CN112572806A - Loop control and nitrogen control coupling system comprehensively utilizing aircraft cabin pressure and working method - Google Patents
Loop control and nitrogen control coupling system comprehensively utilizing aircraft cabin pressure and working method Download PDFInfo
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- CN112572806A CN112572806A CN202110109812.XA CN202110109812A CN112572806A CN 112572806 A CN112572806 A CN 112572806A CN 202110109812 A CN202110109812 A CN 202110109812A CN 112572806 A CN112572806 A CN 112572806A
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- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 title claims abstract description 86
- 229910052757 nitrogen Inorganic materials 0.000 title claims abstract description 43
- 238000000034 method Methods 0.000 title claims abstract description 30
- 230000008878 coupling Effects 0.000 title claims abstract description 21
- 238000010168 coupling process Methods 0.000 title claims abstract description 21
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 21
- 239000007789 gas Substances 0.000 claims abstract description 62
- 239000002828 fuel tank Substances 0.000 claims abstract description 56
- 239000001301 oxygen Substances 0.000 claims abstract description 48
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 48
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 47
- 238000001816 cooling Methods 0.000 claims description 46
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 35
- 238000002156 mixing Methods 0.000 claims description 26
- 239000012528 membrane Substances 0.000 claims description 23
- 239000012510 hollow fiber Substances 0.000 claims description 22
- 230000008569 process Effects 0.000 claims description 15
- 239000003595 mist Substances 0.000 claims description 12
- 238000002955 isolation Methods 0.000 claims description 8
- 238000005057 refrigeration Methods 0.000 claims description 8
- 239000007788 liquid Substances 0.000 claims description 4
- 239000002912 waste gas Substances 0.000 claims description 4
- 238000001704 evaporation Methods 0.000 claims description 3
- 230000008020 evaporation Effects 0.000 claims description 3
- 238000005259 measurement Methods 0.000 claims description 3
- 239000000523 sample Substances 0.000 claims description 3
- 238000011017 operating method Methods 0.000 claims 4
- 238000013461 design Methods 0.000 abstract description 8
- 230000036961 partial effect Effects 0.000 abstract description 7
- 206010067484 Adverse reaction Diseases 0.000 abstract description 2
- 206010021143 Hypoxia Diseases 0.000 abstract description 2
- 230000006838 adverse reaction Effects 0.000 abstract description 2
- 239000003921 oil Substances 0.000 description 8
- 238000004880 explosion Methods 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000006872 improvement Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000004378 air conditioning Methods 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000002829 reductive effect Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 230000001629 suppression Effects 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005474 detonation Methods 0.000 description 1
- 201000010099 disease Diseases 0.000 description 1
- 208000037265 diseases, disorders, signs and symptoms Diseases 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 230000000670 limiting effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000035479 physiological effects, processes and functions Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000029058 respiratory gaseous exchange Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 238000012360 testing method Methods 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
- 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
-
- 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
- B64D13/08—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 the air being heated or cooled
-
- 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
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
-
- 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
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Pulmonology (AREA)
- Separation Using Semi-Permeable Membranes (AREA)
Abstract
The invention discloses a loop control and nitrogen control coupling system and a working method for comprehensively utilizing the pressure of an aircraft cabin, belonging to the field of an airborne electromechanical system of an aircraft. The invention adopts a coupling design method to fully recycle the oxygen-enriched gas discharged from the inerting system of the onboard nitrogen-making fuel tank, effectively improves the oxygen partial pressure of the cabin, enhances the comfort of passengers, and reduces the adverse reaction of passengers caused by high-altitude oxygen deficiency; and the pressure difference between the cabin and the equipment cabin is fully utilized, so that the system has the advantages of high energy utilization rate, simple structure, easy adjustment and control, and high reliability and realizability.
Description
Technical Field
The invention belongs to the field of airborne electromechanical systems of aircrafts, and particularly relates to a loop control and nitrogen control coupling system for comprehensively utilizing the pressure of an aircraft cabin and a working method.
Background
In high-altitude flight, the environmental control of the aircraft cabin is very critical, the physiological safety requirements of passengers and the cooling load requirements of the equipment cabin are guaranteed, but the air entraining quantity directly influences the fuel oil compensation loss and the running economy of the aircraft, so that the reduction of the air entraining quantity of an air compressor of an aircraft engine and the improvement of the energy utilization rate of the air entraining flow are the key points of the design work of an environment control system on the basis of meeting the physiological safety requirements of the passengers, however, the current environmental control system of the aircraft cabin generally adopts a three-wheel boosting type refrigeration bag to meet the cooling load requirements of the cabin and the equipment cabin at the same time, the pressure difference between the cabin and the equipment cabin is not fully utilized, and therefore, the available energy of the air entraining flow is not fully utilized.
In order to ensure the life safety of passengers, the aircraft cabin in the high-altitude environment needs to be pressurized so as to improve the oxygen partial pressure of gas in the cabin environment and ensure the normal breathing requirement of the passengers, but the increase of the pressure difference between the inside and the outside of the cabin is brought while the cabin is pressurized, so that the aircraft cabin not only can cause greater damage to the passengers during explosion and pressure reduction, but also can ensure that the structural strength requirement of the cabin is higher and the weight of the aircraft is increased; therefore, in the design of the current aircraft cabin environment control system, the physiological safety limit of passengers is used as a control index, and the pressure difference between the inside and the outside of the cabin is reduced as much as possible on the premise of not causing physiological damage to the passengers, so that a series of problems of insufficient oxygen partial pressure of the cabin, poor comfort of the passengers, even disease generation and the like are directly brought. The competition of the current civil aircraft market and the competition of the comfort of the cabin are the key points, so that the improvement of the oxygen partial pressure of the cabin and the better experience of riding the aircraft are very important.
In conclusion, how to fully utilize the pressure difference between the cabin and the equipment cabin and improve the energy utilization rate of the induced airflow; how to improve the oxygen partial pressure of the cabin environment and meet the requirements of the physiology and comfort of passengers; is a bottleneck problem to be solved by the design of the current environment control system.
Meanwhile, the combustion and explosion of the fuel tank of the airplane can greatly threaten the flight safety, and simultaneously, the huge economic loss and the severe social influence are accompanied. Since the time of powered flight, tank detonation has become a recurring problem associated with aircraft fuel system design and use.
To suppress the combustion and explosion of the aircraft fuel system and improve the safety of the aircraft, undoubtedly, the ignition source, the oxygen concentration and the combustible steam concentration can be controlled and the ignition influence of the fuel steam can be reduced. For this reason, a great deal of research has been carried out in both the U.S. military and the civil aviation industry, and the U.S. general aviation administration (FAA) has issued a series of amendments, advisory notices and airworthiness regulations that mandate the use of effective technical measures in civil aircraft fuel tanks to reduce ignition sources (SFAR 88), reduce flammable vapor concentrations (AC 25.981-2A), and reduce flammability exposure times (FAR 25.981) for transport aircraft fuel tanks. Based on the requirements of the airworthiness regulations, the design of the fire-proof explosion suppression system of the fuel tank gradually enters a practical stage to provide safety guarantee for the aircraft and an aircraft fuel system.
The results of a large number of ground and flight test studies and the practical application of various fire and explosion suppression technical measures have shown that: the inerting of the onboard fuel tank is a feasible, efficient and economic technical method for ensuring the safety of the fuel tank. The on-board fuel tank inerting means that inert gas is generated by on-board equipment and is used for filling the gas phase space at the upper part of the fuel tank so as to ensure the safety of the fuel tank. With the breakthrough of the membrane separation technology, the inerting technology of the hollow fiber membrane fuel tank becomes the mainstream technology of the inerting of the fuel tanks of military and civil aircraft, the air is subjected to pretreatment of flow limiting, temperature reduction, impurity removal and the like on the bleed air, then the oxygen and nitrogen are separated by the hollow fiber membrane air separator to form high-concentration nitrogen-rich gas, the nitrogen-rich gas is conveyed to the fuel tank through a distribution system, and the separated oxygen-rich gas is discharged out of the fuel tank as waste gas, thereby not only causing waste, but also bringing about potential safety hazard.
Disclosure of Invention
Aiming at the technical defects of potential safety hazard, resource waste and the like in the prior art, the invention provides the ring control and nitrogen control coupling system and the working method which comprehensively utilize the pressure of an aircraft cabin.
The invention is realized by the following steps:
a loop control and nitrogen control coupling system comprehensively utilizing the pressure of an aircraft cabin comprises an engine, a first heat exchanger, a second heat exchanger and a third heat exchanger; a first one-way valve, a high-pressure bleed air shutoff valve and a fan air adjusting valve are respectively arranged behind the engine to respectively control medium-pressure bleed air, high-pressure bleed air and bleed air provided by an engine fan;
the precooler comprises a hot side channel and a cold side channel, and the first check valve is connected with an inlet pipeline of the hot side channel of the precooler; the outlet of the thermal measurement channel of the precooler is sequentially connected with the shutoff valve, the pressure regulator and the flow control valve; the air-bleed valve is connected with the inlet pipeline of the precooler cold side channel through the fan air adjusting valve;
the outlet of the flow control valve is sequentially connected with a first heat exchanger, a first gas compressor and a second heat exchanger, the first heat exchanger and the second heat exchanger comprise a hot side channel and a cold side channel, and particularly, the outlet of the flow control valve is connected with an inlet pipeline of the hot side channel of the first heat exchanger; the outlet of the first heat exchanger is connected with the inlet pipeline of the first compressor; the outlet of the first compressor is connected with the inlet pipeline of the hot side channel of the second heat exchanger; the inlets and outlets of the cold side channels of the first heat exchanger and the second heat exchanger are connected with the outside air;
the outlet of the hot side channel of the second heat exchanger is sequentially connected with the first temperature control valve, the heat regenerator, the condenser and the water separator, and is connected with the first temperature control valve, the heat regenerator and the hot side channel of the condenser;
the outlet of the water separator is divided into three paths by a four-way valve; the first path is sequentially connected with a cold side channel of the heat regenerator, a first cooling turbine, a cold side channel of the condenser, a third check valve and a mixing chamber pipeline; the second path is connected with a second cooling turbine, a second temperature control valve and the electronic equipment cabin through pipelines in sequence; the third path is connected with the hollow fiber membrane separator through a filter and an oil mist separator by pipelines; the water separator is also provided with a liquid water outlet, and the liquid water outlet is sprayed to the inlet of the cold side channel of the third heat exchanger through a pipeline;
a lowest temperature limiter, a first temperature sensor, a highest temperature limiter, a first pressure sensor and a cabin are sequentially arranged at an outlet of the mixing chamber; the outlet of the return air channel of the cabin is connected with the inlet pipeline of the return air channel of the mixing chamber through a recirculation air filter, a fourth one-way valve and a cabin air recirculation fan.
Furthermore, an auxiliary power device is arranged between the pressure regulator and the flow control valve; the auxiliary power device is connected with the flow control valve through an APU gas supply shutoff valve, a second one-way valve and an isolation valve in sequence.
Further, an oxygen-enriched gas outlet of the hollow fiber membrane separator is connected with a mixing chamber pipeline through a second air compressor, a third heat exchanger;
the outlet of the nitrogen-rich gas of the hollow fiber membrane separator is connected with a fuel tank pipeline through a second pressure sensor, a second temperature sensor, an electric valve, a first flame suppressor; and the waste gas outlet of the fuel tank is connected with a second flame suppressor pipeline and is discharged outside the machine.
Further, the first gas compressor and the first cooling turbine are connected through a shaft, and the other end of the first gas compressor is connected with the fan; the first cooling turbine expands to do work to drive the coaxial fan and the first air compressor to work; the fan is arranged in a pipeline connected with the cold side channel of the first heat exchanger, the second heat exchanger and the third heat exchanger and the outside air and is used for driving the cold airflow of the ram air; the second cooling turbine is connected to the second compressor through a shaft, and the second cooling turbine expands to do work to drive the coaxial second compressor to work.
Furthermore, the system is controlled by an automatic controller, and the current input end of the automatic controller is respectively electrically connected with the first temperature sensor, the lowest temperature limiter, the highest temperature limiter, the first pressure sensor, the second temperature sensor and the oxygen concentration sensor; the probe of the oxygen concentration sensor extends into the fuel tank and is used for detecting the oxygen concentration of gas in the fuel tank and transmitting the oxygen concentration to the automatic controller; and the current output end of the automatic controller is electrically connected with the pressure regulator, the four-way valve, the first temperature control valve, the second temperature control valve and the electric valve respectively.
The invention also discloses a working method of the loop control and nitrogen control coupling system for comprehensively utilizing the aircraft cabin pressure, which is characterized by comprising a bleed air conveying and refrigerating process, an on-board nitrogen control and fuel tank inerting process and a data acquisition and control process.
Further, the bleed air conveying and refrigerating process in the working method specifically comprises the following steps:
the medium-pressure bleed air of the engine enters the inlet of the hot side channel of the precooler through the first one-way valve, and the high-pressure bleed air is controlled by the high-pressure bleed air shutoff valve; when the pressure of the medium-pressure compressor cannot meet the system requirement, the high-pressure bleed air shutoff valve is automatically opened, and high-pressure bleed air also enters the precooler; high-temperature and high-pressure air led out from an engine compressor is cooled by a precooler, and the cooling air is air led out from an engine fan; a fan air adjusting valve on the precooler cooling air inlet pipeline is used for controlling the temperature of the bleed air outlet of the precooler; the bleed air cooled by the precooler sequentially passes through a shutoff valve, a pressure regulator and a flow control valve;
when the ground engine does not work, the auxiliary power device is used for supplying air, and the auxiliary power device supplies air to the ground engine, and the auxiliary power device sequentially passes through the APU (auxiliary Power Unit) for air supply and shutoff valve, the second one-way valve, the isolation valve and the flow control valve; the bleed air passing through the flow control valve is introduced into a first heat exchanger for cooling, and the cooled engine bleed air further promotes the pressure through a first air compressor; the high-temperature and high-pressure gas pressurized and heated by the first compressor is further cooled by a second heat exchanger; the gas cooled by the second heat exchanger enters the inlet of the hot side channel of the condenser through the first temperature control valve and the hot side channel of the heat regenerator, and condensed water is discharged through the water separator after the condenser is cooled by cold air at the outlet of the first cooling turbine; the water removed from the water separator is sprayed to the ram air inlet of the cold side channel of the second heat exchanger by a nozzle, and the ram air is cooled by evaporation;
the gas dewatered by the water separator is divided into three paths by a four-way valve, and the first path enters a mixing chamber through a cold side channel of a heat regenerator, a first cooling turbine, a cold side channel of a condenser and a third one-way valve; the second path enters the electronic equipment cabin through a second cooling turbine and a second temperature control valve; the third path enters an onboard nitrogen-making fuel tank inerting system through a filter and an oil mist separator;
part of return air of the cabin passes through a recirculation air filter, a fourth one-way valve and a cabin air recirculation fan and also enters the mixing chamber, and modulated gas discharged from the mixing chamber passes through a minimum temperature limiter, a first temperature sensor, a maximum temperature limiter and a first pressure sensor and then is supplied to the cabin.
Further, the process of onboard nitrogen generation and fuel tank inerting in the working method is specifically as follows:
the engine bleed air after being dewatered by the water separator is divided into three paths by a four-way valve, wherein the third path is introduced into a hollow fiber membrane separator through a filter and an oil mist separator;
oxygen-enriched gas of the hollow fiber membrane separator is introduced into the mixing chamber through the second gas compressor and the third heat exchanger; the nitrogen-rich gas of the hollow fiber membrane separator is discharged out of the machine through the second flame suppressor after inerting the fuel tank by the second pressure sensor, the second temperature sensor, the electric valve and the first flame suppressor which are connected with the fuel tank pipeline.
Further, the data acquisition and control process in the working method specifically comprises the following steps:
the oxygen concentration sensor detects the oxygen concentration of gas in the fuel tank and transmits a signal to the automatic controller, and when the oxygen concentration is higher than or lower than the preset oxygen concentration, the automatic controller adjusts the opening degree of the four-way valve and the electric valve and realizes effective control of the oxygen concentration in the fuel tank by changing the flow of the nitrogen-rich gas;
the lowest temperature limiter is used for measuring the temperature of gas entering the cabin and transmitting a signal to the automatic controller; when the temperature is higher than or lower than the preset temperature, the automatic controller outputs a control signal to adjust the opening of the first temperature control valve;
the second temperature sensor measures the temperature of the nitrogen-rich gas entering the fuel tank and transmits a signal to the automatic controller; when the temperature is higher than or lower than the preset temperature, the automatic controller outputs a control signal to adjust the opening degree of the second temperature control valve;
the second pressure sensor measures the gas pressure before entering the fuel tank, the first pressure sensor measures the gas pressure before entering the cabin, and the first pressure sensor transmits a signal to the automatic controller; when the pressure is higher than or lower than the preset pressure, the automatic controller outputs a control signal to adjust the opening of the pressure regulator.
The beneficial effects of the invention and the prior art are as follows:
the invention comprehensively utilizes different pressures of an aircraft cabin and an equipment cabin, and couples ring control and inerting of an onboard nitrogen fuel tank for system-level design, wherein: the cold load requirements of different cabin environments of the airplane are met by two groups of refrigeration bags, the traditional three-wheel boosting type air circulation refrigeration bag meets the cabin cold load requirements, and the reverse boosting type air circulation refrigeration bag meets the electronic equipment cabin cold load requirements; the compressor in the boost system is used for increasing the inlet pressure of the two groups of refrigeration package cooling turbines and the hollow fiber membrane nitrogen production device, and the compressor in the reverse boost system is used for increasing the pressure of the oxygen-enriched gas discharged from the airborne nitrogen production system, so as to increase the oxygen partial pressure of the modulating gas entering the cabin. Compared with the prior art, the invention adopts a coupling design method to fully recycle the oxygen-enriched gas discharged from the inerting system of the airborne nitrogen-making fuel tank, effectively improves the oxygen partial pressure of the cabin, enhances the comfort of passengers, and reduces the adverse reaction of passengers caused by high-altitude oxygen deficiency; and the pressure difference between the cabin and the equipment cabin is fully utilized, so that the system has the advantages of high energy utilization rate, simple structure, easy adjustment and control, and high reliability and realizability.
Drawings
FIG. 1 is a schematic view of a loop control and nitrogen control coupling system for integrated utilization of aircraft cabin pressure in accordance with the present invention;
wherein 1-engine, 2-fan air-conditioning flap, 3-first non-return flap, 4-high-pressure bleed air shut-off flap, 5-precooler, 6-shut-off flap, 7-pressure regulator, 8-auxiliary power unit, 9-APU air-supply shut-off flap, 10-second non-return flap, 11-isolation flap, 12-flow control flap, 13-first heat exchanger, 14-first compressor, 15-fan, 16-second heat exchanger, 17-first temperature control flap, 18-regenerator, 19-condenser, 20-water separator, 21-four-way valve, 22-first cooling turbine, 23-third non-return flap, 24-mixing chamber, 25-minimum temperature limiter, 26-first temperature sensor, 27-maximum temperature limiter, 28-first pressure sensor, 29-cabin, 30-recirculation air filter, 31-fourth one-way valve, 32-cabin air recirculation fan, 33-second cooling turbine, 34-second temperature control valve, 35-electronic equipment cabin, 36-filter, 37-oil mist separator, 38-hollow fiber membrane separator, 39-second pressure sensor, 40-second temperature sensor, 41-electric valve, 42-first flame suppressor, 43-fuel tank, 44-second flame suppressor, 45-second compressor, 46-third heat exchanger, 47-automatic controller, 48-oxygen concentration sensor.
Detailed Description
In order to make the objects, technical solutions and effects of the present invention more clear, the present invention is further described in detail by the following examples. It should be noted that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, the loop control and nitrogen control coupling system comprehensively utilizing the aircraft cabin pressure of the present invention comprises an engine 1, a fan air-conditioning shutter 2, a first check shutter 3, a high-pressure bleed air shut-off shutter 4, a precooler 5, a shut-off shutter 6, a pressure regulator 7, an auxiliary power unit 8, an APU air supply shut-off shutter 9, a second check shutter 10, an isolation shutter 11, a flow control shutter 12, a first heat exchanger 13, a first compressor 14, a fan 15, a second heat exchanger 16, a first temperature control shutter 17, a regenerator 18, a condenser 19, a water separator 20, a four-way valve 21, a first cooling turbine 22, a third check shutter 23, a mixing chamber 24, a minimum temperature limiter 25, a first temperature sensor 26, a maximum temperature limiter 27, a first pressure sensor 28, a cabin 29, a recirculation air filter 30, a fourth check shutter 31, a cabin air recirculation fan 32, a second cooling turbine 33, a second temperature control valve 34, an electronic equipment compartment 35, a filter 36, an oil mist separator 37, a hollow fiber membrane separator 38, a second pressure sensor 39, a second temperature sensor 40, an electric valve 41, a first flame suppressor 42, a fuel tank 43, a second flame suppressor 44, a second compressor 45, a third heat exchanger 46, an automatic controller 47, and an oxygen concentration sensor 48.
The precooler 5, the first heat exchanger 13, the second heat exchanger 16, the third heat exchanger 46, the heat regenerator 18 and the condenser 19 all comprise a hot side channel and a cold side channel; the inlets and outlets of the cold side channels of the first heat exchanger 13, the second heat exchanger 16 and the third heat exchanger 46 are all connected with the outside air;
the fan 15, the first compressor 14 and the first cooling turbine 22 are sequentially connected through a shaft; the first cooling turbine 22 expands to do work and drives the coaxial fan 15 and the first air compressor 14 to work; the fan 15 is arranged in the pipeline connecting the cold side channels of the first heat exchanger 13, the second heat exchanger 16 and the third heat exchanger 46 with the outside air, and is used for driving the cold airflow of the ram air; the second cooling turbine 33 and the second compressor 45 are sequentially connected through a shaft; the second cooling turbine 33 expands to do work to drive the coaxial second compressor 45 to work;
the medium-pressure bleed air of the engine 1 is connected with a hot-side channel inlet pipeline of the precooler 5 through a first one-way valve 3, the high-pressure bleed air is connected with the hot-side channel inlet pipeline of the precooler 5 through a high-pressure bleed air shutoff valve 4, and the bleed air provided by an engine fan is connected with a cold-side channel inlet pipeline of the precooler 5 through a fan air adjusting valve 2 to provide cooling air for the precooler 5; the outlet of the thermal measurement channel of the precooler 5 is connected with the flow control valve 12 through a pipeline by a shutoff valve 6 and a pressure regulator 7;
the auxiliary power device 8 is connected with a flow control valve 12 through an APU (auxiliary Power Unit) air supply shutoff valve 9, a second one-way valve 10, an isolation valve 11 and a pipeline;
the outlet of the flow control valve 12 is connected with an inlet pipeline of a hot side channel of the first heat exchanger 13; the outlet of the first heat exchanger 13 is connected with the inlet pipeline of the first compressor 14;
an outlet of the first compressor 14 is connected with an inlet pipeline of a hot side channel of the second heat exchanger 16, and an inlet and an outlet of a cold side channel of the second heat exchanger 16 are both connected with outside air; an outlet of a hot side channel of the second heat exchanger 16, the first temperature control valve 17, a hot side channel of the heat regenerator 18, a hot side channel of the condenser 19 and an inlet of the water separator 20 are sequentially connected through pipelines; the outlet of the water separator 20 is divided into three paths by a four-way valve 21, the first path is connected with a cold side channel of the heat regenerator 18, a first cooling turbine 22, a cold side channel of the condenser 19, a third one-way valve 23 and a mixing chamber 24 by pipelines, the second path is connected with a second cooling turbine 33, a second temperature control valve 34 and an electronic equipment cabin 35 by pipelines in sequence, the third path is connected with a hollow fiber membrane separator 38 by pipelines through a filter 36 and an oil mist separator 37, and a liquid water outlet of the water separator 20 is sprayed to an inlet of the cold side channel of a third heat exchanger 46 by pipelines;
the mixing chamber 24 opens into a cabin 29 via a minimum temperature limiter 25, a first temperature sensor 26, a maximum temperature limiter 27, a first pressure sensor 28; the outlet of the return air channel of the cabin 29 is connected with the inlet pipeline of the return air channel of the mixing chamber 24 through a recirculation air filter 30, a fourth one-way valve 31 and a cabin air recirculation fan 32;
the oxygen-rich gas outlet of the hollow fiber membrane separator 38 is connected with the mixing chamber 24 through a second compressor 45, a third heat exchanger 46 and pipelines, and the nitrogen-rich gas outlet is connected with the fuel tank 43 through a second pressure sensor 39, a second temperature sensor 40, an electric valve 41, a first flame suppressor 42 and pipelines; the waste gas outlet of the fuel tank 43 is connected with a second flame suppressor 44 pipeline and is discharged out of the machine;
the current input ends of the automatic controller 47 are respectively and electrically connected with the first temperature sensor 26, the lowest temperature limiter 25, the highest temperature limiter 27, the first pressure sensor 28, the second pressure sensor 39, the second temperature sensor 40 and the oxygen concentration sensor 48; the probe of the oxygen concentration sensor 48 extends into the fuel tank 43 and is used for detecting the oxygen concentration of the gas in the fuel tank 43 and transmitting the oxygen concentration to the automatic controller 47; the current output end of the automatic controller 47 is electrically connected with the pressure regulator 7, the four-way valve 21, the first temperature control valve 17, the second temperature control valve 34 and the electric valve 41 respectively.
The invention also discloses a working method of the loop control and nitrogen control coupling system for comprehensively utilizing the aircraft cabin pressure, which comprises the following specific steps:
1) bleed air delivery and refrigeration process
The medium-pressure bleed air of the engine 1 enters the inlet of the hot-side channel of the precooler 5 through the first one-way valve 3, and the high-pressure bleed air is controlled through the high-pressure bleed air shutoff valve 4. When the pressure of the medium-pressure compressor cannot meet the system requirement, the high-pressure bleed air shutoff valve 4 is automatically opened, and the high-pressure bleed air also enters the precooler 5. The high temperature and high pressure air from the engine compressor is cooled by a precooler 5, and the cooling air is the air from the engine fan. The cooling air inlet pipeline of the precooler 5 is provided with a fan air adjusting valve 2 which is used for controlling the temperature of the bleed air outlet of the precooler 5. The bleed air cooled by the precooler 5 passes through the shutoff valve 6, the pressure regulator 7 and the flow control valve 12 in sequence. When the ground engine 1 does not work, the auxiliary power device 8 can be used for supplying air, and the air is supplied to the air shutoff valve 9, the second one-way valve 10, the isolation valve 11 and the flow control valve 12 sequentially through the APU.
The bleed air passing through the flow control valve 12 is introduced into the first heat exchanger 13 for cooling, and the cooled engine bleed air further raises the pressure through the first air compressor 14.
The high-temperature and high-pressure gas pressurized and heated by the first compressor 14 is further cooled by the second heat exchanger 16; the gas cooled by the second heat exchanger 16 enters the inlet of the hot side channel of the condenser 19 through the first temperature control valve 17 and the hot side channel of the heat regenerator 18, and condensed water is removed through the water separator 20 after the gas is cooled in the condenser 19 by using cold air at the outlet of the first cooling turbine 22. The role of the regenerator 18 and condenser 19 is to further reduce the first cooling turbine 22 inlet gas temperature so that as much water vapor as possible condenses into water droplets and is separated, increasing the operating efficiency of the refrigeration system.
The water removed from the water separator 20 is sprayed by nozzles into the ram air inlet of the cold side channel of the second heat exchanger 16 to cool the ram air by evaporation for increasing the efficiency of the heat exchanger.
The gas dehydrated by the water separator 20 is divided into three paths by a four-way valve 21, and the first path enters a mixing chamber 24 through a cold side channel of the heat regenerator 18, a first cooling turbine 22, a cold side channel of the condenser 19 and a third one-way valve 23; the second path enters the electronic equipment compartment 35 through the second cooling turbine 33 and the second temperature control valve 34; the third path enters the on-board nitrogen fuel tank inerting system through a filter 36 and an oil mist separator 37.
Part of the return air from the cabin 29 passes through a recirculation air filter 30, a fourth one-way valve 31, and a cabin air recirculation fan 32 also into the mixing chamber 24. The conditioned gas discharged from the mixing chamber 24 is supplied to the cabin 29 after passing through a minimum temperature limiter 25, a first temperature sensor 26, a maximum temperature limiter 27, and a first pressure sensor 28.
2) Onboard nitrogen generation and fuel tank inerting process
The engine bleed air dewatered by the water separator 20 is divided into three paths by the four-way valve 21, wherein the third path is led into the hollow fiber membrane separator 38 through the filter 36 and the oil mist separator 37.
The oxygen-enriched gas of the hollow fiber membrane separator 38 is introduced into the mixing chamber 24 through a second compressor 45 and a third heat exchanger 46; the nitrogen-rich gas of the hollow fiber membrane separator 38 is connected with a fuel tank 43 through a second pressure sensor 39, a second temperature sensor 40, an electric valve 41 and a first flame suppressor 42, and is discharged out of the machine through a second flame suppressor 44 after the fuel tank is inerted;
3) data acquisition and control process
The oxygen concentration sensor 48 detects the oxygen concentration of the gas in the fuel tank 43 and transmits a signal to the automatic controller 47, and when the oxygen concentration is higher than/lower than the preset oxygen concentration, the automatic controller 47 adjusts the opening degrees of the four-way valve 21 and the electric valve 41, and the effective control of the oxygen concentration in the fuel tank is realized by changing the flow of the nitrogen-rich gas.
The lowest temperature limiter 25, the first temperature sensor 26, the highest temperature limiter 27 measure the temperature of the gas entering the cabin 29 and transmit signals to the automatic controller 47; when the temperature is higher/lower than the preset temperature, the automatic controller 47 outputs a control signal to adjust the opening degree of the first temperature control shutter 17.
The second temperature sensor 40 measures the temperature of the nitrogen-rich gas entering the fuel tank 43 and transmits a signal to the automatic controller 47; when the temperature is higher/lower than the preset temperature, the automatic controller 47 outputs a control signal to adjust the opening degree of the second temperature control shutter 34.
The second pressure sensor 39 measures the gas pressure before entering the fuel tank 43, the first pressure sensor 28 measures the gas pressure before entering the cabin 29 and transmits a signal to the automatic controller 47; when the pressure is higher/lower than the preset pressure, the automatic controller 47 outputs a control signal to adjust the opening degree of the pressure regulator 7.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The above-mentioned embodiments, objects, technical solutions and advantages of the present invention are further described in detail, it should be understood that the above-mentioned embodiments are only illustrative of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A loop control and nitrogen control coupling system comprehensively utilizing the pressure of an aircraft cabin is characterized by comprising an engine (1), a first heat exchanger (13), a second heat exchanger (16) and a third heat exchanger (46); a first one-way valve (3), a high-pressure bleed air shutoff valve (4) and a fan air adjusting valve (2) are respectively arranged behind the engine (1) to respectively control medium-pressure bleed air, high-pressure bleed air and bleed air provided by an engine fan;
the precooler (5) is connected behind the first check valve (3), the precooler (5) comprises a hot side channel and a cold side channel, and the first check valve (3) is connected with an inlet pipeline of the hot side channel of the precooler (5); the outlet of the thermal measurement channel of the precooler (5) is sequentially connected with the shutoff valve (6), the pressure regulator (7) and the flow control valve (12); the cold side channel of the precooler (5) is connected with the fan air adjusting valve (2), and bleed air provided by an engine fan is connected with the inlet pipeline of the cold side channel of the precooler (5) through the fan air adjusting valve (2);
the outlet of the flow control valve (12) is sequentially connected with a first heat exchanger (13), a first air compressor (14) and a second heat exchanger (16), the first heat exchanger (13) and the second heat exchanger (16) respectively comprise a hot side channel and a cold side channel, and particularly, the outlet of the flow control valve (12) is connected with an inlet pipeline of the hot side channel of the first heat exchanger (13); the outlet of the first heat exchanger (13) is connected with the inlet pipeline of the first compressor (14); the outlet of the first compressor (14) is connected with the inlet pipeline of a hot side channel of the second heat exchanger (16); the inlets and outlets of cold side channels of the first heat exchanger (13) and the second heat exchanger (16) are connected with the outside air;
the outlet of the hot side channel of the second heat exchanger (16) is sequentially connected with a first temperature control valve (17), a heat regenerator (18), a condenser (19) and a water separator (20), and is connected with the hot side channel of the first temperature control valve (17), the heat regenerator (18) and the condenser (19);
the outlet of the water separator (20) is divided into three paths by a four-way valve (21); the first path is sequentially connected with a cold side channel of a heat regenerator (18), a first cooling turbine (22), a cold side channel of a condenser (19), a third check valve (23) and a mixing chamber (24) through pipelines; the second path is connected with a second cooling turbine (33), a second temperature control valve (34) and an electronic equipment cabin (35) in sequence through pipelines; the third path of the oil mist passes through a filter (36) and an oil mist separator (37) and is connected with a hollow fiber membrane separator (38) through a pipeline; the water separator (20) is also provided with a liquid water outlet which is sprayed to the cold side channel inlet of the third heat exchanger (46) through a pipeline;
a lowest temperature limiter (25), a first temperature sensor (26), a highest temperature limiter (27), a first pressure sensor (28) and a cabin (29) are sequentially arranged at the outlet of the mixing chamber (24); the outlet of the return air channel of the cabin (29) is connected with the inlet pipeline of the return air channel of the mixing chamber (24) through a recirculation air filter (30), a fourth one-way valve (31) and a cabin air recirculation fan (32).
2. A loop control and nitrogen control coupling system for integrated utilization of aircraft cabin pressure according to claim 1, characterized in that an auxiliary power unit (8) is arranged between the pressure regulator (7) and the flow control valve (12); the auxiliary power device (8) is connected with the flow control valve (12) through an APU gas supply shutoff valve (9), a second one-way valve (10) and an isolation valve (11) in sequence.
3. The loop control and nitrogen control coupling system for comprehensively utilizing aircraft cabin pressure as claimed in claim 1, wherein the oxygen-enriched gas outlet of the hollow fiber membrane separator (38) is connected with the mixing chamber (24) through a second compressor (45), a third heat exchanger (46) and a pipeline;
the nitrogen-rich gas outlet of the hollow fiber membrane separator (38) is connected with a fuel tank (43) through a second pressure sensor (39), a second temperature sensor (40), an electric valve (41), a first flame suppressor (42) and a pipeline; and the waste gas outlet of the fuel tank (43) is connected with a second flame suppressor (44) pipeline and is discharged outside the machine.
4. The loop control and nitrogen control coupling system for comprehensive utilization of aircraft cabin pressure as defined in claim 1, wherein said first compressor (14) and said first cooling turbine (22) are coupled by a shaft, and said first compressor (14) is coupled at its other end to a fan (15); the first cooling turbine (22) expands to do work and drives the coaxial fan (15) and the first air compressor (14) to work; the fan (15) is arranged in a pipeline connecting the cold side channel of the first heat exchanger (13), the second heat exchanger (16) and the third heat exchanger (46) with the outside air and is used for driving the cold air flow of the ram air; the second cooling turbine (33) is connected to the second compressor (45) through a shaft, and the second cooling turbine (33) expands to do work to drive the coaxial second compressor (45) to work.
5. The loop control and nitrogen control coupling system for comprehensive utilization of aircraft cabin pressure according to claim 1, wherein the system is controlled by an automatic controller (47), and current inputs of the automatic controller (47) are electrically connected with the first temperature sensor (26), the lowest temperature limiter (25), the highest temperature limiter (27), the first pressure sensor (28), the second pressure sensor (39), the second temperature sensor (40) and the oxygen concentration sensor (48), respectively; a probe of the oxygen concentration sensor (48) extends into the fuel tank (43) and is used for detecting the oxygen concentration of gas in the fuel tank (43) and transmitting the oxygen concentration to the automatic controller (47); and the current output end of the automatic controller (47) is electrically connected with the pressure regulator (7), the four-way valve (21), the first temperature control valve (17), the second temperature control valve (34) and the electric valve (41) respectively.
6. The working method of the loop control and nitrogen control coupling system comprehensively utilizing the aircraft cabin pressure is characterized by comprising a bleed air conveying and refrigerating process, an on-board nitrogen control and fuel tank inerting process and a data acquisition and control process.
7. The operating method of the loop control and nitrogen control coupling system for comprehensive utilization of aircraft cabin pressure according to claim 6, wherein the bleed air delivery and refrigeration processes in the operating method are specifically as follows:
medium-pressure bleed air of an engine (1) enters an inlet of a hot side channel of a precooler (5) through a first one-way valve (3), and the high-pressure bleed air is controlled through a high-pressure bleed air shutoff valve (4); when the pressure of the medium-pressure compressor cannot meet the system requirement, the high-pressure bleed air shutoff valve (4) is automatically opened, and high-pressure bleed air also enters the precooler (5); high-temperature and high-pressure air led out from an engine compressor is cooled by a precooler (5), and the cooling air is air led out from an engine fan; a fan air adjusting valve (2) on a cooling air inlet pipeline of the precooler (5) is used for controlling the temperature of a bleed air outlet of the precooler (5); the bleed air cooled by the precooler (5) passes through a shutoff valve (6), a pressure regulator (7) and a flow control valve (12) in sequence;
when the ground engine (1) does not work, an auxiliary power device (8) is used for supplying air, and the auxiliary power device sequentially passes through an APU (auxiliary Power Unit) air supply shutoff valve (9), a second one-way valve (10), an isolation valve (11) and a flow control valve (12); bleed air passing through the flow control valve (12) is introduced into the first heat exchanger (13) for cooling, and the cooled engine bleed air further raises the pressure through the first air compressor (14); the high-temperature and high-pressure gas pressurized and heated by the first compressor (14) is further cooled by the second heat exchanger (16); the gas cooled by the second heat exchanger (16) enters the inlet of the hot side channel of the condenser (19) through the first temperature control valve (17) and the hot side channel of the heat regenerator (18), and condensed water is discharged through the water separator (20) after the condenser (19) is cooled by cold air at the outlet of the first cooling turbine (22); the water removed from the water separator (20) is sprayed by nozzles to the cold side channel ram air inlet of the second heat exchanger (16) for cooling the ram air by evaporation;
the gas dehydrated by the water separator (20) is divided into three paths by a four-way valve (21), and the first path enters a mixing chamber (24) through a cold side channel of a heat regenerator (18), a first cooling turbine (22), a cold side channel of a condenser (19) and a third one-way valve (23); the second path enters an electronic equipment cabin (35) through a second cooling turbine (33) and a second temperature control valve (34); the third path enters an onboard nitrogen-making fuel tank inerting system through a filter (36) and an oil mist separator (37);
part of the return air of the cabin (29) passes through a recirculation air filter (30), a fourth one-way valve (31), a cabin air recirculation fan (32) also enters the mixing chamber (24), and the modulated gas discharged from the mixing chamber (24) passes through a lowest temperature limiter (25), a first temperature sensor (26), a highest temperature limiter (27) and a first pressure sensor (28) and then is supplied to the cabin (29).
8. The operating method of the loop control and nitrogen control coupling system for comprehensively utilizing aircraft cabin pressure according to claim 6, wherein the onboard nitrogen control and fuel tank inerting process in the operating method is specifically as follows:
the engine bleed air after being dewatered by the water separator (20) is divided into three paths by a four-way valve (21), wherein the third path passes through a filter (36) and an oil mist separator (37) and is introduced into a hollow fiber membrane separator (38);
oxygen-enriched gas in the hollow fiber membrane separator (38) is introduced into the mixing chamber (24) through a second compressor (45) and a third heat exchanger (46); the nitrogen-rich gas of the hollow fiber membrane separator (38) passes through a second pressure sensor (39), a second temperature sensor (40), an electric valve (41) and a first flame suppressor (42) and is connected with a fuel tank (43) through a pipeline, and is exhausted out of the machine through a second flame suppressor (44) after the fuel tank is inerted.
9. The loop control and nitrogen control coupling system for comprehensive utilization of aircraft cabin pressure according to claim 6, wherein the data acquisition and control process in the working method specifically comprises:
the oxygen concentration sensor (48) detects the oxygen concentration of gas in the fuel tank (43), and transmits a signal to the automatic controller (47), when the oxygen concentration is higher than/lower than the preset oxygen concentration, the automatic controller (47) adjusts the opening degree of the four-way valve (21) and the electric valve (41), and the effective control of the oxygen concentration in the fuel tank is realized by changing the flow of the nitrogen-rich gas;
a minimum temperature limiter (25), a first temperature sensor (26), a maximum temperature limiter (27) measuring the temperature of the gas entering the cabin (29) and transmitting a signal to said automatic controller (47); when the temperature is higher than or lower than the preset temperature, the automatic controller (47) outputs a control signal to adjust the opening degree of the first temperature control valve (17);
a second temperature sensor (40) measures the temperature of the nitrogen rich gas entering the fuel tank (43) and transmits a signal to the automatic controller (47); when the temperature is higher than or lower than the preset temperature, the automatic controller (47) outputs a control signal to adjust the opening degree of the second temperature control valve (34);
the second pressure sensor (39) measures the gas pressure before entering the fuel tank (43), the first pressure sensor (28) measures the gas pressure before entering the cabin (29) and transmits a signal to the automatic controller (47); when the pressure is higher/lower than the preset pressure, the automatic controller (47) outputs a control signal to adjust the opening of the pressure regulator (7).
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