EP4193048A1

EP4193048A1 - Aircraft

Info

Publication number: EP4193048A1
Application number: EP21759238.5A
Authority: EP
Inventors: Hermann Klingels
Original assignee: MTU Aero Engines AG
Current assignee: MTU Aero Engines AG
Priority date: 2020-08-05
Filing date: 2021-08-02
Publication date: 2023-06-14
Also published as: WO2022028653A1; EP4193047A1; DE102021202602A1; US20230332522A1; WO2022028651A1; DE102021201627A1; US11965462B2; WO2022028652A1; US20230366349A1; US20230286661A1; DE102021201629A1; EP4193049A1; DE112021004156A5

Abstract

The present invention relates to an aircraft (5), comprising: - at least one wing (50); - at least one flight propulsion device (2); and - a retainer, more particularly an engine pylon (4), which interconnects the wing and the flight propulsion drive. The aircraft has at least one heat exchanger (30) for cooling exhaust gas of the flight propulsion drive and/or at least one water removal channel (200) having at least one removal apparatus (42, 43, 43', 45, 210, 220) for removing water from exhaust gas of the flight propulsion drive, more particularly after the exhaust gas has flowed through the heat exchanger. The removal apparatus is disposed on, more particularly in, the retainer or is connected to the wing by means of the retainer, and/or the flight propulsion drive is fastened to the retainer by means at least one flight-propulsion-drive suspension means (20, 21) and the heat exchanger is fastened, independently thereof, to the retainer by means of at least one heat-exchanger suspension means (38).

Description

aircraft

The present invention relates to an aircraft with at least one wing, at least one flight drive and a mount, in particular an engine pylon, which connects the wing and the flight drive to one another, and methods for operating, assembling and/or maintaining the aircraft.

An aircraft propulsion system with a turbofan engine with a downstream evaporator and water recovery is known from WO 2019/223823 A1.

An object of an embodiment of the present invention is to improve an aircraft and/or its operation, assembly and/or maintenance.

This object is achieved by an aircraft having the features of claim 1. Claims 11, 12 protect a method for operating or assembling and/or maintaining an aircraft described here. Advantageous embodiments of the invention are the subject matter of the dependent claims.

According to one embodiment of the present invention, an aircraft has at least one wing, preferably at least two (lateral) wings arranged on opposite sides of the aircraft, in one embodiment it is an airplane.

According to one embodiment of the present invention, the aircraft has at least one flight engine and a mount, in one embodiment an engine pylon, which connects the at least one wing and the at least one flight engine to one another, preferably one or more on one or both wings Flight engines, each of which is or will be connected to the (respective) wing by a mount, in particular its own mount, in one embodiment a (own) engine pylon, in one embodiment a first mount that connects a first of the aircraft engines to a wing and at least one more bracket, which connects another of the flight drives with this or another (the) wing.

In one embodiment, the or one or more of the flight drives (each) has at least one heat engine, in one embodiment a gas turbine, and/or at least one propeller, in one embodiment encased and/or coupled to this heat engine via a gearbox. In one embodiment, the or one or more of the aircraft engine(s) is a turbofan or turboprop aircraft engine.

The present invention is particularly suitable for this purpose due to the widespread use and the wide range of uses of such flight drives, but without being limited thereto.

According to one embodiment of the present invention, the aircraft has at least one heat exchanger, which at least temporarily cools the exhaust gas of the at least one aircraft drive, in particular its heat engine, in one embodiment thereby generates and/or superheats steam, or is provided for this purpose, is in particular equipped or is used, in one embodiment, a first heat exchanger, which at least temporarily cools down exhaust gas from the first flight drive, in particular from its heat engine, and at least one further heat exchanger, which at least temporarily cools down exhaust gas from the further flight drive, in particular from its heat engine, or is provided for this purpose, is set up or used in particular.

In this way, in one embodiment, waste heat can be used advantageously and the operation, in particular the efficiency, of the aircraft can thereby be improved.

According to one embodiment of the present invention, the at least one flight engine is or will have one or more flight engine mountings and the at least one heat exchanger (for cooling exhaust gas from this flight engine) independently of this via one or more heat exchanger mountings on the bracket (for this flight engine ) attached, in one version the first flight drive via a or more flight engine mounts and the first heat exchanger independently attached to the first bracket via one or more heat exchanger mounts and the further flight drive via one or more flight engine mounts and the further heat exchanger (for this flight drive or for cooling exhaust gas from this flight drive ) regardless of one or more heat exchanger suspensions on the other bracket.

As a result, in one embodiment, the flight engine and heat exchanger can be handled independently of one another, in particular the flight engine can be removed from the mount and the heat exchanger can remain on the mount or vice versa. As a result, assembly and/or maintenance can be improved in one embodiment. Additionally or alternatively, in one embodiment, load distribution and/or introduction can thereby be improved and/or vibrations can be reduced, thereby improving the operation, in particular the service life, of the aircraft.

In addition or as an alternative to the aspect of the (independently attached) heat exchanger, according to one embodiment of the present invention, the aircraft has at least one water separation duct with at least one separating device which at least temporarily removes water, in particular condensed water, from the exhaust gas of the at least one aircraft engine, in particular its heat engine. separates, in one embodiment, after flowing through the heat exchanger (for this flight propulsion system), or provided for this purpose, in particular set up or used. In one embodiment, the aircraft has a first water separating duct with at least one separating device, which at least temporarily separates water from exhaust gas from the first flight engine, in particular its heat engine, in one embodiment after flowing through the first heat exchanger, and at least one further water separating duct with at least one Separation device, which at least temporarily separates water from exhaust gas of the further aircraft engine, in particular its heat engine, in one embodiment after flowing through the further heat exchanger, or is provided for this purpose, is in particular equipped or used. As a result, in one embodiment, water can be removed from the exhaust gas and the formation of contrails can thus be reduced in particular, thereby protecting the environment or improving (environmentally friendly) operation of the aircraft. Additionally or alternatively, in one embodiment, water can be (re)recovered and used in the operation of the aircraft, in particular for a steam supply explained below, thereby improving the operation, in particular the efficiency, of the aircraft.

In one embodiment, the water separated in the at least one water separation channel is at least partially evaporated at least temporarily in the at least one heat exchanger, in one embodiment overheated, and then, in one embodiment via a steam turbine explained below, in at least one combustion chamber of the at least one aircraft engine, in particular its Heat engine supplied or the aircraft is set up for this. In one embodiment, the water separated in the first water separation channel is at least partially evaporated at least temporarily in the first heat exchanger, in one embodiment overheated, and then, in one embodiment via a (first) steam turbine explained below, at least one combustion chamber of the first aircraft engine, in particular its heat engine, and the water separated in the further water separation channel is at least partially evaporated at least temporarily in the further heat exchanger, superheated in one embodiment, and then, in one embodiment via a (further) steam turbine explained below, at least one combustion chamber of the further aircraft drive, in particular its Heat engine supplied or the aircraft is set up for this.

In this way, in one embodiment, waste heat can be used particularly advantageously and the operation, in particular the efficiency, of the aircraft can be particularly greatly improved.

According to one embodiment of the present invention, the at least one separating device is or will be arranged on, in one embodiment in, the holder (for the at least one flight drive) or via the, in particular through or by means of the holder (for the at least one flight drive ) connected to the wing, in a According to the embodiment, the at least one separating device of the first water separating duct is arranged on, in particular in, the first holder or connected to the (corresponding) wing via this first holder, which connects the first flight drive to its wing, and the at least one separating device of the further water separating duct on, in particular arranged in the further bracket or connected to that or corresponding wing via this further bracket, which connects the further flight drive with its wing.

In this way, in one embodiment, short distances can be realized between the flight drive and the separating device, and thereby in particular flow resistance and/or weight can be reduced and the operation, in particular the efficiency, of the aircraft can thereby be improved. Additionally or alternatively, in one embodiment, a particularly advantageous weight distribution can thereby be realized and the operation, in particular the maneuverability, of the aircraft can thereby be improved.

If "the flight engine", "the heat exchanger" or "the water separation channel" or "the separating device" is mentioned here, this includes in one embodiment "the at least one flight engine", "the at least one heat exchanger (for this at least one Aircraft engine or for cooling exhaust gas of this at least one aircraft engine)" or "the at least one water separation channel (for this at least one aircraft engine or for separating water from exhaust gas of this at least one aircraft engine)" or "the at least one separating device (this at least a water separation channel)". In one embodiment, the corresponding explanations, in particular features, each apply to the first aircraft engine or first heat exchanger and/or first water separation duct for this first aircraft engine or its separating device and/or for the further flight engine or further heat exchanger and/or further water separation duct this further flight drive or its separation device.

In one embodiment, the aircraft has a steam supply device which feeds at least one combustion chamber of the at least one aircraft engine, in particular its Heat engine, at least temporarily supplies steam or is provided for this purpose, in particular is set up or used.

As explained above, in one embodiment the aircraft has a first steam supply device, which at least temporarily supplies steam to at least one combustion chamber of the first flight drive, in particular its heat engine, and at least one further steam supply device, which supplies at least one combustion chamber of the further flight drive, in particular its heat engine. supplies steam at least temporarily, the first and further steam supply devices are provided for this purpose, in particular set up or used for this purpose. In the following, reference is no longer made separately to the presence of corresponding features in the first and further flight drive, holder, heat exchanger or first and further water separation channel.

In this way, the efficiency of the aircraft drive can be improved in one embodiment.

In one embodiment, this steam supply device is connected to the heat exchanger, which at least temporarily generates the steam.

In one embodiment, the aircraft has at least one (first or additional) steam turbine, which is arranged in one embodiment between the (first or additional) heat exchanger and the (first or additional) steam supply device, which at least temporarily feeds its useful output into a compressor or at least one compressor of the (first or further) aircraft drive, in particular its heat engine, drives or is provided for this purpose, in particular is equipped or used.

In this way, in one embodiment, waste heat can be used advantageously and the operation, in particular the efficiency, of the aircraft can thereby be improved. In one embodiment, an axis of rotation of the steam turbine and/or an axis of rotation of the compressor driven by it, in particular a shaft that couples the steam turbine and compressor, is separated from an axis of rotation, in particular (main) machine axis, of the aircraft engine, in particular its heat engine, in one embodiment at least a compressor stage and/or at least one turbine stage and/or the air screw, spaced apart, in one embodiment offset parallel thereto or against this, in one embodiment skew, inclined.

In contrast to an arrangement concentric to the axis of rotation or (main) machine axis of the aircraft drive, in one embodiment the coupling of the steam turbine and compressor can be improved, in particular simplified in terms of design, and/or the compressor can be implemented with larger rotor blades, thereby improving its efficiency.

In one embodiment, the power of the steam turbine is or will be mechanically coupled into a shaft of a high-pressure compressor or a high-pressure shaft.

In one embodiment, at least one seal is arranged between the flight engine and the heat exchanger.

In this way, in one embodiment, the independent handling of the flight engine and the heat exchanger can be improved.

In one embodiment, the heat exchanger has one or more heat exchangers arranged concentrically to one or the axis of rotation, in particular the (main) machine axis, of the aircraft engine and/or as a tube bundle and/or cross-flow and/or counter-flow heat exchanger, in particular cross-counter-flow heat exchangers. Heat exchangers, formed heat exchanger sections, in one embodiment, heat exchanger modules, with two or more of the heat exchanger sections or modules having different diameters in one embodiment.

Due to the concentric arrangement and the design as a tube bundle and/or cross and/or counterflow heat exchanger, in one embodiment the efficiency Efficiency can be improved, the assembly, maintenance and / or weight distribution can be improved in one embodiment by training with multiple heat exchanger sections or modules.

In one embodiment, the aircraft has at least one condenser, which at least temporarily cools down exhaust gas from the aircraft engine, in particular from its heat engine, or is provided for this purpose, in particular is set up or used, and, in one embodiment, between the heat exchanger and the water separation duct is arranged in a bypass duct of the aircraft drive.

In this way, in one embodiment, water separation in the water separation channel can be improved.

In one embodiment, this condenser has one or more condenser sections arranged concentrically to one or the axis of rotation, in particular (main) machine axis, of the aircraft drive and/or designed as plate and/or cross and/or counterflow heat exchangers.

Additionally or alternatively, in one embodiment, the aircraft has at least one collecting duct, which in one embodiment encompasses the condenser, which collects at least temporarily cooled exhaust gas, in particular exhaust gas cooled by the condenser, and in one embodiment leads in the direction of the water separation duct, or is provided for this purpose, is set up or used in particular.

In one embodiment, the condenser is arranged in a bypass duct, in particular a bypass duct, of the aircraft engine and/or the ambient air conveyed by the propeller flows around or through it, or the aircraft is set up for this purpose. In this way, in one embodiment, condensation can be improved and/or air in the secondary or casing flow duct can be heated, thereby improving the efficiency or thrust of the aircraft drive.

In one embodiment, the separating device

- At least one in the Was serab separating channel arranged, in one embodiment at least partially grooved or provided with grooves or grooves or grooves, separating plate;

at least one swirl generator arranged in the water separation channel, in one embodiment downstream after the separation plate, and fixed in one embodiment;

at least one turbine stage arranged in the water separation channel, in one embodiment downstream after the separation plate, and in one embodiment coupled to a generator;

- at least one in the Wasserabscheidekanal, in one embodiment downstream after the turbine stage and / or the swirl generator, arranged, in one embodiment at least partially grooved or provided with channels or grooves or grooves separator pipe;

- at least one electrostatic precipitator; and or

- At least one at least temporarily flowed through by a coolant circulated in a cooling circuit heat exchanger.

Additionally or alternatively, in one embodiment, the separating device, in particular the separating plate, turbine stage, electrostatic separating device, the separating pipe and/or the heat exchanger, has a hydrophilic surface at least in sections.

In one embodiment, the aircraft - at least one water tank which at least temporarily stores water from the water separation channel or is provided for this purpose, in particular is set up or used, and/or

- at least one pump, which at least temporarily conveys water originating from the water separation channel, in particular from the water separation channel into the water tank or from the water separation channel or the water tank to the heat exchanger, which in one embodiment at least temporarily and/or partially evaporates this or is the pump and/or the heat exchanger are provided for this purpose, in particular set up or used for this purpose, in one embodiment a first pump for pumping water from the water separation channel into the water tank and a further pump for pumping water from the water tank into the heat exchanger.

In this way, in one embodiment, the use of the separated water, in particular steam generation, in particular for supply to a combustion chamber of the aircraft engine, and thereby the operation of the aircraft can be improved.

In one embodiment, the water tank and/or the pump is/are arranged on, in particular in, the mount or is connected to the wing via the mount.

In one embodiment, the aircraft has at least one exhaust gas passage, which conducts exhaust gas from the aircraft engine from the heat exchanger and/or to the water separation duct or is provided for this purpose, in particular is set up or used, and the at least one opening in a structural part of the bracket, in particular a pylon structural part, in one embodiment of a wall, in particular an inner wall, of the mount, in particular of the engine pylon, through which the exhaust gas flows at least temporarily or is provided, in particular equipped, or is used for this purpose.

As a result, in one embodiment, the exhaust gas routing can be improved, in particular a flow path and/or flow resistance and/or weight can be reduced, thereby improving the operation, in particular the efficiency, of the aircraft. In one embodiment, the aircraft drive is or is attached to the holder in a non-destructive manner via the at least one aircraft drive suspension, in one embodiment it is screwed to it once or several times.

As a result, assembly and/or maintenance can be improved in one embodiment.

In one embodiment, the at least one aircraft engine and/or its mount, in particular the engine pylon, have (in each case) a one-part or multi-part fairing, in one embodiment at least partially removable and/or at least partially pivotably mounted, or a one-part or multi-part, in In one embodiment, the outer housing is at least partially removable and/or at least partially pivotably mounted and/or is arranged on an underside (on the undercarriage side) of the wing.

In this way, in one embodiment, assembly and/or maintenance can be improved and/or load distribution and/or introduction and thereby the operation of the aircraft can be improved.

In one embodiment, exhaust gas from the at least one aircraft engine is not routed within the wing to which it is attached.

As a result, in one embodiment, a previous structure of the wing can be adopted or the aircraft engine can be combined with different wings.

In one embodiment, exhaust gas from the at least one aircraft engine is discharged into the environment after it has flowed through the water separation channel below the wing.

As a result, in one embodiment, a previous structure of the wing and/or a fuselage of the aircraft can be adopted. In one embodiment, water is separated in the water separation duct at least temporarily at at least two spaced-apart locations, in particular at at least two spaced-apart locations of the separating device or by at least two spaced-apart separating devices, and/or separated water in the water-separating duct to at least one, in one Execution wall, in particular floor-side or underlying, out outlet, in one embodiment through one or more channels or grooves, and / or discharged at least one or the at least one outlet from the water separation channel. In one embodiment, the water separation duct, in a further development its at least one separating device, has one or more channels or grooves, which at least temporarily collect water or are provided for this purpose, in particular are set up or used.

In one embodiment, the weight of the at least one aircraft engine is at least 100 kg, in particular at least 500 kg, and/or the weight of the at least one heat exchanger is at least 1 kg, in particular at least 5 kg, and/or the weight of the at least one separating device is at least 1 kg, in particular at least 5 kg. In one embodiment, the or at least one of the pumps mentioned here is an electrically (driven) pump.

Further advantageous developments of the present invention result from the dependent claims and the following description of preferred embodiments. This shows, partially schematized:

Figure 1 is a sectional view of part of an aircraft according to an embodiment of the present invention;

Fig. 2 shows the part in a section along the line A-A in Fig. 1;

3 shows a perspective partial section of the aircraft; Figure 4 is a partial perspective view of the aircraft; and

5 shows a section through a water ab separating duct of an aircraft according to a further embodiment of the present invention.

3, 4 show an aircraft 5 according to an embodiment of the present invention in a perspective partial section from the front above and a perspective partial view from the rear below, FIGS. 1, 2 show a part of this aircraft in a longitudinal section (FIG. 1) or a section perpendicular thereto (FIG. 2).

The aircraft 5 has several similarly constructed drive systems 1, each with a flight drive in the form of a turbofan engine, which is fastened to a (own) engine pylon 4 in each case. The structure and mode of operation of the drive systems 1 and their arrangement on the respective wing are, at least essentially, identical, so that only one of these drive systems is described below with reference to FIGS. 1, 2.

The or each of the propulsion system(s) has a downstream steam generator 30, a condenser (heat exchanger) 32 and a water recovery device with a water separating channel 200 for its flight propulsion. The exhaust gas from a gas turbine of the turbofan engine flows through the steam generator 30 arranged downstream, where energy is extracted from it for generating superheated steam, which is fed back into the process. It then flows through the condenser heat exchanger 32. Ambient air flows through this condenser on the cold side. The exhaust gas then enters the water recovery device, where condensed water is separated from the rest of the exhaust gas flow. The water can be treated and supplied to the steam generator by condensate or feed water pump(s) 49a, 49b. This closes the water cycle. The steam is mixed with the compressed air in the area of a combustion chamber 16 of the gas turbine. By using the exhaust gas energy and reducing the engine's internal power requirement, a very effective cyclic process results with a very high specific power related to the mass throughput.

The drive system is connected to a wing 50 by a pylon 4 in each case. The turbomachine part 2 is attached to the pylon 4 . Shown is a front suspension 21 on a fan casing and a rear suspension 20 on a turbine outlet casing 19. The thrust is transmitted via shear rods 22 from the inlet casing 12 to the pylon and from there to the wing.

In the exemplary embodiment, the turbomachine part 2 is a 3-shaft machine. A fan 10, which is driven by a low-pressure turbine 18 via a gearbox 11, forms the first shaft together with the low-pressure turbine. Optionally, a low-pressure compressor (not shown) could also be arranged on this shaft.

The second shaft is arranged concentrically to the first. Its main components are a compressor 13 driven by a high-pressure turbine 17 .

In contrast to a conventional engine, there is a third shaft that is not coaxial but arranged next to the core engine. The main components of this shaft are another compressor 14 driven by a steam turbine 15 .

The process used here with steam supply through a steam supply device 110 results in a very high specific power and thus a low air mass flow for the compressor.

With a coaxial arrangement, very small radial blade dimensions and the associated large gap losses would result, especially in the end area of compression. For this reason in particular, the arrangement of the last compressor 14 next to the core engine can be advantageous and also simple to implement, since no mechanical drive from one of the other two shafts is required because the drive is provided by the steam turbine 15 . The air conveyed by the fan 10 is further compressed in the compressors 13 , 14 . The compressed air is then mixed with the exhaust steam from the steam turbine 15 and fed to the combustion chamber 16 to a large extent. A part is also used to cool the combustion chamber and the turbine, in particular the high-pressure turbine 17 . In the combustion chamber 16, heat is supplied to the working medium by the combustion of fuel. In the turbines 17, 18, energy is extracted from the working gas. The power gained is primarily transmitted to the compressor 13 and the fan 10 .

The steam generator 30 is arranged downstream of the turbomachine part or aircraft engine 2 . This comprises a feed water preheating section, an evaporation section (between feed water preheating and superheating section) and a superheating section. Each of the three ring-shaped heat exchanger modules shown in FIG. 1 has a preheating section, an evaporation section and a superheating section. Alternatively, one of the heat exchanger modules can also form a feedwater preheating section, another of the heat exchanger modules can form an evaporation section and another of the heat exchanger modules can form an overheating section.

The steam generator is designed as a tube bundle heat exchanger in a cross-counterflow arrangement with several passages. It is housed rotationally symmetrically and concentrically to the engine axis or axis of rotation T of the flight engine within the core engine cowling 35 . In particular for better adaptation to the shape of the core engine cowling, the steam generator 30 can consist of several modules with different diameters. It is also attached to the pylon 4 with the suspension(s) 38 .

A seal 23 is arranged between the turbomachine part or aircraft engine 2 and the steam generator or heat exchanger 30, which allows a certain relative movement of these assemblies to one another.

With this arrangement, the individual assemblies can be handled independently. In particular, the steam generator on the aircraft can remain when the turbomachinery part is removed from the wing for maintenance and vice versa.

After the exhaust gas has flowed radially through the steam generator 30, it is guided through ribs 31, which are arranged in the bypass channel 37, to the condenser 32, which consists of several modules. In the exemplary embodiment, the condenser modules are designed as plate heat exchangers in a cross-flow arrangement and are placed concentrically to the engine axis T in the bypass duct 37, in the so-called C-ducts. The outer housing or panels 3 of the C-channels are pivotably mounted on the pylon 4 with hinge-like joints 49 .

In Fig. 2, the flow in the C-channel in this area is illustrated schematically on the left-hand side. On the right is only the outline of the C-channel in the unfolded state of its fairing.

It can be seen in particular from FIG. 1 that the capacitor modules 32 are arranged in the bypass duct 27 in such a way that on the cold side only part of the air conveyed by the fan 10 flows through the capacitor. The other part flows past it. Both streams are then brought together again and relaxed together in the bypass nozzle 36 to ambient pressure. In a modification that is not shown, all of the air from the bypass duct 37 is routed through the condenser 32 .

Exhaust heat is transferred to the air as it flows through, causing its temperature to rise. The higher temperature results in a greater enthalpy gradient for the expansion in the bypass nozzle 36. As a result, the evaporation heat to be dissipated is not completely lost, but instead contributes to the increase in thrust. The exhaust gas cools down until the water it contains condenses at least partially and is in liquid form. Thereafter, the exhaust gas is guided through the fins 33 into a collection passage 34 running along the C-channel inner surface. The exhaust gas flows from the collecting duct 34 through the opening 41 in the pylon structural part 40. Downstream of the pylon opening 41 are provided within the pylon structural part 40 or Wasserab separating channel 200 from separating plates 42. From the separating plates are flat components that are arranged in the direction of flow. Channels or grooves are provided at the ends of the plates, which collect and drain the liquid water that accumulates on the surface. Further downstream, the exhaust gas passes through an optional final turbine stage 43, lowering its temperature even further, causing even more water to condense. Another advantage of this arrangement is that the size and the pressure losses of the upstream heat exchangers 30, 32 can be reduced. The power of the turbine 43 is fed into a generator 44 . The turbine 43 can be designed in such a way that the outflowing exhaust gas has a swirl. As a result, water droplets are moved radially outwards. The water droplets then settle on the inner surface of the channel and on the surface of separating tubes 45.

The channel and the separating pipes, like the separating plates 42, are equipped with gutters or grooves for collecting and discharging the water. In a modification without the last turbine stage 43, the centrifuging out of the water droplets can be supported by a swirl generator (not shown).

For a better separating effect, the separating plates 42, the inner surface of the pylon structure 40 and/or the separating pipes 45 can be made of water-attracting or hydrophilic materials or be coated with such materials. These components can also serve as precipitation electrodes for electrostatically assisted water separation or be set up as heat exchangers in a cooling circuit. In this case, the outer surface of the pylon and/or the nacelle can be designed as a condenser of the cooling system.

The separated water is conducted by the condensate pump 49a through an optionally available water treatment into a water storage tank 48. From there, the water is fed to the steam generator 30 by means of the feed water pump 49b. The water storage tank can be arranged on the aircraft side. Auxiliary devices and devices for steam generation, cooling, water treatment and water storage such as condensate pump, feed water pump, filter, water tank, cooling compressor or the like are not shown in detail in the figures and can be placed directly on the flight engine. The space within the pylon casing 47 and/or within the outlet cone 39 can advantageously be used for this purpose.

The propulsion system with aircraft propulsion, heat exchanger and water separation channel can be significantly heavier than a conventional system. Due to the attachment to the bracket 4, this higher weight can advantageously counteract the wing lift and thereby reduce the bending moment at the wing root. Due to the high specific output of the drive train, the turbomachine part can be realized lighter and/or more compact than a conventional drive, as a result of which the center of gravity can be closer to the wing. In addition, one or more of the (additional) components can be located below and/or partially behind the wing torsion center, thereby reducing the torsional moment. As a result, the wing structure weight can be reduced and the additional weight can be at least partially compensated for.

5 shows a section through a waste water separating channel 200 of an aircraft according to a further embodiment of the present invention, which corresponds to the embodiment explained above except for the differences explained below, so that reference is made to the previous description and only differences are explained below .

In the embodiment of FIG. 5, the turbine stage 43 is replaced by a swirl generator 43'.

In addition, the separating plates 42 and a part of the inner surface of the water separating channel 200 designed as a collecting electrode 210 for the electrostatically supported water separation are set up as parts of an electrostatic separating device 220 . In addition, the separating tubes 45 are set up as heat exchangers of a cooling circuit 130 with a condenser 120 .

Although exemplary embodiments have been explained in the preceding description, it should be pointed out that a large number of modifications are possible. In particular, one or more of the elements 42, 43, 43', 44, 45, 130 and/or 220 can be omitted or combined in a different way than in FIGS. or the cooling circuit 130 can be set up with a different heat exchanger.

It should also be noted that the exemplary embodiments are only examples and are not intended in any way to limit the scope of protection, the applications and the structure. Rather, the person skilled in the art is given a guideline for the implementation of at least one exemplary embodiment by the preceding description, with various changes, in particular with regard to the function and arrangement of the described components, being able to be made without leaving the scope of protection, as it emerges from the claims and these equivalent combinations of features.

Reference List

1 drive system

2 turbomachine part

3 C-channel (fairing)

4 pylon

5 aircraft

10 fans

11 gears

12 inlet housing

13 compressors

14 compressors

15 steam turbine

16 combustion chamber

17 high pressure turbine

18 low pressure turbine

19 turbine exit case

20 rear engine mount

21 front engine mount

22 thrust link

23 seal

30 steam generators (heat exchangers)

31 rib

32 condenser

33 rib

34 collection channel

35 nuclear engine fairing

36 by-pass nozzle

37 bypass channel

38 steam generator suspension(s)

39 exit cone

40 pylon structural part 41 pylon (structural part) opening

42 separation plate

43 turbine stage

43' swirl generator

44 Generator

45 separator tube

46 core engine nozzle

47 pylon fairing

48 water tank

49a condensate pump

49b feed water pump

50 wings

110 steam supply device

120 condenser of the cooling circuit

130 cooling circuit

200 water separation channel

210 precipitation electrode

220 electrostatic precipitator

T axis of rotation

Claims

22

patent claims

1. Aircraft (5) with at least one wing (50), at least one flight engine (2) and a mount, in particular an engine pylon (4), which connects the wing and the flight engine to one another, the aircraft having at least one heat exchanger (30) for Cooling of exhaust gas from the aircraft engine and/or at least one water separation channel (200) with at least one separating device (42, 43, 43', 45, 210, 220) for separating water from exhaust gas from the aircraft engine, in particular after it has flowed through the heat exchanger, characterized in that characterized in that the separating device is arranged on, in particular in, the holder or connected to the wing via it and/or the flight drive via at least one flight drive suspension (20, 21) and the heat exchanger independently via at least one heat exchanger suspension (38 ) attached to the bracket.

2. Aircraft according to Claim 1, characterized by a steam supply device (110), in particular connected to the heat exchanger, for supplying steam to at least one combustion chamber (16) of the aircraft engine and/or by at least one device, in particular arranged between the heat exchanger and the steam supply device, Steam turbine (15), in particular for driving at least one compressor (14) of the aircraft engine.

3. Aircraft according to the preceding claim, characterized in that an axis of rotation of the steam turbine (15) and/or the compressor (14) is spaced apart from an axis of rotation (T) of the flight engine.

4. Aircraft according to one of the preceding claims, characterized by at least one seal (23) between the flight engine and the heat exchanger.

5. Aircraft according to one of the preceding claims, characterized in that the heat exchanger has one or more heat exchangers arranged concentrically to an axis of rotation of the flight engine and/or designed as tube bundle and/or cross and/or counterflow heat exchangers. sections, in particular heat exchanger modules and/or with different diameters. Aircraft according to one of the preceding claims, characterized by at least one condenser (32) for cooling exhaust gas from the aircraft engine, which is arranged between the heat exchanger and the water separation duct, in particular in a bypass duct (37) of the aircraft engine, in particular one or more concentric to one axis of rotation of the aircraft engine and/or designed as a plate and/or cross-flow and/or counterflow heat exchanger, and/or by at least one collecting duct (34), in particular encompassing the condenser, for collecting, in particular through the condenser, cooled exhaust gas. Aircraft according to one of the preceding claims, characterized in that the separating device has at least one separating plate (42) arranged in the water separation duct and/or at least one swirl generator (43') arranged in the water separating duct, in particular downstream after the separating plate, and/or at least one turbine stage (43) arranged in the water separation duct, in particular downstream after the separating plate, in particular coupled to a generator (44) and/or at least one separator pipe (45) arranged in the water separating duct, in particular downstream after the turbine stage and/or the swirl generator and/or at least one electrostatic separating device (210, 220) and/or at least one heat exchanger (45) through which a coolant circulated in a cooling circuit (130) flows and/or has a hydrophilic surface at least in sections. Aircraft according to one of the preceding claims, characterized by at least one pump (49a, 49b) for conveying water originating from the water separation channel and/or at least one water tank (48) for storing water from the water separation channel.

9. Aircraft according to one of the preceding claims, characterized by at least one exhaust gas passage for conducting exhaust gas from the aircraft engine from the heat exchanger and/or to the water separation duct, which has at least one opening (41) in a structural part (40) of the holder.

10. Aircraft according to one of the preceding claims, characterized in that the aircraft drive has at least one heat engine, in particular a gas turbine, and/or at least one propeller (10), in particular a jacketed one and/or coupled to the heat engine via a gearbox (11).

11. Method for operating an aircraft according to one of the preceding claims, characterized in that at least temporarily the heat exchanger (30) cools exhaust gas of the aircraft engine (2) and/or the separating device separates water from exhaust gas of the aircraft engine.

12. Method for assembling and/or maintaining an aircraft according to one of the preceding claims, characterized in that the separating device is arranged on, in particular in, the holder (4) or is connected to the wing (50) via this and/or the flight drive (2) is attached to the bracket (4) via the at least one aircraft engine suspension (20, 21) and the heat exchanger (30) via the at least one heat exchanger suspension (38).