Air preparation systems and aircraft including such systems

Abstract

This invention relates to an air preparation system and an aircraft including such a system. The air preparation system includes an engine bleed air branch, a cabin exhaust branch, a compressor, a one-way valve, and a main heat exchanger. The engine bleed air branch draws air from the bleed air manifold to supply the compressor or the one-way valve, and is equipped with an air preparation system pressure regulating valve. The cabin exhaust branch draws air from the cabin exhaust area to supply the compressor or the one-way valve, and is equipped with a cabin exhaust supply valve. The one-way valve is arranged in parallel with the compressor. The main heat exchanger is located downstream of the compressor and the one-way valve and is in fluid communication with them. The main heat exchanger is used to regulate the temperature of the air from the compressor or the one-way valve before supplying it to the inerting system. According to the above technical solution, this invention can achieve the following beneficial technical effects: reducing engine bleed air consumption, thereby reducing aircraft fuel consumption.

Description

Technical Field

[0001] This invention relates to an air preparation system and an aircraft including the system, and relates to the field of aircraft inerting system design technology. Background Technology

[0002] The air preparation system of a civil aircraft is a subsystem of the fuel inerting system. Typically, the air preparation system takes bleed air from the air supply system, processes it through temperature and pressure regulation, and adjusts it to a state suitable for the operation of the fuel inerting system. Current aircraft air preparation systems generally consist of components such as pressure regulating valves, heat exchangers, temperature control valves, pressure sensors, temperature sensors, and controllers.

[0003] Invention patent CN105936338B discloses an air preparation system that uses an air turbine compressor to pressurize bleed air and employs dual heat exchangers to regulate the bleed air temperature. The main features of this invention are: the use of an air turbine compressor to increase the pressure of the air entering the downstream inerting system; the energy of the air turbine compressor comes from engine bleed air; and the use of dual heat exchangers with ram air as a heat sink to cool the air entering the compressor and the air entering the downstream inerting system, respectively. Besides using engine bleed air as the air source for the inerting system, this invention also requires additional engine bleed air to power the air turbine compressor, increasing engine bleed air consumption and thus increasing engine fuel consumption. Furthermore, the need to open ram air inlets on the fuselage increases aircraft drag, further increasing engine fuel consumption.

[0004] Chinese invention patent CN110834733B discloses an air preparation system employing semiconductor cooling. The main feature of this invention is the use of engine bleed air as the air supply source for the air preparation system, and the use of semiconductor electrical energy cooling to provide a cool air heat sink for the system. This solution, using engine bleed air under the aircraft's full envelope, will increase engine fuel consumption, especially during the cruise phase. Summary of the Invention

[0005] One object of the present invention is to provide an air preparation system that overcomes at least some of the defects of the prior art, reduces engine bleed air consumption, and thus reduces aircraft fuel consumption.

[0006] The above-mentioned objectives of the present invention are achieved by an air preparation system, which includes an engine bleed air branch, a cabin exhaust air branch, a compressor, a one-way valve, and a main heat exchanger.

[0007] The engine bleed air branch is used to draw air from the bleed air main to supply the compressor or the one-way valve. The engine bleed air branch is equipped with an air preparation system pressure regulating valve. The cabin exhaust branch is used to draw air from the cabin exhaust area to supply the compressor or the one-way valve. The cabin exhaust branch is equipped with a cabin exhaust supply valve. The one-way valve is arranged in parallel with the compressor. The main heat exchanger is arranged downstream of the compressor and the one-way valve and is in fluid communication with the compressor and the one-way valve. The main heat exchanger is used to regulate the temperature of the air from the compressor or the one-way valve to supply the inerting system.

[0008] When the aircraft is in the takeoff and climb phase, the pressure regulating valve of the air preparation system is open, the cabin exhaust supply valve is closed, the air preparation system is supplied with air from the engine bleed air branch, the compressor stops working, and the air enters the main heat exchanger through the one-way valve, and then enters the inerting system.

[0009] When the aircraft is descending, the pressure regulating valve of the air preparation system is open, the cabin exhaust supply valve is closed, the air preparation system is supplied with air from the engine bleed air branch, the compressor is working, and the air passes through the compressor into the main heat exchanger and then into the inerting system.

[0010] When the aircraft is in cruise mode, the pressure regulating valve of the air preparation system is closed, the cabin exhaust supply valve is open, the air preparation system is supplied with air through the cabin exhaust branch, the compressor is working, and the air enters the main heat exchanger through the compressor, and then enters the inerting system.

[0011] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: reduce engine bleed air consumption, thereby reducing aircraft fuel consumption.

[0012] Preferably, the air preparation system further includes a controller configured to control the opening and closing of the air preparation system pressure regulating valve and the cockpit exhaust supply valve, as well as the opening and closing of the compressor, according to different aircraft flight states.

[0013] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: with appropriate controller configuration, the opening and closing of the air preparation system pressure regulating valve and the cabin exhaust supply valve, as well as the opening and closing of the compressor, can be better controlled, thereby further reducing engine bleed air consumption.

[0014] Preferably, the air preparation system further includes a temperature control branch, which is connected to the auxiliary cooling system and is used to supply the refrigerant in the auxiliary cooling system to the main heat exchanger.

[0015] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by using an auxiliary cooling system as a cooling heat sink, eliminating ram air and ram air openings, thereby reducing aircraft drag.

[0016] Preferably, the temperature control branch is provided with a temperature control valve, and the air preparation system also includes an air preparation system temperature sensor located downstream of the main heat exchanger. The controller is further configured to adjust the opening of the temperature control valve according to the temperature measured by the air preparation system temperature sensor.

[0017] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by appropriately adjusting the opening of the temperature control valve, the flow rate of the refrigerant entering the main heat exchanger is changed, thereby controlling the air temperature entering the inerting system.

[0018] Preferably, the air preparation system further includes an air preparation system pressure sensor located downstream of the main heat exchanger, and the controller is further configured to adjust the speed of the compressor based on the pressure measured by the air preparation system pressure sensor.

[0019] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by appropriately adjusting the speed of the compressor, the air supply pressure entering the inerting system can be controlled in a loop.

[0020] Preferably, the air preparation system further includes an air supply tee for supplying air from the engine bleed air branch and the cabin exhaust air branch to the compressor or the one-way valve.

[0021] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: through the air supply three-way connector, air from the engine bleed air branch and the cabin exhaust branch can be better supplied to the compressor or one-way valve.

[0022] Preferably, the air preparation system further includes a main tee connector for supplying air from the compressor and the one-way valve to the main heat exchanger.

[0023] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: through the main three-way connector, air from the compressor and the one-way valve can be better supplied to the main heat exchanger.

[0024] Ideally, different aircraft flight statuses are obtained by receiving signals from the aircraft's avionics system.

[0025] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by obtaining a suitable aircraft flight status, the opening and closing of the pressure regulating valve and the cabin exhaust supply valve of the air preparation system, as well as the opening and closing of the compressor, can be better controlled, thereby further reducing engine bleed air consumption.

[0026] Ideally, different aircraft flight states are determined by the rate of change of vertical velocity collected by the aircraft's air data system.

[0027] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by obtaining the aircraft flight status in another suitable way, the opening and closing of the pressure regulating valve and the cabin exhaust supply valve of the air preparation system, as well as the opening and closing of the compressor, can be better controlled, thereby further reducing engine bleed air consumption.

[0028] The above-mentioned objectives of the present invention are also achieved by an aircraft comprising an air preparation system as described in any of the foregoing aspects.

[0029] According to the above technical solution, the aircraft of the present invention can achieve the following beneficial technical effects: reduce engine bleed air consumption, thereby reducing aircraft fuel consumption. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of an air preparation system according to an embodiment of the present invention.

[0031] List of reference numerals

[0032] 100: Main bleed air pipe;

[0033] 110: Air preparation system pressure regulating valve;

[0034] 200: Cabin exhaust area;

[0035] 210: Cabin exhaust supply valve;

[0036] 300: Gas supply tee connector;

[0037] 420: One-way valve;

[0038] 430: Compressor;

[0039] 500: Main tee connector;

[0040] 520: Main heat exchanger;

[0041] 530: Temperature sensor for air preparation system;

[0042] 540: Air preparation system pressure sensor;

[0043] 600: Controller;

[0044] 700: Inertization system;

[0045] 800: Auxiliary cooling system;

[0046] 810: Temperature control valve. Detailed Implementation

[0047] The following describes specific embodiments of the present invention. It should be noted that, in order to provide a concise description, this specification cannot exhaustively describe all features of the actual embodiments. It should be understood that, in the actual implementation of any embodiment, just as in any engineering or design project, various specific decisions are often made to achieve the developer's specific goals and to meet system-related or business-related constraints, and this can change from one embodiment to another. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, some design, manufacturing, or production modifications based on the technical content disclosed herein are merely conventional technical means and should not be construed as insufficient content of this disclosure.

[0048] Unless otherwise defined, the technical or scientific terms used in the claims and description shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in the patent application description and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising" or "including" and similar terms mean that the element or object preceding "comprising" or "including" encompasses the element or object listed following "comprising" or "including" and its equivalents, and do not exclude other elements or objects. The terms "connected" or "linked" and similar terms are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.

[0049] In the following description, in order to clearly demonstrate the structure and working method of the present invention, a number of directional terms will be used. However, terms such as "front", "back", "left", "right", "outside", "inside", "outward", "inward", "up", and "down" should be understood as convenient terms and not as limiting terms.

[0050] Figure 1 This is a schematic diagram of an air preparation system according to an embodiment of the present invention. Figure 1 As shown, according to an embodiment of the present invention, the air preparation system includes an engine bleed air branch, a cabin exhaust branch, a compressor 430 (e.g., an electric compressor), a one-way valve 420, and a main heat exchanger 520 (e.g., an air / liquid heat exchanger).

[0051] The engine bleed air branch is used to draw air from the bleed air main 100 to supply the compressor 430 or the one-way valve 420. The engine bleed air branch is equipped with an air preparation system pressure regulating valve 110. The cabin exhaust branch is used to draw air from the cabin exhaust area 200 to supply the compressor 430 or the one-way valve 420. The cabin exhaust branch is equipped with a cabin exhaust supply valve 210. The one-way valve 420 is arranged in parallel with the compressor 430. The main heat exchanger 520 is arranged downstream of the compressor 430 and the one-way valve 420 and is in fluid communication with the compressor 430 and the one-way valve 420. The main heat exchanger 520 is used to regulate the temperature of the air from the compressor 430 or the one-way valve 420 to supply the inerting system 700.

[0052] When the aircraft is in the takeoff and climb phase, the air preparation system pressure regulating valve 110 is opened and the cabin exhaust supply valve 210 is closed. The air preparation system uses the engine bleed air branch for air supply, the compressor 430 stops working, and the air enters the main heat exchanger 520 through the one-way valve 420, and then enters the inerting system 700.

[0053] When the aircraft is descending, the air preparation system pressure regulating valve 110 opens and the cabin exhaust supply valve 210 closes. The air preparation system uses the engine bleed air branch to supply air, the compressor 430 works, and the air enters the main heat exchanger 520 through the compressor 430, and then enters the inerting system 700.

[0054] When the aircraft is in cruise mode, the air preparation system pressure regulating valve 110 is closed and the cabin exhaust supply valve 210 is open. The air preparation system uses the cabin exhaust branch to supply air, the compressor 430 is working, and the air enters the main heat exchanger 520 through the compressor 430, and then enters the inerting system 700.

[0055] According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: reduce engine bleed air consumption, thereby reducing aircraft fuel consumption.

[0056] Specifically, when the aircraft is in takeoff and climb, the engine is operating at high power, and the bleed air pressure from the engine is sufficiently high. At this time, the cabin exhaust supply valve 210 is closed, the cabin exhaust branch stops supplying air, and the air preparation system pressure regulating valve 110 is open. The air preparation system then uses the engine bleed air branch for air supply. The higher engine air pressure allows the nitrogen-oxygen air separation membrane of the inerting system 700 to operate at a higher efficiency. Therefore, the air preparation system does not need to use a pressurization mode; that is, the compressor 430 stops working, and air enters the main heat exchanger 520 through the one-way valve 420, and then enters the inerting system 700.

[0057] When the aircraft is descending, the engines operate at low power, resulting in lower bleed air pressure. At this time, the cabin exhaust supply valve 210 is closed, stopping air supply to the cabin exhaust branch. The air preparation system pressure regulating valve 110 is open, and the cabin exhaust supply valve 210 is closed, with the air preparation system using the engine bleed air branch for air supply. The lower engine air pressure causes the nitrogen-oxygen air separation membrane of the inerting system 700 to operate at lower efficiency. Therefore, the air preparation system needs to use a pressurization mode to increase the air supply pressure to the nitrogen-oxygen air separation membrane. Specifically, the compressor 430 operates, and the one-way valve 420 is closed due to the pressure difference. Air passes through the compressor 430 into the main heat exchanger 520, and then into the inerting system 700.

[0058] When the aircraft is in cruise mode, typically at an altitude above 31,000 feet, the cabin pressure is equivalent to the ambient pressure at an altitude of 6,000 to 8,000 feet. The pressure difference between the exhaust gas discharged from the cabin and the ambient pressure is approximately 50 kPa. The exhaust gas from the cabin is used to replace engine bleed air in the air preparation system, thereby reducing the amount of engine bleed air required and lowering fuel consumption during cruise. At this time, the air preparation system pressure regulating valve 110 is closed, and the cabin exhaust supply valve 210 is open, with the air preparation system using the cabin exhaust branch for air supply. To ensure the nitrogen-oxygen air separation membrane of the inerting system 700 operates at a high efficiency, the air preparation system operates in pressurization mode; that is, the compressor 430 is working. The one-way valve 420 is closed due to the pressure difference, and air passes through the compressor 430 into the main heat exchanger 520, and then into the inerting system 700.

[0059] In some embodiments, such as Figure 1As shown, the air preparation system also includes a controller 600, which is configured to control the opening and closing of the air preparation system pressure regulating valve 110 and the cabin exhaust supply valve 210, as well as the opening and closing of the compressor 430 (i.e., the operation / stopping of the compressor 430) according to different aircraft flight states (takeoff climb, descent, cruise). According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: through a suitable controller configuration, the opening and closing of the air preparation system pressure regulating valve and the cabin exhaust supply valve, as well as the opening and closing of the compressor, can be better controlled, thereby further reducing engine bleed air consumption.

[0060] In some embodiments, such as Figure 1 As shown, the air preparation system also includes a temperature control branch, which is connected to the auxiliary cooling system 800 (refrigerant circulation) and is used to supply the refrigerant in the auxiliary cooling system 800 to the main heat exchanger 520. That is, the liquid coolant (refrigerant) used to absorb heat from the air in the main heat exchanger 520 is supplied by the auxiliary cooling system 800. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by using an auxiliary cooling system as a cooling heat sink, ram air and ram air openings are eliminated, thereby reducing aircraft drag.

[0061] In some embodiments, such as Figure 1 As shown, a temperature control valve 810 is provided on the temperature control branch. The air preparation system also includes an air preparation system temperature sensor 530 located downstream of the main heat exchanger 520. The controller 600 is further configured to adjust the opening degree of the temperature control valve 810 based on the temperature measured by the air preparation system temperature sensor 530. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by appropriately adjusting the opening degree of the temperature control valve, the flow rate of the refrigerant entering the main heat exchanger is changed, thereby controlling the air temperature entering the inerting system.

[0062] In some embodiments, such as Figure 1 As shown, the air preparation system also includes an air preparation system pressure sensor 540 located downstream of the main heat exchanger 520. The controller 600 is further configured to adjust the speed of the compressor 430 based on the pressure measured by the air preparation system pressure sensor 540. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by appropriately adjusting the speed of the compressor, the supply air pressure entering the inerting system can be controlled in a loop.

[0063] In some embodiments, such as Figure 1As shown, the air preparation system also includes an air supply tee connector 300, which is used to supply air from the engine bleed air branch and the cabin exhaust branch to the compressor 430 or the one-way valve 420. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: through the air supply tee connector, air from the engine bleed air branch and the cabin exhaust branch can be better supplied to the compressor or the one-way valve.

[0064] In some embodiments, such as Figure 1 As shown, the air preparation system also includes a main tee connector 500, which is used to supply air from the compressor 430 and the one-way valve 420 to the main heat exchanger 520. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: through the main tee connector, air from the compressor and the one-way valve can be better supplied to the main heat exchanger.

[0065] In some embodiments, different aircraft flight states (takeoff climb, descent, cruise) are obtained by receiving signals from the aircraft avionics system. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by obtaining a suitable aircraft flight state, the opening and closing of the air preparation system pressure regulating valve and the cabin exhaust supply valve, as well as the compressor's opening and closing, can be better controlled, thereby further reducing engine bleed air consumption.

[0066] In some embodiments, different aircraft flight states (takeoff climb, descent, cruise) are determined by the rate of change of vertical velocity collected by the aircraft air data system. According to the above technical solution, the air preparation system of the present invention can achieve the following beneficial technical effects: by obtaining the aircraft flight state in another suitable way, it can better control the opening and closing of the air preparation system pressure regulating valve and the cabin exhaust supply valve, as well as the compressor, thereby further reducing engine bleed air consumption.

[0067] It should be noted that when using the cabin exhaust air supply preparation system, some of the air that originally flowed to the outside of the aircraft through the exhaust valve of the pressure regulation system is now discharged through the inerting system. The pressure regulation system can control the opening of the exhaust valve through the pressure sensor in the cabin, thereby ensuring the stability of the cabin pressure. Therefore, the technical solution of this invention will not affect the function of the pressure regulation system.

[0068] Compared with the prior art, the technical solution of the present invention has the following main advantages:

[0069] 1) Make full use of cabin exhaust and avoid using engine bleed air during the cruise phase to reduce engine bleed air consumption and thus reduce aircraft fuel consumption.

[0070] 2) An auxiliary cooling system is used as a heat sink, eliminating ram air and ram air openings, thereby reducing aircraft drag.

[0071] According to an embodiment of the present invention, the aircraft includes an air preparation system as described above. Based on the above technical solution, the aircraft of the present invention can achieve the following beneficial technical effects: reducing engine bleed air consumption, thereby reducing aircraft fuel consumption.

[0072] The specific embodiments of the present invention have been described above. However, those skilled in the art will understand that the above specific embodiments do not constitute a limitation on the present invention. Those skilled in the art can make various modifications based on the above disclosure without exceeding the scope of the present invention.

Claims

1. An air preparation system, characterized in that, The air preparation system includes an engine bleed air branch, a cabin exhaust branch, a compressor, a one-way valve, and a main heat exchanger; The engine bleed air branch is used to draw air from the bleed air main to supply the compressor or the one-way valve. The engine bleed air branch is equipped with an air preparation system pressure regulating valve. The cabin exhaust branch is used to draw air from the cabin exhaust area to supply the compressor or the one-way valve. The cabin exhaust branch is equipped with a cabin exhaust supply valve. The one-way valve is arranged in parallel with the compressor. The main heat exchanger is arranged downstream of the compressor and the one-way valve and is in fluid communication with the compressor and the one-way valve. The main heat exchanger is used to regulate the temperature of the air from the compressor or the one-way valve to supply the inerting system. When the aircraft is in the takeoff and climb phase, the pressure regulating valve of the air preparation system is open, the cabin exhaust supply valve is closed, the air preparation system is supplied with air from the engine bleed air branch, the compressor stops working, and the air enters the main heat exchanger through the one-way valve, and then enters the inerting system. When the aircraft is descending, the pressure regulating valve of the air preparation system is open, the cabin exhaust supply valve is closed, the air preparation system is supplied with air from the engine bleed air branch, the compressor is working, and the air passes through the compressor into the main heat exchanger and then into the inerting system. When the aircraft is in cruise mode, the pressure regulating valve of the air preparation system is closed, the cabin exhaust supply valve is open, the air preparation system is supplied with air through the cabin exhaust branch, the compressor is working, and the air enters the main heat exchanger through the compressor, and then enters the inerting system.

2. The air preparation system as described in claim 1, characterized in that, The air preparation system also includes a controller configured to control the opening and closing of the air preparation system pressure regulating valve and the cockpit exhaust supply valve, as well as the compressor, according to different aircraft flight conditions.

3. The air preparation system as described in claim 2, characterized in that, The air preparation system also includes a temperature control branch, which is connected to the auxiliary cooling system and is used to supply the refrigerant in the auxiliary cooling system to the main heat exchanger.

4. The air preparation system as described in claim 3, characterized in that, The temperature control branch is provided with a temperature control valve, and the air preparation system also includes an air preparation system temperature sensor located downstream of the main heat exchanger. The controller is further configured to adjust the opening of the temperature control valve according to the temperature measured by the air preparation system temperature sensor.

5. The air preparation system as described in claim 2, characterized in that, The air preparation system also includes an air preparation system pressure sensor located downstream of the main heat exchanger, and the controller is further configured to adjust the speed of the compressor based on the pressure measured by the air preparation system pressure sensor.

6. The air preparation system as claimed in claim 1, characterized in that, The air preparation system also includes an air supply tee connector for supplying air from the engine bleed air branch and the cabin exhaust air branch to the compressor or the one-way valve.

7. The air preparation system as claimed in claim 1, characterized in that, The air preparation system also includes a main tee connector for supplying air from the compressor and the one-way valve to the main heat exchanger.

8. The air preparation system as described in claim 2, characterized in that, Different aircraft flight statuses are obtained by receiving signals from the aircraft's avionics system.

9. The air preparation system as claimed in claim 2, characterized in that, Different aircraft flight states are determined by the rate of change of vertical velocity collected by the aircraft's air data system.

10. An aircraft comprising an air preparation system as claimed in any one of claims 1-9.

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