Patent Application
20210129973
The present invention concerns a construction for aircraft insulation and an arrangement for installation of that insulation in an aircraft. More specifically, the present invention concerns the construction of a thermo-acoustic insulation system, a thermo-acoustic insulation module, and an aircraft incorporating the same.
When designing an aircraft cabin, aircraft designers address a number of comfort issues for passengers including, among them, the temperature within the aircraft cabin and the magnitude of sound within the aircraft cabin.
While the prior art includes examples addressing both temperature and sound control within an aircraft cabin, a desire remains for still further improvements in both temperature and sound control.
The present invention offers one or more solutions that improve upon thermo-acoustic insulation systems and modules that are known in the prior art.
In one embodiment, the present invention provides a thermo-acoustic insulation module for an aircraft that includes a fiber batt defining an exterior side, an interior side, a thickness between the exterior side and the interior side, and a periphery. The thermo-acoustic insulation module also includes a mass layer disposed at least on the exterior side of the fiber batt, on the interior side of the fiber batt, or between the exterior side and the interior side of the fiber batt. An exterior encapsulating sheet is disposed exteriorly to the exterior side of the fiber batt. Similarly, an interior encapsulating sheet disposed interiorly to the interior side of the fiber batt. A peripheral seam connects the exterior encapsulating sheet to the interior encapsulating sheet adjacent to the periphery of the fiber batt, thereby creating an envelope encapsulating the fiber batt.
In one contemplated embodiment of the thermo-acoustic module, the fiber bat comprises a fiberglass nonwoven material.
In another contemplated embodiment of the thermo-acoustic module, the mass layer comprises rubber.
Still further, it is contemplated that the exterior encapsulating sheet is plastic. Similarly, the interior encapsulating sheet may be plastic.
For one contemplated embodiment of the thermo-acoustic module, the peripheral seam extends completely around the periphery of the fiber batt.
It is contemplated that the thermo-acoustic module may include a first localized seam extending a first predetermined distance into the fiber batt from the periphery.
Separately, the thermo-acoustic module may have a second localized seam extending a second predetermined distance into the fiber batt from the periphery.
In addition, the thermo-acoustic module may include a third localized seam surrounding an area in the fiber batt inside of the periphery.
The present invention also provides an aircraft that includes a fuselage, a first frame element connected to the fuselage, the first frame element comprising an interior leg, and a fiber batt defining an exterior side, an interior side, a thickness between the exterior side and the interior side, and a periphery. The aircraft also includes a mass layer disposed at least on the exterior side of the fiber batt, on the interior side of the fiber batt, or between the interior side and the exterior side of the fiber batt. An exterior encapsulating sheet is disposed exteriorly to the exterior side of the fiber batt. An interior encapsulating sheet is disposed interiorly to the interior side of the fiber batt. A peripheral seam connects the exterior encapsulating sheet to the interior encapsulating sheet adjacent to the periphery of the fiber batt, thereby creating an envelope encapsulating the fiber batt and defining a blanket edge adjacent to the peripheral seam. A clip secures the blanket edge to the interior leg of the first frame element.
The present invention also provides a thermo-acoustic insulation system for an aircraft. The thermo-acoustic insulation system includes a first frame element connected to the fuselage, the first frame element comprising an interior leg. The thermo-acoustic insulation system also includes a fiber batt defining an exterior side, an interior side, a thickness between the exterior side and the interior side, and a periphery, a mass layer disposed at least on the exterior side of the fiber batt, on the interior side of the fiber batt, or between the interior side and the exterior side of the fiber batt. An exterior encapsulating sheet is disposed exteriorly to the exterior side of the fiber batt. An interior encapsulating sheet is disposed interiorly to the interior side of the fiber batt. A peripheral seam connects the exterior encapsulating sheet to the interior encapsulating sheet adjacent to the periphery of the fiber batt, thereby creating an envelope encapsulating the fiber batt and defining a blanket edge adjacent to the peripheral seam. A clip secures the blanket edge to the interior leg of the first frame element.
Still further, the thermo-acoustic insulation system may be constructed so that the fiber bat includes a fiberglass nonwoven mat.
In one embodiment, the thermo-acoustic insulation system may be constructed so that the mass layer includes rubber.
For the thermo-acoustic insulation system, the exterior encapsulating sheet may plastic. Similarly, the interior encapsulating sheet also may be plastic.
The thermo-acoustic insulation system may be manufactured so that the peripheral seam extends completely around the periphery of the fiber batt.
In another contemplated embodiment, the thermo-acoustic insulation system may include a first localized seam extending a first predetermined distance into the fiber batt from the periphery.
Alternatively, the thermo-acoustic insulation system may incorporate a second localized seam extending a second predetermined distance into the fiber batt from the periphery.
In one further contemplated embodiment, the thermo-acoustic insulation system may be made with a third localized seam surrounding an area in the fiber batt inside of the periphery.
In this contemplated embodiment, the third localized seam may surround an opening through the fiber batt.
Still further aspects of the present invention will be made apparent from the drawings and the discussion provided below.
The drawings illustrate various, non-limiting embodiments of the present invention, in which:
The present invention will now be described in connection with one or more embodiments. The discussion of specific embodiments is intended to highlight the breadth and scope of the present invention without limiting the invention thereto. Those skilled in the art should appreciate that the present invention may be implemented via one or more equivalents and variations of the embodiments described herein. Those equivalents and variations are intended to be encompassed by the present invention.
In the paragraphs that follow, the present invention is described in connection with its deployment in an aircraft. While the insulation, insulation system, insulation module, and insulation arrangement of the present invention is discussed in connection with an aircraft, the present invention may be employed in other environments including, but not limited to, trains, cars, boats, etc.
In the figures, various aspects of the prior art and the present invention are discussed in connection with the interior of an aircraft and an exterior of the aircraft. The interior is contemplated to be consistent with the aircraft passenger compartment. The exterior is contemplated to be the ambient environment outside of the aircraft.
Various elements and features that are illustrated in the figures are identified by a reference number. Where appropriate, similar elements and features are provided with the same reference numbers. While elements and features that are identified with the same reference numbers are contemplated to share common characteristics from one illustration to the next, it should be understood that the use of the same reference number in different views is not intended to convey that the identified structures are identical in each of the figures.
The thermo-acoustic system 10 encompasses three basic elements: (1) a first thermal insulation layer 12, (2) a second thermal insulation layer 14, and (3) an interior panel 16. The thermo-acoustic system 10 is disposed against the interior surface of the fuselage 18 of the aircraft.
In the illustrated embodiment, the fuselage 18 may be constructed from aluminum or an alloy of aluminum. Alternatively, the fuselage 18 may be constructed from a composite material. While these materials are contemplated for the fuselage 18, other materials also may be employed, as should be apparent to those skilled in the art.
The interior surface of the fuselage 18 is contemplated to include one or more first frame elements 20 and one or more second frame elements 22. As shown in
The first thermal insulation layer 12 is illustrated as a single layer that abuts against the interior surface of the fuselage 18. The first thermal insulation layer 12 typically is made from fiberglass or foam.
The second thermal insulation layer 14 abuts against the interior surface of the first thermal insulation layer 12. The second thermal insulation layer 14 also is made from either fiberglass or foam.
In
Similarly, the second thermal insulation layer 14 is not a continuous layer. As illustrated in
As also illustrated in
The interior panel 16 is disposed adjacent to the interior surface of the second thermal insulation layer 14. As shown in
The absorptive layer 44 may be made from felt or fiberglass.
The mass layer 46 may be made from rubber or vinyl.
The decorative layer 48 may be made from any material that presents a decorative appearance to a person within the aircraft cabin.
As should be apparent to those skilled in the art, it is common to select the materials for the first thermal insulation layer 12 and the second thermal insulation layer 14 to ensure that the cabin is comfortable to a person by providing a suitable thermal barrier between the aircraft cabin and the ambient environment. As also should be apparent to those skilled in the art, it is equally desirable to position a suitable acoustic barrier between the aircraft cabin and the ambient environment. The acoustic barrier helps to minimize noise within the cabin of the aircraft.
It is known that a mas layer, when placed between a source of noise and a person, will absorb some wavelengths of sound and, therefore, will reduce the magnitude of noise passing therethrough. In an aircraft, it is typical for the mass layer 46 to be incorporated into the interior panel 16. This construction is illustrated in
As should be apparent from the foregoing, the prior art highlights that the mass layer 46, 54, 56 is typically incorporated into the interior panel 16, 52.
The present invention recognizes one aspect discovered in relation to the positioning of the mass layer 46, 54, 56 in the interior panel 16, 52. Specifically, it has been discovered that noise may be reduced or abated to a larger extent than made possible by the prior art thermo-acoustic systems illustrated in
Like the thermo-acoustic system 10, the thermo-acoustic system 60 of the present invention includes three primary features: (1) a first insulation layer 62, (2) a second insulation layer 64, and (3) an interior panel 66.
The first insulation layer 62 is contemplated to be similar to the first thermal insulation layer 12. Specifically, the first insulation layer 62 is contemplated to be a thermal insulation layer that is made from a fiberglass and/or foam material.
In the illustrated embodiment, the first insulation layer 62 includes a first foam layer 68, a fiberglass layer 70, and a second foam layer 72. As shown, the fiberglass layer 70 is sandwiched between the first foam layer 68 and the second foam layer 72. This construction should not be understood to limit the present invention, as other constructions for the first insulation layer 62 also are contemplated for the thermo-acoustic system 60.
As discussed in connection with the first thermal insulation layer 12, the first insulation layer 62 encompasses a first batt 74 and a second batt 76, which are positioned on either side of the first frame element 20. While only two batts 74, 76 are illustrated, the first thermal insulation layer 62 includes a plurality of batts that are disposed adjacent to the interior surface of the fuselage 18.
The second insulation layer 64 combines a thermal insulation layer 78 with a mass layer 80.
The thermal insulation layer 78 is contemplated to be constructed from a fiberglass material. The fiberglass material is contemplated to be a nonwoven fiberglass web. However, it is also contemplated that the fiberglass material may be a woven material or a hybrid construction incorporating woven and nonwoven components.
The mass layer 80 is contemplated to be made from rubber or silicone. Other materials also may be employed without departing from the scope of the present invention.
Parameters relevant to the selection of the material for the mass layer include, but are not limited to, flexibility, good sound absorption (or attenuation), and at least moderate rigidity. Flexibility of the mass layer 80 facilitates installation of the second insulation layer 64 in the aircraft. As noted above, the mass layer 80 is provided to reduce the transmission of sound therethrough. Therefore, the material selected for the mass layer 80 is selected to provide good sound absorption and/or attenuation. Still further, so that the second insulation layer 64 may be installed in the aircraft interior before installation of the interior panel 66, it is desirable for the mass layer 80 to exhibit at least a moderate degree of rigidity. Some rigidity will discourage the mas layer 80 from succumbing to the force of gravity. If the insulation layer 64 sags too much, the insulation layer 64 could interfere with the installation of the interior panels 66. For this reason, therefore, it is preferred that the mass layer 80 possess at least moderate rigidity.
According to one embodiment, the mass layer 80 is contemplated to have a weight distribution of about 0.4 lb/ft2 (16.86 g/m2). This weight distribution may be varied within a range of ±10-20% of 0.4 lb/ft2 (16.86 g/m2). As such, in one variation, the range for the weight distribution is 0.4 lb/ft2 (16.86 g/m2)±10%, which calculates to a range of about 0.36-0.44 lb/ft2 (15.17-18.54 g/m2). In another variation, the range for the weight distribution is 0.4 lb/ft2 (16.86 g/m2)±15%, which calculates to a range of about 0.34-0.46 lb/ft2 (14.33-19.38 g/m2). In still another variation, the range for the weight distribution is 0.4 lb/ft2 (16.86 g/m2)±20%, which calculates to a range of about 0.32-0.48 lb/ft2 (13.48-20.23 g/m2).
Being made from fiberglass, the thermal insulation layer 78 is not contemplated to contribute appreciably (or significantly) to the weight distribution of the second insulation layer 64, which combines the thermal insulation layer 78 with the mass layer 80. Accordingly, the second insulation layer 64 is understood to satisfy the same weight distribution ranges enumerated above. Specifically, the second insulation layer 64 is contemplated to has a weight distribution of about 0.4 lb/ft2 (16.86 g/m2)±10-20%.
With continued reference to
As illustrated in
The thermo-acoustic module 102 comprises an envelope 104 that encapsulates the thermal insulation layer 78 and the mass layer 80. In
The envelope 104 is contemplated to be made from a suitable plastic or thermoplastic material, as should be apparent to those skilled in the art. The envelope 104 is provided to minimize absorption and/or retention of moisture by the thermal insulation layer 78 and/or the mass layer 80. In one contemplated embodiment, the envelope 104 does not permit moisture to pass therethrough. In another contemplated embodiment, the envelope 104 may permit moisture to pass therethrough, at least to some degree, to maintain a suitable humidity within the envelope 104.
With continued reference to
The thermo-acoustic module 102 includes a first localized seam 110 that extends a first predetermined distance from the peripheral edge 106 into the interior of the thermo-acoustic module 102. Still further, the thermo-acoustic module 102 includes a second localized seam 112 that extends a second predetermined distance from the peripheral edge 106 into the interior of the thermo-acoustic module 102. The first localized seam 110 and the second localized seam 112 are contemplated to be constructed via stitching that extends through the thermo-acoustic module 102 from the interior surface to the exterior surface. The first localized seam 110 and the second localized seam 112 are contemplated to provide structural stability to the thermo-acoustic module 102, which may assist with installation of the thermo-acoustic module 102 in the aircraft. In addition, the first localized seam 110 and the second localized seam 112 are contemplated to provide stability to the thermo-acoustic module 102 to help retain the shape of the thermo-acoustic module 102 when connected to the first frame element 20.
While the thermo-acoustic module 102 is shown with the first localized seam 110 and the second localized seam 112, the thermo-acoustic module 102 may include any number of localized seams. Still further, the localized seams may extend across the thermo-acoustic module 102 from one location on the peripheral seam 108 to another location on the peripheral seam 108. Alternatively, it is contemplated that embodiments of the thermo-acoustic module 102 may not incorporate any localized seams 110, 112 at all.
As also illustrated in
The thermo-acoustic module also may include a fourth localized seam 116. Here, the fourth localized seam 116 surrounds an opening 118 through the thermo-acoustic module 102. The opening 118 may be provided so that conduits, for example, may pass through the thermo-acoustic module 102.
With respect to the three embodiments of the thermo-acoustic insulation module 102, 126, and 128, it is contemplated that the most suitable embodiment may be the thermo-acoustic insulation module 102. It has been discovered that sound attenuation increases as the distance between the mass layer 80 and the interior panel 66 increases. In other words, as the mass layer 80 is moved closer to the interior surface of the fuselage 18, sound attenuation improves.
The clip 130 is made as an integral unit from a suitable material such as metal. The clip 130 includes a first end 132 and a second end 134. Between the first end 132 and the second end 134, the clip 130 includes a first bend 136, a first straight segment 138, a second bend 140, a second straight segment 142, a third bend 144, a third straight segment 146, a fourth bend 148, and a fourth straight segment 150. The clip 130 essentially forms an R-shaped structure that is deployed as illustrated in
As noted above with respect to
As indicated above, the present invention may be implemented in any of a number of configurations without departing from the scope thereof. Any and all equivalents and variations that should be apparent to those skilled in the art are intended to be encompassed by the present invention.
This application is based on and claims priority to U.S. Patent Application No. 62/929,325, filed on Nov. 1, 2019, the entire content of which is incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 62929325 | Nov 2019 | US |
