Aircraft Cabin Air Conditioning Power Selection on the Ground
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Solution Overview
Problem
Current air conditioning systems in aircraft cabins on the ground inefficiently use energy, leading to high operating costs and CO2 emissions, as they often rely on internal power sources like the Auxiliary Power Unit (APU) or external sources like Pre-Conditioned Air (PCA) and Ground Power Units, which are not optimized for energy consumption and carbon footprint.
Innovation Solution
A method that collects real-time data on aircraft and power source parameters to determine the optimal combination of internal and external electrical and pneumatic power sources for air conditioning, evaluating their performance based on set temperature requirements, energy costs, and carbon emissions, and recommending their use to minimize energy waste and emissions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Temperature
If the APU is used to provide electrical and pneumatic energy for cabin air conditioning, then the cabin can be air-conditioned, but fuel consumption increases significantly (120-300 kg/hour)
Solution Approach 1:
The patent introduces an intermediary optimization system that acts as a mediator between the APU and the air conditioning system. This system monitors multiple parameters (cabin temperature, APU fuel consumption rate, external temperature, time since door opening, target temperature) and dynamically controls the APU operation to provide exactly the right amount of energy needed, avoiding excessive fuel consumption while maintaining cabin comfort
Solution Approach 2:
The patent implements dynamic control of the APU operation based on real-time conditions. The system continuously adjusts the APU fuel consumption rate according to changing cabin conditions, external temperature, and proximity to target temperature, transitioning from static to dynamic operation to optimize energy usage throughout the air conditioning process
2Reliability
If air conditioning is used excessively (too much anticipation, prolonged use upon arrival, doors left open), then passenger comfort is maintained, but energy consumption and operating costs increase
Solution Approach 1:
The patent implements a feedback control system that continuously monitors cabin temperature, compares it to the target temperature, and adjusts APU operation accordingly. The system also monitors door status and external conditions, using this feedback to prevent unnecessary air conditioning operation while ensuring comfort is maintained when needed
Solution Approach 2:
The patent uses preliminary action by anticipating when air conditioning will be needed based on scheduled door openings and pre-calculating the optimal APU operation profile. The system prepares and executes air conditioning operation in advance according to a predetermined profile based on expected thermal loads, avoiding both excessive anticipation and delayed response
3Object-generated harmful factors
If external pneumatic power sources (PCA or ACU) are used instead of APU, then CO2 emissions are reduced (by a factor of 8 at least), but the cold power delivered is lower and takes longer to cool the cabin
Solution Approach 1:
The patent implements dynamic switching between different power sources (APU and external pneumatic sources) based on real-time conditions. The system can transition from external sources to APU or vice versa to optimize both emissions and cooling speed, adapting the power source configuration dynamically rather than using a fixed approach
Solution Approach 2:
The patent uses preliminary action by pre-cooling the cabin using external pneumatic sources when time permits, then switching to APU for final temperature adjustment and maintenance. The system also pre-calculates the optimal power source combination based on expected duration and thermal conditions, preparing the air conditioning system in advance to maximize efficiency
Data Source
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AI summary
A method (500) for air conditioning the cabin of an aircraft (10) on the ground at an airport, using at least one electrical and/or pneumatic power source (20), comprising: a step (510) of real-time collection of data relating to the aircraft and its flight plan, the power sources, the airport infrastructure, etc.; a step (520) of determining the available power sources; a step (530) of evaluating the performance of each available power source as a function of a setpoint temperature and collected data; a step (540) of determining an optimal set comprising at least one available power source; if this optimal set is not used, the method further comprises: an alert step (560); and a step (570) of recommending the use of said optimal set.