AIRCRAFT DISINFECTING DEVICE

Abstract

The present invention provides a fixture or device which is particularly adapted for installation within the interior of a general aviation aircraft, such as a small private jet, prop-driven plane, helicopter, spacecraft, or other aviation vehicle. A plurality of UV-C lamps, typically LEDs are disposed within the fixture and project the radiance therefrom into the cabin, as well as control electronics to ensure safe emission limits by the LED. A temperature sensor minimizes LED burnout.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part application of co-pending PCT application PCT/US21/62512, filed on Dec. 9, 2021, which, in turn, is a completion application which claims the priority benefit of co-pending U.S. Provisional Patent Application Ser. No. 63/127,590, filed Dec. 18, 2020, for “Aircraft Disinfecting Device”, the disclosures of which are hereby incorporated by reference in their entirety, including the drawing.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention concerns disinfecting devices for use in the interiors of terrestrial vehicles, watercraft, spacecraft, aircraft, helicopters and the like. More particularly, the present invention concerns disinfecting devices particularly for such interiors using UV light. Even more particularly, the present invention concerns UV light emitting devices for disabling pathogens within the tight confines of the highly regulated industries of vehicles, spacecraft, aircraft, helicopters and the like.

2. Prior Art

As the world finds itself within the throes of a pandemic attributable to the COVID-19 virus, much attention has been directed to developing therapeutics and vaccines to thwart the effects of the virus. In parallel, much attention has been directed to thwart the transmission of the virus and of other infectious diseases. Typically, this has been done via ‘sterilization’ of surfaces, coupled with the wearing of masks and face-shields to prevent droplets and aerosols from a contagious person, even if asymptomatic, from impacting and infecting another person. ‘Distancing’ is also an effective means of limiting transmission via droplets, but is much less effective for aerosols, which can ‘waft’ in the air for hours and the tight confines of vehicles and aircraft make ‘distancing’ impossible.

The aviation industry is one of the more devastated industries attributable to the effects and/or fears of this virus. It has now become commonplace to disinfect touch-surfaces in between flights. Yet, that is not the primary mode of infection for COVID-19, nor for influenza, colds, pneumonia, TB, measles, and other airborne infectious pathogens.

It is extraordinarily difficult to disinfect the interior of an aircraft after passengers come aboard, and begin to exchange aerosols with other passengers, due to the air which is continuously being circulated within the interior of the aircraft. Yet, it is essential that such aircraft, including spacecraft, helicopters, as well as airplanes and, especially general aviation aircraft, be capable of flying under ‘safe’ conditions, not only mechanically but also hygienically.

It is now generally accepted that the COVID-19 virus, as well as many other pathogens are spread as aerosols, i.e., directly from human-to-human. More specifically, the multiple families of RNA-based viruses which mutate rapidly and, thus, are less well alleviated by vaccines are responsible for most of the modern world's epidemics and pandemics, as well as less-dangerous but still economically deleterious ‘sick-time’, e.g., Corona, Influenza, Pneumovirus, Rhinovirus, ad museum. As a consequence, the disinfecting of surfaces as an intermediary between human touches does not prevent the spread of these viruses between persons, especially within the tight confines of an aircraft. So, even if the seats, tabletops, walls and ceilings and other surfaces have been, or are continuously being disinfected, this does not preclude the spread of these viruses or other pathogens through the air.

Ultraviolet light comes in a range of wavelengths (100-400 nm). Likewise, pathogens come in many forms. While it is known that some UV-A wavelengths (from 315-400 nm) can destroy some bacteria and fungi, e.g. HAIs: Healthcare Associated Infections such as MRSA, it is not effective against most non-metabolizing pathogens, e.g., viruses, which are noted above. UV-A does not target the reduced biochemical-complement of these much-smaller pathogens since they cannot exist very long outside of a host.

Also, it is well known that ultraviolet light in UV-C wavelengths (from 200-280 nm) can destroy not only corona viruses, including COVID-19, but all known viruses. Also, at somewhat higher ‘doses’, i.e., irradiance-levels over time, measured in Joules per square-meter, UV-C can also kill larger alive, metabolizing pathogens such as bacteria/fungi and protists. UV-C does this by direct impingement on nucleic-acids (RNA/DNA) causing them to become incapable of being copied for either replication/transcription, or protein-translation. More specifically, there is copious published documentation of nucleic-acid absorption (i.e., relating to Pathogen ‘kill rates’) using UV-C wavelengths around 254 nm. In fact, there is no known infectious pathogen that is not inactivated by UV-C. Thus, there has been widespread use over many decades of UV-C light emitting devices such as, for example, high-powered mercury arc-lamps which are used to sterilize drinking water. However, known prior art devices, generally, do not control the time/dosage/proximity of a person to such a UV-C source.

Ultraviolet ‘Controls’ are extremely important since UV-C has a hazardous effect upon both the skin and eyes of persons who are exposed to high doses' (high irradiance, or extended times) of it. Typically, humans cannot be in the vicinity of high-powered sterilization devices, such as mercury arc-lamps even for a time frame of seconds.

A globally-recognized photobiological safety specification IEC-62471 has been available for many years to document the limits of UV-C human exposures. The maximum allowed ‘Actinic Dose’ (known as the Exposure Limit, EL; or Threshold Limit Value, TLV) is specified as 30 Joules per square-meter (J/m²), weighted by an Actinic Hazard Function divisor over the course of 8 hours. At some typical wavelengths of interest for disinfection, the EL is 30 J/m² at 270 nm, 60 J/m² at 254 nm, and 100 J/m². The EL is renewed after each 8-hour period because the cells of the skin and eyes recover from UV exposure in a time shorter than 8 hours.

Published data demonstrates the rates at which many different pathogens can be disabled i.e., disinfecting lighting, even with UV-C below the EL, even when a space is human-occupied, i.e., Direct Irradiance Below the Exposure Limit (DIBEL). Thus, it is to be readily appreciated that with the requisite dose controls (irradiance×exposure time) for continuously disinfecting the air within an environment with UV-C light, where people congregate, such as in aircraft and spacecraft, a major tool would be provided in the battle against multiple pathogens, including COVID-19, especially for use within tightly confined spaces.

Although the device taught in the co-pending application is extremely efficacious in its disinfection of various viruses, it has been found that amongst other issues is that planes and other aircraft are often parked under a hot sun, necessitating reduction of the irradiance emitted by the LEDs to prevent early reduction in their service life. Furthermore, the disclosed device provides both flood (wide or broad beam) and scrub (i.e., spot beam or narrow beam) control. However, the narrow beam cannot be deployed in the cockpit since there is insufficient space between the cockpit occupants to “aim” the beams.

Similarly, the lavatory or restrooms and galleys on such aircraft typically have a single person occupancy and, therefore, there is no need for broad beam control, thereby necessitating only narrow beam control but only when the restroom, cockpit or galley is unoccupied. Thus, the device as disclosed and claimed contemplates a device having both flood and scrub controls because the area has both multiple passengers, as well as passenger-free areas. Typically, the narrow beam is now used for higher irradiance, i.e., above the exposure limit (Dibel) only when the space is unoccupied, whereas the broad beam is used for low irradiance and maintains it thereat, unless an animate object is too close.

With respect to the fuselage, when it is in an environment which is too hot to use the LED lamps, the need arises to modulate the power to account for not only “people-presence” but to measure the temperature of the device, itself, to save the LEDs from wearing out prematurely.

It is to overcome these deficiencies to which the present invention is directed.

SUMMARY OF THE INVENTION

The present invention provides a fixture or device which is particularly adapted for installation within a general aviation aircraft, such as a small private jet, but which is equally applicable to a prop-driven plane, helicopter, spacecraft, commercial plane or other aviation vehicle, and which emits UV-C, UV-A or both within safe limits, i.e., within prescribed safe wavelengths, irradiance, and times below the Exposure Limit while the aircraft is occupied, to continuously disinfect the interior air and prevent transmission of not only the COVID-19 virus but other pathogens as well.

The device, generally, comprises a housing having (a) a cabin interior facing surface which is positionable within the interior of the craft having a least one first opening and at least one second opening and an interior chamber (b) a UV-C emitting broad beam lamp disposed within the interior chamber having its beam being emitted through the at least one first opening and (c) a personnel sensor secured to the housing surface for determining the presence or absence of an animate object within the field of irradiance of the flood lamp. A narrow beam UV-C lamp is disposed in the chamber and emits its irradiance or beam through the at least one second opening. Control electronics are disposed to ensure safe emission limits by the LED.

In one embodiment, the device, preferably, comprises a two-piece or two-part assembly, having a base and a cover which mounts to the interior ceiling or wall(s) of an aircraft. It is also possible in some embodiments to mount device to cabin doors. It is also possible to mount the device to a cabin door.

The UV-C light source(s), typically are LED lamp(s), disposed within the interior chamber fixture and projects its irradiance therefrom into the cabin.

A ring or collar sandwiches the ceiling or wall around the device between the base and the collar of the device.

The device is FAA compliant and thus is not debilitated by vibration or compression.

For a more complete understanding of the present invention reference is made to the following description of the invention and accompanying drawing.

In the drawing like reference characters refer to like parts throughout the several views in which:

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partial exploded view of an embodiment of a disinfecting device in accordance with the present invention;

FIG. 2 is a side view thereof;

FIG. 3 is a perspective view of the bottom of the device;

FIG. 4 is a plan view of the bottom thereof;

FIG. 5 is a plan view of the cover thereof;

FIG. 6 is a plan view of the interior chamber of the device;

FIG. 7A is a first perspective view of a housing used in another embodiment hereof;

FIG. 7B is a second perspective view of the device hereof with the cover removed in;

FIG. 8 is a cut away view of the mounting assembly disposed within the housing used in the other embodiment hereof;

FIG. 9 is an exploded view, in perspective, of the device;

FIG. 10 is an exploded view, partly in perspective, showing the installation of the device within an aircraft;

FIG. 11 is a graphical display showing the irradiance when an aircraft cabin is unoccupied; and

FIG. 12 is a graphical display showing the irradiance when an aircraft cabin seat is occupied.

DESCRIPTION OF THE INVENTION

At the outset it is to be noted that the ensuing description will be made with reference to an “aircraft.” As used herein, the term “aircraft” includes, both general, military and commercial airplanes, helicopters, spacecraft and the like.

Furthermore, it should be noted that the ensuing description will be made with respect to a cylindrical housing. It is to be understood, though, that the housing may have any desired geometric configuration, e.g., rectangular, elliptical, convex, hemispherical and the like. The only limitation being that the housing be securable to an aircraft interior wall or ceiling and be provided with an interior chamber or space in which suitable control means and mountings for the UV-C lamps sensors, and the like.

Now, and with reference to the drawing, there is depicted therein an embodiment of the present disinfecting device or fixture in accordance herewith, and which is generally denoted at 10.

As shown, the device 10 generally comprises a base 12 and a cover or cover plate 14. The base has an upper surface 16 and a lower surface 18. The surface 18 faces the aircraft interior cabin. The cover 14 has an outer surface 17 and an interior or lower surface 19.

As shown in FIG. 6, an interior space or chamber 15 is provided between the upper or interior surface 16 of the base 12 and the interior surface 19 of the cover 14. A mounting plate 13 is secured to the interior surface 19 and is used to mount and secure the various components of the fixture to the device.

The base 12 is a substantially circular member which is used to affix the device to the interior roof or ceiling 21 or a wall 23 of the fuselage of an aircraft by providing openings 35 through which suitable fasteners, such as screws project.

Ordinarily, and as discussed below a printed circuit board or pcBoard 11 is disposed in the chamber 15 and displaced from the mounting plate 13. Plugs, or other connectors are in electrical communication with the aircraft power source and are used for powering the components and communicating signals from not only device to device, but for controlling the device, itself.

As is known to those skilled in the art to which the present invention pertains typically electrical harnesses for stringing wiring, powering pumps, cooling fans, etc. are disposed in the space between the interior compartment ceiling/walls and the fuselage skin and, thus, defines a utilities space (not shown) and which traverses the roof of the fuselage within the passenger compartment.

The lower surface of the base 12 seats against the interior roof or ceiling and is used to connect the present device to the electrical system of the aircraft within the passenger compartment, galley, lavatory and/or cockpit, as discussed hereinbelow.

As shown, a pair of spaced apart plugs 24 are mounted to the outer surface of the base 12 and are disposed within the utilities space. Due to FAA regulations the plug(s) are, preferably, Cannon plugs which are well-known and commercially available or may be other FAA certified connectors needed which are to be used to electrically interconnect the electrical components of the present device to a conventional electrical harness (not shown) disposed in the utilities space.

Lead wires extend from the plug(s) 24 to the components of the device and the pcBoard 11 housed within the chamber 15.

Openings 26, 28 and 30 are formed in the cover 14 for emitting irradiance therethrough.

Referring to FIG. 1 at least one UV-C LED lamp 32 is housed within the chamber 15. The UV-C LED lamp 32 is mounted onto the mounting plate 13 and projects through an associated opening 26, 28 or 30 in the cover and is used to emit UV-C light into the passenger or cargo compartment of the aircraft. The pcBoard, similarly, is disposed on the mounting plate 13.

Optimally, at least one and, preferably, two or more other visual wavelength distinct colored LED lamps are similarly mounted on the plate 13 and project into associated openings in the cover and are used as indicators to identify the status of the UV-C lamp 32. For example, LED colors, such as green, yellow and red may be used to indicate the “On-off”, “Disinfecting”, and “Unsafe irradiance” statuses, respectively. Alternatively, a single status indicator light coupled to a status switch may be used as described below.

Irradiance is related to the physical distance between the UV emitter and a ‘target’, such as, a floor, but the target can also be a passenger, a food-tray, or the like, according to the Inverse-Square-Law of Physics, i.e., the irradiance (J/m²) decreases with the square of the distance away from the light source, if the size of the light source is small relative to the distance.

Thus, in practicing the present invention, the UV-C irradiance level is chosen so that passengers in their ‘normal’ positions, i.e., seated, away from the aisle, will always receive less than the EL. However, given the low ceiling height of an aircraft compared to the height of a typical passenger, of about 6 feet, a passenger walking/standing/lingering directly beneath the device or fixture 10 is in an unsafe position. Thus, and referring, again, to the drawing, the present invention includes means 37 for redirecting irradiance by dimming or turning off the UV-C emitter. A controller 38 (FIG. 6) is in electrical communication with the means 35 to reduce or turn off the emitter.

A personnel sensor or detector 40 connected to the pcBoard 11 is mounted to the cover 14 and is used to sense the presence of an object, such as, a person, animal or the like in potentially dangerous proximity to the UV-C light emitted by UV-C lamp 32. Useful personnel sensors include, for example,

An Ultrasonic (US) distance sensor, such as at 46, measures the distance of any object or person from the UV-C source, i.e., a person or animal as being ‘too close’ to the UV-C lamp 32 and signals the lamp 32 to be either dimmed or shut-off, unless and until the sensor indicates increased distance of that object or person.

A LIDAR imaging sensor which ‘sees’ the toplogy of the aircraft cabin beneath it; that image is continually compared to the image of the cabin when the device had been ‘commissioned’ (and vacant). Any difference between those images is ‘flagged’ as an ‘occupying’ presence, e.g., a person or animal as being within the ‘beam’ to the UV C lamp 32 and signals the lamp 32 to be shut-off, unless and until the sensor indicates absence of that person or animal.

A Passive Infrared (PIR) motion sensor detects the presence of a living (heat-generating) object, i.e., a person or animal as being within the ‘beam’ to the UV-C lamp 32 and signals the lamp 32 to be shut-off, unless and until the sensor indicates absence of that person.

Other useful sensors may be employed, such as for example a video camera using visible or infrared light, millimeter wave or other sensors, which compare the then present occupancy to an initial calibration of the sensor(s).

Preferably, the personnel sensor 40 detects the presence of an object in the aisle of the aircraft or its proximity to the ceiling and communicates that to the electronic controller 38 for the UV-C lamp 32 to either dim it or shut it off. Since a passenger plane almost always uses a ‘cylindrical’ fuselage (i.e., its ceiling lowers as one is farther from the aisle), geometry dictates that a passenger seated away from the aisle will be incapable of fully standing, and so will receive a safe and effective UV-C disinfecting dose (i.e., below the EL).

Referring again to the drawing, as shown, the cover 14 mates with the base 12 and is detachably connected and secured thereto by any suitable means, such as threaded fasteners or the like through the openings 35.

Similarly, the base 12 is fixed to the interior roof or ceiling of the fuselage through threaded fasteners or the like. Here, a collar 42 is emplaced in the utility space and has openings 44 which align with registering apertures (not shown) provided in the base. Threaded fasteners then secure the base to the collar thereby sandwiching that portion of the ceiling therebetween.

Referring now to FIGS. 7A through 12, there is depicted therein a further embodiment of the present invention, generally, denoted at 110. In accordance herewith the device includes a housing 112 having a cabin interior facing surface 114, a cylindrical sidewall 115 and a cover plate 116.

The device has an open interior 143 in which a mounting assembly 141 having the necessary electronic components is mounted thereto, including a pcBoard 142, an LED board 144, a controller 151 and a disconnect plug 152.

The controller 151 is secured and mounted to the pcBoard 142. Interposed the controller 151 and the pcBoard 142 and mounted thereon is the power disconnect plug 152 which is operatively connected to a power cable 188.

The cabin facing surface 114 is provided with a plurality of openings which register with the components of the assembly as described below.

As shown in FIG. 10, openings or apertures 118, 120 are provided on the facing surface 114 through which the “scrub” or narrow beam or high intensity lamps or LEDs 123, 124 project and are used to disinfect unoccupied spaces with the beam.

As shown in FIGS. 7A and 10, the LEDs 123, 124 project their irradiance through lenses 137 and 139, having lens covers placed thereon. The lens covers can be formed from any suitable material, such as silicone, quartz, or the like and are used to control the beam width.

Also, as shown in FIGS. 7A, 7B and 9, an enlarged opening 122 is provided in the interior facing surface 114 through which at least one “spot,” “flood” or broad beam lamp(s) 126,127 is used for emitting the beam. The broad beams are used for continuous disinfecting of the interior of the cabin whether occupied or not but at a lower or safe irradiance limit.

The broad beam LEDs 126,127 are mounted to the pcBoard 142 and are aligned with the enlarged opening 122.

A transparent cover 136, such as a Fresnel lens, is disposed over the opening 122.

An ultrasound circuit board 147 is mounted in the interior 143 and is connected to the pcBoard 142. An ultrasound sensor 145 is mounted onto the mounted board 147. The ultrasound sensor 145 senses within a defined distance, a change in the environment from its initial calibration. The ultrasound sensor extends through an opening 149 formed in the surface 114.

Referring to FIG. 9, mounting posts 204 secure the plate cover 116 in position via fasteners 206. Concomitantly, the posts distribute the heat generated in the interior 143 to the plate 116 which functions as a heat sink.

As noted above, and as shown in FIGS. 7A and 10, the present device may include not only multiple similar sensors, but different sensors, as well. For example, and as shown, the interior facing surface 114 is provided with openings 190, 192. LiDar sensors 194, 196 are disposed on the circuit board 147 and have their irradiance projected through the openings 190, 192, respectively.

Similarly, PIR sensors 198, 200 are disposed on the pcBoard.

Similar to the first embodiment, preferably, at least one LED indicator lamp 156 is mounted to the LED board 144. An opening 158 is provided on the surface or cover plate 114 through which the LED 156 may be visually observed to determine the status of the device.

Optionally, a mode selector switch 182 may be installed which can dictate which disinfecting mode, i.e., the spot or the flood or both are to be rendered operational.

In deploying or installing the device, and as shown in FIGS. 8 and 9 suitable openings are provided in an airplane headliner 170 to enable the installation of the device therethrough.

As with the first embodiment, the device is disposed between the aircraft skin and a conventional airplane headliner 170.

In deploying the present device diametrically opposed retention springs 160,162 seated in respective seats 178, 180 are secured to the side wall of the housing 112 and are used to provide constant force against the aircraft headliner 170 once the device is installed.

Referring to 7B and 9, a pair of diametrically opposed seats 178,180 (FIG. 7B) are formed in the sidewall 115 of the housing 112. Retainer springs 160, 162 are seated in respective seats 178, 180.

An opening 171 is provided in the headliner 170. The device 112 is fitted with a mounting bezel 172 which fits flush with the headliner 171 and is fitted within the opening 171. An installation or spacer ring 174 cooperates with a spacer clamp 172 to fix the device in position. A screw plate having suitable fasteners secures the device in position, as shown. The retention springs 160, 162, maintain the device in position. The spacer clamp 172 disposed on the opposite side of the headliner mates with the bezel. The spacer ring 174 overlies the spacer clamp 172.

A screw plate 175 secures the device to the headliner 171 via suitable fasteners 176, as shown.

As with the first embodiment, the power source or cable 188 is in electrical communication with the pcBoard and transmits the requisite power thereto, as well as to the LED board and the controller 151.

The housing, itself, is manufactured by any suitable means, such as by injection molding, additive manufacturing or the like and from any suitable materials which are FAA compliant, such as for example, thermoplastics, including ABS/PVC which are durable, chemical and fire resistant, as well as explosion proof and vibration or compression resistant. Preferably, the cover and base are formed from FAA approved T6 aircraft aluminum, although other metals may be used. Optionally, the metal cover and/or base may be thermally connected to the thermal pad of the LED in order to enhance the dissipation of heat from the LED so that it operates cooler and lasts longer.

It should be noted that the present device can be modified to emit both UV-A and/or UV-C light.

In deploying the present device, when the aircraft is occupied by passengers, the UV-C irradiance must be regulated to preclude injury to both the skin and the eyes and, therefore, lies in a defined range and for selected periods of time, as well as at selected or pre-determined dosages.

The UV-C light will be at a preferred wavelength of between about 200 nm to about 280 nm and is typically emitted by the one or more LED lamps or bulbs.

In use, as a default setting, the irradiance is normally set to administer a safe ‘Actinic Dose’ (below the EL) for each 8-hour period, even extending over a full 24 hours or longer, since a human can be exposed to the EL (30 J/m² weighted by the actinic hazard function) every 8 hours continually, e.g., over a 24-hour period for overseas flights, per the IEC specification.

FIGS. 11 and 12 illustrate the irradiance provided when the present device is deployed. The narrow beam(s) LEDs “spot” emit depending on the number of lamps and openings in registry therewith, down the aisle, galley, lavatory, cockpit or baggage compartment of the aircraft while they are unoccupied. Meanwhile, the “flood” or broad field beams irradiate the seats and other portions of the aircraft including side panels, even when the seats are occupied.

The narrow beam LEDs, when used in the absence of any person or animal, will provide irradiance above DIBEL (Direct Irradiation Below Exposure Limits) when the aisle or other spaces are not occupied.

To achieve the modulation that is necessary, the sensors 133,135 when working in combination to detect the presence of a human or animate object will send a signal to the controller 151 to reduce or shut off the level of irradiance to below the maximum acceptable actinic dose level (the EL). Concurrently, the time and temperature within the environment may also be measured and correlated to the actinic dose to maintain the proper irradiation.

The controller 151 includes means for measuring the temperature within the confined space, e.g., the aircraft interior, which is in electrical communication with the power source for the LEDs to reduce the power thereto to prevent premature burnout.

Although not shown, optionally, and in other embodiments hereof, the controller may be used for controlling the ‘Actinic Dose’ at less than the EL for an exposure time of less than 8 hours, so that irradiance can be set higher with this lower exposure time. By so adjusting the controller, the efficacy of the higher irradiance will disable viruses more rapidly while reducing the potential for inter-passenger infectivity. This is accomplished by calculating the total time that passengers and crew may be within the aircraft that day and increasing the irradiance by a factor of 8 divided by the number of hours. For example, if the passengers are expected to be aboard the aircraft for only 4 hours, then the irradiance may be applied at twice the level that would be allowed for an 8-hour exposure. Preferably, this is conducted by secure panel adjustments.

It is to be appreciated that if the aircraft is completely unoccupied, the UV-C LED or lamp may provide irradiance over the unoccupied time above the Actinic “dose” safe limit because there are no humans/animals in harm's way. This enables a complete ‘scrub’ of the interior of the aircraft in a very short time, e.g., in-between flights, so as to disinfect not only any aerosols but also surfaces, e.g., ‘fomites’ such as microscopic dried mucus, blood, food, etc., likely harboring bacteria/endospores instead of the simpler viruses. Preferably, this is conducted by secure panel adjustments outside the aircraft.

Referring again to the drawing and as shown in FIGS. 11 and 12, the emitting range or pattern of the LED lamps 123, 124, 126 and 127 is typically ‘Lambertian’ (irradiance profile appears as a cosine) and the detection range of the personnel sensor(s) is typically conical. However, the shape of the personnel sensing range can be controlled either with electronic/software or mechanical means, e.g., a lens or shroud or other optic which envelops the associated sensor to control or direct the area to be covered. Alternatively, and as discussed hereinbelow an opening or aperture may be formed in the cover and be used to control the sensing range when the light is emitted therethrough.

Optionally, selective cable connections may be used to enable a presence or motion sensor to be employed not only to dim/shut-off the UV-C lamp with this same fixture, but to also have the same effect on adjacent fixtures (i.e., down-aisle and up-aisle). Thus, when a passenger or crew member is detected proximate the ceiling or in the aisle the forward fixture and the rearward fixture near the object, in addition to the detecting sensor, may be automatically shut off. Once the passenger is outside the detection area, the LEDs may be turned back on. This option can provide a degree of redundancy of presence detection if fixtures are mounted with overlapping sensor presence-detection cones/ovoids/zones. Such option can also provide for earlier detection of passengers walking down the aisle, thereby lowering the UV-C irradiance just ahead of where the passenger is about to go.

In practicing the present invention and as shown in FIG. 8, preferably, at least two sensors with overlapping sensing regions, one ‘aiming’ up-aisle and one ‘aiming’ more down-aisle may be deployed. This enables the same safety redundancy, but with no requirement for device to device mounting adjacency.

It is also possible to display a pair of spaced apart UV-C LEDs arrayed in series. Here, the LED's which are in electrical communication with the sensors, are angularly disposed at a tilt angle of about 5° to 60° to provide a greater fixture to fixture spacing and longer UV-C beam or ray-lengths. This results in greater disinfecting air volume, since the path of the UV-C from the light source to the floor of the aisle, or other absorbing surface, will be greater.

According to the present invention, the tilt angle of the UV-C emitters must match the personnel sensing angle for objects approaching the galley, lavatory, cockpit or down the aisle.

Once the presence of a human/object is no longer sensed, the UV-C lamp may become operative again.

It is to be appreciated that the UV-C lamps may continue to emit its beam proximate the seated object since it is only disrupted by a person or animal within the volume of the sensing range.

As noted, the personnel detector is preferably a LIDAR. However, a Time-of-Flight or similar sensor can be deployed with equal efficacy as the LIDAR sensors.

It should also be noted that the sensors identified herein can be deployed in various combinations depending on the cabin environment and design. Furthermore, in practicing the present invention, it is to be understood that for ‘fail safe’ operation, a multiplicity of sensor types (complementary) and a multiplicity of sensors (redundancy) such that any detection on any sensor will reduce irradiance to a safe level may be used herein.

In practicing the present invention, an excimer(s) UV-C light source may be used in lieu of the LED bulb(s) or lamp(s).

It should be noted that it is also possible to integrate a UV-A lamp hereinto to provide ‘blended’ disinfecting, e.g. combining UV-C which is especially efficacious for inactivating viruses with UV-A that is effective at ‘killing’ alive/metabolizing pathogens such as bacteria, fungi, protists.

Also, means for emitting an audible signal may be provided and be used to emit a sound in case of “Unsafe Irradiance” along with a designated LED may be used, so that either a visually or hearing impaired passenger can know to exit the aircraft (if practical), and/or the crew can know to disconnect electrical power via a kill-switch connected to the fixture or on a control panel accessible to crew members.

Also, it is to be understood that the present device can be used in cabin lavatories, galleys and cockpits where either a “spot” or “flood” lamp is required, as dictated by the need.

It should be further understood that the spot UV-C irradiance may be reduced to zero while the flood irradiance is maintained within the EL. Also, the “flood” irradiance may be inactivated, and the scrub irradiance maintained within the EL.

It is to be appreciated that selection of all materials is highly constrained by FAA regulations to include only proven-nonflammable materials.

It is to be further appreciated that there has been described herein a device which safely disinfects the interior of an occupied aircraft against viruses including the COVID-19 RNA-virus, but also many others, such as influenza viruses, as well as bacteria, fungi, tuberculosis and the like.

Having, thus, described the invention, what is claimed is:

Claims

1. An aircraft cabin interior UVC disinfecting device, comprising:

a housing having an interior chamber, the housing having a surface facing the cabin interior, the surface having at least one first opening, a UV-C broad beam lamp disposed in the chamber and projecting through the first opening and at least on personnel detection sensor for detecting the absence or presence or motion of a human/animal mounted to the surface and means for controlling the irradiance level emitted by the LED lamp in response to the personnel detection sensor.

2. The device of claim 1 wherein the surface has a second opening, a UV-C narrow beam lamp disposed in the chamber and projecting its irradiance through the second opening.

3. The device of claim 1 which further comprises a pcBoard, a controller mounted to the pcBoard, the controller being in electrical communication with the lamps and the personnel detection sensor.

4. The device of claim 3 which further comprises a quartz lens covering the first opening and a Fresnel lens covering the second opening and wherein the second opening is larger than the first opening.

5. The device of claim 4 wherein the surface has a pair of first openings and a pair of broad beam LEDs mounted to the pcBoard, irradiance being projected through the pair of first openings.

6. The device of claim 1 wherein the personnel detection sensor is a LIDAR sensor.

7. The device of claim 1 wherein the personnel detection sensor is a PIR sensor.

8. The device of claim 1 which further comprises means for emitting an audible signal.

9. The device of claim 1 which further comprises at least one status indicator to signal the operational status of the device.

10. The device of claim 1 which further comprises means for controlling the temperature of the lamps, the means being incorporated into the controller.

11. The device of claim 1 which further comprises at least a pair of narrow beam LED lamps and a pair of broad beam LED lamps.

12. The device of claim 1 which further comprises an ultrasound sensor.