Environmental control system with fuel cell assembly

Abstract

An environmental control system assembly for an aircraft is provided. The assembly includes an environmental control system; a fuel cell assembly in electrical communication with the environmental control system for providing electrical power to the environmental control system; and a controller operably connected to the fuel cell assembly, the controller operable to regulate an amount of electrical power generated by the fuel cell assembly and provided to the environmental control system based on load prediction data from an ECS load prediction module of the controller.

Description

Technical Field

[0001] This disclosure relates to environmental control system components for aircraft, including an environmental control system and a fuel cell component. Background Technology

[0002] Commercial aircraft typically include an environmental control system, or ECS, to maintain the temperature and pressure within the aircraft's cabin within desired ranges. For example, it will be understood that modern commercial aircraft are configured to cruise at relatively high altitudes where ambient temperatures are significantly lower than reasonable for passengers within the cabin, and further, where ambient pressures are significantly lower than reasonable for passengers within the cabin. The ECS can provide airflow to the cabin to maintain cabin temperature and pressure within desired ranges.

[0003] Powering ECS ​​systems can be cumbersome, especially for certain ECS locations. Therefore, there is a strong desire in the art to develop a system and method for improving ECS ​​power supply. Attached Figure Description

[0004] The complete and feasible disclosure of this disclosure, including its best mode, is set forth in the specification with reference to the accompanying drawings, for those skilled in the art, wherein:

[0005] Figure 1 This is a top view of an aircraft according to an exemplary embodiment of the present disclosure.

[0006] Figure 2 This is a schematic diagram of an environmental control system component according to an exemplary embodiment of the present disclosure.

[0007] Figure 3 yes Figure 2 A three-dimensional view of a fuel cell stack, which is an exemplary environmental control system component.

[0008] Figure 4 yes Figure 3 A schematic diagram of a fuel cell in an exemplary fuel cell stack.

[0009] Figure 5 This is a schematic diagram of a controller according to an exemplary embodiment of the present disclosure.

[0010] Figure 6 This is a schematic diagram of an environmental control system component according to another exemplary embodiment of the present disclosure.

[0011] Figure 7 This is a schematic diagram of an environmental control system component according to yet another exemplary embodiment of the present disclosure.

[0012] Figure 8 This is a flowchart of a method for controlling an operating environment system component according to an exemplary aspect of this disclosure.

[0013] Figure 9 This is a schematic diagram of an environmental control system component according to another exemplary embodiment of the present disclosure.

[0014] Figure 10 This is a schematic diagram of a control scheme for an environmental control system component according to another exemplary embodiment of the present disclosure.

[0015] Figure 11 This is a schematic diagram of an environmental control system component according to an exemplary embodiment of the present disclosure.

[0016] Figure 12 This is a flowchart of a method for assembling an operating environment control system component according to another exemplary aspect of this disclosure. Detailed Implementation

[0017] Reference will now be made in detail to the present embodiments of this disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous portions of this disclosure.

[0018] The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior or better than other implementations. Furthermore, unless explicitly stated otherwise, all embodiments described herein should be considered exemplary.

[0019] Unless the context clearly indicates otherwise, the singular forms “a,” “a,” and “the” include plural references.

[0020] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction from which the fluid flows.

[0021] This disclosure generally relates to an environmental control system assembly (“ECS assembly”) for an aircraft. The ECS assembly includes an environmental control system (“ECS”), a cabin airflow delivery system, a cabin exhaust delivery system, and a fuel cell assembly. The ECS is generally configured to generate cabin inlet airflow, and the cabin airflow delivery system is in communication with the ECS airflow to receive the cabin inlet airflow and supply it to the cabin of the aircraft, thereby maintaining desired temperature and pressure within the cabin. The cabin exhaust delivery system is in communication with the cabin airflow of the aircraft for receiving cabin exhaust airflow from the cabin.

[0022] In a first exemplary embodiment, the compartment exhaust delivery system is further in airflow communication with the fuel cell assembly for providing at least a portion of the compartment exhaust airflow to the fuel cell assembly. The fuel cell assembly may be configured to generate electricity using the compartment exhaust airflow.

[0023] In at least some exemplary aspects of this first embodiment, the fuel cell assembly may be a polymer exchange membrane (PEM) fuel cell assembly including a PEM fuel cell. PEM fuel cells generally require airflow between, for example, 60 degrees Celsius and 90 degrees Celsius. During aircraft operation, such as cruise operations, significant energy will be required to regulate the ambient airflow to this temperature range. Similar limitations exist regarding the pressure of the airflow supplied to the PEM fuel cell. However, the inventors of this disclosure have discovered that by employing cabin exhaust airflow, minimal airflow pre-conditioning is required to generate electricity using cabin exhaust airflow, thereby providing significant efficiency benefits.

[0024] In a second exemplary embodiment, the ECS component further includes a controller operatively connected to the fuel cell component. The controller may be operable to regulate the electrical power generated by the fuel cell component and supplied to the ECS based on load forecast data from an ECS load forecasting module of the controller. The ECS load forecasting module may determine the load forecast data based on the number of passengers in the aircraft, weather forecast data, historical data, or a combination thereof. Specifically, the ECS load forecasting module may determine the load forecast data based on the number of passengers in the aircraft. The inventors of this disclosure have discovered a strong correlation between the electrical power required by the ECS and the number of passengers. By using this correlation, load forecast data can be determined, allowing the controller of the fuel cell component to provide the desired electrical power to operate the ECS, for example, without requiring external power.

[0025] Referring now to the accompanying drawings, the same number indicates the same element throughout the figure. Figure 1 A top view of an exemplary aircraft 10 that can be incorporated into various embodiments of this disclosure is provided. For example... Figure 1 As shown, the aircraft 10 extends through the longitudinal direction L, the lateral direction T, the front end 14 and the rear end 16.

[0026] Furthermore, the aircraft 10 includes a fuselage 20 extending longitudinally from the front end 14 of the aircraft 10 toward the rear end 16 of the aircraft 10, and a pair of wings 22, or more specifically, a first wing 22A and a second wing 22B. The first wing 22A extends outward from the port side 24 of the fuselage 20 generally in the lateral direction T relative to the longitudinal direction L. Similarly, the second wing 22B extends outward from the starboard side 26 of the fuselage 20 generally in the lateral direction T relative to the longitudinal direction L. The aircraft 10 further includes a vertical stabilizer 32 and a pair of horizontal stabilizers 36. The fuselage 20 additionally includes an outer surface 40 and a compartment 42 defined inside the outer surface 40 of the fuselage 20. Figure 1 (Depicted in dashed lines). Cabin 42 generally refers to the area occupied by one or more passengers, crew members, or both during the flight operation of aircraft 10. Fuselage 20, wings 22, and stabilizers 32 and 36 can be collectively referred to as the body of aircraft 10.

[0027] However, it should be understood that in other exemplary embodiments of this disclosure, the aircraft 10 may additionally or alternatively include, for example, any other suitable construction such as stabilizers, wings 22, etc., that may or may not extend directly in the vertical or horizontal / lateral direction T.

[0028] Figure 1 The exemplary aircraft 10 also includes a propulsion system. The depicted exemplary propulsion system includes a plurality of aircraft engines, at least one of which is mounted to each of a pair of wings 22A, 22B. Specifically, the plurality of aircraft engines includes a first aircraft engine 44 mounted to the first wing 22A and a second aircraft engine 46 mounted to the second wing 22B. In at least some exemplary embodiments, the aircraft engines 44, 46 may be configured as turbofan jet engines suspended under the wings 22A, 22B in an underwing configuration.

[0029] However, alternatively, in other exemplary embodiments, any other suitable aircraft engine may be provided. For example, in other exemplary embodiments, the first aircraft engine 44 and / or the second aircraft engine 46 may alternatively be configured as a turbojet engine, a turboshaft engine, a turboprop engine, etc. Further, in other exemplary embodiments, the propulsion system may additionally or alternatively include one or more electric or hybrid electric aircraft engines (e.g., electric fans).

[0030] The aircraft 10 may further include one or more fuel tanks 48. In at least some exemplary aspects, such as Figure 1As shown in dashed lines, one or more fuel tanks 48 of the aircraft 10 can be housed within the wings 22A, 22B of the aircraft 10 (for clarity, only wing 22B is shown in dashed lines). The one or more fuel tanks 48 can supply fuel to the aircraft engines 44, 46 of the propulsion system of the aircraft 10.

[0031] Furthermore, it will be understood that, Figure 1 The exemplary aircraft 10 further includes an environmental control system component 100 (or “ECS component 100”) having an environmental control system 102 (or “ECS 102”). The ECS 102 may generally be configured to receive airflow, such as ambient airflow or ram airflow 104 from a ram air inlet, bleed airflow 106 from one or both of the aircraft engines 44, 46, or both. The ECS 102 is further configured to regulate and supply this airflow to the compartment 42 to help pressurize the compartment 42 and provide thermal control of the compartment 42, and optionally, to provide cooling for accessory systems such as avionics.

[0032] It is worth noting that, in the depicted embodiment, the ECS assembly 100 is generally located at the junction between the first wing 22A and the fuselage 20. However, in other exemplary embodiments, the ECS assembly 100 may be additionally or alternatively located at any other suitable location within the aircraft 10. For example, in other exemplary embodiments, the ECS assembly 100 may be located at the junction between the second wing 22B and the fuselage 20, or alternatively, as depicted in dashed lines, at the rear end 16 of the aircraft 10.

[0033] In short, as will be further understood, aircraft 10 includes aircraft controller 50. Aircraft controller 50 can be operatively coupled to one or more external data sources for receiving data from such external data sources relating to, for example, the number of passengers (or passenger count) for a particular flight operation, weather data for the flight operation, flight data, etc. Aircraft controller 50 may include, as referenced below... Figure 5 The controller 250 of the described ECS component 100 has a similar structure.

[0034] Now for reference Figure 2 The above reference is provided. Figure 1 A schematic diagram of an exemplary ECS component 100 is presented. As will be understood, the exemplary ECS component 100 is capable of operating with the cabin 42 of the aircraft 10 to, for example, provide cooling air to the cabin 42.

[0035] As will be understood, ECS component 100 generally includes: ECS 102 for generating compartment inlet airflow; a compartment airflow delivery system 108 in airflow communication with ECS 102 for receiving compartment inlet airflow from ECS 102 and supplying compartment inlet airflow to compartment 42; and a compartment exhaust delivery system 110 in airflow communication with compartment 42 for receiving compartment exhaust airflow from compartment 42.

[0036] ECS 102 generally includes a compressed air source 112 and an air circulator 114 (in Figure 2 (Enclosed by dashed lines). In the illustrated embodiment, the compressed airflow source 112 includes an initial compressor 116 and an electric motor 118, which is driven and coupled to the initial compressor 116 and the air circulator 114. The initial compressor 116 is in airflow communication with the ECS inlet 120, which is configured to receive ECS inlet airflow, which may be, for example, ambient airflow from a ram air inlet (see example...). Figure 1 The initial compressor 116 is configured to compress the ECS inlet airflow received from the ECS inlet 120, hereinafter referred to as the ECS airflow. The compressed ECS airflow is then supplied to the air circulator 114 via the first duct 122. As will be understood, the ECS airflow may be relatively cold during certain flight operations. Although compressing the ECS airflow by the initial compressor 116 can increase the temperature of the ECS airflow, the ECS 102 further includes a first heat exchanger 124 in thermal communication with the first duct 122 for adding heat to the compressed ECS airflow passing through the first duct 122.

[0037] In short, it will be understood that the compressed air source 112 can be any other suitable compressed air source. For example, in other embodiments, the compressed air source 112 can be a bleed air source configured to receive bleed air from the aircraft's engine (e.g., Figure 1 The bleed airflow 106 is depicted in the diagram. With this configuration, the compressed airflow source 112 may include a pressure reducer to reduce the pressure of the bleed airflow, and optionally, may include a heat exchanger to modify the temperature of the bleed airflow supplied to the air circulator 114 within an acceptable temperature range. In this way, the compressed airflow source 112 can generally be referred to as an airflow regulator because it can be configured to supply compressed airflow to the air circulator 114 within an acceptable pressure (and optionally, temperature) range.

[0038] Still referencing Figure 2The air circulator 114 includes an air circulator compressor 126 and an air circulator turbine 128. Notably, in the illustrated embodiment, the initial compressor 116, the air circulator compressor 126, and the air circulator turbine 128 are each coupled to a common ECS shaft 130, which is rotatable with, and more specifically, rotatably driven by, the electric motor 118. The air circulator compressor 126 communicates with the airflow through a first duct 122 for receiving compressed ECS airflow and is configured to further compress the ECS airflow and supply it to the air circulator turbine 128 through a second duct 132 of the ECS 102.

[0039] If from Figure 2 It is further understood that the exemplary ECS 102 depicted further includes a second heat exchanger 134 in thermal communication with the second conduit 132 for adding additional heat to the ECS airflow downstream of the air circulator compressor 126 and upstream of the air circulator turbine 128.

[0040] The air circulator turbine 128 is in airflow communication with the second duct 132, and is used to receive and expand the ECS airflow, thereby reducing the pressure and temperature of the ECS airflow. The air circulator turbine 128 is also in airflow communication with the compartment airflow delivery system 108, and is used to provide the expanded ECS airflow to the compartment airflow delivery system 108 as the compartment inlet airflow.

[0041] In the depicted exemplary embodiments, ECS component 100, or more precisely, cabin airflow delivery system 108, includes a mixer 136, and ECS 102 further includes an air circulator turbine bypass duct 138 extending from air circulator compressor 126 to mixer 136, bypassing air circulator turbine 128, and, in the illustrated embodiment, bypassing second heat exchanger 134. Mixer 136 is configured to receive airflow from air circulator turbine bypass duct 138 and incorporate this airflow into the cabin inlet airflow.

[0042] Turbine bypass valve 140 is in airflow communication with air circulator turbine bypass duct 138 and is used to regulate the airflow passing through it. It will be understood that by regulating the airflow through air circulator turbine bypass duct 138, the temperature and pressure of the cabin inlet airflow can be adjusted. For example, it will be understood that the airflow through air circulator turbine bypass duct 138 can be at a higher pressure and temperature than the airflow supplied from air circulator turbine 128 to cabin airflow delivery system 108.

[0043] Furthermore, for the illustrated embodiment, it will be understood that the ECS component 100 further includes a recirculation airflow path 142 and a recirculation fan 144 (or recirculation compressor). The recirculation airflow path 142 is in airflow communication with the compartment 42 for receiving a portion of the compartment exhaust airflow and is further in airflow communication with the mixer 136 for supplying this portion of the compartment exhaust airflow to the mixer 136. The recirculation fan 144 is configured to increase the pressure of this portion of the compartment exhaust airflow before it reaches the mixer 136. The mixer 136 may be further configured to allow this portion of the compartment exhaust airflow to pass through the recirculation airflow path 142 and return to the compartment inlet airflow before the compartment airflow delivery system 108 supplies this compartment inlet airflow to the compartment 42.

[0044] Still referencing Figure 2 It will be understood that the ECS assembly 100 further includes a cabin exhaust delivery system 110 and a fuel cell assembly 150. The cabin exhaust delivery system 110 is in airflow communication with the cabin 42 of the aircraft 10 for receiving all or part of the cabin exhaust airflow, and is further in airflow communication with the fuel cell assembly 150 for receiving all or part of the cabin exhaust airflow from the cabin exhaust delivery system 110.

[0045] Specifically, it will be understood that the fuel cell assembly 150 generally includes a fuel delivery system 152, an air delivery system, an electrical output 154, and a fuel cell stack 156.

[0046] The air delivery system includes a compartment exhaust delivery system 110, which further includes a fuel cell inlet line 158 and a fuel cell outlet line 160. The fuel cell inlet line 158 is in fluid communication with the compartment 42 and the fuel cell stack 156, and is used to receive compartment exhaust airflow from the compartment 42 and supply such compartment exhaust airflow to the fuel cell stack 156. The fuel cell outlet line 160 is in fluid communication with the fuel cell stack 156, and is used to receive fuel cell exhaust airflow from the fuel cell stack 156.

[0047] Furthermore, in the illustrated embodiment, the air delivery system includes a fuel cell bypass line 162 that fluidly connects the fuel cell inlet line 158 to the fuel cell outlet line 160, bypassing the fuel cell stack 156. A fuel cell bypass valve 164 is in airflow communication with the fuel cell bypass line 162 and is used to regulate the airflow through the fuel cell bypass line 162. Regulating the airflow through the fuel cell bypass line 162 allows for the regulation of one or more operating conditions of the fuel cell assembly 150, as will be discussed in more detail below.

[0048] Furthermore, it will be understood that, for the exemplary embodiments depicted, the fuel cell assembly 150 further includes a humidity regulator 166 in airflow communication with the fuel cell inlet line 158 and the fuel cell outlet line 160. The humidity regulator 166 may be configured to extract water from the fuel cell exhaust gas flow through the fuel cell outlet line 160 and to supply such water to the compartment exhaust gas flow through the fuel cell inlet line 158 upstream of the fuel cell stack 156. Depending on the chemistry of the fuel cell stack 156, it may be desirable to supply the compartment exhaust gas flow to the fuel cell stack 156 at a threshold humidity level.

[0049] In short, it will be understood that the airflow from the fuel cell outlet line 160 of the cabin exhaust delivery system 110 can be further supplied via a turbine 167 connected to the common ECS shaft 130 of the ECS 102. In this way, the ECS 102 can be configured to extract residual energy within the airflow before discharging it, for example, to the surrounding environment.

[0050] The fuel delivery system 152 of the fuel cell assembly 150 generally includes a fuel source 168, a fuel delivery line 170, and a fuel valve 172. The fuel source 168 can be any aviation fuel or hydrogen. The fuel delivery line 170 extends from the fuel source 168 to the fuel cell stack 156, and the fuel valve 172 is in fluid communication with the fuel delivery line 170 for regulating the amount of fuel flowing through the fuel delivery line 170. Regulating the fuel valve 172 allows for the regulation of one or more operating conditions of the fuel cell assembly 150, as will be discussed in more detail below.

[0051] The fuel delivery system 152 further includes a fuel discharge line 174 in fluid communication with the fuel cell stack 156 for receiving the output products of the fuel cell stack 156.

[0052] Although not depicted, fuel cell assembly 150 may include, for example, one or more fuel reformers in flow communication with a fuel delivery system for generating hydrogen-rich gas for fuel cell stack 156.

[0053] The power output 154 is configured to receive power from the fuel cell stack 156 and generally includes a power controller 176. The power controller 176 may include, for example, power electronic devices to convert or regulate the power received from the fuel cell stack 156. For example, the power controller 176 may include a DC / DC converter to convert the received power into a desired current, voltage, or both.

[0054] In addition, now refer to Figure 3 Provided as Figure 2 A schematic diagram of a three-dimensional view of a fuel cell assembly 150 and a fuel cell stack 156.

[0055] The depicted fuel cell stack 156 includes a housing 180 having an outlet side 182 and a side 184 opposite to the outlet side 182, a fuel and air inlet side 186 and a side 188 opposite to the fuel and air inlet side 186, and sides 190 and 192. Sides 190, 188 and 184 are... Figure 3 It is not visible in the 3D image.

[0056] As will be understood, fuel cell stack 156 may include a plurality of fuel cells 202, which are stacked side-by-side from one end of fuel cell stack 156 (e.g., fuel and air inlet side 186) to the other end (e.g., side 188). Therefore, it will be further understood that outlet side 182 includes a plurality of outlets 194, each outlet from a corresponding fuel cell 202 of fuel cell stack 156. During operation, output products 196 are guided out of housing 180 from outlets 194. This will be explained from below. Figure 4 As understood from the description, outlet 194 includes a separate fuel outlet (which may be connected to fuel discharge line 174 (see [link]). Figure 2 (Fluid communication) and air outlet (which can be connected to the fuel cell outlet line 160 of the cabin exhaust delivery system 110 (see) Figure 2 (Fluid connectivity).

[0057] The fuel and air inlet side 186 includes one or more fuel inlets 198 and one or more air inlets 200. Optionally, the one or more inlets 198, 200 may be on the other side of the housing 180. Each of the one or more fuel inlets 198 is fluidly connected to the fuel delivery line 170 of the fuel delivery system 152. Each of the one or more air inlets 200 is fluidly connected to the fuel cell inlet line 158 of the air delivery system.

[0058] Now for reference Figure 4 Provided Figure 3 A close-up schematic diagram of fuel cell 202 in fuel cell stack 156. It will be understood that a fuel cell is an electrochemical device that converts the chemical energy from fuel (such as hydrogen) into electrical energy through an electrochemical reaction between fuel and an oxidant (such as oxygen contained in the atmosphere). Fuel cell systems can be advantageously used as energy supply systems because they can be considered environmentally superior and highly efficient compared to at least some existing systems. As a single fuel cell, such as... Figure 4 The fuel cell 202 depicted in the image may only be able to generate about one (1) volt of electricity. Multiple fuel cells can be stacked together to form a fuel cell stack (such as...). Figure 3 The fuel cell stack 156 generates the desired voltage. Figure 4 The exemplary fuel cell 202 and depicted in Figure 3 Each fuel cell 202 in the fuel cell stack 156 is configured as a proton exchange membrane fuel cell (“PEM fuel cell”), also known as a polymer electrolyte membrane fuel cell. The PEM fuel cell has an operating temperature range and operating temperature-pressure determined to be well-suited for operation under the conditions described herein.

[0059] More specifically, such as Figure 4 As schematically depicted, fuel cell 202 generally includes a cathode side 204, an anode side 206, and an electrolyte layer 208 positioned between the cathode side 204 and the anode side 206. The cathode side 204 generally includes a cathode 210, and the anode side 206 generally includes an anode 212.

[0060] The cathode side 204 includes a cathode inlet 214 and a cathode outlet 216, and the anode side 206 includes an anode inlet 218 and an anode outlet 220. The cathode side 204 of the fuel cell 202, and more specifically, the cathode inlet 214 of the cathode side 204 of the fuel cell 202, is connected to the compartment exhaust delivery system 110, and more specifically... Figure 2 The fuel cell inlet line 158 of the compartment exhaust delivery system 110 is in fluid communication. The cathode outlet 216 is in fluid communication with the fuel cell outlet line 160 of the compartment exhaust delivery system 110. Similarly, the anode side 206 of the fuel cell 202, and more specifically, the anode inlet 218 of the anode side 206 of the fuel cell 202, is in fluid communication with the fuel delivery line 170 of the fuel delivery system 152. The anode outlet 220 is in fluid communication with the fuel discharge line 174 of the fuel delivery system 152.

[0061] Now return to the reference Figure 2 It will be understood that during operation of the ECS component 100, the ECS component 100 can operate the electric motor 118 to compress and regulate the ECS airflow using the initial compressor 116 and the air circulator 114. The ECS component 100 can provide the ECS airflow as cabin inlet airflow to the cabin airflow delivery system 108, and through the cabin airflow delivery system 108 to the cabin 42 of the aircraft 10, thereby providing pressurization and thermal management of the cabin 42 of the aircraft 10.

[0062] The ECS assembly 100 can then supply at least a portion of the compartment exhaust gas flow to the compartment exhaust gas delivery system 110, and via the compartment exhaust gas delivery system 110, to the fuel cell assembly 150. The fuel cell assembly 150 can use the compartment exhaust gas flow, combined with a fuel flow supplied from the fuel delivery system 152, to generate electricity. In this way, the fuel cell assembly 150 can be integrated with the ECS 102 to efficiently generate electricity. More specifically, instead of the ECS 102 venting the compartment exhaust gas flow to the surrounding environment, the compartment exhaust gas flow can be used to generate useful electricity using the fuel cell assembly 150.

[0063] As briefly mentioned above, the fuel cell stack 156 may include multiple PEM fuel cells, such that the fuel cell assembly 150 can be configured as a PEM fuel cell assembly. The compartment exhaust gas flow can be directed towards the use of PEM fuel cells and PEM fuel cell assemblies (such as... Figure 2 The fuel cell assembly 150 depicted in the image (also about...) Figure 3 and Figure 4 The description describes the ideal temperature and pressure for generating electricity. Specifically, the temperature of the chamber exhaust gas flow can be between 60 and 90 degrees Celsius, such as between 70 and 80 degrees Celsius. Furthermore, the pressure of the chamber exhaust gas flow can be between 60 and 100 kPa, such as between 70 and 90 kPa. These conditions are desirable for generating electricity using a PEM fuel cell. Therefore, by using this gas flow, the fuel cell assembly 150 does not require the use of excess power to specifically regulate the gas flow for the fuel cell assembly 150.

[0064] Furthermore, still referencing Figure 2 It will be understood that the fuel cell assembly 150 can be configured to generate electricity to maintain the operation of the ECS 102 of the ECS assembly 100 without requiring an external power source for the ECS assembly 100.

[0065] Specifically, for the depicted embodiment, the motor 118 configured to drive the operation of ECS component 100 as described above defines a maximum power draw. As used herein, the term "maximum power draw" refers to the maximum electrical force required by a particular component during all expected non-failure and non-emergency mode operations of that component.

[0066] Furthermore, for the depicted embodiments, the fuel cell assembly 150 is defined with a maximum rated power. As used herein, the term "maximum rated power" refers to the maximum electrical force that can be generated during expected operating conditions without premature wear or damage to components. For example, maximum rated power could refer to the maximum electrical force that the fuel cell assembly 150 can generate during cruise operation of the aircraft 10 in which the fuel cell assembly 150 is incorporated.

[0067] For the exemplary embodiment depicted, the maximum rated power of the fuel cell assembly 150 is higher than the maximum power consumption of the electric motor 118. In this way, all the power required to operate the ECS 102 can be supplied from the fuel cell assembly 150 to the ECS 102. This allows the ECS assembly 100 to be located within the aircraft 10 away from one or more power sources without requiring a relatively bulky, expensive, and complex electrical communication bus.

[0068] It will be further understood that, in at least some exemplary aspects, depending on how much the maximum rated power of the fuel cell assembly 150 exceeds the maximum power consumption, the fuel cell assembly 150 may be further connected to the power bus 222 of the aircraft 10 to provide excess power to the power bus 222.

[0069] Still referencing Figure 2 It will be understood that the ECS component 100 further includes a controller 250. The controller 250 is operatively in communication with various aspects of the ECS component 100 for controlling certain operations of the ECS component 100. For example, the ECS component 100 may include one or more sensors for sensing various operating conditions. For example, in the depicted embodiment, the ECS component 100 includes a fuel cell sensor 253 configured to sense data indicating various operating parameters of the fuel cell component 150 (e.g., fuel cell stack 156). For example, the fuel cell sensor 253 may be configured to sense data indicating the temperature of the fuel cell stack 156, the pressure of one or more flows to, through, from, or around the fuel cell stack 156, the gas composition of the various flows to, through, from, or around the fuel cell stack 156, etc. Furthermore, the ECS component 100 includes a cabin exhaust airflow sensor 254, which is configured to sense data indicating cabin exhaust airflow through the cabin exhaust delivery system 110 (e.g., cabin exhaust airflow rate, cabin exhaust airflow pressure, cabin exhaust airflow temperature, cabin exhaust airflow gas composition, etc.). Further, the ECS component 100 includes a cabin sensor 256 for sensing data indicating the environment within the cabin 42 (e.g., cabin temperature, cabin gas composition, cabin pressure, etc.).

[0070] In the depicted embodiments, controller 250 is operatively coupled to these sensors 252, 254, 256 and various other components of ECS assembly 100 to control various aspects of ECS assembly 100. For example, in the illustrated embodiment, controller 250 is further operatively in communication with the power controller 176 of fuel cell assembly 150, the electric motor 118 of ECS 102, turbine bypass valve 140, fuel cell bypass valve 164, and fuel valve 172 of fuel cell assembly 150.

[0071] Now for reference Figure 5 Provided Figure 2 A schematic diagram of an exemplary controller 250 of the ECS component 100. As described above, the exemplary controller 250 is configured to receive data sensed from one or more sensors (e.g., sensors 252, 254, 256), and can make control decisions for the ECS component 100, for example, based on the data received from the one or more sensors.

[0072] In one or more exemplary embodiments, Figure 5 The controller 250 depicted may be a standalone controller for the ECS component 100, or alternatively, it may be integrated into one or more other controllers (such as a controller for the ECS component 100 and the aircraft 10 into which it is integrated, e.g., Figure 1 In the aircraft controller (50), etc.

[0073] Referring particularly to the operation of controller 250, in at least some embodiments, controller 250 may include one or more computing devices 252. Computing device 252 may include one or more processors 252A and one or more memory devices 252B. The one or more processors 252A may include any suitable processing means, such as a microprocessor, microcontroller, integrated circuit, logic device, and / or other suitable processing means. The one or more memory devices 252B may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and / or other memory devices.

[0074] One or more memory devices 252B may store information accessible by one or more processors 252A, including computer-readable instructions 252C executable by one or more processors 252A. Instructions 252C may be any set of instructions that, when executed by one or more processors 252A, cause one or more processors 252A to operate. In some embodiments, instructions 252C may be executed by one or more processors 252A to cause one or more processors 252A to operate, such as any operations and functions configured for the controller 250 and / or computing device 252, as described herein for operating the ECS component 100 and / or fuel cell component 150 (e.g., method 280, method 400), and / or any other operations or functions of one or more computing devices 252. Instructions 252C may be software written in any suitable programming language or may be implemented in hardware. Additionally and / or alternatively, instructions 252C may be executed in logically and / or virtually decoupled threads on one or more processors 252A. One or more memory devices 252B may also store data 252D that can be accessed by one or more processors 252A. For example, data 252D may include data indicating power flow, data indicating engine / aircraft 10 operating conditions, and / or any other data and / or information described herein.

[0075] The computing device 252 may also include a network interface 252E for communication, for example, with other components of the ECS component 100, the aircraft 10 incorporating the ECS component 100, etc. For example, in the depicted embodiment, as described above, the ECS component 100 includes one or more sensors for sensing data indicating one or more parameters of the ECS component 100. The controller 250 of the ECS component 100 is operatively coupled to one or more sensors via, for example, the network interface 252E, such that the controller 250 can receive data indicating various operating parameters sensed by the one or more sensors during operation. Further, in the illustrated embodiment, the controller 250 is operatively coupled to various aspects of the ECS component 100 as described above, for example, via the network interface 252E. In this way, the controller 250 can be configured to control various aspects of the ECS component 100 in response to, for example, data sensed by one or more sensors.

[0076] Network interface 252E may include any suitable components for use with one or more network interfaces, including, for example, a transmitter, receiver, port, controller 250, antenna and / or other suitable components.

[0077] The techniques discussed herein refer to computer-based systems, actions taken by computer-based systems, information sent to computer-based systems, and information received from computer-based systems. Those skilled in the art will recognize that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0078] However, it will be understood that, Figure 2 The exemplary ECS component 100 depicted herein is provided by way of example only. In other exemplary embodiments, the ECS component 100 and various aspects thereof may be constructed in any other suitable manner. For example, now referring to Figure 6 A schematic flow diagram of an ECS component 100 according to another exemplary aspect of this disclosure is provided. Figure 6 The exemplary ECS component 100 can be used with Figure 2 The exemplary ECS component 100 is constructed in essentially the same manner. Therefore, the same or similar numbers may refer to the same or similar parts.

[0079] As depicted, ECS assembly 100 generally includes ECS 102 and fuel cell assembly 150. ECS 102 generally includes a compressed air supply 112 and an air circulator 114. The compressed air supply 112 is configured as an initial compressor 116 and an electric motor 118 for driving the initial compressor 116. The air circulator 114 includes an air circulator compressor 126. In the illustrated embodiment, fuel cell assembly 150 is configured to supply fuel from compartment 42 of aircraft 10 (see...). Figure 1 It receives the cabin exhaust airflow through the cabin exhaust delivery system 110.

[0080] However, in the depicted embodiment, the fuel cell assembly 150 is further in airflow communication with the compressor of the ECS 102, and more specifically, with the initial compressor 116 and the air circulator compressor 126 of the ECS 102. For example, the depicted ECS assembly 100 includes an initial compressor discharge line 258 and an air circulator compressor discharge line 260, each in flow communication with a mixer valve 262 of the compartment exhaust delivery system 110. Notably, in the illustrated embodiment, the ECS assembly 100 further includes a first discharge line valve 264 in fluid communication with the initial compressor discharge line 258 and a second discharge line valve 266 in fluid communication with the air circulator discharge line 260. The first discharge line valve 264 and the second discharge line valve 266 are each operatively in communication with the controller 250 of the ECS assembly 100.

[0081] This configuration allows for, for example, greater power generation during certain operating conditions, temperature and flow control of the airflow to the fuel cell assembly 150, etc. Furthermore, if other anti-surge devices (such as a variable diffuser that controls the airflow mechanically compressed at the inlet to pass through the compressor, an added heat valve (AHV) that controls the temperature of the airflow passing through the compressor, etc.) have reached or are approaching their performance limits, one or both of the following: the initial compressor discharge duct 258 (and the first discharge duct valve 264) and the air circulator compressor discharge duct 260 (and the second discharge duct valve 266) can prevent or mitigate surge through the initial compressor 116 and / or the air circulator 114.

[0082] Furthermore, in other exemplary embodiments, the ECS component 100 may be provided with other additional configurations. For example, now referring to... Figure 7 A schematic flowchart of an ECS component 100 according to yet another exemplary aspect of this disclosure is provided. Figure 7 The exemplary ECS component 100 can be used with Figure 2 It is constructed in essentially the same manner as the exemplary ECS component 100 of 6. Therefore, the same or similar numbers may refer to the same or similar parts.

[0083] As depicted, ECS assembly 100 generally includes ECS 102 and fuel cell assembly 150. ECS 102 generally includes a compressed airflow source 112 and an air circulator 114. The compressed airflow source 112 is configured as an initial compressor 116 and an electric motor 118. The air circulator 114 includes an air circulator compressor 126. In the illustrated embodiment, a cabin airflow delivery system 108 is provided in airflow communication with ECS 102 and cabin 42 for providing cabin inlet airflow from ECS 102 to cabin 42. Further, a cabin exhaust delivery system 110 is provided in airflow communication with cabin 42 and fuel cell assembly 150 for providing cabin exhaust airflow from cabin 42 to fuel cell assembly 150. Fuel cell assembly 150 is configured to receive exhaust airflow from cabin 42 of aircraft 10 via cabin exhaust delivery system 110. Figure 1 ) Receive the exhaust airflow from the cabin.

[0084] However, for Figure 7 In an exemplary embodiment, the compartment exhaust delivery system 110 includes a recirculation fan 144 in airflow communication with the compartment exhaust delivery system 110 and a recirculation flow path 142. The recirculation fan 144 is configured to increase the pressure of the airflow passing through it at a location upstream of the fuel cell assembly 150, and the recirculation flow path 142 extends from the compartment exhaust delivery system 110 at a location downstream of the recirculation fan 144. The recirculation airflow path 142 extends from the compartment exhaust delivery system 110 to a mixer 136 of the compartment airflow delivery system 108.

[0085] It is worth noting that, using this exemplary embodiment, the ECS component 100 may further include an exhaust vent (unlabeled) from the compartment 42 to the surrounding environment. Furthermore, although not in Figure 7 As described in the exemplary embodiments, however, the ECS assembly 100 may additionally include a second compartment exhaust delivery system (independent of the compartment exhaust delivery system 110), wherein the separate fuel cell assembly is in airflow communication with it (e.g., Figure 2 Or the embodiment of 6 and Figure 7 (A combination of embodiments).

[0086] Now for reference Figure 8 A flowchart of a method 280 for operating a fuel cell assembly is provided. Method 280 can be used with one or more exemplary fuel cell assemblies 150 (and ECS assembly 100) described above.

[0087] The method includes, at (282), supplying the fuel cell assembly with cabin exhaust airflow from the aircraft cabin via a cabin exhaust delivery system.

[0088] Method 282 further includes, at (284), using the cabin exhaust gas flow to generate electricity using the fuel cell assembly.

[0089] In at least some exemplary aspects, providing the fuel cell assembly with a cabin exhaust flow from the aircraft cabin via a cabin exhaust delivery system at (282) includes providing the cabin exhaust delivery system to the fuel cell assembly at (286) at a temperature between 60 degrees Celsius and 90 degrees Celsius and a pressure between 60 kPa and 100 kPa.

[0090] Method 282 can further incorporate various other aspects of the ECS component 100 described herein, and can perform various other operations that the ECS component 100 described herein is configured to perform.

[0091] Now for reference Figure 9 An ECS component 100 for an aircraft 10 is provided according to another exemplary aspect of this disclosure. Figure 9 The exemplary ECS component 100 can be used in conjunction with the above reference. Figure 2 The exemplary ECS component 100 described is constructed in a similar manner and can be incorporated to... Figure 1 The aircraft 10 is constructed in a manner similar to that of the exemplary aircraft 10.

[0092] For example, an exemplary ECS component 100 generally includes an ECS 102. The ECS 102 generally includes a compressed airflow source 112 and an air circulator 114. In the illustrated embodiment, the compressed airflow source 112 includes an initial compressor 116 and an electric motor 118, the electric motor 118 being driven and coupled to the initial compressor 116. The initial compressor 116 is configured to receive ECS inlet airflow, which may be ram airflow (see example...). Figure 1 The ram airflow 104 is compressed, and the ECS inlet airflow is then compressed. The compressed ECS inlet airflow is then supplied as ECS airflow to the air circulator 114. The schematically depicted air circulator 114 may include an air circulator compressor and an air circulator turbine (not shown, see example...). Figure 2 The air circulator compressor 126 and air circulator turbine 128). The initial compressor 116, the air circulator compressor, and the air circulator turbine can each be connected to a common ECS shaft 130 (see, for example). Figure 2 The ECS shaft 130 is capable of rotating together with the electric motor 118, or more precisely, can be rotated via the electric motor 118. The initial compressor 116 and the air circulator compressor can be collectively referred to as the compressor section of the ECS 102.

[0093] It is worth noting that, as referenced above Figure 2The compressed air source 112 discussed herein may alternatively be configured to receive bleed airflow from the engine. In this configuration, the compressed air source 112 (also referred to herein as an airflow regulator) may include a pressure reducer (e.g., an expansion turbine) to reduce the pressure of the bleed airflow received from the engine.

[0094] Furthermore, in the described embodiment, ECS component 100 includes a compartment airflow delivery system 108 in airflow communication with ECS 102 for receiving compartment inlet airflow from ECS 102 and supplying it to compartment 42 of the aircraft 10 (see [link]). Figure 1 This provides the cabin inlet airflow. At least a portion of the cabin exhaust airflow from cabin 42 of aircraft 10 can be recirculated through recirculation airflow path 142 and provided back to the mixer in airflow communication with cabin airflow delivery system 108. In the illustrated embodiment, recirculation fan 144 is positioned in airflow communication with recirculation airflow path 142 to increase the pressure of the airflow passing through recirculation airflow path 142.

[0095] Further, in the described embodiments, ECS assembly 100 additionally includes fuel cell assembly 150. Fuel cell assembly 150 is electrically connected to ECS 102 for providing power to ECS 102. More specifically, in the described embodiments, fuel cell assembly 150 includes fuel cell stack 156 and power output 154, which is electrically connected to fuel cell stack 156 and further electrically connected to electric motor 118 of ECS 102. In the depicted embodiments, fuel cell assembly 150 includes power controller 176. Power controller 176 may include, for example, power electronic devices to convert or regulate the power received from fuel cell stack 156. For example, power controller 176 may include a DC / DC converter to convert the received power into a desired current, voltage, or both.

[0096] Furthermore, in the described embodiment, the fuel cell assembly 150 includes a fuel source 168 configured to supply a fuel flow to the fuel cell stack 156, and further includes a fuel discharge line 174.

[0097] Furthermore, in the described embodiments, the fuel cell stack 156 is configured to receive airflow from the ECS 102. More specifically, the ECS assembly 100 further includes a cabin exhaust delivery system 110 in airflow communication with the cabin 42 of the aircraft 10 for receiving cabin exhaust airflow from the cabin 42 of the aircraft 10. In the depicted embodiments, the fuel cell assembly 150, and more specifically, the fuel cell stack 156 of the fuel cell assembly 150, is in airflow communication with the cabin exhaust delivery system 110 for receiving at least a portion of the cabin exhaust airflow from the cabin 42 of the aircraft 10. In the depicted embodiments, the ECS assembly 100 includes a fuel cell bypass line 162 in airflow communication with the cabin exhaust delivery system 110, allowing at least a portion of the cabin exhaust airflow to bypass the fuel cell stack 156 of the fuel cell assembly 150. The fuel cell assembly 150 further includes a fuel cell bypass valve 164 in airflow communication with the fuel cell bypass line 162 to, for example, facilitate control of airflow to the fuel cell stack 156 of the fuel cell assembly 150.

[0098] However, it will be understood that in other exemplary embodiments of this disclosure, the fuel cell assembly 150 may be in airflow communication with the ECS 102 in any other suitable manner. For example, as depicted in dashed lines, in other exemplary embodiments, the fuel cell stack 150-1 of the fuel cell assembly may be in airflow communication with the recirculation airflow path 142 for receiving recirculated airflow from the compartment 42 upstream of the mixer 136. Additionally or alternatively, in other exemplary embodiments, as also depicted in dashed lines, the fuel cell stack 150-2 of the fuel cell assembly may be in airflow communication with the compressor section of the ECS 102 for receiving pressurized airflow from the ECS 102. Furthermore, in other exemplary embodiments, the fuel cell stack 150-3 of the fuel cell assembly may not be in airflow communication with the ECS 102, and as again depicted in dashed lines, the fuel cell assembly 150 may include a fuel cell stack configured to receive airflow from an airflow source 268 separate from the ECS 102.

[0099] Still referencing Figure 9 It will be understood that the ECS assembly 100 further includes a controller 250 operatively connected to the fuel cell assembly 150. More specifically, the controller 250 may be operable to modify the operating conditions of the fuel cell assembly 150. In particular, the controller 250 may be operatively connected to a fuel source 168 of the fuel cell assembly 150 to control the fuel flow to the fuel cell stack 156, and may be operatively connected to an air source of the fuel cell assembly 150 to control the airflow to the fuel cell stack 156 (e.g., in...). Figure 9In one embodiment, the controller 250 is operably connected to the fuel cell bypass valve 164 and may be operably connected to the power output 154 of the fuel cell assembly 150 (e.g., power controller 176) to control the power output (e.g., current output) of the fuel cell stack 156, etc.

[0100] As will be understood, in this way, controller 250 may be operable to modify the fuel cell temperature of fuel cell assembly 150, the current output of fuel cell assembly 150, the fuel utilization rate of fuel cell assembly 150, the air utilization rate of fuel cell assembly 150, or any combination thereof.

[0101] like Figure 9 It is also described, and will be understood, that controller 250 may be configured to receive data from source 270 outside of ECS component 100. Source 270 may be, for example, the aircraft controller 50 of aircraft 10 incorporating ECS ​​component 100 (see [reference]). Figure 1 ), ground data sources, etc.

[0102] Specifically, in the depicted embodiment, controller 250 is operatively connected to fuel cell assembly 150, and more specifically, is operatively operable to regulate the electrical power generated by fuel cell assembly 150 and supplied to ECS 102 (from fuel cell assembly 150) based on load forecast data from an ECS load forecasting module of controller 250. The load forecast data can indicate the anticipated electrical load that ECS 102 will require. In this way, controller 250 can allow fuel cell assembly 150 to generate and supply the electrical power that ECS 102 will require over a future period. This can reduce or eliminate the hysteresis between the power generated by fuel cell assembly 150 and the power required for ECS 102 to operate in the desired manner.

[0103] Specifically, now for reference Figure 10 A schematic diagram of an ECS component 100 according to an exemplary aspect of this disclosure is provided. Figure 10 The ECS component 100 can be used in conjunction with the above reference. Figure 9The exemplary ECS component 100 described is constructed in a similar manner. For example, as depicted, ECS component 100 generally includes an ECS 102, a fuel cell assembly 150, and a controller 250. The fuel cell assembly 150 is electrically connected to the ECS 102 for providing power 300 to the ECS 102. The controller 250 is operatively connected to the fuel cell assembly 150 for providing operating condition commands 302 to the fuel cell assembly 150. The controller 250 is generally configured to receive one or more load prediction factors 304. Furthermore, for the depicted embodiment, the controller 250 may be configured to receive commands 306, such as those from the aircraft controller 50 (see [link to documentation]). Figure 1 Command 306 is a command to operate the fuel cell assembly 150 in a prescribed manner in response to the operating conditions of the aircraft 10 (e.g., taxiing, takeoff, climb, cruise, descent, etc.). For example, command 306 could be a command to operate the fuel cell assembly 150 at a power level appropriate to the operating conditions of the aircraft 10.

[0104] Controller 250 is configured to receive one or more load forecasting factors 304 and determine load forecasting data. Based on the load forecasting data, controller 250 is configured to send a signal to fuel cell assembly 150 to control the electrical power generated by fuel cell assembly 150 (operating condition command 302). Fuel cell assembly 150 is configured to operate according to operating condition command 302 and provide power 300 to ECS 102. ECS assembly 100 is further configured to provide a feedback signal 310 indicative of the operating conditions of ECS 102 back to controller 250. Feedback signal 310 may be received by controller 250, and controller 250 may modify the operating condition command 302 sent to fuel cell assembly 150 in response to feedback signal 310 indicative of the actual operating conditions of ECS 102. In particular, ECS assembly 100 includes ECS sensor 312, which is configured to sense data provided to controller 250 as feedback signal 310.

[0105] Feedback signals 316 indicating one or more operating conditions of the fuel cell assembly 150 are provided to the controller 250. The feedback signals 316 can be received by the controller 250, and the controller 250 can modify the operating condition command 302 sent to the fuel cell assembly 150 in response to the feedback signals 316 indicating the actual operating conditions of the fuel cell assembly 150. Specifically, the fuel cell assembly 150 further includes a fuel cell assembly sensor 314 configured to sense data indicating one or more operating conditions of the fuel cell assembly 150, which is provided to the controller 250 as feedback signals 316.

[0106] Data sensed by ECS sensor 312 indicating the operating conditions of ECS 102 may include, for example, the rotational speed of one or more components of ECS 102, and the information provided to the cabin 42 of the aircraft 10 (see [reference]). Figure 1 The temperature of the airflow, supplied to the cabin 42 of the aircraft 10 (see...) Figure 1 Data such as the flow rate of the airflow.

[0107] Data sensed by fuel cell sensor 314 indicating the operating conditions of fuel cell assembly 150 may include data indicating, for example, the temperature, humidity, flow rate, pressure, current, and voltage of fuel cell assembly 150.

[0108] In this way, it will be understood that the controller 250 can be operable to regulate the electrical power generated by the fuel cell assembly 150 and supplied to the ECS 102 based on a feedback control scheme, a feedforward control scheme, or both. As used herein, the term "feedback control scheme" refers to a system that tends to maintain a prescribed relationship between one system variable and another by comparing functions of these variables and using the difference as a control means. Furthermore, as used herein, the term "feedforward control scheme" refers to a system that directs a control signal from a source in its external environment to a load elsewhere in its external environment.

[0109] More specifically, in the illustrated embodiment, the controller 250 is operable to regulate the electrical power generated by the fuel cell assembly 150 and supplied to the ECS 102 based on a feedback control scheme.

[0110] More specifically, now refer to Figure 11 A schematic diagram is provided depicting a controller 250 of an ECS component 100 according to an exemplary aspect of this disclosure. The controller 250 and the ECS component 100 can be configured in accordance with, for example, the above references. Figure 9 and 10 One or more of the controller 250 and ECS component 100 described are constructed in a similar manner.

[0111] Specifically, it will be understood that controller 250 generally includes ECS load prediction module 320. Further, controller 250 is configured to receive data from one or more external sources and is configured to provide such data to ECS load prediction module 320 to generate load prediction data 322 for ECS 102. Load prediction data 322 for ECS 102 may include data indicating the expected electrical load of ECS 102, as further described below. For example, in the depicted embodiment, ECS load prediction module 320 is configured to receive one or more load prediction factors 304.

[0112] The ECS load forecasting module 320 can use load forecasting factors 304 to determine load forecasting data 322. Specifically, in the depicted embodiment, the ECS load forecasting module 320 includes a load forecasting model 324, which may include, for example, one or more data-driven models (such as neural networks, fuzzy logic, lookup tables, or any combination thereof). The ECS load forecasting module 320 can receive load forecasting factors 304 and can use the load forecasting model 324 and load forecasting factors 304 to determine the load forecasting data 322 for the ECS 102.

[0113] One or more load forecasting factors 304 may be, for example, an aircraft 10 incorporating an ECS component 100 with a controller 250 (see example...). Figure 1 The number of passengers refers to the number of passengers determined (or estimated) on board aircraft 10 for the current or subsequent flight operations. Figure 1 The number of passengers on board. In this way, the ECS load prediction module 320 can use the number of passengers on the aircraft 10 (see [reference]). Figure 1 The load forecast data 322 for ECS 102 is determined based on the number of passengers. As will be understood from the description above, ECS 102 is operable to direct traffic to cabin 42 of aircraft 10 (see...). Figure 1 The system provides airflow to maintain the cabin 42 of the aircraft 10 at the desired pressure and temperature during flight operations. The primary actuator for the required airflow and thermal control quantity of the cabin 42 during a specific flight operation is the number of passengers carried by the aircraft 10 during that specific flight operation. Therefore, by receiving this information, the ECS load prediction module 320, and more specifically, the load prediction model 324 of the ECS load prediction module 320, can be operable to determine relatively accurately the operating characteristics of the ECS 102 that will be needed during flight operations, and thus, based on the determined operating characteristics during flight operations, determine the electrical power required to support the operation of the ECS 102.

[0114] It is worth noting that load prediction factor 304 may further include features for, for example, aircraft 10 (see...). Figure 1 The load forecasting factor 304 may include weather forecast data for the flight operations of the aircraft 10. For example, if the ambient temperature is higher or lower than the baseline temperature, this may affect the amount of thermal control required for the cabin 42 of the aircraft 10 during flight operations. Furthermore, the load forecasting factor 304 may further include historical data, such as historical data on the flight operations of the aircraft 10. Historical data may further influence the load forecasting data 322 generated by the ECS load forecasting module 320.

[0115] The ECS load prediction module 320 is configured to provide load prediction data 322 to the operating condition generator module 326 of the controller 250. The operating condition generator module 326 is configured to determine the operating condition command 302 of the fuel cell assembly 150 in response to or based on the load prediction data 322 determined by the ECS load prediction module 320. Figure 11 (Centered in the middle, “FC operating conditions”). The operating condition command 302 is provided from the controller 250 to the fuel cell assembly 150 so that the fuel cell assembly 150 can operate in a desired manner to generate and supply the power 300 required to maintain the operation of the ECS 102, as anticipated by the ECS load prediction module 320.

[0116] It is worth noting that, for the depicted embodiment, the controller 250 further includes an objective function module 328. The objective function module 328 can be operable among one or more of the following objective functions 330: maximum efficiency, maximum power output, maximum component life, and minimum emission output. The objective function module 328 is operatively in communication with the operating condition generator module 326. Based on the selected objective function 330, the objective function module 328 can influence the value of the operating condition command 302 generated by the operating condition generator module 326 to achieve the selected objective function 330.

[0117] The controller 250 is further configured to receive data from the instruction command 306. For example... Figure 10 As described in the embodiments, command 306 may be based on, for example, aircraft 10 (see...). Figure 1 The operating conditions of command 306 indicate the baseline power output of fuel cell assembly 150. In this case, data from command 306 can be received by operating condition generator module 326. Alternatively or additionally, command 306 may be a command to select objective function 330 of objective function module 328. In this case, data from command 306 can be received by objective function module 328.

[0118] Furthermore, in the depicted embodiment, the controller 250 is configured to receive feedback data 332. The feedback data 332 may be feedback data from the ECS 102, such as the operating conditions of the ECS 102 (see, for example...). Figure 10 (Feedback signal 310 and ECS sensor 312). More specifically, for the depicted embodiment, the operating condition generator module 326 is configured to receive feedback data 332. The feedback data 332 can affect the value of the operating condition command 302 generated by the operating condition generator module 326.

[0119] Using load forecasting factor 304 and, for example, load forecasting model 324, ECS load forecasting module 320 can define the expected forecast time at least two minutes and at most five hours in advance. For example, the expected forecast time can be at least five minutes and at most one hour in advance. In this way, controller 250 can be operable to ensure that fuel cell assembly 150 operates in a desired manner to generate and supply the power 300 required to sustain the operation of ECS 102, as anticipated by ECS load forecasting module 320.

[0120] Therefore, it will be understood that, for Figure 11 The exemplary controller 250 depicted herein, in order to regulate the electrical power generated by the fuel cell assembly 150 and supplied to the ECS 102, is operable to modify the operating conditions of the fuel cell assembly 150 by providing an operating condition command 302 to the fuel cell assembly 150. In this way, the ECS assembly 100 can be able to provide the desired electrical power to the ECS 102 to allow the ECS 102 to operate at a desired output level, although the response of the fuel cell assembly 150 is lag-dependent compared to changes in the power demand of the ECS 102 during and across certain operating conditions. This allows the ECS assembly 100 to be powered solely by the fuel cell assembly 150, without the need for an additional power source electrically connected to the ECS 102 during the operation of the aircraft 10.

[0121] Now, a brief reference. Figure 12 The method 400 for operating the ECS components of an aircraft is provided. The method 400 can be used with one or more exemplary ECS components 100 described above.

[0122] Method 400 includes (402) determining ECS ​​load forecast data for the ECS component. Determining the ECS load forecast data for the ECS at (402) includes (404) receiving data from a source outside the ECS component. The data received at (404) may include the number of passengers during the flight operation (i.e., the number of passengers on board the aircraft during the flight operation). In at least some exemplary aspects, determining the ECS load forecast data for the ECS at (402) includes (406) using the controller's ECS load forecast module to determine the ECS load forecast data.

[0123] Method 400 further includes, at (408), controlling the fuel cell assembly electrically connected to the ECS to regulate the electrical power generated by the fuel cell assembly and supplied to the ECS in response to ECS load prediction data determined at (402).

[0124] Furthermore, for an exemplary aspect of the depicted method 400, method 400 further includes, at (410), providing all the power consumed by the ECS during flight operation from the fuel cell assembly. Flight operation may include the entire flight envelope of the aircraft. Alternatively, flight operation may include a segment of the flight envelope, such as the takeoff portion, climb portion, cruise portion, descent portion, etc.

[0125] Method 400 may further incorporate various other aspects of the ECS component 100 described herein, and may perform various other operations that the ECS component 100 described herein is configured to perform.

[0126] Further details are provided by the following topics:

[0127] An environmental control system assembly for an aircraft, the assembly comprising: an environmental control system; a cabin airflow delivery system airflow communication with the environmental control system for receiving cabin inlet airflow from the environmental control system; a cabin exhaust delivery system configured to be airflow communication with the cabin airflow of the aircraft when the environmental control system assembly is installed in the aircraft for receiving cabin exhaust airflow; and a fuel cell assembly airflow communication with the cabin exhaust delivery system for receiving the cabin exhaust airflow.

[0128] The component described in any of the foregoing clauses, wherein the cryogenic fuel cell component is a polymer exchange membrane fuel cell component.

[0129] According to any of the foregoing provisions, the fuel cell assembly includes a fuel cell having an anode and a cathode, and the cathode of the fuel cell is in airflow communication with the compartment exhaust delivery system for receiving the compartment exhaust airflow.

[0130] According to any of the foregoing provisions, the environmental control system includes an airflow regulator and an air circulator, and the environmental control system component further includes a mixer.

[0131] According to any of the foregoing provisions, the airflow regulator is configured to receive ambient airflow, bleed airflow from the engine, or both.

[0132] According to any of the foregoing provisions, the environmental control system further includes an electric motor drivenly coupled to the compressor and the air circulator, wherein the electric motor defines a maximum power consumption, wherein the fuel cell assembly defines a maximum rated power, and wherein the maximum rated power is higher than the maximum power consumption.

[0133] According to any of the foregoing provisions, wherein the fuel cell assembly is electrically connected to the electric motor of the environmental control system for supplying power to the electric motor of the environmental control system.

[0134] According to any of the foregoing provisions, the environmental control system includes a compressor and an air circulator, and the environmental control system component further includes a mixer, wherein the mixer is in airflow communication with the cabin airflow delivery system, and the environmental control system component further includes a recirculated airflow path extending from the cabin to the mixer.

[0135] The component according to any of the foregoing clauses further includes: a recirculation fan, the recirculation fan being in airflow communication with the compartment exhaust delivery system, the recirculation airflow path, or both, for increasing the pressure of the airflow passing through therein.

[0136] An aircraft includes: a body comprising a fuselage and one or more wings, the fuselage defining a compartment; and an environmental control system assembly located within the body of the aircraft, the environmental control system assembly comprising: an environmental control system; a compartment airflow delivery system in airflow communication with the environmental control system for receiving compartment inlet airflow from the environmental control system; a compartment exhaust delivery system configured to be in airflow communication with the compartment of the aircraft for receiving compartment exhaust airflow; and a fuel cell assembly in airflow communication with the compartment exhaust delivery system for receiving the compartment exhaust airflow.

[0137] In any of the foregoing provisions, the fuel cell assembly of the aircraft is a polymer exchange membrane fuel cell assembly.

[0138] In any of the foregoing provisions, the aircraft wherein the fuel cell assembly comprises a fuel cell having an anode and a cathode, and wherein the cathode of the fuel cell is in airflow communication with the cabin exhaust delivery system for receiving the cabin exhaust airflow.

[0139] The aircraft according to any of the foregoing provisions, wherein the environmental control system includes a compressor, an air circulator, and an electric motor, the electric motor being drivenly coupled to the compressor and the air circulator.

[0140] The aircraft according to any of the foregoing provisions, wherein the electric motor defines a maximum power consumption, wherein the fuel cell assembly defines a maximum rated power, and wherein the maximum rated power is higher than the maximum power consumption.

[0141] In any of the foregoing provisions, the aircraft wherein the fuel cell assembly is electrically connected to the electric motor of the environmental control system for supplying power to the electric motor of the environmental control system.

[0142] The aircraft according to any of the foregoing provisions, wherein the environmental control system includes a compressor and an air circulator, and wherein the environmental control system component further includes a mixer, wherein the mixer is in airflow communication with the cabin airflow delivery system, and wherein the environmental control system component further includes a recirculated airflow path extending from the cabin to the mixer.

[0143] A method of operating a fuel cell assembly includes: supplying a cabin exhaust airflow from a cabin of an aircraft to the fuel cell assembly via a cabin exhaust delivery system; and using the cabin exhaust airflow to generate electricity from the fuel cell assembly.

[0144] The method according to any of the foregoing provisions, wherein the cabin exhaust gas flow from the cabin of the aircraft is provided to the fuel cell assembly via the cabin exhaust delivery system comprises providing the cabin exhaust delivery system to the fuel cell assembly at a temperature between 60 degrees Celsius and 90 degrees Celsius and at a pressure between 60 kPa and 100 kPa.

[0145] The method described under any of the foregoing clauses further includes: providing at least a portion of the generated power to the environmental control system of the aircraft.

[0146] The method described under any of the foregoing clauses further includes: providing all the power consumed by the environmental control system during the flight operation of the aircraft from the fuel cell assembly.

[0147] An environmental control system component for an aircraft, the component comprising: an environmental control system; a fuel cell assembly electrically connected to the environmental control system for providing power to the environmental control system; and a controller operatively connected to the fuel cell assembly, the controller being operable to regulate the electrical power generated by the fuel cell assembly and provided to the environmental control system based on load forecast data from an ECS load forecasting module of the controller.

[0148] According to any of the components described in the foregoing clauses, wherein the ECS load forecasting module determines the load forecasting data based on the number of passengers of the aircraft, weather forecast data, historical data, or a combination thereof.

[0149] According to any of the components described in the foregoing clauses, wherein the ECS load forecasting module determines the load forecasting data based on the number of passengers in the aircraft.

[0150] According to any of the components described in the foregoing clauses, the ECS load forecasting module is defined to provide an expected forecast time of at least five minutes and at most one hour in advance.

[0151] According to any of the foregoing terms, the ECS load forecasting module includes a load forecasting model.

[0152] According to any of the foregoing provisions, wherein the environmental control system is in communication with the cabin airflow of the aircraft, and wherein the fuel cell assembly is in communication with the cabin airflow of the aircraft for receiving cabin exhaust airflow from the cabin.

[0153] According to any of the foregoing provisions, the environmental control system includes a compressor section, and the fuel cell assembly is in airflow communication with the compressor section of the environmental control system for receiving pressurized airflow from the environmental control system.

[0154] According to any of the foregoing provisions, the controller further includes an objective function module, and the controller is operable to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system, at least in part based on the objective function module.

[0155] According to any of the foregoing clauses, the objective function module is operable among one or more objective functions selected from the following objective functions: maximum efficiency, maximum power output, maximum component life, and minimum emission output.

[0156] According to any of the foregoing provisions, in order to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system, the controller is operable to modify the operating conditions of the fuel cell assembly.

[0157] According to any of the foregoing clauses, the operating conditions include fuel cell temperature, current output, fuel utilization rate, air utilization rate, or a combination thereof.

[0158] According to any of the foregoing clauses, the controller is operable to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system based on feedback control schemes and feedforward control schemes.

[0159] A method for operating an environmental control system component of an aircraft, the method comprising: determining ECS ​​load prediction data for an environmental control system of the environmental control system component; and controlling a fuel cell component electrically connected to the environmental control system to regulate electrical power generated by the fuel cell component and supplied to the environmental control system in response to the determined ECS load prediction data.

[0160] The method according to any of the foregoing provisions, wherein determining the ECS load prediction data for the environmental control system includes receiving data from a source external to the environmental control system components.

[0161] According to any of the foregoing provisions, determining the ECS load prediction data for the environmental control system includes receiving data indicating the number of passengers for flight operations of the aircraft.

[0162] According to any of the foregoing provisions, determining the ECS load forecast data for the environmental control system includes using an ECS load forecasting module to determine the ECS load forecast data for the environmental control system.

[0163] The method according to any of the foregoing clauses, wherein determining the ECS load forecast data for the environmental control system using the ECS load forecasting module includes using load forecasting factors and utilizing the load forecasting model of the ECS load forecasting module to determine the ECS load forecast data for the environmental control system.

[0164] According to any of the foregoing provisions, the method for determining the ECS load forecast data of the environmental control system for the environmental control system components includes determining the ECS load forecast data based on the number of passengers of the aircraft, weather forecast data, historical data, or a combination thereof.

[0165] According to any of the foregoing provisions, the method wherein determining the ECS load forecast data for the environmental control system components includes determining the ECS load forecast data based on the number of passengers on the aircraft.

[0166] According to any of the foregoing provisions of the method, wherein the environmental control system is in airflow communication with the cabin of the aircraft, and wherein the fuel cell assembly is in airflow communication with the environmental control system, the cabin of the aircraft, or both.

[0167] According to any of the foregoing provisions, the fuel cell assembly includes a fuel cell in direct airflow communication with the compressor of the environmental control system.

[0168] This written description uses examples to disclose this disclosure, including best practices, and also enables any person skilled in the art to practice this disclosure, including making and using any device or system and methods of making any combination. The patent scope of this disclosure is defined by the claims, but may include other examples that would occur to a person skilled in the art. Such other examples are intended to fall within the scope of the claims if they include structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. An environmental control system component for an aircraft, characterized in that, The components include: Environmental control system; A fuel cell assembly, electrically connected to the environmental control system, for providing power to the environmental control system; and A controller operatively connected to the fuel cell assembly, the controller being operable to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system based on load forecast data from the ECS load forecasting module of the controller; The controller drives the thermal control amount required for the cabin of the aircraft based on the number of passengers, and the ECS load prediction module uses one or more external data, including the number of passengers, to determine the load prediction data; The number of passengers referred to here means the number of passengers determined or estimated on the aircraft for the current or subsequent flight operations.

2. The component according to claim 1, characterized in that, The ECS load prediction module determines the load prediction data based on the number of passengers on the aircraft, weather forecast data, historical data, or a combination thereof.

3. The component according to claim 1, characterized in that, The ECS load prediction module determines the load prediction data based on the number of passengers on the aircraft.

4. The component according to claim 1, characterized in that, The ECS load prediction module is defined to provide an expected prediction time of at least five minutes and at most one hour in advance.

5. The component according to claim 1, characterized in that, The ECS load forecasting module includes a load forecasting model.

6. The component according to claim 1, characterized in that, The environmental control system is in communication with the cabin airflow of the aircraft, and the fuel cell assembly is in communication with the cabin airflow of the aircraft for receiving cabin exhaust airflow from the cabin.

7. The component according to claim 1, characterized in that, The environmental control system includes a compressor section, and the fuel cell assembly is in airflow communication with the compressor section of the environmental control system for receiving pressurized airflow from the environmental control system.

8. The component according to claim 1, characterized in that, The controller further includes an objective function module, and the controller is operable to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system, at least in part, based on the objective function module.

9. The component according to claim 8, characterized in that, The objective function module is operable among one or more objective functions selected from the following: maximum efficiency, maximum power output, maximum component life, and minimum emissions output.

10. The component according to claim 1, characterized in that, The controller is operable to modify the operating conditions of the fuel cell assembly, thereby regulating the electrical power generated by the fuel cell assembly and supplied to the environmental control system.

11. The component according to claim 10, characterized in that, The operating conditions mentioned above include fuel cell temperature, current output, fuel utilization rate, air utilization rate, or a combination thereof.

12. The component according to claim 1, characterized in that, The controller is operable to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system based on feedback control and feedforward control schemes.

13. A method for operating an environmental control system component of an aircraft, characterized in that, The method includes: Determine the ECS load prediction data for the environmental control system components used in the environmental control system; and Control the fuel cell assembly electrically connected to the environmental control system to regulate the electrical power generated by the fuel cell assembly and supplied to the environmental control system in response to determined ECS load prediction data; The ECS load forecast data is determined using one or more external data sources, including passenger numbers. The number of passengers is also used to determine the thermal control parameters required to power the aircraft's cabins; and The number of passengers referred to here means the number of passengers determined or estimated on the aircraft for the current or subsequent flight operations.

14. The method according to claim 13, characterized in that, The ECS load prediction data used for the environmental control system includes data received from sources outside the environmental control system components.

15. The method according to claim 13, characterized in that, The determination of the ECS load prediction data for the environmental control system includes receiving data on the number of passengers indicating the flight operations of the aircraft.

16. The method according to claim 13, characterized in that, The determination of the ECS load prediction data for the environmental control system includes using the ECS load prediction module to determine the ECS load prediction data for the environmental control system.

17. The method according to claim 16, characterized in that, The determination of ECS load forecast data for the environmental control system using the ECS load forecast module includes using load forecasting factors and the load forecasting model of the ECS load forecast module to determine the ECS load forecast data for the environmental control system.

18. The method according to claim 13, characterized in that, The ECS load forecast data for the environmental control system components used in the environmental control system are determined based on the number of passengers on the aircraft, weather forecast data, historical data, or a combination thereof.

19. The method according to claim 13, characterized in that, The determination of the ECS load forecast data for the environmental control system components includes determining the ECS load forecast data based on the number of passengers on the aircraft.

20. The method according to claim 13, characterized in that, The environmental control system is in airflow communication with the cabin of the aircraft, and the fuel cell assembly is in airflow communication with the environmental control system, the cabin of the aircraft, or both.

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