Note: Descriptions are shown in the official language in which they were submitted.
CA 02914150 2015-12-04
AIRCRAFT AIR SUPPLY SYSTEM FOR REDUCING AN EFFECTIVE ALTITUDE
EXPERIENCED AT A SELECTED LOCATION
FIELD
The present disclosure relates to aircraft and controlling the atmospheric
conditions within
aircraft, and more particularly to an aircraft air supply system for reducing
the effective
altitude experienced by an individual at selected locations on an aircraft.
BACKGROUND
As altitude increases, atmospheric pressure decreases. Low pressure areas
(i.e. at
.. high altitudes) have less atmospheric mass, whereas higher pressure areas
have greater
atmospheric mass. Therefore, most modern aircraft and in particular,
commercial passenger
aircraft have pressurized cabins that reduce the effective altitude
experienced within the
aircraft, while flying at higher altitudes. When an aircraft's cabin and
flight deck's effective
altitudes are reduced, the total pressure of the interior of the aircraft is
increased. This leads
to a higher differential pressure between the inside and outside of the
aircraft, with the stress
becoming greater as the differential pressure increases. In order to reduce
the effective
altitude within the airplane, either the structure of the aircraft would need
to be redesigned
or adjusted to safely withstand the higher pressure, or the aircraft is flown
at a lower
altitude. Also, aircraft flown at higher differential pressures require
increased maintenance
.. and inspection, which will result in increased cost.
The effective altitude within the aircraft experienced by users such as
passengers, at
selected locations on the aircraft, can be reduced, without increasing the
total pressure, by
increasing the oxygen partial pressure in those locations, to an equivalent
lower altitude
.. value. Low oxygen and humidity levels which may be encountered during
flight at increased
effective cabin altitudes in an aircraft, may contribute to various adverse
health effects,
including light-headedness, loss of appetite, shallow breathing and difficulty
in
concentrating. For example, ascent from ground level to 8000 ft. pressure
altitude lowers
CA 02914150 2015-12-04
oxygen saturation in the blood by --41% (e.g. Muhm 2007). Dehydration is
another adverse
health effect, due to the dryness of the air. A human's preferred level is
approximately 40-
60% relative humidity, and in-flight humidity can drop below 10%. A dry thin
atmosphere
can also cause disturbed sleep patterns and can result in lack of energy,
headaches, nausea,
and loss of appetite.
Many commercial and other aircraft are equipped with gas separation systems
such
as nitrogen generating systems (NGS) to generate nitrogen enriched air that is
channeled
into parts of the aircraft, such as fuel tanks, for creating an inert
atmosphere. The nitrogen
generating system also produces oxygen enriched air. However, the oxygen
enriched air
from the nitrogen generating system is not used, typically being released
overboard. The
nitrogen generating system can receive bleed air flowing from at least one
engine of the
aircraft, or from a compressor or other source on board the aircraft. During
all phases of
flight, a portion of the air flow used in the nitrogen generating system is
discarded in the
form of oxygen enriched air. The air that is released overboard without being
used causes
an unnecessary drain on the aircraft systems reducing efficiency.
SUMMARY
In accordance with an implementation of the technology as disclosed, oxygen
enriched air can be routed from a gas separation system, such as a nitrogen
generating
system (NGS), to one or more locations on a vehicle which may be an aircraft.
An oxygen
station having individual outputs for users, such as passengers, can be on an
air delivery
system that is separate from the air delivery system for the passenger cabin
and other parts
of the aircraft. A system for delivering oxygen enriched air to one or more
selected
locations can include a gas separation system having an oxygen output channel
that outputs
a flow of oxygen enriched air, and a duct network coupled to the oxygen output
channel to
direct the flow of oxygen enriched air to at least one dispensing station at a
selected location
that dispenses the flow of oxygen enriched air to users.
2
In one embodiment, there is provided a system for delivering oxygen enriched
air to a
flight deck on an aircraft and to a selected location on the aircraft. The
system includes: a gas
separation system configured to output a flow of the oxygen enriched air; an
environmental
control system configured to output a flow of conditioned air; and first,
second, third, and
fourth ducts. The first duct is configured to direct the flow of the oxygen
enriched air to the
third duct. The second duct is configured to direct a first portion of the
flow of the
conditioned air to the third duct. The first portion of the flow of the
conditioned air and the
flow of the oxygen enriched air are mixed in the third duct. The third duct is
configured to
direct the mixed conditioned and oxygen enriched air to the flight deck and to
at least one
dispensing station at the selected location. The at least one dispensing
station at the selected
location is configured to dispense the mixed conditioned and oxygen enriched
air to users of
the at least one dispensing station. The fourth duct is configured to direct a
second portion of
the flow of the conditioned air to a main cabin of the aircraft. The flow of
the oxygen
enriched air to the third duct is controlled to reduce an effective altitude
of the flight deck and
of the at least one dispensing station.
The gas separation system may include a nitrogen generation system on the
aircraft.
The selected location may be a passenger communal area.
The passenger communal area may include a plurality of dispensing stations, at
least
one of which may be the at least one dispensing station at the selected
location.
Each of the plurality of dispensing stations may include a user support
device, a
counter, and individual dispensing implements.
The system may further include an air humidification system configured to
humidify
the mixed conditioned and oxygen enriched air.
The air humidification system may be coupled to a water source.
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The system may further include a temperature regulating device configured to
regulate a temperature of the mixed conditioned and oxygen enriched air.
The environmental control system may include an air humidification system.
The air humidification system may be coupled to a water source.
The environmental control system may include a heat exchanger.
The environmental control system may include an air conditioning pack.
The environmental control system may include a filter.
The environmental control system may include a water separator.
In another embodiment, there is provided a method for delivering oxygen
enriched air
to a flight deck on an aircraft and to a selected location on the aircraft.
The method involves:
outputting a flow of the oxygen enriched air from a gas separation system;
outputting a flow
of conditioned air from an environmental control system; directing the flow of
the oxygen
enriched air, using a first duct, to a third duct; directing a first portion
of the flow of the
conditioned air, using a second duct, to the third duct; directing a second
portion of the flow
of the conditioned air, using a fourth duct, to a main cabin of the aircraft;
mixing the first
portion of the flow of the conditioned air and the flow of the oxygen enriched
air in the third
duct; directing the mixed conditioned and oxygen enriched air to the flight
deck and to at
least one dispensing station at the selected location; dispensing the mixed
conditioned and
oxygen enriched air to users of the at least one dispensing station; and
controlling the flow of
the oxygen enriched air to the third duct in order to reduce an effective
altitude of the flight
deck and of the at least one dispensing station.
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CA-29141-5D 2019-02-22
The gas separation system may involve a nitrogen generation system on the
aircraft.
The method may further involve regulating a temperature of the mixed
conditioned
and oxygen enriched air.
The method may further involve humidifying the mixed conditioned and oxygen
enriched air.
The method may further involve adding scents or flavors to the mixed
conditioned
and oxygen enriched air.
In another embodiment, there is provided a system for delivering oxygen
enriched air
to a flight deck on an aircraft and to a selected location on the aircraft.
The system includes: a
gas separation system configured to output a flow of the oxygen enriched air;
an
environmental control system configured to output a flow of conditioned air;
one or more
ejectors; and first, second, third, and fourth ducts. The first duct is
configured to direct the
flow of the oxygen enriched air to the one or more ejectors. The one or more
ejectors are
configured to boost a pressure of the oxygen enriched air and to direct the
flow of the
pressure-boosted oxygen enriched air to the third duct. The second duct is
configured to
direct a first portion of the flow of the conditioned air to the third duct.
The first portion of
the flow of the conditioned air and the flow of the pressure-boosted oxygen
enriched air are
mixed in the third duct. The third duct is configured to direct the mixed
conditioned and
pressure-boosted oxygen enriched air to the flight deck and to at least one
dispensing station
at the selected location. The at least one dispensing station at the selected
location is
configured to dispense the mixed conditioned and pressure-boosted oxygen
enriched air to
users of the at least one dispensing station. The fourth duct is configured to
direct a second
portion of the flow of the conditioned air to a main cabin of the aircraft.
The flow of the
pressure-boosted oxygen enriched air to the third duct is controlled to reduce
an effective
altitude of the flight deck and of the at least one dispensing station.
4a
CA 2914150 -2019-02-22
BRIEF DESCRIPTION OF DRAWING
The following detailed description of the implementations of the technology as
disclosed refers to the accompanying drawings, which illustrate specific
implementations of
the disclosure. Other implementations having different structures and
operations do not
depart from the scope of the present disclosure.
Figure 1 is block schematic diagram of an example of an aircraft air supply
system
including features for reducing the effective altitude experienced by users at
selected location
on an aircraft, in accordance with an embodiment of the present disclosure.
Figure 2 is a flow chart of an example of a method for reducing the effective
altitude
experienced by users at selected locations in an aircraft, in accordance with
an embodiment
of the present disclosure.
Figure 3A is an illustration of an aircraft air supply system for delivering
oxygen
enriched air to selected locations on an aircraft.
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CA 2914150 2019-02-22
CA 02914150 2015-12-04
Figure 3B is an illustration of a selected location on an aircraft.
Figure 4 is an illustration of the process for delivering oxygen enriched air
to a
selected location on an aircraft.
DESCRIPTION
The following detailed description of embodiments refers to the accompanying
drawings, which illustrate specific embodiments of the disclosure. Other
embodiments
having different structures and operations do not depart from the scope of the
present
disclosure. Like reference numerals may refer to the same element or component
in the
different drawings.
Figure 1 is block schematic diagram of an example of an aircraft air supply
system
100 including features for reducing the effective altitude experienced by
users of a flight
deck 102 and a main cabin 114 of an aircraft 104 in accordance with an
embodiment of the
present disclosure. An aircraft environmental control system 106 may receive a
flow of air
from an aircraft air supply 108 through a duct 110 or channel in flow
communication
between the aircraft air supply 108 and the environmental control system 106.
The aircraft
air supply 108 may include or may be bleed air from one or more engines of the
aircraft 104,
air from another source, or a combination of bleed air from one or more
engines and air
from another source, such as an onboard oxygen generating system. An air flow
control
device 112 may control or regulate the flow of air through the duct 110 from
the aircraft air
supply 108 to the environmental control system 106. The air flow control
device 112 may
include a valve, baffle or other mechanism to control a volume or flow of air
in the duct
110. The air flow control device 112 may control the air flow in the duct 110
in response to
signals from one or more sensors (not shown in Figure 1) that may be
associated with the
duct 110, environmental control system 106 or both.
The environmental control system 106 may be configured to channel oxygen
enriched air to at least one location such as the flight deck 102 or one or
more other selected
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CA 02914150 2015-12-04
locations in the passenger compartment 115 in the aircraft 104. The
environmental control
system 106 may condition the air for use in the flight deck 102, and main
cabin 114 in the
aircraft 104. For example, the environmental control system 106 may include,
but is not
necessarily limited to, including a heat exchanger, air conditioning packs or
similar devices
to adjust the oxygen enriched air to an appropriate temperature; a filter to
remove any
foreign substances that may be in the air; a water separator to remove any
moisture or water
vapor that may be in the air; and any other features or components to
condition the oxygen
enriched air for use in the aircraft 104.
The aircraft air supply system 100 may include a duct 116 to supply a primary
air
flow to the flight deck 102 of the aircraft 104. The duct 116 may be in flow
communication
with the environmental control system 106 and the flight deck 102 for
supplying the flow of
air to the flight deck 102.
The aircraft 104 may also include a nitrogen generating system 118 that may be
configured for generating nitrogen enriched air and oxygen enriched air. The
gas separation
system can be a nitrogen generation system (NGS) on an aircraft. However,
other types of
onboard gas separation systems having an oxygen output can be utilized. The
nitrogen
generating system 118 may receive bleed air from one or more engines of the
aircraft 104,
from other sources, or both. The nitrogen enriched air generated by the
nitrogen generating
system 118 may be directed through a duct 120 or channel to one or more fuel
tanks 126 of
the aircraft 104 to replace air in the fuel tanks as fuel is consumed during
flight to create an
inert atmosphere or environment within the fuel tanks 126. The nitrogen
enriched air may
also be channeled from the nitrogen generating system 118 to other areas of
the aircraft 104
where an inert environment or atmosphere may be desired or needed. The
nitrogen
generating system 118, duct 120, and any other ducts or components may define
an inert gas
system 128 that channels the nitrogen enriched air to the fuel tanks 126 of
the aircraft 104
and/or any other areas of the aircraft 104.
The aircraft air supply system 100 may also include a secondary duct 130 in
flow
communication with the nitrogen generating system 118 and the duct 116. The
secondary
7
CA 02914150 2015-12-04
duct 130 is configured to channel the flow of oxygen enriched air from the
nitrogen
generating system 118 to the duct 116 to reduce the effective altitude
experienced by users
such as passengers or crew at selected locations on aircraft 104. The flow of
oxygen
enriched air into the duct 116 may be controlled to reduce the effective
altitude of the flight
deck 102 to a desired level. An air flow control device 132 in the secondary
duct 130 may
control a volume of oxygen enriched air that flows through the secondary duct
130 into the
duct 116 and that flows into an overboard discharge duct 136. A sensor 138 may
sense the
volume, percentage of volume or partial pressure, or other appropriate
measurable
characteristics of the oxygen enriched air flowing in the duct 116 and the air
flow control
device 132 based on inputs from the sensor 138 may control a percentage of
volume of
oxygen enriched air flowing in each of the secondary duct 130 and the
overboard discharge
duct 136. The air flow control device 132 may be a valve, controllable baffle
or other
mechanism to selectively divide the air flow between the secondary duct 130
and the
discharge duct 136.
An ejector or series of ejectors 134 may be coupled to the secondary duct 130
or
secondary duct portion 136 of the secondary duct 130. The ejector or series of
ejectors 134
may be disposed within the secondary duct 130 at an entrance to the secondary
duct portion
136. The ejector or series of ejectors 134 may boost the pressure of the
oxygen enriched air
.. before entering the primary duct 116 to the flight deck 102. The ejector or
series of ejectors
134 may also be part of or may be considered part of the air flow control
device 132. The
ejector(s) 134 can be an ejector, a turbo-compressor or another system to
boost the pressure
of the oxygen enriched air.
The aircraft air supply system 100 may additionally include a check valve 140
coupled to the secondary duct portion 136 downstream of the air flow control
device 132
and ejector 134. The check valve 140 may prevent air from flowing back towards
the
nitrogen generating system 118.
The secondary duct 130 or secondary duct portion 136 is connected into the
primary
duet 116 at a location to inject the oxygen enriched into the primary duct 116
sufficiently
8
CA 02914150 2015-12-04
upstream of the flight deck 102 air supply exits such that the main aircraft
air supply and
oxygen enriched air flows have sufficient distance to mix naturally without a
mechanism for
mixing the flows. Alternatively, the oxygen enriched air may be mixed with the
main
aircraft air supply using a device such as a fan. In other implementations the
oxygen
enriched air is not mixed with the main aircraft air supply.
Trim air 142 may also be directed into the primary duct 116 by a trim air duct
143.
Trim air 142 is essentially hot pure bleed air that has not gone through the
air conditioning
packs of the environmental control system 106. The trim air 142 serves to
control the
temperature of the air being distributed to the flight deck 102 and the main
cabin or
passenger compartment 114. The trim air 142 mixes with the cold air coming off
the air
conditioning packs of the environmental control system 106 to provide the
desired
temperature. The trim air 142 flowing into the primary duct 116 may be
controlled by
another air flow control device 144. The air flow control (AFC) device 144 may
be
controlled by the sensor 138 or by another sensor associated with the primary
duct 116
supplying airflow to the flight deck 102. The air flow control device 144 may
be similar to
the air flow control device 132.
In one implementation, the aircraft air supply system 100 may additionally
include a
mix manifold 146 to receive air flowing through at least one duct 149 from the
environmental control system 106. The mix manifold 146 may distribute the
airflow to the
passenger compartment 114 which may include multiple cabin zones or areas, and
other
areas of the aircraft. The distribution of airflow from the mix manifold 146
may be through
multiple environmental air supply ducts. However, for purposes of explanation
and clarity,
only a single exemplary environmental air supply duct 149 is shown in Figure
1. Other air
supply ducts may have a similar configuration. The air supply duct 149 may
include an
airflow controller 150 similar to the airflow controllers previously
described. The volume
or flow of air through the airflow controller 150 may be controlled by a
sensor 152. The
sensor 152 may also be electrically connected to the environmental control
system 106 for
overall operation and control of the aircraft air supply system 100.
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CA 02914150 2015-12-04
Trim air 154 may also be directed into the duct 148 through another duct 156.
The
flow of the trim air 154 into the air supply duct 149 may be controlled by
another airflow
control device 158. The airflow control device 158 may be controlled by the
sensor 152 or
by another similar sensor. A fan 160 may be provided to drive the re-
circulated air in the
passenger compartment or main cabin 114. The fan 160 may be controlled by a
sensor 152,
or by manual controls.
Figure 2 is a flow chart of an example of a method 200 for reducing the
effective
altitude of a flight deck and at least one additional location on an aircraft
in accordance with
an embodiment of the present disclosure. The method 200 may be performed by
the aircraft
air supply system 100 in Figure 1 or a similar air supply system. In block
202, bleed air
may be received by a nitrogen generating system and by an aircraft
environmental air supply
system from one or more engines of an aircraft. Alternatively, air may be
received by the
nitrogen generating system from one or more other sources or from both bleed
air from the
engines and other sources.
In block 204, nitrogen enriched air from the nitrogen generating system may be
supplied or directed to a fuel tank oxygen replacement system or directly to
the fuel tank or
tanks. The nitrogen enriched air is used to create an inert atmosphere in the
fuel tank or
tanks as fuel is consumed by the aircraft. The nitrogen enriched air may also
be supplied to
other areas of the aircraft where inert atmospheres may be desirable or
needed.
In block 206, oxygen enriched air from the nitrogen generating system may
be supplied or channeled into a secondary duct in flow communication with a
primary duct
that supplies primary air to the flight deck of the aircraft.
In block 208, the flow or volume of oxygen enriched air flowing in the
secondary
duct to the duct may be controlled to reduce an effective altitude of the
flight deck or other
locations on the aircraft. The remainder of the aircraft may be maintained at
a higher
effective altitude than the flight deck or other locations supplied with
oxygen enriched air.
Any oxygen enriched air not flowing through the secondary duct portion to the
primary duct
CA 02914150 2015-12-04
may be discharged overboard through an overboard discharge duct. Similarly, as
previously
described, the percentage of oxygen enriched air flowing in the secondary duct
and the
overboard discharge duet may be controlled by a sensor in the primary duct
controlling the
operation of an airflow control device, such as a valve, baffle or other
device for dividing
the airflow of the oxygen enriched air into the different ducts.
In block 210, the flow or volume of aircraft environmental air flowing in a
main duct
to other areas of the aircraft and into the primary duct to the flight deck
may be controlled.
The flow of the air in each of the ducts may be controlled by an airflow
control device and
associated sensor similar to that previously described.
In block 212, a desired effective altitude may be provided based on the flow
rate of
oxygen enriched air received from the individual dispensers at the dispensing
stations at
selected locations in the aircraft. The percentage of mass, volume, partial
pressures, and/or
flow or other measurable characteristics of oxygen enriched air channeled to
the flight deck
and/or at least one other selected location, may be controlled to provide the
desired effective
altitude experienced in the selected location. The percentage of volume or
partial pressure
of the oxygen enriched air may be controlled by airflow control devices and
associated
sensors similar to that previously described or by other mechanisms.
Referring to Fig. 3A and 3B, yet another implementation of the technology is
shown
where the implementation is a system 300 for delivering oxygen enriched air to
at least one
dispensing station 312 such as an "oxygen bar," at one or more selected
locations 314 on the
aircraft. A gas separation system 302, such as a nitrogen generating system
(NGS), having
an oxygen output channel 304 that outputs a flow of oxygen enriched air 306,
is illustrated.
A control/valve can be utilized to distribute the oxygen enriched air to
different communal
areas of the aircraft. In one implementation of the technology a duct network
308 can be
coupled to the oxygen output channel 304 and the duct network can be
configured to direct
the flow of oxygen enriched through a manifold 309 to a dispenser 310
configured to
dispense the flow of oxygen enriched air 306 at a dispensing station 312 to
one or more
users at a selected location 314. The dispenser 310 can be a tube or other
type of dispenser.
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CA 02914150 2015-12-04
A selected location 314 can be an area within the passenger cabin onboard an
aircraft that is
sufficiently large, such as a communal area, where two or more users, such as
passengers, or
crew can gather. The dispenser 310 can be in fluid communication with a
manifold 311 that
receives the oxygen enriched air flow from the NGS and distributes it through
one or more
dispensers 310 to one or more dispensing stations 312 in the selected location
314.
As shown in Fig. 313 the dispensing station 312 can include one or more
implements
(dispensers 310) including a nose cannula (commonly referred to as an oxygen
tube or
oxygen nose tube), a mask that can cover the nose and mouth of a user, a mouth
tube, a
nozzle, a valve and a helmet. The implements 310 can be configured to be
attached or
mounted on a counter 316 or a bar fixture 318. A user such as a passenger can
access the
dispensing station 312 by appropriately applying the dispensing implement 310
for intake of
the oxygen enriched air flow. A selected location can be a passenger communal
area where
the passenger communal area includes a plurality of dispensing stations 312,
and a control
for controlling the flow of oxygen enriched air to each dispensing station
312. The
dispensing stations 312 may be supplied with a passenger support device such
as a bar stool
320, chair, counter, bench or other supportive device. The communal area can
be positioned
in the passenger cabin or other location on the aircraft.
Because the oxygen-enriched air will be warm, and may be too warm for
comfortable inhalation, it may be mixed with the existing aircraft
environmental air or
cooled using an alternative means such as a temperature regulator, for
example, a heat
exchanger. The supply of oxygen¨enriched air may be directed as desired to one
or more
locations, for example, directly to an oxygen bar.
Yet another implementation of the technology is illustrated in Figs. 3A and 4,
where
a temperature control and air humidification system 322 can be utilized to
humidify the
oxygen enriched air flow. Air humidification system 322 can be utilized having
a
humidified air output 324 coupled to the duct network and configured to add
humidified air
326 to the flow of oxygen enriched air. One implementation of the technology
can also
include a temperature regulator 406, such as a heat exchanger, coupled to the
duct network
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CA 02914150 2015-12-04
and configured to control the temperature of the oxygen enriched air. The air
humidification
system 322 can be coupled to a water source 328, such as an onboard potable
water
reservoir. In a further implementation, a turbo-compressor 307 can be utilized
to improve
the overall performance of the gas separation system when the oxygen enriched
air is ducted
to higher pressures present in the selected locations on the aircraft.
Referring to Fig. 3B, the dispensing station 312 can have an input coupled to
a duct
network and the input can be configured to receive the flow of oxygen enriched
air received
from an output of a gas separation system (not shown, and the dispensing
station 312 can
.. have one or more individual dispensers 310 configured to dispense a flow of
oxygen
enriched air to individual users using individual dispensing implements 310.
The dispensing
station 312 may include one or more of a user support device 320, such as a
seat or bench,
and a control for controlling the flow of oxygen enriched air. Each of the
plurality of
dispensing stations 312 can also have an individual flow control (not shown)
for controlling
the flow rate of oxygen enriched air from the gas separation system to the
dispensing station
312. The dispenser 310 can be in a manifold configuration 311 and can have a
reservoir
(not shown) for temporary storage of oxygen enriched air to act as a buffer to
assure the
flow of oxygen enriched air to the dispensing station may be provided as a
continuous and
uninterrupted flow, when desired. Individual user controls (not shown) may be
provided for
adjusting the flow of the oxygen enriched air in each dispensing implement
310.
Referring to Fig. 4, yet another implementation of the technology is
illustrated for
providing a method of delivering oxygen enriched air to selected locations 400
including
performing the process of directing a flow of oxygen enriched air 402 from an
oxygen
output of a gas separation system through a duct network to a 02 dispenser 404
configured
to dispense the flow of oxygen enriched air at selected locations, and
dispensing the oxygen
enriched air 306 to a plurality of dispensing stations 312 at the selected
location 400. The
process of delivering oxygen enriched air includes separating out oxygen
enriched air with a
gas separation system that can be a nitrogen generation system (NGS) on an
aircraft. The
process of dispensing the oxygen enriched air includes dispensing oxygen
enriched air at a
dispensing station in a dispensing implement 310 and where the selected
location may
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CA 02914150 2015-12-04
include one or more of a user support device 320, and a control for
controlling the flow of
oxygen enriched air. A user, such as a passenger, can transition from their
assigned and/or
chosen seating area, for example in the main cabin, to the selected location,
such as a
communal area, to partake of a flow of oxygen enriched air being dispensed at
a dispensing
station 312. The user can stand or be seated adjacent a dispensing station 312
and
appropriately deploy the implement 310 used to dispense oxygen enriched air
into their
mouth and/or nose. The user can inhale the oxygen enriched air being dispensed
at the
dispensing station 312. In order to make the oxygen flow more appropriate for
inhalation,
the oxygen enriched air flow can be temperature adjusted 406 using, for
example, a
temperature regulator 406 such as a heat exchanger coupled to the duct
network. The
process can include, humidifying the flow of oxygen enriched air 408, for
example, by
adding a humidified air flow from a humidification system. The process can
also include
adding scents or flavors to the oxygen enriched air.
The terminology used herein is for the purpose of describing particular
embodiments
only and is not intended to be limiting of the disclosure. As used herein, the
singular forms
"a", "an" and "the" are intended to include the plural forms as well, unless
the context
clearly indicates otherwise. It will be further understood that the terms
"comprises" and/or
"comprising," when used in this specification, specify the presence of stated
features,
integers, steps, operations, elements, and/or components, but do not preclude
the presence or
addition of one or more other features, integers, steps, operations, elements,
components,
and/or groups thereof.
Although specific embodiments have been illustrated and described herein,
those of
ordinary skill in the art appreciate that any arrangement which is calculated
to achieve the
same purpose may be substituted for the specific embodiments shown and that
the
embodiments herein have other applications in other environments. This
application is
intended to cover any adaptations or variations of the present disclosure. The
following
claims are in no way intended to limit the scope of the disclosure to the
specific
embodiments described herein.
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