An aircraft environmental control system, an aircraft power system, and an aircraft

Abstract

The embodiments of the present disclosure provide an aircraft environmental control system, an aircraft power system and an aircraft. The aircraft environmental control system, the aircraft power system and the aircraft comprise a first compressor, an intercooler, a second compressor, a primary dispersing device, a regenerator, a first condenser, a water separator, a first turbine, a second turbine, a third turbine, a second condenser and a third condenser, wherein the first compressor, the intercooler, the second compressor, the primary dispersing device, the hot side of the regenerator, the hot side of the first condenser, the water separator, the cold side of the regenerator, the first turbine, the cold side of the first condenser, the second turbine and the aircraft cabin are sequentially communicated to form a fresh air branch; the intercooler, the primary dispersing device, the third turbine, the second condenser, the third condenser and the intercooler are sequentially communicated to form a Rankine cycle branch; wherein the output shaft of the third turbine is connected with the second compressor to drive the second compressor to operate. Through the processing scheme of the present disclosure, the energy efficiency of the system can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft power technology, in particular to an aircraft environmental control system, an aircraft power system and an aircraft. BACKGROUND

[0002] The aircraft environmental control system is an important system for ensuring the safety and comfort of the aircraft passengers, and can simultaneously realize the regulation of pressure, temperature and humidity. At present, the environmental control system of most aircrafts adopts an air circulation refrigeration scheme, and uses engine bleed air as the power source of the system and ram air as the heat dissipation heat sink of the system. However, the environmental control system is one of the most energy-consuming airborne systems, and using engine bleed air will bring great compensation loss. The ratio of the power consumption for driving the environmental control system to the heat load of the environmental control system can reach 10:1. It is very important to improve the system operation efficiency and reduce the system compensation as much as possible under the condition of meeting the environmental control requirements. SUMMARY

[0003] Therefore, the present application provides an aircraft environmental control system, an aircraft power system and an aircraft, which at least partially solve the problems in the prior art.

[0004] In a first aspect, the present application provides an aircraft environmental control system, comprising a first compressor, an intercooler, a second compressor, a primary heat rejection device, a regenerator, a first condenser, a water separator, a first turbine, a second turbine, a third turbine, a second condenser and a third condenser,

[0005] The first compressor, the intercooler, the second compressor, the primary heat rejection device, the hot side of the regenerator, the hot side of the first condenser, the water separator, the cold side of the regenerator, the first turbine, the cold side of the first condenser, the second turbine and the aircraft cabin are sequentially communicated to form a fresh air branch;

[0006] The intercooler, the primary heat rejection device, the third turbine, the second condenser, the third condenser and the intercooler are sequentially communicated to form a Rankine cycle branch;

[0007] The output shaft of the third turbine is connected with the second compressor to drive the second compressor to operate.

[0008] According to a specific implementation mode of the present application, the aircraft environmental control system further comprises a fourth turbine, the aircraft cabin, the cold side of the second condenser and the fourth turbine are sequentially communicated to form an exhaust air branch, and the output shaft of the fourth turbine is connected with the first compressor to drive the first compressor to operate.

[0009] According to a specific implementation mode of the present application, the aircraft environmental control system further comprises a filter, a return air fan and a mixer, and the second turbine is communicated with the aircraft cabin through the mixer.

[0010] The aircraft cabin, the filter, the return air fan and the inlet of the mixer are sequentially communicated to form a return air branch, wherein the output shaft of the second turbine is connected with the return air fan to drive the return air fan to operate.

[0011] According to a specific implementation manner of the embodiment of the present disclosure, the aircraft environmental control system further comprises a generator, and the output shaft of the first turbine is connected with the generator to drive the generator to operate and output electric energy.

[0012] According to a specific implementation manner of the embodiment of the present disclosure, the aircraft environmental control system further comprises a driving pump, and the driving pump is arranged in the Rankine cycle branch and is used to drive the working medium to flow in the Rankine cycle branch.

[0013] According to a specific implementation manner of the embodiment of the present disclosure, the working medium is an organic working medium or the working medium is carbon dioxide.

[0014] According to a specific implementation manner of the embodiment of the present disclosure, the aircraft environmental control system further comprises a fuel tank, an engine, a ring diffusion device, the fuel tank, the third condenser, the combustion chamber of the engine, the ring diffusion device and the fuel tank are sequentially communicated to form a fuel branch.

[0015] In the second aspect, the embodiment of the present disclosure provides an aircraft power system, comprising the aircraft environmental control system according to any one of the foregoing embodiments of the first aspect.

[0016] In the third aspect, the embodiment of the present disclosure provides an aircraft, comprising the aircraft power system according to the foregoing embodiments of the second aspect.

[0017] The aircraft environmental control system in the embodiment of the present disclosure, the first compressor, the intercooler, the second compressor, the primary diffusion device, the hot side of the regenerator, the hot side of the first condenser, the water separator, the cold side of the regenerator, the first turbine, the cold side of the first condenser, the second turbine and the aircraft cabin are sequentially communicated to form a fresh air branch; and the intercooler, the primary diffusion device, the third turbine, the second condenser, the third condenser and the intercooler are sequentially communicated to form a Rankine cycle branch. According to the scheme of the present disclosure, in the case of meeting the environmental control requirements, the mechanical energy output by the third turbine in the Rankine cycle is used to drive the second compressor in the fresh air branch, thereby replacing the engine bleed air as the power source of the fresh air branch, and the energy efficiency of the system is improved. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1This is a schematic diagram of the environmental control system of B787 disclosed in prior art 1;

[0020] Figure 2 This is a schematic diagram of the F-22's environmental control system as disclosed in prior art 2;

[0021] Figure 3 A schematic diagram of a two-wheel booster air circulation refrigeration system that utilizes cabin exhaust to perform work, as disclosed in prior art 3;

[0022] Figure 4 A schematic diagram of a cabin return air system driven by exhaust pressurization in an aircraft cabin, as disclosed in prior art 3;

[0023] Figure 5 A schematic diagram of a cabin exhaust recirculation system disclosed in prior art 3;

[0024] Figure 6 A schematic diagram of a novel aircraft environmental control system using the organic Rankine cycle, as disclosed in prior art 3;

[0025] Figure 7 This is a schematic diagram of an aircraft environmental control system provided in the first aspect of this disclosure.

[0026] Figure label:

[0027] 100. Aircraft Environmental Control System; 1. First Compressor; 2. Intercooler; 3. Second Compressor; 4. Primary Dispersion Unit; 5. Regenerator; 6. First Condenser; 7. Water Separator; 8. First Turbine; 9. Second Turbine; 10. Third Turbine; 11. Second Condenser; 12. Third Condenser; 13. Fourth Turbine; 14. Filter; 15. Return Air Fan; 16. Mixer; 17. Generator; 18. Drive Pump; 19. Fuel Tank; 20. Engine; 21. Environmental Dispersion Unit; 22. Aircraft Cockpit. Detailed Implementation

[0028] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0029] The following detailed description is presented in terms of specific embodiments illustrating the implementations of the disclosure. Those skilled in the art will recognize that the disclosure can be practiced with modifications and changes within the scope of the disclosure. The disclosure is not limited to the embodiments described as such. The present disclosure can also be embodied in

[0030] It should be noted that various aspects of the embodiments described below are within the scope of the claims. It should be apparent that the aspects described herein can be embodied in a wide variety of forms and that any specific structure and / or function described herein is merely illustrative. Based on the teachings herein one skilled in the art will appreciate that one aspect described herein can be implemented independently of any other aspects and that various implementations of the aspects can be implemented as hardware, software, firmware, or some combination thereof. In addition, the features described herein can be implemented as part of an apparatus, method, or device, or as any suitable combination thereof.

[0031] It should also be noted that the figures provided in the following embodiments are only to illustrate the basic concept of the present disclosure, and only the components related to the present disclosure are shown in the figures, not drawn according to the number, shape and size of the components when actually implemented, and the shape, number and proportion of each component when actually implemented can be a random change, and the layout pattern of the components can also be more complex.

[0032] In addition, in the following description, specific details are provided in order to facilitate a thorough understanding of the examples. However, one skilled in the art will understand that the aspects described can be practiced without these specific details.

[0033] The aircraft environmental control system is an important system to ensure the safety and comfort of the aircraft passengers, which can achieve the regulation of pressure, temperature and humidity. At present, the air cycle refrigeration scheme is used in most of the aircraft environmental control systems, and the engine bleed air is used as the power source of the system, and the ram air is used as the heat sink of the system. However, the environmental control system is one of the most energy-consuming airborne systems, and the use of engine bleed air will bring great compensation loss. The typical data is that the ratio of the power consumption of driving the environmental control system to the thermal load of the environmental control system can reach 10:1. It is very important to improve the system operation efficiency and reduce the system compensation as much as possible under the condition of meeting the environmental control requirements. In order to improve the operation efficiency of the system, researchers have improved the design of the environmental control system from the following aspects.

[0034] Prior art 1: please refer to Figure 1 , Boeing launched B787, which uses a non-bleed design, uses an independent electric centrifugal compressor to directly pressurize the ambient air, instead of engine bleed air as the power source of the environmental control system, and reduces the system compensation.

[0035] Prior art 2: please refer to Figure 2 In the field of fighter aircraft, the US F-22 uses a combined environmental control system, which uses an air cycle refrigeration system to achieve cabin environmental control, and uses an evaporation cycle refrigeration system to bear most of the electronic heat load, and uses fuel as a heat sink based on ram air.

[0036] Prior art 3: related patents disclose that when flying at high altitudes, the environmental pressure decreases, and the cabin is in a high-pressure state relative to the outside world. The energy of the cabin exhaust can be recovered by a turbine. Please refer to Figure 3 , the cabin exhaust and ram air are used as the heat sink of the heat exchanger, and then enter the power turbine for expansion work to drive the coaxial electric compressor to pressurize the ambient air as the power source of the environmental control system. The characteristic of this design is to reduce the use of ram air and system power consumption. Please refer to Figure 4 , the cabin exhaust is pressurized by an electric compressor, and then enters the power turbine for expansion work to drive the coaxial return fan to suck the return air and mix it with the fresh air. The characteristic of this design is to ensure that the system can effectively recover the energy of the cabin exhaust and be used for the recirculation of the cabin air throughout the flight process. Please refer to Figure 5 , the power turbine recovers the cabin exhaust to drive the coaxial compressor to pre-pressurize the ambient air, and the pressurized air is then pressurized by the electric compressor to enter the environmental control system. The characteristic of this system is to significantly reduce the power consumption and pressure ratio requirement of the electric compressor.

[0037] Prior art 4: please refer to Figure 6, another patent discloses using on-board fuel and cabin, equipment cabin exhaust as low-temperature heat sink, engine bleed air as high-temperature heat source, so as to realize conversion from low-grade heat energy to high-grade electric energy by using Rankine cycle. The system does not use ram air as cold source, cancels the corresponding auxiliary air inlet, can reduce fuel compensation loss, and improve the aerodynamic performance and stealth performance of the aircraft.

[0038] Although the prior art utilizes the waste heat, waste pressure and other resources on the aircraft, the air conditioning system still greatly depends on engine bleed air or electric compressor drive, the system energy consumption is large, and the comprehensive management and application of on-board energy are lacked.

[0039] To solve the above problems, the embodiments of the present disclosure provide an aircraft air conditioning system, an aircraft power system and an aircraft, which will be described below in combination with the accompanying drawings.

[0040] Please refer to Figure 7 , Figure 1 A schematic diagram of an aircraft air conditioning system 100 provided by the first aspect of the present disclosure. The first aspect of the present disclosure provides an aircraft air conditioning system 100, which comprises a first compressor 1, an intercooler 2, a second compressor 3, a primary dispersing device 4, a regenerator 5, a first condenser 6, a water separator 7, a first turbine 8, a second turbine 9, a third turbine 10, a second condenser 11 and a third condenser 12. The first compressor 1, the intercooler 2, the second compressor 3, the primary dispersing device 4, the hot side of the regenerator 5, the hot side of the first condenser 6, the water separator 7, the cold side of the regenerator 5, the first turbine 8, the cold side of the first condenser 6, the second turbine 9 and the aircraft cabin 22 are sequentially communicated to form a fresh air branch. The intercooler 2, the primary dispersing device 4, the third turbine 10, the second condenser 11, the third condenser 12 and the intercooler 2 are sequentially communicated to form a Rankine cycle branch. The output shaft of the third turbine 10 is connected with the second compressor 3 to drive the second compressor 3 to operate.

[0041] The aircraft air conditioning system 100 disclosed in the present application, in the fresh air branch, the fresh air from the environment enters the first compressor 1 to be warmed and pressurized, then enters the intercooler 2 to be cooled, and then enters the second compressor 3 for secondary compression. The compressed fresh air enters the primary dispersing device 4 to be cooled again, and then sequentially flows through the hot side of the regenerator 5 and the hot side of the first condenser 6 to continue to be cooled. When the fresh air reaches the dew point temperature, the water vapor in the fresh air is liquefied from gas to liquid. When the fresh air flows through the water separator 7, the liquid water is separated out, and the remaining dry fresh air flows into the cold side of the regenerator 5, and then enters the first turbine 8 to be expanded and cooled. The low-temperature and low-pressure fresh air from the first turbine 8 flows through the cold side of the first condenser 6 to be warmed, and then enters the second turbine 9 to be expanded and cooled again. The fresh air from the outlet of the second turbine 9 enters the aircraft cabin 22.

[0042] In the Rankine cycle branch, the working fluid flows through the intercooler 2 and the primary heat exchanger 4 in turn to absorb heat from the fresh air in the fresh air branch, and then the heated working fluid enters the third turbine 10. The working fluid flowing out of the third turbine 10 enters the second condenser 11 and the third condenser 12 in turn to reduce the temperature of the working fluid, and then enters the intercooler 2 again to enter the next cycle.

[0043] Since the output shaft of the third turbine 10 is connected with the second compressor 3, the heated working fluid in the Rankine cycle branch expands after entering the third turbine 10 and outputs mechanical energy to drive the second compressor 3 in the fresh air branch to operate, thereby replacing the bleed air of the engine 20 as the power source of the second compressor 3, and further improving the energy efficiency of the system.

[0044] In some optional embodiments, the aircraft environmental control system 100 further comprises a fourth turbine 13, the aircraft cabin 22, the cold side of the second condenser 11 and the fourth turbine 13 are connected in turn to form an exhaust air branch, and the output shaft of the fourth turbine 13 is connected with the first compressor 1 to drive the first compressor 1 to operate.

[0045] In these optional embodiments, the air in the aircraft cabin 22 first enters the cold side of the second condenser 11 to act as a heat sink, and then enters the fourth turbine 13 to expand and do work after the temperature is increased. Since the output shaft of the fourth turbine 13 is connected with the first compressor 1 in the fresh air branch, the first compressor 1 can be driven to operate, thereby further reducing the dependence of the system on the engine 20 and improving the energy efficiency of the system.

[0046] In some optional embodiments, the aircraft environmental control system 100 further comprises a filter 14, a return air fan 15 and a mixer 16, and the second turbine 9 is connected with the aircraft cabin 22 through the mixer 16. The aircraft cabin 22, the filter 14, the return air fan 15 and the inlet of the mixer 16 are connected in turn to form a return air branch, and the output shaft of the second turbine 9 is connected with the return air fan 15 to drive the return air fan 15 to operate.

[0047] In these optional embodiments, the air in the aircraft cabin 22 is sucked by the return air fan 15, filtered by the filter 14, mixed with the fresh air in the fresh air branch in the mixer 16, and finally reenters the aircraft cabin 22. And the mechanical energy output by the second turbine 9 in the fresh air branch is used to supply the return air fan 15, so that the return air fan 15 does not need to use the energy of the engine 20 additionally, realizing the self-maintenance of the system and further improving the energy efficiency of the system.

[0048] In some optional embodiments, the aircraft environmental control system 100 further comprises a generator 17, and the output shaft of the first turbine 8 is connected with the generator 17 to drive the generator 17 to operate and output electric energy.

[0049] In these optional embodiments, in the fresh air branch, the fresh air after being warmed by the cold side of the regenerator 5 enters the first turbine 8 to expand and output mechanical energy outward, and the mechanical energy is used to drive the generator 17. The electrical energy output by the generator 17 can be used for the on-board equipment, thereby reducing the proportion of the engine 20 energy source used by the on-board equipment and further improving the energy efficiency of the system.

[0050] In some optional embodiments, the aircraft environmental control system 100 further comprises a driving pump 18 arranged in the Rankine cycle branch. The driving pump 18 is used to drive the working medium to flow in the Rankine cycle branch, so as to ensure that the Rankine cycle branch can stably operate, and further ensure that the third turbine 10 can stably output mechanical energy to drive the second compressor 3. Optionally, the working medium in the Rankine cycle branch is an organic working medium or carbon dioxide. The carbon dioxide working medium can form a transcritical cycle, which is green and environmentally friendly and has uniform ice temperature.

[0051] In some optional embodiments, the aircraft environmental control system 100 further comprises a fuel tank 19, an engine 20, and a ring dispersing device 21. The fuel tank 19, the third condenser 12, the combustion chamber of the engine 20, the ring dispersing device 21, and the fuel tank 19 are sequentially connected to form a fuel branch.

[0052] In these optional embodiments, the fuel from the fuel tank 19 enters the third condenser 12 to absorb heat, and then is injected into the combustion chamber of the engine 20 for combustion. The remaining unburned fuel enters the ring dispersing device 21 to be cooled and then returns to the fuel tank 19. The ring dispersing device is arranged in the inlet duct of the engine 20 and uses the air intake of the engine 20 to dissipate heat. The demand of the aircraft environmental control system 100 for ram air as a heat sink is successfully eliminated, the system compensation is reduced, and the influence on the aerodynamic resistance of the aircraft is reduced.

[0053] The second aspect embodiment of the present disclosure provides an aircraft power system, comprising the aircraft environmental control system 100 according to any one of the preceding first aspect embodiments.

[0054] The third aspect embodiment of the present disclosure provides an aircraft, comprising the aircraft power system according to the preceding second aspect embodiment.

[0055] The aircraft power system provided by the second aspect embodiment of the present disclosure and the aircraft provided by the third aspect embodiment of the present disclosure adopt the aircraft environmental control system 100 provided by the first aspect embodiment of the present disclosure, and have all the beneficial effects of the aircraft environmental control system 100 provided by the first aspect embodiment of the present disclosure. To avoid repetition, they will not be described here.

[0056] The above merely provides the specific implementation of the present disclosure, but the protection scope of the present disclosure is not limited thereto, any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present disclosure, which should be covered in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. An aircraft environmental control system, characterized in that, It includes a first compressor, an intercooler, a second compressor, a primary evaporator, a regenerator, a first condenser, a water separator, a first turbine, a second turbine, a third turbine, a second condenser, and a third condenser. The first compressor, the intercooler, the second compressor, the primary air distribution device, the hot side of the regenerator, the hot side of the first condenser, the water separator, the cold side of the regenerator, the first turbine, the cold side of the first condenser, the second turbine, and the aircraft cabin are sequentially connected to form a fresh air branch. The intercooler, the primary cooling device, the third turbine, the second condenser, the third condenser, and the intercooler are sequentially connected to form a Rankine cycle branch; The output shaft of the third turbine is connected to the second compressor to drive the second compressor.

2. The aircraft environmental control system according to claim 1, characterized in that, The aircraft environmental control system also includes a fourth turbine. The aircraft cabin, the cold side of the second condenser and the fourth turbine are connected in sequence to form an exhaust branch. The output shaft of the fourth turbine is connected to the first compressor to drive the first compressor to operate.

3. The aircraft environmental control system according to claim 1, characterized in that, The aircraft environmental control system also includes a filter, a return air fan, and a mixer, with the second turbine connected to the aircraft cabin via the mixer; The aircraft cabin, the filter, the return air fan, and the mixer inlet are sequentially connected to form a return air branch, wherein the output shaft of the second turbine is connected to the return air fan to drive the return air fan.

4. The aircraft environmental control system according to claim 1, characterized in that, The aircraft environmental control system also includes a generator, and the output shaft of the first turbine is connected to the generator to drive the generator to output electrical energy.

5. The aircraft environmental control system according to claim 1, characterized in that, The aircraft environmental control system also includes a drive pump, which is located in the Rankine circulation branch and is used to drive the working fluid to flow in the Rankine circulation branch.

6. The aircraft environmental control system according to claim 5, characterized in that, The working medium is an organic working medium or the working medium is carbon dioxide.

7. The aircraft environmental control system according to claim 1, characterized in that, The aircraft environmental control system also includes a fuel tank, an engine, and an air circulation system. The fuel tank, the third condenser, the combustion chamber of the engine, the air circulation system, and the fuel tank are sequentially connected to form a fuel branch.

8. An aircraft power system, characterized in that, Includes the aircraft environmental control system as described in any one of claims 1 to 7.

9. An aircraft, characterized in that, Including the aircraft power system as described in claim 8.

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