the divergingoutlet cone 465, which slows the mixture down and increases its pressure to amixture 460 having a pressure greater than the pressure of the low-pressure inlet fluid 451. - Known ejector-diffusers are limited by their need for a high-pressure motive fluid and their use of circular converging and diverging sections. Furthermore, known ejector-diffusers may include a pressure ratio of the pressure of the nozzle inlet fluid (motive fluid 411) to the pressure of the discharged mixture of 3:1 or greater. Additional disadvantages may exist.
- Disclosed are systems and methods that mitigate or resolve at least one of the disadvantages described above. In an embodiment, a passenger cabin air distribution system includes a ventilation system and an ejector-diffuser. The ventilation system is operable to provide a conditioned air. The ejector-diffuser is positioned to receive a flow of the conditioned air from the ventilation system. The ejector-diffuser includes an induction unit and a diffuser section. The induction unit includes a secondary inlet in communication with a cabin air from a passenger cabin and is configured to mix the flow of the conditioned air with an induced flow of the cabin air into a mixed air. The diffuser section includes a discharge to eject the mixed air to the passenger cabin. The diffuser section is shaped to provide for efficient mixing with low backpressure in order to maintain the low motive pressure in the nozzle.
- In some embodiments, an absolute pressure ratio of the motive air within the nozzle to the cabin air in the passenger cabin is approximately 1.002. In some embodiments, the ejector-diffuser includes a first end with a primary inlet coupled to the ventilation system to receive the conditioned air, a second end opposite the first end, and a nozzle positioned between the first end and the second end. The discharge is at the second end. The nozzle may form an initial chamber adjacent the first end and a mixing chamber adjacent the second end. The nozzle includes an opening operable to provide the flow of the conditioned air from the initial chamber to the mixing chamber at a higher velocity and locally reduce a static pressure. The mixing chamber is in communication with the diffuser section. The secondary inlet is positioned to provide the induced flow of the cabin air into the mixing chamber. The opening may be an elongated slot-shaped opening. The mixing chamber may not include a plurality of vanes.
- In some embodiments, the discharge includes a plurality of slots. The plurality of slots may include a plurality of arcuate slots. In some embodiments, the passenger cabin air distribution system includes a sensor positioned within a flow path of the induced flow of the cabin air before being mixed with the flow of the conditioned air. The sensor may be selected from the group consisting of a temperature sensor, a humidity sensor, and a smoke detector. A smoke detector may be positioned within the flow path of the induced flow of the cabin air before being mixed with the flow of the conditioned air.
- In some embodiments, the passenger cabin air distribution system may include an airflow outlet operable to receive a second flow of the conditioned air from the ventilation system and direct the conditioned air to an electronics system for cooling. In some embodiments, the passenger cabin is the passenger cabin of a vehicle. The vehicle may be selected from the group consisting of an automobile, a submersible, a rotorcraft, an airplane, and a spacecraft. The vehicle may be a spacecraft and the electronics system may be an avionics system.
- In an embodiment, a passenger cabin air distribution system includes an ejector-diffuser with a discharge, a ventilation system operable to provide a conditioned air to the ejector-diffuser, and an induction unit. The induction unit includes a secondary inlet and a nozzle with an elongated slot-shaped opening. The elongated slot-shaped opening causes a local reduction in static pressure of a flow of the conditioned air from the ventilation system flowing through the elongated slot-shaped opening. An induced flow of a cabin air flows through the secondary inlet due the local reduction in static pressure and is mixed with the flow of the conditioned air to form a mixed air that is ejected through the discharge into a passenger cabin. The motive pressure in the nozzle is approximately 1.002 atm. In some embodiments, a size and a shape of the elongated slot-shaped opening is selected to maximize mixing of air from the ventilation system and the induced flow of the cabin air.
- In an embodiment, a method of distributing air in a passenger cabin includes providing a conditioned air from a ventilation system, locally reducing a static pressure to induce a flow of a cabin air, mixing the flow of the conditioned air and the flow of the cabin air into a mixed air, and ejecting the mixed air into the passenger cabin. A flow of the conditioned air is provided to an ejector-diffuser having a nozzle with an opening. The method includes directing the flow of the conditioned air through the nozzle opening and locally reducing a static pressure within a high-velocity region of the ejector-diffuser. The locally reducing the static pressure induces a flow of a cabin air from a passenger cabin through a secondary inlet in the ejector-diffuser.
- In some embodiments, an absolute pressure ratio of the motive air within the nozzle to the cabin air in the passenger cabin is approximately 1.002. In some embodiments, the opening is an elongated slot-shaped opening. In some embodiments, the method includes positioning a sensor within a flow path of the flow of the cabin air before it is mixed with the flow of the conditioned air. In some embodiments, the passenger cabin is a passenger cabin of a spacecraft and the method includes providing a second flow of the conditioned air from the ventilation system to an airflow outlet. The airflow outlet directs the conditioned air to an avionics system of the spacecraft for cooling.
-
FIG. 1 is a diagram depicting an embodiment of a portion of a vehicle, such as a spacecraft, that includes a passenger cabin air distribution system. -
FIG. 2 shows an embodiment of an air ejector-diffuser. -
FIG. 3 shows an embodiment of an air ejector-diffuser. -
FIG. 4 shows an embodiment of a prior air ejector-diffuser. -
FIG. 5 is a flow diagram of an embodiment of a method for air distribution. - While the disclosure is susceptible to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and will be described in detail herein. However, it should be understood that the disclosure is not intended to be limited to the particular forms disclosed. Rather, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the disclosure.
- Referring to
FIG. 1 , an embodiment of a portion of avehicle 60 with a passenger cabinair distribution system 10 is depicted. Thevehicle 60 may be an automobile, a submersible, a rotorcraft, an airplane, or a spacecraft. The passenger cabinair distribution system 10 includes aventilation system 20 that provides conditionedair 25. The passenger cabinair distribution system 10 includes an ejector-diffuser 100 that receives the conditionedair 25 from theventilation system 20, mixes the conditionedair 25 withcabin air 51 from apassenger cabin 50, and ejects themixed air 70 into thepassenger cabin 50. The passenger cabinair distribution system 10 may include anairflow outlet 30 that provides a portion of the conditioned air for purposes other than supplying air to thepassenger cabin 50 of thevehicle 60. Theairflow outlet 30 may be an electronics duct to supply air to cool an electronics system of thevehicle 60. In one example, the electronics duct may be an avionics duct and the electronics system may be an avionics system. In another example, the vehicle is a spacecraft and the electronics system is an avionics system. Theairflow outlet 30 may include one or more window vents 31, such as a plurality of window vents 31, and/or one or more avionics air supplies 32, such as a plurality of avionics air supplies 32. - Referring to
FIG. 2 , an embodiment of an ejector-diffuser 100 is shown. Theventilation system 20 provides afirst flow 26 ofconditioned air 25 to the ejector-diffuser 100 and asecond flow 35 ofconditioned air 25 to anairflow branch 130 that leads to theairflow outlet 30. The ejector-diffuser 100 includes aninduction unit 155 and adiffuser section 165. Theinduction unit 155 includes asecondary inlet 150 that is in communication with thecabin air 51 in thepassenger cabin 50. Theinduction unit 155 drawscabin air 51 into the ejector-diffuser 100 through thesecondary inlet 150 as an induced flow where it is mixed with thefirst flow 26 ofconditioned air 25 due to the shape and configuration of a mixingchamber 140 of the ejector-diffuser 100. The mixingchamber 140 is in communication with the discharge 160 (e.g. the discharge port) of thediffuser section 165. The mixingchamber 140 may have a rectangular cross-section extending from theopening 115 to thediffuser section 165. The mixingchamber 140 may have a uniform cross-section extending from theopening 115 to thediffuser section 165. The mixing of thefirst flow 26 ofconditioned air 25 and the induced flow ofcabin air 51 form amixed air 170. Theconditioned air 25 in thenozzle 110 has a low motive pressure. As used herein, the term “low motive pressure” means having a pressure such that an absolute pressure ratio of the conditionedair 25 in thenozzle 110 to thecabin air 51 in thepassenger cabin 50 is less than 3:1, such as 1.5:1 or less. Thecabin air 51 in thepassenger cabin 50 may be atmospheric pressure. The motive pressure may be approximately 1.002 atm (atmospheres—atmospheric pressure). In this manner, an absolute pressure ratio of the conditionedair 25 within thenozzle 110 to thecabin air 51 in thepassenger cabin 50 is approximately 1.002. The motive pressure is slightly above thecabin air 51 pressure to provide a pressure gradient that movesconditioned air 25 through the ejector-diffuser 100 into thepassenger cabin 50. The motive pressure may range between 1.001 atm to 1.070 atm. Thediffuser section 165 includes a discharge 160 to eject themixed air 170 into the passenger cabin 50 (shown inFIG. 1 ). - The ejector-
diffuser 100 includes a first end 101, a second end 102 opposite the first end 101, a primary inlet 120 positioned at the first end 101 and coupled to receive thefirst flow 26 ofconditioned air 25, and anozzle 110 positioned between the first end 101 and the second end 102. The discharge 160 is positioned at the second end 102. Thenozzle 110 forms aninitial chamber 105 adjacent to (e.g. near) the first end 101 and the mixingchamber 140 adjacent to the second end 102. Theconditioned air 25 is restricted by thenozzle 110 to provide flow to theairflow outlet 30 through theairflow branch 130. Thenozzle 110 includes anopening 115 to communicate thefirst flow 26 ofconditioned air 25 from theinitial chamber 105 to the mixingchamber 140. As the conditionedair 25 passes through thenozzle 110, it enters the mixingchamber 140 at a higher velocity and locally reduces a static pressure within a high-velocity region 116. Theopening 115 may be circular. The local reduction in pressure induces the flow ofcabin air 51 through thesecondary inlet 150, which is mixed with thefirst flow 26 ofconditioned air 25 within the mixingchamber 140. The mixingchamber 140 may includevanes 145 to increase the extent of mixing. - As
cabin air 51 is drawn through thesecondary inlet 150, thecabin air 51 travels along an inducedflow path 52 within thepassenger cabin 50. Asensor 180 may be positioned within the inducedflow path 52 to detect a condition of thecabin air 51 before it is mixed with theconditioned air 25. Thesensor 180 may be positioned external to the ejector-diffuser 100 and in thepassenger cabin 50. A benefit of such positioning may allow more accurate diagnostics of air quality. Other benefits may exist. In some embodiments,sensor 180 may be positioned internal to the ejector-diffuser 100, such as withinsecondary inlet 150. In some embodiments, thesensor 180 may be a temperature sensor for detecting a temperature of thecabin air 51. In some embodiments, thesensor 180 may be a humidity sensor for detecting a humidity of thecabin air 51. In some embodiments, thesensor 180 may be a smoke detector for detecting smoke within thecabin air 51. -
FIG. 3 is an embodiment of an airflow diagram of the ejector-diffuser 100 shown inFIG. 2 . Referring to bothFIG. 2 andFIG. 3 , conditionedair 25 passes through theopening 115 of thenozzle 110 and creates a high-velocity region 116 that draws thecabin air 51 in through thesecondary inlet 150. Thecabin air 51 and theconditioned air 25 are mixed in the mixingchamber 140 with the assistance ofvanes 145. Themixed air 170 is passed to the discharge 160 and ejected to thepassenger cabin 50. The discharge 160 may include a plurality of slots shaped to direct airflow into thepassenger cabin 50. The plurality of slots may include a plurality of arcuate slots to further distribute the airflow into thepassenger cabin 50. A benefit of arcuate slots may allow for a more uniform distribution of airflow into thepassenger cabin 50. - Referring to
FIG. 4 , an embodiment of an ejector-diffuser 200 is shown. The ejector-diffuser 200 may be used in place of the ejector-diffuser 100 shown inFIG. 1 or the ejector-diffuser 100 shown inFIG. 2 . The ejector-diffuser 200 includes aprimary inlet 220 coupled to the ventilation system 20 (shown inFIG. 1 ) to receive thefirst flow 26 ofconditioned air 25, anozzle 210, aninduction unit 255 and adiffuser section 265. Theinduction unit 255 includes asecondary inlet 250 that is in communication with thecabin air 51 in the passenger cabin 50 (shown inFIG. 1 ). Theinduction unit 255 drawscabin air 51 into the ejector-diffuser 200 through thesecondary inlet 250 as an induced flow where it is mixed with thefirst flow 26 ofconditioned air 25 due to the shape and configuration of a mixingchamber 240 of the ejector-diffuser 200. The mixingchamber 240 does not include a plurality ofvanes 145, as shown in ejector-diffuser 100 inFIG. 2 . The benefit of removing the plurality ofvanes 145 may be a reduction in the sound level during operation. The mixingchamber 240 is in communication with thedischarge 260 of thediffuser section 265. - The mixing of the
first flow 26 ofconditioned air 25 and the induced flow ofcabin air 51 form a mixed air 270 (shown inFIG. 5 ). Thediffuser section 265 includes adischarge 260 to eject themixed air 270 into the passenger cabin 50 (shown inFIG. 1 ). - The
nozzle 210 includes an elongated slot-shapedopening 215 to communicate thefirst flow 26 of conditioned air 25 (shown inFIG. 1 ) into the mixingchamber 240. The elongated slot-shapedopening 215 has a width di greater than a height hi. The width di of the elongated slot-shapedopening 215 may be substantially equal to a width d2 of the mixingchamber 240. The height hi of the elongated slot-shapedopening 215 may be less than a height h2 of the mixingchamber 240. As used herein, the term “substantially” means at least almost entirely. In quantitative terms, “substantially” means at least 80% of a stated reference (e.g., quantity or shape). The size and shape of the elongated slot-shapedopening 215 may be selected to maximize mixing of the conditionedair 25 from theventilation system 20 and the induced flow of thecabin air 51. The mixingchamber 240 may have a rectangular cross-section extending from the elongated slot-shapedopening 215 to thediffuser section 265. The mixingchamber 240 may have a uniform cross-section extending from the elongated slot-shapedopening 215 to thediffuser section 265. -
FIG. 5 is an embodiment of an airflow diagram of the ejector-diffuser 200 shown inFIG. 4 . Referring to bothFIG. 4 andFIG. 5 , as theconditioned air 25 passes through thenozzle 210, it enters the mixingchamber 240 at a higher velocity and locally reduces a static pressure within a high-velocity region 216. The local reduction in pressure induces the flow ofcabin air 51 through thesecondary inlet 250, which is mixed with thefirst flow 26 ofconditioned air 25 within the mixingchamber 240. Themixed air 270 is passed to thedischarge 260 and ejected to thepassenger cabin 50. Thedischarge 260 may include a plurality ofslots 261 shaped to direct airflow into thepassenger cabin 50. The plurality ofslots 261 may include a plurality of arcuate slots to further to direct airflow into thepassenger cabin 50. A benefit of arcuate slots may allow for a more uniform distribution of airflow into thepassenger cabin 50. - The benefit of the elongated slot-shaped
opening 215 may be increased efficiency, increased mixing, increased induced flow, and a more uniform airflow velocity at thedischarge 260. Theventilation system 20 may supply the conditionedair 25 at a lower motive pressure than is used for known ejector-diffusers 400 (shown inFIG. 4 ) while still providing induced flow. - Referring to
FIG. 5 , an embodiment of amethod 300 of distributing air in a passenger cabin is shown. Themethod 300 includes providing conditioned air, at 310. For example, conditionedair 25 may be provided from aventilation system 20. Themethod 300 includes directing conditioned air to a diffuser and an airflow outlet, at 320. For example, a flow ofconditioned air 25 is directed to an ejector-diffuser conditioned air 25 may be directed to anairflow outlet 30. Themethod 300 includes locally reducing a static pressure and inducing a secondary flow, at 330. For example, a static pressure is locally reduced within a region of the ejector-diffuser air 25 through an opening in a nozzle of the ejector-diffuser cabin air 51 from apassenger cabin 50 through a secondary inlet in the ejector-diffuser method 300 may include positioning asensor 180 within the secondary flow path of thecabin air 51 to evaluate air quality, at 340. Themethod 300 includes mixing theconditioned air 25 with the secondary flow ofcabin air 51 to form a mixed air, at 350. Themethod 300 includes ejecting the mixed air into thepassenger cabin 50, at 360. - In contrast to known systems, air is supplied to the ejector-
diffuser airflow outlet 30 with different pressure loss requirements. Air that would otherwise have been restricted using an orifice plate, in order to provide flow to theairflow outlet 30, is utilized to provide increased airflow to thepassenger cabin 50 through the ejector-diffuser diffuser ventilation system 20 between the relatively higher-pressure loss avionics system and the ejector-diffuser diffuser cabin air 51 and mixes to provide a higher volumetric flow out of the ejector-diffuser diffuser - For example, known ejector-diffusers 400 (shown in
FIG. 4 ) may utilize amotive fluid 411 with a high pressure and result in a ratio of the pressure of the discharged mixture to the low-pressure inlet fluid 451 of 3:1 or greater. In contrast, the disclosed ejector-diffusers air 25 from theventilation system 20 as the motive fluid. In tests it was found that a motive pressure of approximately 1.002 atm (14.696 psi (1 atm)+0.036 psi (0.002 atm)) was achieved with a sufficiently high airflow rate. Here we understand 1 atm=14.696 psi and 14.696 psi+0.036 psi=14.732 psi. Therefore, 14.732 psi/14.696 psi=1.002 atm, and 14.732 psi*6.8948 kPa=101.57 kPa. - Although various embodiments have been shown and described, the present disclosure is not so limited and will be understood to include all such modifications and variations as would be apparent to one skilled in the art.
Claims (20)
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US18/152,308 US20230202263A1 (en) | 2019-07-31 | 2023-01-10 | Passenger cabin air distribution system and method of using |
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US16/527,514 US11560043B2 (en) | 2019-07-31 | 2019-07-31 | Passenger cabin air distribution system and method of using |
US18/152,308 US20230202263A1 (en) | 2019-07-31 | 2023-01-10 | Passenger cabin air distribution system and method of using |
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US16/527,514 Continuation US11560043B2 (en) | 2019-07-31 | 2019-07-31 | Passenger cabin air distribution system and method of using |
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US20220282739A1 (en) * | 2021-03-05 | 2022-09-08 | Honeywell International Inc. | Mixture entrainment device |
CN114655386B (en) * | 2021-12-17 | 2024-03-26 | 沪东中华造船(集团)有限公司 | Pipe distribution method for measuring outboard atmospheric pressure by differential pressure sensor in marine ventilation system |
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US20210031595A1 (en) | 2021-02-04 |
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