Classifications

• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/32—Arrangement, mounting, or driving, of auxiliaries
• • 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
  • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space 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
  • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned
  • B64D2013/0603—Environmental Control Systems
  • B64D2013/0611—Environmental Control Systems combined with auxiliary power units (APU's)
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/50—On board measures aiming to increase energy efficiency
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

• the present invention relates to the field of supply of non-propulsive power for an aircraft, including the production of electric and pneumatic power, allowing the pressurization and air conditioning of a cabin for passengers of an aircraft.
• the temperature and pressure regulation of a passenger cabin is conventionally carried out by a system known to those skilled in the art under its English designation ECS for "Environmental Control System”.
• ECS Electronic Control System
• the supply of pneumatic and / or electrical power is provided by an auxiliary power unit known to those skilled in the art under the English designation APU for "Auxiliary Power Unit".
• an ECS system 1 is adapted to take an ambient air flow A amb from the external pressure pressure vessel PO and an external temperature T0 to cool or reheat it beforehand. to distribute it in a passenger cabin 2.
• an ECS system 1 comprises a charge compressor 1 1 and a turbine 12 connected by a connecting shaft 13, a heat exchanger 14 and a condenser 15.
• the ECS system 1 draws air A M on the main engines of the aircraft in order to drive the charge compressor 1 1 in rotation.
• the charge compressor 1 1 draws ambient air A amb via a supply valve 17 and compresses it in the heat exchanger 14 to regulate its temperature and then in the condenser 15 to dehumidify it.
• the cooled air flow then relaxes in the cold turbine 12 before being conveyed into the passenger cabin 2 as illustrated in FIG. 1 A.
• the air of the passenger cabin 2 can be introduced into a mixer 1 6 with ambient air A amb , the mixture then being sucked by the charge compressor 1 1 to improve the efficiency of the DHW system 1 by limiting the amount of air A M taken from the main engines.
• the power draw of the ECS system 1 on the main engines penalizes, on the one hand, the fuel consumption of the aircraft and, on the other hand, the configuration of the main engines which must be adapted to cooperate with the ECS system 1 .
• the ECS system 1 is redundant in an aircraft which increases the constraints relating to the main engines.
• the invention relates to a method for providing non-propulsive power to an aircraft, comprising driving a shaft of an aircraft environmental control system through a combination of energy sources selected from:
• the environmental control system ECS can be activated by several energy sources such as pneumatic and electrical sources.
• the auxiliary power unit APU can for example provide pneumatic energy (by delivering a flow of air) and / or electrical energy (for example when it is equipped with a starter / generator).
• the APU group supplies pneumatic energy to the ECS system and comprises a starter / generator that supplies electrical energy to a starter / generator of the ECS system, to transmit a boost of power to this ECS system.
• the starter / generator is able to provide electrical energy and the auxiliary air supply means are able to provide pneumatic energy.
• the invention thus makes it possible to operate the ECS system in several modes, which will be described in detail in the following.
• the auxiliary power unit can generate a drive air flow of a free turbine integral with the shaft of the environmental control system.
• the starter / generator can be supplied with electricity by power supply means, such as electrical servitudes of an airport, or the electrical network of the aircraft. Alternatively or additionally, it can be supplied with electricity by a generator / starter of the auxiliary power group.
• Auxiliary air supply means may cause a free turbine integral with the shaft of the environmental control system. They can be formed by the main engines of the aircraft or by servitudes of air supply of an airport.
• the invention also relates to a non-propulsive power supply device for an aircraft, the device comprising: an auxiliary power unit comprising a power compressor, a combustion chamber and a power turbine connected to said power compressor by a power shaft; and
• an environmental control system that includes a regulated air distribution turbine for an aircraft cabin and a charge compressor connected to the distribution turbine by a connecting shaft,
• the environmental control system comprising a free drive turbine integral with the link shaft, and the environmental control system and the auxiliary power unit being configured in such a way that the power turbine provides a flow of air to the free drive turbine so as to drive the charge compressor integral with the connecting shaft.
• the device according to the invention is autonomous and integrates the functions of an auxiliary power unit APU, but also a control system of the environment ECS which is advantageous.
• an aircraft comprises an auxiliary power unit, known by its abbreviation APU for "Auxiliary Power Unit", to provide a pneumatic or electrical power to the equipment of the aircraft when the latter is on the ground and its turbojets are not lit.
• APU auxiliary Power Unit
• the power unit APU is not used and is considered a "dead weight”.
• the power unit and the environmental control system are coupled in order, firstly, to limit sampling on the main engines of the aircraft and, secondly, to make full use of the APU power group capabilities that were traditionally used only at startup.
• the power unit APU makes it possible to supply the power supply of the ECS system, which must not necessarily be redundant. The efficiency of the aircraft is thus improved.
• the power unit APU and the ECS system are traditionally considered as distinct functional modules, that is to say, devoid of interactions. This technical bias translates concretely into a clear differentiation in the specificities of the aircraft manufacturers who consider the power unit APU and the ECS system as belonging to different and remote functional classes.
• the power unit APU and the ECS system respectively belong to the functional classes ATA 49 and ATA class 21 well known to those skilled in the art.
• the device further comprises at least one of the following energy sources:
• an accessory starter / generator adapted to rotate the link shaft, and - Auxiliary air supply means arranged to drive in rotation the free drive turbine of the environmental control system so as to drive the load compressor secured to the connecting shaft.
• the invention is particularly advantageous because it enables the environmental control system to be activated by means of several different sources, which can be used independently of one another or in combination with each other.
• connection shaft of the ECS system can be rotated by (i) the power unit APU or (ii) the starter / generator of the ECS system, the latter being connectable to power supply means in electricity.
• connection shaft of the ECS system can be rotated by (i) the APU power unit or (iii) the compressed air supply means.
• connection shaft of the ECS system can be rotated by (i) the power unit APU, (ii) the starter / generator of the ECS system or (iii) ) the compressed air supply means.
• the invention proposes a device that is configured to be able to choose the activation source of the ECS system from at least two available sources. This makes it possible to operate the device according to several modes, among which:
• the autonomous operating mode A in which the power turbine of the power unit APU supplies a flow of air to the free driving turbine of the ECS system so as to drive the charge compressor integral with the connection shaft,
• the electric operating mode E in which the connecting shaft is rotated by the generator / starter of the ECS system, which is for example connected to an auxiliary electrical source, and
• the supply means (auxiliary pneumatic source) supply compressed air to the free driving turbine of the ECS system so as to drive the charge compressor integral with the linkage shaft .
• the non-propulsive power device is mounted in the same housing of an aircraft.
• the cooperation between the power unit APU and the ECS system is not only functional but also physical in order to reduce the size of the control device while enabling high efficiency coupling.
• the power turbine and the free turbine are separated by a distance of less than 30 cm so as to allow efficient pneumatic coupling.
• the auxiliary power unit comprises a starter / power generator adapted to rotate the power shaft. More preferably, the starter / power generator is adapted to generate electrical energy during the rotation of the power turbine.
• the starter / generator thus makes it possible to start the power unit APU and to provide a surplus of electrical power to the DHW system in case of need of additional compressed air.
• the starter / generator advantageously makes it possible to store electrical energy during the autonomous operation of the power unit APU, which improves the energy efficiency of the control device.
• the accessory starter / generator of the environmental control system is electrically connected to the auxiliary power group, preferably to the starter / power generator.
• the starter / accessory generator can provide a surplus of energy to the ECS system according to the need for compressed air (called T mode of operation).
• the regulating device comprises means for venting the free drive turbine so as to allow rotation of the free drive turbine when the ECS system is powered by auxiliary power sources other than the auxiliary power group.
• the free drive turbine is mounted directly in the vicinity of the charge compressor on the link shaft which makes it possible to limit the size and complexity of the ECS system.
• the invention further relates to a method of regulating a passenger aircraft cabin, by means of a system as described above, wherein the linkage shaft is driven by at least one of following sources of energy:
• the auxiliary power unit the free turbine of which supplies a flow of air to the free drive turbine so as to drive the charge compressor secured to the link shaft
• the supply means which supply an auxiliary air flow to the free driving turbine of the environmental control system so as to drive the charge compressor integral with the connecting shaft.
• Figure 1A is a simplified schematic representation of an ECS system according to the prior art driven by air A M main engines of the aircraft (already commented);
• Figure 1 B is a simplified schematic representation of an ECS system according to the prior art driven by a dedicated electric motor (already commented);
• FIG. 2 is a schematic representation of a non-propulsive power supply device for an aircraft according to the invention comprising an ECS system coupled to an auxiliary power unit;
• Figure 3 is a schematic representation of the non-propulsive power supply device according to the invention according to a first embodiment (MODE-A) in which the operation of the device is autonomous;
• FIG. 4 is a schematic representation of the non-propulsive power supply device according to the invention according to a second mode of implementation (MODE-T) in which the auxiliary power group supplies pneumatic energy and energy. electric to drive the ECS system;
• MODE-T second mode of implementation
• FIG. 5 is a schematic representation of the non-propulsive power supply device according to the invention according to a third mode of implementation (MODE-E) in which the device is powered by an auxiliary electrical source, the auxiliary power unit not being active; and
• FIG. 6 is a schematic representation of the non-propulsive power supply device according to the invention according to a fourth mode of implementation (MODE-P) in which the device is powered by an auxiliary pneumatic source, the auxiliary power unit not being active.
• MODE-P fourth mode of implementation
• the invention will be presented for an aircraft comprising one or more main engines to allow the movement of the aircraft.
• the aircraft further comprises a passenger cabin which must be regulated in pressure and / or temperature.
• a non-propulsive power supply device 10 will be presented.
• the non-propulsive power supply device 1 0 comprises an environmental control system 1, known to those skilled in the art under the designation ECS system, and an auxiliary power unit 4, known to those skilled in the art. under the APU group designation.
• ECS system environmental control system
• APU group 4 auxiliary power unit 4
• the ECS system 1 and the APU group 4 are coupled in such a way that the APU group 4 supplies power to the ECS unit 1 and thus reduces its power draws on the main engines of the aircraft.
• the ECS system 1 comprises a regulated air distribution turbine A reg intended for the aircraft cabin 2 and a charge compressor 1 connected to the distribution turbine 12 by a linkage shaft. 13.
• the ECS system 1 comprises a heat exchanger 14 and a condenser 1 5 so that the amb ambient A taken by the charge compressor 1 1 via the supply means 17 can be regulated in temperature by the heat exchanger 14 and dehumidified by the condenser 15 to obtain a regulated air flow A reg adapted to be introduced into the passenger cabin 2.
• the ECS system 1 comprises an accessory starter / generator 18 mounted on the connection shaft 13 of the ECS system 1 so as to be able, on the one hand, to drive the linking shaft 13 in rotation during a operating "starter” from its reserves of electrical energy, and, on the other hand, accumulate electrical energy during the rotation of the connecting shaft 13 ("generator" operation).
• starter the starter / accessory generator 18 makes it possible to precisely regulate the supply of pressurized air to the passenger cabin 2.
• the supply means 17 are in this example in the form of a feed valve 17 but it is obvious that other means could be suitable. More preferably, the ECS system 1 comprises a mixer 16 adapted to mix the ambient air flow Amb A coming from the supply valve 17 with a flow of air from the passenger cabin 2. Such a recirculation of the flow The air flow of the passenger cabin 2 advantageously makes it possible to improve the efficiency of the ECS system 1.
• the APU group 4 of the non-propulsive power supply device 10 comprises a power compressor 41, a combustion chamber 44 and a power turbine 42 connected to said power compressor 41 by a power shaft 41. power 43.
• the APU group 4 forms a gas generator and allows the electrical and / or pneumatic supply of equipment of the aircraft.
• the APU 4 comprises a starter / power generator 46 mounted on the power shaft 43 of the APU 4 so as to be able, on the one hand, to drive the power shaft 43 in rotation when a "starter" operation from its electrical energy reserves, and, on the other hand, accumulating electrical energy during the rotation of the power shaft 43.
• the starter / power generator 46 is mounted on the power shaft 43 via a relay box 45, that is to say a multiplier, so as to adapt the speed of rotation of the motor. power shaft 43 to that of the starter / power generator 46.
• the starter / power generator 46 can be driven by the power shaft 43 to generate electric power or drive the power shaft 43, that is, generating mechanical energy from electrical energy.
• the accessory starter / generator 18 of the ECS system 1 is electrically connected to the APU group 4, preferably to its starter / power generator 46 so as to allow electrical drive of the link shaft 13 of ECS 1 as will be detailed later. Furthermore, the starter / accessory generator 18 of the ECS system 1 can also be electrically connected to electrical servitudes of an airport as will be detailed later. Since the APU unit and the ECS system each have a starter / generator 18, 46, the speed of each shaft can be freely regulated in order to respond responsively to the needs of the non-propulsive power supply device 10.
• such a group APU 4 is used only during ground phases, that is to say, before the actual ignition of the main engines of the aircraft, and after their shutdown.
• the APU group 4 and the ECS system 1 are typically separate devices that do not interact with each other when the aircraft is in flight. According to the invention, the APU group 4 and the ECS system 1 cooperate during a flight of the aircraft in order to limit the power draws on the main engines of the aircraft and thus increase the energy efficiency of the aircraft. In addition, this allows to form a device whose size and whose mass are limited.
• the ECS system 1 comprises a free drive turbine 5 integral with the connecting shaft 13 as illustrated in FIG. 2.
• the ECS system 1 and the APU group 4 are configured so that the turbine of power 42 provides a flow of air A A PU to the free drive turbine 5 so as to drive the charge compressor 1 1 integral with the connecting shaft 13.
• the air expelled from the combustion chamber 44 of the APU 4 unit expands in the power turbine 42 and then in the free turbine 5 as illustrated in FIG. 2.
• the energy coming from the combustion chamber 44 participates, on the one hand, in the drive of the power compressor 41 of the APU 4 and, on the other hand, in the drive of the charge compressor 11 of the ECS system 1.
• the non-propulsive power supply device 10 comprises means 63 for supplying auxiliary air A to the free turbine 5.
• Auxiliary air A aux means a flow of air from, for example, the main engines of the aircraft or provided by servitudes of an airport.
• the means 63 for auxiliary air supply A aux are in the form of a supply valve.
• the regulation device 10 comprises means 64 for venting the free turbine 5 when the APU group 4 is not activated.
• the venting means 64 are in the form of a vent valve.
• the non-propulsive power supply device 10 comprises a mixer 62 arranged to mix a stream of air coming from the auxiliary air supply means A to the air flow coming from the setting means. free air 64 and a flow of air A APU from the power turbine 42.
• the non-propulsive power supply device 10 comprises means 61 for regulating the air flow A APU supplied by the turbine of power 42 to the mixer 62, preferably a control valve. The invention proposes to gather the power unit APU 4 and the ECS system 1 to form a non-propulsive power supply device 10 of low mass and limited space.
• the power unit APU 4 and the ECS system 1 belong to the same housing of the aircraft, the housing can be unitary or compartmentalized.
• the power turbine 42 of the APU group 4 and the free turbine 5 of the ECS system 1 are separated by a distance of less than 30 cm, preferably of the order of 5 cm.
• the proximity of the power turbine 42 APU group 4 with the free turbine 5 of the ECS system 1 makes it possible to take advantage of the expansion of the gases coming from the combustion chamber 44 of the APU group.
• the free drive turbine 5 is mounted directly near the charge compressor 1 1 on the connection shaft 13, that is to say without intermediate, so as to limit the size and complexity of the device for providing non-propulsive power 10. The invention will be better understood with reference to FIGS. 3 to 6 which present various embodiments of the invention.
• Standalone Operation With reference to Figure 3, in stand-alone operation, APU 4 is active.
• the power compressor 41 draws ambient air A amb which is conducted and compressed in the combustion chamber 44.
• the gases from the combustion chamber 44 are expanded in the power turbine 42.
• an air flow A A PU is received by the free drive turbine 5 to drive the load compressor 1 1 of the ECS system 1 via the connecting shaft 13.
• the charge compressor 1 1 draws outside air A amb through the supply means 17 which is conducted and compressed in the exchanger 14 and cooled by an outside air flow A ext . Once cooled, the air flow is dried by the condenser 15 before being expanded in the distribution turbine 12 to be then conducted in the passenger cabin 2. Recirculated air of the passenger cabin 2 can also be picked up by the charge compressor 1 1. The mixer 16 can also adjust the proportion of ambient air A amb in the air sucked by the charge compressor 1 1.
• the starter / power generator 46 of the APU group 4 after being used to start the assembly, can supply electrical energy via the relay box 45.
• the starter / power generator 18 of the ECS system 1 can also provide electrical power.
• the auxiliary air supply means 63 and the venting means 64 are closed.
• the ECS system 1 is supplied pneumatically by the APU group 4. This pneumatic energy is transformed by the free drive turbine 5 into a rotation of the connecting shaft 13. The APU group is thus used during the start of the aircraft but also during the flight. Operation with electric energy transfer (MODE-T)
• the APU 4 in electrical energy transfer operation, the APU 4 is active and the gases coming from the combustion chamber 44 are expanded in the power turbine 42.
• a flow of air A A PU is received by the free drive turbine 5 to drive the charge compressor 1 1 through the connecting shaft 13.
• the starter / power generator 46 electrically supplies the starter / accessory generator 18 of the ECS system 1 so as to accelerate the drive speed of the link shaft 13.
• the starter / power generator 46 can provide electrical energy that comes to supplement the pneumatic energy provided by the power turbine 42 which is very advantageous.
• the link shaft 13 thus receives a temporary power "boost" which is advantageous in the flight phases of the aircraft where the pressurized air requirements are high (so-called “pull-up” or “pull-up” phases). down ").
• the auxiliary air supply means 63 and the venting means 64 are closed.
• the ECS system 1 is powered pneumatically and electrically by the APU group 4.
• the surplus electrical energy provided by the APU 4 group is not necessary to oversize the non-propulsive power supply device 10 to meet transient efforts, the surplus electrical energy provided by the APU 4 group to absorb transient efforts.
• the APU group 4 is inactive.
• the ECS system 1 is driven by the starter / accessory generator 18 which is electrically powered by an auxiliary power source E to , for example, electrical servitudes of an airport.
• the connecting shaft 13 is driven by the auxiliary electrical source E aux . Since the free drive turbine 5 is integral with the connecting shaft 13, it is important to vent the free drive turbine 5 in order to avoid any malfunction in the absence of power supply. In this case, the air valve 64 is open in electrical operation while the auxiliary air supply means 63 remain closed.
• the ECS system 1 is electrically powered by an auxiliary electrical source E to the advantage and does not take resources unique to the aircraft.
• MODE-P Pneumatic Operation
• the free drive turbine 5 is driven by the auxiliary pneumatic source A aux .
• the auxiliary air supply means 63 are open in pneumatic operation while the venting means 64 remain closed.
• the ECS system 1 is pneumatically powered by an auxiliary pneumatic source A aux .
• This source of pneumatic power can be either external to the aircraft (servitudes of an airport for example) or come from a source of compressed air integrated in the aircraft (main engines, recovery of pressurization cabin ...) -

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• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Chemical & Material Sciences (AREA)
• Aviation & Aerospace Engineering (AREA)
• Pulmonology (AREA)
• General Health & Medical Sciences (AREA)
• Health & Medical Sciences (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Control Of Turbines (AREA)
• Direct Current Feeding And Distribution (AREA)
• Control Of Eletrric Generators (AREA)
• Engine Equipment That Uses Special Cycles (AREA)

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Citations (4)

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• 2012
  • 2012-09-17 FR FR1258682A patent/FR2995635B1/fr active Active
• 2013
  • 2013-09-10 JP JP2015531622A patent/JP2015531721A/ja active Pending
  • 2013-09-10 CN CN201380050484.4A patent/CN104781522A/zh active Pending
  • 2013-09-10 RU RU2015111682A patent/RU2659860C2/ru not_active IP Right Cessation
  • 2013-09-10 US US14/427,625 patent/US20150246733A1/en not_active Abandoned
  • 2013-09-10 CA CA2884409A patent/CA2884409A1/fr not_active Abandoned
  • 2013-09-10 BR BR112015005648A patent/BR112015005648A2/pt not_active IP Right Cessation
  • 2013-09-10 WO PCT/FR2013/052072 patent/WO2014041291A1/fr not_active Ceased
  • 2013-09-10 EP EP13767043.6A patent/EP2895719A1/fr not_active Withdrawn

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