CN108974371B - Airplane surplus hydraulic energy storage and utilization system and method - Google Patents
Airplane surplus hydraulic energy storage and utilization system and method Download PDFInfo
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- CN108974371B CN108974371B CN201810771400.0A CN201810771400A CN108974371B CN 108974371 B CN108974371 B CN 108974371B CN 201810771400 A CN201810771400 A CN 201810771400A CN 108974371 B CN108974371 B CN 108974371B
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- 238000000034 method Methods 0.000 title claims description 24
- 238000004146 energy storage Methods 0.000 title claims description 17
- 239000003921 oil Substances 0.000 claims abstract description 83
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 62
- 238000009825 accumulation Methods 0.000 claims abstract description 26
- 238000000605 extraction Methods 0.000 claims abstract description 17
- 239000007788 liquid Substances 0.000 claims abstract description 13
- 239000002828 fuel tank Substances 0.000 claims abstract description 8
- 230000005540 biological transmission Effects 0.000 claims description 32
- 238000005057 refrigeration Methods 0.000 claims description 30
- 239000000295 fuel oil Substances 0.000 claims description 23
- 230000006835 compression Effects 0.000 claims description 22
- 238000007906 compression Methods 0.000 claims description 22
- 238000001816 cooling Methods 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 3
- 238000001914 filtration Methods 0.000 claims description 3
- 239000000446 fuel Substances 0.000 claims description 3
- 229920013639 polyalphaolefin Polymers 0.000 claims 4
- 238000007654 immersion Methods 0.000 claims 3
- 230000005611 electricity Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 6
- 230000017525 heat dissipation Effects 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 5
- 230000002411 adverse Effects 0.000 description 1
- 238000009529 body temperature measurement Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D41/00—Power installations for auxiliary purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
- B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
- B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
- B64D2013/0603—Environmental Control Systems
- B64D2013/0611—Environmental Control Systems combined with auxiliary power units (APU's)
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- General Health & Medical Sciences (AREA)
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- Engine Equipment That Uses Special Cycles (AREA)
- Fluid-Pressure Circuits (AREA)
Abstract
The patent relates to an aircraft surplus hydraulic energy stores and utilizes system mainly includes: the aircraft hydraulic energy surplus extraction system, the hydraulic energy surplus utilization system and the oil tank cold accumulation system. The related surplus hydraulic energy extraction system of the airplane can convert surplus hydraulic energy into rotary mechanical energy through a hydraulic motor or dynamically store and release the surplus hydraulic energy by utilizing an energy accumulator; the surplus hydraulic energy utilization system converts surplus hydraulic energy into rotary mechanical energy by using the hydraulic motor so as to drive the generator to generate electricity and the compressor to refrigerate, and the surplus hydraulic energy is converted into electric energy and cold energy; the related oil tank cold accumulation system is used for storing the prepared cold energy, and part of the prepared cold energy is introduced into the hydraulic oil tank to cool the temperature of the hydraulic oil and improve the working efficiency of the hydraulic system; the other part is stored in the fuel tank liquid through a submerged heat exchanger to deal with the situation of insufficient heat sink of the airplane. The invention has wide application prospect in the field of aviation.
Description
Technical Field
The invention relates to a system and a method for storing and utilizing surplus hydraulic energy of an airplane, belonging to the field of aerospace.
Technical Field
The hydraulic system of the airplane is an important energy conversion and utilization device in the airplane, the main function of the hydraulic system is to drive various control surfaces, landing gears and other devices on the airplane, and the hydraulic system is an important guarantee for the normal flight of the airplane. The conventional aircraft hydraulic system mainly comprises a transmission casing, a plunger pump, a load, a heat exchanger and a hydraulic oil tank, and a schematic diagram of the conventional aircraft hydraulic system is shown in fig. 2. The power level of the hydraulic system of the airplane is designed according to the maximum requirement of the system, however, the power requirements of the load of the hydraulic system are greatly different in different flight stages, so that the hydraulic system has different degrees of surplus work capacity in different stages. However, the surplus work capacity of the aircraft hydraulic system is not reasonably utilized, so that huge waste of the work capacity of the airborne equipment is caused, and the energy management of the aircraft is not facilitated.
During operation of the hydraulic system, various losses are converted into heat, a large part of which is absorbed by the hydraulic oil causing its temperature to rise. Too high hydraulic oil temperature can have adverse effect to hydraulic system's work efficiency and reliability, need reduce hydraulic oil temperature through reasonable heat dissipation mode. The conventional way of cooling the hydraulic system is to dissipate the heat in the hydraulic system to the thermal management system through a heat exchanger in the main circuit. The heat dissipation capacity of the aircraft heat management system can change along with the aircraft envelope line, and when the heat dissipation capacity of the heat management system is insufficient, the oil temperature of the hydraulic system can rise rapidly, so that the safe and efficient work of the hydraulic system is seriously influenced. Therefore, in the flight process of the airplane, other proper cold sources are needed to meet the heat dissipation capacity of the system, and the temperature of the oil liquid of the hydraulic system is controlled within the temperature range with high energy efficiency.
When surplus hydraulic working capacity cannot be reasonably utilized, other forms of airborne energy such as cold energy and electric energy are insufficient. Under the development trend of an airplane towards multi-electrification and full-electrification, the power grade of airborne equipment is higher and higher, the demand for electric energy is higher and higher, the problem that the electric energy is short-time insufficient in the flying process of the airplane is caused, and the airplane needs to generate more electric energy in a reasonable mode urgently. Furthermore, the refrigeration capacity of the vapour compression cycle refrigeration system (see fig. 3) for dissipating heat from equipment onboard an aircraft is increasingly not matched to the increasing heat dissipation requirements of the aircraft. In order to ensure the normal operation of the equipment, the airplane needs to generate more cold energy in a reasonable and effective manner. In addition, how to store the generated cold energy for utilization when the cold energy is insufficient is also extremely urgent.
Disclosure of Invention
According to one aspect of the invention, an aircraft surplus hydraulic energy storage and utilization system is provided, which is characterized by comprising:
an aircraft surplus hydraulic energy extraction system is provided,
surplus hydraulic energy utilization system, and
an oil tank cold accumulation system is arranged on the oil tank,
wherein:
the aircraft surplus hydraulic energy extraction system comprises: the system comprises an aircraft hydraulic system, a safety valve, a first electromagnetic valve, an energy accumulator, a second electromagnetic valve, a hydraulic motor and a working mode controller;
the surplus hydraulic energy utilization system comprises: the system comprises a transmission device, a vapor compression cycle refrigeration system, a generator and an airplane power grid;
the oil tank cold accumulation system comprises: a circulating pump, a three-way valve, a hydraulic oil tank oil-immersed heat exchanger, a temperature sensor, a temperature controller, a fuel oil tank immersed heat exchanger and a fuel oil tank, the surplus hydraulic energy of the airplane is stored and utilized,
the accumulator is used for storing hydraulic energy when the airplane hydraulic system has surplus work-doing capacity,
the hydraulic motor is used for converting surplus hydraulic energy into rotary mechanical energy,
the safety valve is used for ensuring that the power requirement level of the conventional load in the hydraulic system of the airplane is higher than that of the accumulator and the hydraulic motor, ensuring that the conventional load of the hydraulic system is not influenced by the accumulator and the hydraulic motor, and driving the accumulator and the hydraulic motor to work only when the hydraulic system has spare capacity.
According to another aspect of the present invention, there is provided an aircraft surplus hydraulic energy storage and utilization method based on the above aircraft surplus hydraulic energy storage and utilization system, comprising:
the accumulator is used for storing hydraulic energy when the airplane hydraulic system has surplus working capacity,
converting the surplus hydraulic energy into rotary mechanical energy by using a hydraulic motor,
the safety valve is used for ensuring that the power requirement level of the conventional load in the aircraft hydraulic system is higher than that of the accumulator and the hydraulic motor, ensuring that the conventional load of the hydraulic system is not influenced by the accumulator and the hydraulic motor, and driving the accumulator and the hydraulic motor to work only when the hydraulic system has spare capacity.
Drawings
FIG. 1 is a general schematic diagram of aircraft surplus hydraulic energy storage utilization according to one embodiment of the present invention.
FIG. 2 is a schematic diagram of a conventional hydraulic system.
Figure 3 is a schematic diagram of a vapor compression cycle refrigeration system.
Fig. 4(a) to 4(d) are schematic views illustrating an operation mode of the hydraulic energy utilization system according to an embodiment of the present invention.
FIGS. 5(a) to 5(c) are schematic views of the operation mode of the transmission according to one embodiment of the present invention
Fig. 6(a) to 6(c) are schematic views of the transmission gear engagement according to an embodiment of the present invention.
Fig. 7 is a schematic diagram of an oil tank cold storage system according to an embodiment of the invention.
FIG. 8 is a flow diagram of incremental PID control according to one embodiment of the invention.
Reference numerals:
101 conventional aircraft hydraulic system 102 safety valve 104 first solenoid valve
104 accumulator 105 second solenoid valve
106 hydraulic motor
107 working mode controller 1011 hydraulic oil tank
1012 drive case 1013 plunger pump 1014 conventional load
1015 heat exchanger 201 transmission 202 vapor compression cycle refrigeration system
203 generator 204 airplane power grid and electric equipment
2021 compressor 2022 evaporator 2023 expansion valve
2024 condenser 301 circulating pump 302 three-way valve
303 hydraulic tank oil-immersed heat exchanger 304 temperature sensor
305 temperature controller 306 fuel tank submerged heat exchanger
307 fuel oil tank
Detailed Description
In combination with the above-mentioned prior art, the inventor of the present invention has recognized that an attempt to convert the surplus work capacity of the hydraulic system into electric energy and cold energy in a reasonable manner to reasonably utilize the energy of the aircraft is of great significance, and the prepared cold energy is used to compensate for the heat dissipation requirement of the hydraulic system to ensure efficient and safe operation of the hydraulic system of the aircraft.
In order to solve the problems of energy conversion and utilization in different forms in the flying process of an airplane, the invention provides an airplane surplus hydraulic energy storage and utilization system, which can fully utilize hydraulic energy through the conversion of working modes, can store surplus hydraulic energy through an energy accumulator and is used for the situation of insufficient hydraulic energy in the flying working condition; and hydraulic energy can be converted into electric energy and cold energy through the generator and the vapor compression circulation refrigeration system, so that the problem of insufficient airborne electric energy and cold energy is solved. In addition, the system can introduce the prepared cold energy into an oil tank of the hydraulic system, and the temperature of oil in the hydraulic oil tank is controlled within a reasonable range by using a temperature controller, so that the high-efficiency and stable work of the hydraulic system is ensured; on the other hand, other prepared cold energy can be stored in the fuel oil tank, and the cold energy shortage of the airplane is made up. The invention not only makes full use of airborne energy, realizes the transverse conversion and dispatching of energy, but also ensures the efficient and safe operation of the airplane.
The aircraft surplus hydraulic energy storage and utilization system according to one embodiment of the invention comprises:
an airplane surplus hydraulic energy extraction system, a surplus hydraulic energy utilization system and an oil tank cold accumulation system,
wherein:
the aircraft surplus hydraulic energy extraction system comprises: the system comprises a conventional aircraft hydraulic system (101), a safety valve (102), a first electromagnetic valve (103), an accumulator (104), a second electromagnetic valve (105), a hydraulic motor (106) and a working mode controller (107);
the surplus hydraulic energy utilization system comprises a transmission device (201), a vapor compression cycle refrigeration system (202), a generator (203) and an airplane power grid (204);
the oil tank cold accumulation system comprises a circulating pump (301), a three-way valve (302), a hydraulic oil tank oil-immersed heat exchanger (303), a temperature sensor (304), a temperature controller (305), a fuel oil tank immersed heat exchanger (306) and a fuel oil tank (307).
The airplane surplus hydraulic energy extraction system is characterized in that a safety valve (102), an accumulator (104) and a hydraulic motor (106) are added into a conventional airplane hydraulic system (101). The accumulator (104) is used for storing hydraulic energy when the hydraulic system has surplus work capacity. The hydraulic motor (106) is used for converting surplus hydraulic energy into mechanical energy for rotation. The safety valve (102) ensures that the power demand level of the conventional load (1014) of the conventional aircraft hydraulic system (101) is higher than the accumulator (104) and the hydraulic motor (106). The normal load (1014) of the hydraulic system is ensured not to be influenced by the energy accumulator (104) and the hydraulic motor (106), and the energy accumulator (104) and the hydraulic motor (106) are driven to work only when the hydraulic system has spare capacity.
Referring to fig. 4(a) to 4(d), the aircraft surplus hydraulic energy extraction system has the following four operation modes under the control of the operation mode controller (107):
1) when the conventional aircraft hydraulic system (101) has no spare capacity and the system has sufficient refrigeration and power supply, no high-pressure hydraulic oil passes through the safety valve (102), and the accumulator (104) and the hydraulic motor (106) do not work, namely, as shown in fig. 4 (a);
2) when the conventional aircraft hydraulic system (101) has surplus capacity but is insufficient, only part of high-pressure hydraulic oil passes through the safety valve (102), and the surplus hydraulic energy only drives the hydraulic motor (106) to do work, namely as shown in fig. 4 (b);
3) when the conventional aircraft hydraulic system (101) has sufficient surplus capacity, sufficient high-pressure hydraulic oil passes through the safety valve (102), the accumulator (104) and the hydraulic motor (106) work simultaneously, namely, the hydraulic motor (106) is shown in fig. 4 (c);
4) when the conventional aircraft hydraulic system (101) has no spare capacity and the system refrigeration or power supply requirement is insufficient, no high-pressure hydraulic oil passes through the safety valve (102), the hydraulic energy stored in the accumulator (104) is released, and the hydraulic motor (106) is driven to do work, namely, as shown in fig. 4 (d).
In the surplus hydraulic energy utilization system, a hydraulic motor (106) drives a generator (203) and a compressor (2021) in a vapor compression cycle refrigeration system (202) to do work through a transmission device (201), the surplus hydraulic energy is converted into electric energy and cold energy respectively, the prepared electric energy is sent to an airplane power grid (204), one part of the prepared cold energy is cooled to high-temperature hydraulic oil, and the other part of the prepared cold energy is stored in a fuel oil tank.
Referring to fig. 5(a) to 5(c), in the surplus hydraulic energy utilization system, the transmission device (201) can be controlled to switch three modes according to the capacity of the current hydraulic system and the requirement of the airplane, namely:
1) when the surplus hydraulic energy is not enough and the system power supply capacity is enough, the system defaults to a mode with a compressor (2021), namely, the rotary mechanical energy of the hydraulic motor (106) is preferentially converted into cold energy through the compressor (2021), as shown in fig. 5 (b);
2) when the surplus hydraulic energy is insufficient, the system electric energy is insufficient and the cold energy is sufficient, the system is in a working mode that the hydraulic motor (106) only carries the generator (203), as shown in the figure 5 (a);
3) when the hydraulic energy is sufficient, the system is in an operating mode with both the hydraulic motor (106) and the generator (203), see fig. 5 (c).
Referring to fig. 7, in the oil tank cold accumulation system, the oil tank cold accumulation system is connected with the hot end of the evaporator (2022) in the vapor compression cycle refrigeration system (202), and the cold energy produced by the vapor compression cycle refrigeration system (202) is transferred to the oil tank cold accumulation system; the oil tank cold accumulation system can transmit part of prepared cold energy to the hydraulic system through the oil immersed heat exchanger (303) of the hydraulic oil tank, is used for controlling the temperature of oil liquid of the hydraulic system and ensuring that the temperature of the oil liquid of the hydraulic system is within a reasonable range, transmits the other part of prepared cold energy to fuel oil in the fuel oil tank (307) through the immersed heat exchanger (306) of the fuel oil tank, and stores the cold energy in the fuel oil.
In the oil tank cold accumulation system, a temperature controller (305) detects the temperature and the set temperature of the oil in the current hydraulic oil tank according to a temperature sensor (304), dynamically adjusts the opening of a three-way valve (302) through an incremental PID control algorithm, and controls the flow of PAO oil flowing through an oil-immersed heat exchanger (303) in the hydraulic oil tank so as to control the heat exchange quantity of the PAO oil and the hydraulic oil, and finally the purpose of controlling the temperature of the hydraulic oil in the hydraulic oil tank is achieved.
The airplane surplus hydraulic energy storage and utilization system has the following advantages:
1) the invention can convert surplus hydraulic energy in the hydraulic system into rotary mechanical energy through the hydraulic motor, and drive the compressor to do work through the transmission device, thereby refrigerating through the airborne vapor compression cycle refrigerating system. The system can fully utilize surplus hydraulic energy to convert the surplus hydraulic energy into cold energy, not only improves the utilization rate of airborne hydraulic energy, but also prepares more cold energy, relieves the trouble of insufficient heat sink, and improves the working performance of each system of the airplane.
2) The invention can convert the mechanical energy of the hydraulic motor into electric energy through the generator and connect the electric energy into the power grid, thereby solving the problems of large demand of the electric energy in the power grid and self loss caused by short-time overload of the generator.
3) The safety valve is added in front of the hydraulic motor and the energy accumulator in the hydraulic system, so that the priority of each conventional load of the hydraulic system of the airplane is higher than that of the added hydraulic motor and the added energy accumulator, the hydraulic motor and the energy accumulator can only work when the hydraulic system has surplus work-doing capacity, and the surplus work-doing capacity of the hydraulic system can be fully utilized while the normal operation of each control surface in the hydraulic system is not influenced.
4) The invention stores surplus hydraulic energy through the energy accumulator, and releases the surplus hydraulic energy when the hydraulic energy is insufficient, thereby realizing the storage and utilization of the hydraulic energy and reasonably improving the utilization rate of the hydraulic energy.
5) In the invention, a part of cold energy of an airborne vapor compression cycle refrigeration system is used for cooling the oil temperature of a hydraulic system, the oil temperature of an oil tank of the hydraulic system is controlled by a temperature controller, the oil temperature in the oil tank of the hydraulic system is detected by a temperature sensor, the flow of PAO oil flowing into the hydraulic system is regulated by controlling the opening of a three-way valve, and the heat exchange quantity of the PAO oil in an oil immersed heat exchanger in a hydraulic oil tank and the oil in the hydraulic oil tank is controlled, thereby controlling the temperature of the hydraulic oil. By controlling the temperature of the hydraulic oil to be reasonable, the working reliability of the hydraulic system is guaranteed, and meanwhile, the oil temperature of the hydraulic system is in a temperature range with the optimal working energy efficiency of the hydraulic system.
6) In the invention, the other part of cold energy prepared by the airborne vapor compression cycle refrigeration system is stored in the fuel oil tank through the oil-immersed heat exchanger, and when the cold source of the aircraft is insufficient, the stored cold energy is released. Through reasonable scheduling, the surplus hydraulic energy in different flight stages can be converted into cold energy and stored, and the cold energy is released in other stages with insufficient cold energy, so that peak clipping and valley filling of the cold energy are realized. The problem of insufficient heat sink in the flight process of the airplane is solved, and the safety of thermal protection of airborne equipment in the flight process of the airplane is ensured.
7) The invention fully utilizes the existing airborne equipment, reasonably connects the hydraulic system, the vapor compression cycle refrigeration system and the fuel system, and realizes the process of converting and storing the hydraulic energy to the cold energy. The system has the advantages of few newly added components, small compensation loss and high-efficiency and reasonable energy conversion.
The present invention will be described in further detail with reference to the accompanying drawings.
Referring to fig. 1, in order to solve the problems of unreasonable energy utilization and insufficient heat sink of the aircraft, the system for storing and utilizing surplus hydraulic energy of the aircraft provided by the invention mainly comprises: the aircraft hydraulic energy surplus extraction system, the hydraulic energy surplus utilization system and the oil tank cold accumulation system. Wherein, aircraft surplus hydraulic energy extraction system mainly includes: the hydraulic system comprises a conventional aircraft hydraulic system (101), a safety valve (102), a first solenoid valve (103), an accumulator (104), a second solenoid valve (105), a hydraulic motor (106) and an operating mode controller (107). The surplus hydraulic energy utilization system mainly comprises: a transmission device (201), a vapor compression cycle refrigeration system (202), a generator (203), and an aircraft power grid (204); the oil tank cold-storage system mainly includes: the system comprises a circulating pump (301), a three-way valve (302), a hydraulic oil tank oil-immersed heat exchanger (303), a temperature sensor (304), a temperature controller (305), a fuel oil tank immersed heat exchanger (306) and a fuel oil tank (307).
Referring to fig. 1, in the surplus hydraulic energy extraction system of the airplane, an accumulator (104) and a hydraulic motor (106) are respectively connected with a first electromagnetic valve (103), a second electromagnetic valve (105) in series, then connected in parallel, and connected with a safety valve (102) in series, and finally connected with a conventional hydraulic system (101) of the airplane in parallel. The safety valve (102) in this configuration ensures that the power demand level of the conventional load (1014) in the conventional aircraft hydraulic system (101) is higher than that of the accumulator (104) and the hydraulic motor (106). The load of the hydraulic system is ensured not to be influenced by the energy accumulator (104) and the hydraulic motor (106), and the energy accumulator (104) and the hydraulic motor (106) can be provided with work only when the hydraulic system has spare capacity. The pressure level of the safety valve (102) is selected to be consistent with that of the hydraulic system, and the power of the hydraulic motor (106) is selected according to the maximum surplus work capacity of the hydraulic system under the condition that the airplane allows.
Referring to fig. 4, the operation mode of the hydraulic energy extraction system in the aircraft is controlled by the operation mode controller (107). The working mode controller (107) switches the surplus oil energy extraction system to be in different working modes by controlling the first electromagnetic valve (103) and the second electromagnetic valve (105) to be switched on and off according to the surplus capacity of the current hydraulic system, and the implementation processes of the four working modes are as follows:
1) when the conventional aircraft hydraulic system (101) has no spare capacity and the system has sufficient refrigeration and power supply, as shown in fig. 4(a), the first solenoid valve (103) and the solenoid valves 4(105) need to be closed by the working mode controller (107);
2) when surplus hydraulic energy only drives a hydraulic motor (106) to work, at the moment, the first electromagnetic valve (103) needs to be closed through a working mode controller (107), and the electromagnetic valve (105) needs to be opened;
3) when the accumulator (104) and the hydraulic motor (106) work simultaneously, the first electromagnetic valve (103) and the electromagnetic valve (105) are opened through the work mode controller (107);
4) when the hydraulic energy stored in the accumulator (104) is released, the hydraulic motor (106) is driven to do work, namely, as shown in fig. 4(d), at this time, the safety valve (102) does not pass through the hydraulic oil, and the first electromagnetic valve (103) and the electromagnetic valve (105) are both opened through the working mode controller (107).
Referring to fig. 5, the transmission (201) adopts a one-to-two gear, the input end of the transmission is coaxially connected with the hydraulic motor, the two output ends of the transmission are respectively coaxially connected with the compressor (2021) and the generator (203), and the transmission can freely switch three modes, namely, a mode with only the generator (203), a mode with only the compressor (2021) and a mode with both the compressor (2021) and the generator (203), according to the requirements of the system under the control of the working mode controller (107).
Referring to fig. 6(a) to 6(c), the transmission (201) is mainly composed of three gears, wherein the gear Z1 is connected with the hydraulic motor (106), the gears Z2 and Z3 are respectively connected with the compressor (2021) and the generator (203), the mechanical work of the rotation of the hydraulic motor is transmitted to the gear Z1, the gear Z1 transmits the mechanical energy to the gears Z2 and Z3 through the meshing between the gears, and then the gears Z2 and Z3 are respectively used for driving the compressor (2021) and the generator (203) to do work. The transmission achieves three modes of operation as follows:
1) when the working mode is operated in the generator-only working mode, the working mode controller (107) controls the clutch between the internal gears Z1 and Z2 of the transmission device (201), the engagement between Z1 and Z3, and the mechanical energy of the hydraulic motor is only transmitted to the generator (203) through the transmission device (201), as shown in figure 6 (a);
2) when the working mode is operated in the generator-only working mode, the working mode controller (107) controls the clutch between the internal gears Z1 and Z3 of the transmission device (201), the engagement between Z1 and Z2, and the mechanical energy of the hydraulic motor is only transmitted to the compressor (2021) through the transmission device (201), as shown in figure 6 (b);
3) when the working mode is operated in the generator-only working mode, the working mode controller (107) controls the internal gears Z1 and Z2 and Z3 of the transmission device (201) to be meshed, and the mechanical energy of the hydraulic motor is transmitted to the generator (203) and the compressor (2021) simultaneously through the transmission device (201), as shown in figure 6 (c).
The working mode controller (107) reasonably selects the working mode of the hydraulic system by currently detecting the surplus capacity of the aircraft hydraulic system and the power generation and refrigeration requirements of the system. Because cold energy shortages are more common than electrical energy shortages during aircraft flight, the system typically defaults to the belt compressor (2021) mode.
According to the cold accumulation schematic diagram of the oil tank in fig. 7, the cold accumulation system of the oil tank is connected with the hot end interface of the evaporator (2022). The working medium flowing in the oil tank cold accumulation system is PAO oil. The circulating pump (301) is used for driving the PAO oil liquid in the pipeline to flow in the cold storage oil tank system, and the three-way valve (302) is adjusted through the temperature controller (305) and used for distributing the flow passing through the oil immersed heat exchanger (303) in the hydraulic oil tank and the oil immersed heat exchanger (306) in the oil tank. The temperature sensor (304) is used for measuring the temperature of the hydraulic oil in the hydraulic oil tank.
Referring to fig. 7, in the oil tank cold accumulation system, the selection of the three-way valve should be matched with the flow of the PAO oil, the temperature sensor (304) is used for measuring the temperature of the hydraulic oil in the hydraulic oil tank, and the temperature measurement range is selected to be-50-200 ℃. The fuel oil cold accumulation oil tank (307) can be other oil tanks except a main oil tank of an airplane and is used for storing cold energy in PAO oil.
The design of the hydraulic oil temperature controller can be based on processors such as an ST series single chip microcomputer, a DSP or an ARM, and the like, and the control algorithm adopts an incremental PID control algorithm.
Referring to fig. 8, the incremental PID (proportional integral derivative) control algorithm in the present system is implemented as follows:
1. after the system is initialized, setting the temperature control target of the oil liquid in the hydraulic oil tank as Ts(ii) a Setting a detection period T of the temperature sensor according to the temperature control requirement of the hydraulic oil tank;
2. the temperature sensor detects that the current oil temperature is TcAnd sending the signal into a controller, wherein the controller obtains a current signal T by using a median filtering algorithmc[n]；
3. Calculating to obtain the current oil temperature deviation e [ n ]]＝Tc[n]-TsAccording to the incremental PID control algorithm, the controller calculates the adjustment amplitude of the current three-way valve as follows: delta u [ n ]]＝Kp{e[n]-e[n-1]}+Kie[n]+Kd{e[n]-2e[n-1]+e[n-2]In which K isp，KiAnd KdThe PID parameters are proportional-integral-differential parameters respectively, and the setting method of the PID parameters is consistent with the ordinary PID parameter setting method. I.e. the current controller output is: u [ n ]]＝u[n-1]+Δu[n]。
4. Updating the value of the current e [ n ] e [ n-1] e [ n-2], letting e [ n-2] ═ e [ n-1], e [ n-1] ═ e [ n ].
And finally, judging whether the current temperature control is finished, if not, continuing to start the next temperature control cycle, and if so, ending the current program.
Claims (10)
1. An aircraft surplus hydraulic energy storage and utilization system is characterized by comprising:
an aircraft surplus hydraulic energy extraction system is provided,
surplus hydraulic energy utilization system, and
an oil tank cold accumulation system is arranged on the oil tank,
wherein:
the aircraft surplus hydraulic energy extraction system comprises: the system comprises an aircraft hydraulic system (101), a safety valve (102), a first electromagnetic valve (103), an accumulator (104), a second electromagnetic valve (105), a hydraulic motor (106) and a working mode controller (107);
the surplus hydraulic energy utilization system comprises: a transmission device (201), a vapor compression cycle refrigeration system (202), a generator (203), and an aircraft power grid (204);
the oil tank cold accumulation system comprises: the aircraft hydraulic system comprises a circulating pump (301), a three-way valve (302), a hydraulic oil tank oil-immersed heat exchanger (303), a temperature sensor (304), a temperature controller (305), a fuel oil tank immersed heat exchanger (306) and a fuel oil tank (307), wherein the aircraft surplus hydraulic energy is stored and utilized by an energy accumulator (104) for storing hydraulic energy when the aircraft hydraulic system has surplus working capacity,
the hydraulic motor (106) is used for converting surplus hydraulic energy into rotary mechanical energy,
the safety valve (102) is used for ensuring that the power demand level of a conventional load (1014) in a hydraulic system (101) of the aircraft is higher than that of the accumulator (104) and the hydraulic motor (106), ensuring that the conventional load (1014) of the hydraulic system is not influenced by the accumulator (104) and the hydraulic motor (106), and driving the accumulator (104) and the hydraulic motor (106) to work only when the hydraulic system has spare capacity.
2. The aircraft surplus hydraulic energy storage and utilization system according to claim 1, wherein the operation mode controller (107) places the aircraft surplus hydraulic energy storage and utilization system in one of the following operation modes:
when the conventional aircraft hydraulic system (101) has no spare capacity and the system has sufficient refrigeration and power supply, no high-pressure hydraulic oil passes through the safety valve (102), and the accumulator (104) and the hydraulic motor (106) do not work;
when the conventional airplane hydraulic system (101) has surplus capacity but is insufficient, only part of high-pressure hydraulic oil passes through the safety valve (102), and the surplus hydraulic energy only drives the hydraulic motor (106) to do work;
when the conventional aircraft hydraulic system (101) has sufficient surplus capacity, sufficient high-pressure hydraulic oil passes through the safety valve (102), the accumulator (104) and the hydraulic motor (106) work simultaneously;
when the conventional aircraft hydraulic system (101) has no spare capacity and the refrigeration or power supply requirements of the system are insufficient, no high-pressure hydraulic oil passes through the safety valve (102), the hydraulic energy stored in the accumulator (104) is released, and the hydraulic motor (106) is driven to do work.
3. The aircraft surplus hydraulic energy storage and utilization system according to claim 1, wherein:
the hydraulic motor (106) drives the generator (203) and the compressor (2021) in the vapor compression cycle refrigeration system (202) to do work through the transmission device (201), the surplus hydraulic energy is converted into electric energy and cold energy respectively, the prepared electric energy is sent to an airplane power grid (204), one part of the prepared cold energy is used for cooling high-temperature hydraulic oil, and the other part of the prepared cold energy is stored in the fuel oil tank.
4. The aircraft surplus hydraulic energy storage and utilization system according to claim 1, wherein:
the transmission device (201) is controlled to switch three modes according to the capacity of the current hydraulic system and the requirement of the airplane, namely:
a mode with only the generator (203),
mode with compressor (2021) only, and
with compressor (2021) and generator (203) modes,
wherein:
when the cold energy of the airplane is insufficient, the transmission device (201) preferentially drives the compressor (2021);
when the electric energy of the airplane is insufficient, the transmission device (201) preferentially drives the generator (203).
5. The aircraft surplus hydraulic energy storage and utilization system according to claim 1, wherein:
the oil tank cold accumulation system is connected with the hot end of an evaporator (2022) in the vapor compression cycle refrigeration system (202), and cold energy produced by the vapor compression cycle refrigeration system (202) is transferred to the oil tank cold accumulation system;
the oil tank cold accumulation system transmits a part of prepared cold energy to the hydraulic system through the oil immersed heat exchanger (303) of the hydraulic oil tank, is used for controlling the temperature of oil liquid of the hydraulic system within the optimal working efficiency range of the hydraulic system, transmits the other part of prepared cold energy to fuel oil in the fuel oil tank (307) through the immersed heat exchanger (306) of the fuel oil tank, and stores the cold energy in the fuel oil;
the temperature controller (305) dynamically adjusts the opening of the three-way valve (302) through incremental proportional-integral-derivative control according to the temperature and the set temperature of the oil in the current hydraulic oil tank detected by the temperature sensor (304), controls the flow of the poly alpha olefin oil flowing through the oil-immersed heat exchanger (303) in the hydraulic oil tank so as to control the heat exchange quantity of the poly alpha olefin oil and the hydraulic oil, and finally achieves the purpose of controlling the temperature of the hydraulic oil in the hydraulic oil tank,
wherein:
the incremental proportional-integral-derivative control includes:
after the system is initialized, setting the temperature control target of the oil liquid in the hydraulic oil tank as Ts(ii) a Setting a detection period T of the temperature sensor according to the temperature control requirement of the hydraulic oil tank;
the temperature sensor detects that the current oil temperature is TcAnd sending the signal into a controller, wherein the controller obtains a current signal T by using a median filtering algorithmc[n]；
Calculating to obtain the current oil temperature deviation e [ n ]]＝Tc[n]-TsAccording to an incremental proportional-integral-derivative control algorithm, a controllerCalculating the adjustment amplitude of the current three-way valve as follows: delta u [ n ]]＝Kp{e[n]-e[n-1]}+Kie[n]+Kd{e[n]-2e[n-1]+e[n-2]In which K isp，KiAnd KdThe parameters are respectively proportional integral differential parameters, and the setting method of the parameters is consistent with the ordinary proportional integral differential parameter setting method, namely the output of the current controller is as follows: u [ n ]]＝u[n-1]+Δu[n]；
Updating the value of the current e [ n ] e [ n-1] e [ n-2], letting e [ n-2] ═ e [ n-1], e [ n-1] ═ e [ n ];
and judging whether the current temperature control is finished, if not, continuing to start the next temperature control cycle, and if so, ending the current program.
6. The method for storing and utilizing the surplus hydraulic energy of the airplane based on the surplus hydraulic energy storage and utilization system of the airplane comprises the following steps:
an aircraft surplus hydraulic energy extraction system is provided,
surplus hydraulic energy utilization system, and
an oil tank cold accumulation system is arranged on the oil tank,
wherein:
the aircraft surplus hydraulic energy extraction system comprises: the system comprises an aircraft hydraulic system (101), a safety valve (102), a first electromagnetic valve (103), an accumulator (104), a second electromagnetic valve (105), a hydraulic motor (106) and a working mode controller (107);
the surplus hydraulic energy utilization system comprises: a transmission device (201), a vapor compression cycle refrigeration system (202), a generator (203), and an aircraft power grid (204);
the oil tank cold accumulation system comprises: the aircraft fuel tank immersion type heat exchanger comprises a circulating pump (301), a three-way valve (302), a hydraulic fuel tank oil immersion type heat exchanger (303), a temperature sensor (304), a temperature controller (305), a fuel tank immersion type heat exchanger (306) and a fuel tank (307), and surplus hydraulic energy of the aircraft is stored and utilized
It is characterized by comprising:
an accumulator (104) is used for storing hydraulic energy when the aircraft hydraulic system has surplus work capacity,
converting the surplus hydraulic energy into rotary mechanical energy by a hydraulic motor (106),
the safety valve (102) is used for ensuring that the power demand level of a conventional load (1014) in a hydraulic system (101) of the airplane is higher than that of the accumulator (104) and the hydraulic motor (106), ensuring that the conventional load (1014) of the hydraulic system is not influenced by the accumulator (104) and the hydraulic motor (106), and driving the accumulator (104) and the hydraulic motor (106) to work only when the hydraulic system has spare capacity.
7. The method of claim 6, further comprising using the operation mode controller (107) to place the aircraft surplus hydraulic energy storage and utilization system in one of the following operation modes:
when the conventional aircraft hydraulic system (101) has no spare capacity and the system has sufficient refrigeration and power supply, no high-pressure hydraulic oil passes through the safety valve (102), and the accumulator (104) and the hydraulic motor (106) do not work;
when the conventional airplane hydraulic system (101) has surplus capacity but is insufficient, only part of high-pressure hydraulic oil passes through the safety valve (102), and the surplus hydraulic energy only drives the hydraulic motor (106) to do work;
when the conventional aircraft hydraulic system (101) has sufficient surplus capacity, sufficient high-pressure hydraulic oil passes through the safety valve (102), the accumulator (104) and the hydraulic motor (106) work simultaneously;
when the conventional aircraft hydraulic system (101) has no spare capacity and the refrigeration or power supply requirements of the system are insufficient, no high-pressure hydraulic oil passes through the safety valve (102), the hydraulic energy stored in the accumulator (104) is released, and the hydraulic motor (106) is driven to do work.
8. The method for storing and utilizing the surplus hydraulic energy of the airplane according to claim 6, further comprising:
the hydraulic motor (106) is used for driving the generator (203) and the compressor (2021) in the vapor compression cycle refrigeration system (202) to do work through the transmission device (201), the surplus hydraulic energy is converted into electric energy and cold energy respectively, the prepared electric energy is sent to an airplane power grid (204), one part of the prepared cold energy is used for cooling high-temperature hydraulic oil, and the other part of the prepared cold energy is stored in a fuel oil tank.
9. The method for storing and utilizing the surplus hydraulic energy of the airplane according to claim 6, further comprising:
with said transmission (201) it is possible to switch between three modes, depending on the capacity of the current hydraulic system and the requirements of the aircraft, these three modes being:
a mode with only the generator (203),
mode with compressor (2021) only, and
with compressor (2021) and generator (203) modes,
when the cold energy of the airplane is insufficient, the transmission device (201) preferentially drives the compressor (2021);
when the electric energy of the airplane is insufficient, the transmission device (201) is enabled to drive the generator (203) preferentially.
10. The method for storing and utilizing the surplus hydraulic energy of the airplane according to claim 6, wherein:
the cold energy produced by the vapor compression cycle refrigeration system (202) is transferred to the oil tank cold storage system by connecting the oil tank cold storage system with the hot end of the evaporator (2022) in the vapor compression cycle refrigeration system (202);
part of cold energy transferred to the oil tank cold accumulation system is transferred to the hydraulic system through the oil immersed heat exchanger (303) of the hydraulic oil tank so as to control the temperature of oil liquid of the hydraulic system within the range of optimal working efficiency of the hydraulic system,
transferring another part of cold energy transferred to the tank cold accumulation system to fuel in a fuel tank (307) through a fuel tank submerged heat exchanger (306), thereby storing the cold energy in the fuel,
the temperature controller (305) is used for dynamically adjusting the opening of the three-way valve (302) through an incremental proportional-integral-derivative control method according to the temperature and the set temperature of the oil liquid in the current hydraulic oil tank detected by the temperature sensor (304), controlling the flow rate of the poly alpha olefin oil liquid flowing through the oil-immersed heat exchanger (303) in the hydraulic oil tank so as to control the heat exchange quantity of the poly alpha olefin oil liquid and the hydraulic oil and finally realize the purpose of controlling the temperature of the hydraulic oil in the hydraulic oil tank,
wherein:
the incremental proportional-integral-derivative control method comprises the following steps:
after the system is initialized, setting the temperature control target of the oil liquid in the hydraulic oil tank as Ts(ii) a Setting a detection period T of the temperature sensor according to the temperature control requirement of the hydraulic oil tank;
the temperature sensor detects that the current oil temperature is TcAnd sending the signal into a controller, wherein the controller obtains a current signal T by using a median filtering algorithmc[n]；
Calculating to obtain the current oil temperature deviation e [ n ]]＝Tc[n]-TsAccording to the incremental proportional-integral-derivative control algorithm, the controller calculates the adjustment amplitude of the current three-way valve as follows: delta u [ n ]]＝Kp{e[n]-e[n-1]}+Kie[n]+Kd{e[n]-2e[n-1]+e[n-2]In which K isp，KiAnd KdThe parameters are respectively proportional integral differential parameters, and the setting method of the parameters is consistent with the ordinary proportional integral differential parameter setting method, namely the output of the current controller is as follows: u [ n ]]＝u[n-1]+Δu[n]；
Updating the value of the current e [ n ] e [ n-1] e [ n-2], letting e [ n-2] ═ e [ n-1], e [ n-1] ═ e [ n ];
and judging whether the current temperature control is finished, if not, continuing to start the next temperature control cycle, and if so, ending the current program.
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| CN109850168B (en) * | 2018-12-31 | 2020-12-01 | 北京航空航天大学 | Oil tank cooling subsystem of aircraft thermal management system |
| CN114562839A (en) * | 2021-11-17 | 2022-05-31 | 中国航空工业集团公司沈阳飞机设计研究所 | Environment control system for periodic thermal load of airplane |
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| CN201187490Y (en) * | 2008-05-07 | 2009-01-28 | 张保金 | Hydraulic storage energy conversion structure |
| CN103104428A (en) * | 2013-02-04 | 2013-05-15 | 李光能 | Hydraulic energy utilization device in vehicle travel |
| US10837474B2 (en) * | 2014-09-09 | 2020-11-17 | Airbus Group India Private Limited | Aircraft hydraulic fluid heating system and method |
| CN107304777A (en) * | 2016-04-22 | 2017-10-31 | 四川大学 | Pressure accumulation oil cylinder |
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