GB2496839A - Thermal electrical power generation for aircraft - Google Patents

Thermal electrical power generation for aircraft Download PDF

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Publication number
GB2496839A
GB2496839A GB1118313.4A GB201118313A GB2496839A GB 2496839 A GB2496839 A GB 2496839A GB 201118313 A GB201118313 A GB 201118313A GB 2496839 A GB2496839 A GB 2496839A
Authority
GB
United Kingdom
Prior art keywords
text
thermoelectric generator
heat
electrical
aircraft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1118313.4A
Other versions
GB201118313D0 (en
Inventor
Adrian Shipley
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GE Aviation Systems Ltd
Original Assignee
GE Aviation Systems Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GE Aviation Systems Ltd filed Critical GE Aviation Systems Ltd
Priority to GB1118313.4A priority Critical patent/GB2496839A/en
Publication of GB201118313D0 publication Critical patent/GB201118313D0/en
Priority to BR102012025929-0A priority patent/BR102012025929A2/en
Priority to CA2792589A priority patent/CA2792589A1/en
Priority to DE102012109992A priority patent/DE102012109992A1/en
Priority to FR1259978A priority patent/FR2981637B1/en
Priority to JP2012232459A priority patent/JP2013091487A/en
Priority to CN2012104090915A priority patent/CN103061856A/en
Publication of GB2496839A publication Critical patent/GB2496839A/en
Withdrawn legal-status Critical Current

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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
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F02C6/18—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use using the waste heat of gas-turbine plants outside the plants themselves, e.g. gas-turbine power heat plants
    • H—ELECTRICITY
    • H10—SEMICONDUCTOR DEVICES; ELECTRIC SOLID-STATE DEVICES NOT OTHERWISE PROVIDED FOR
    • H10N—ELECTRIC SOLID-STATE DEVICES NOT OTHERWISE PROVIDED FOR
    • H10N10/00—Thermoelectric devices comprising a junction of dissimilar materials, i.e. devices exhibiting Seebeck or Peltier effects
    • H10N10/10—Thermoelectric devices comprising a junction of dissimilar materials, i.e. devices exhibiting Seebeck or Peltier effects operating with only the Peltier or Seebeck effects
    • H—ELECTRICITY
    • H10—SEMICONDUCTOR DEVICES; ELECTRIC SOLID-STATE DEVICES NOT OTHERWISE PROVIDED FOR
    • H10N—ELECTRIC SOLID-STATE DEVICES NOT OTHERWISE PROVIDED FOR
    • H10N10/00—Thermoelectric devices comprising a junction of dissimilar materials, i.e. devices exhibiting Seebeck or Peltier effects
    • H10N10/10—Thermoelectric devices comprising a junction of dissimilar materials, i.e. devices exhibiting Seebeck or Peltier effects operating with only the Peltier or Seebeck effects
    • H10N10/17—Thermoelectric devices comprising a junction of dissimilar materials, i.e. devices exhibiting Seebeck or Peltier effects operating with only the Peltier or Seebeck effects characterised by the structure or configuration of the cell or thermocouple forming the device
    • 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
    • B64D2041/005—Fuel cells
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Fuel Cell (AREA)
  • Hybrid Cells (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

An electrical power generation and distribution system 1 for an aircraft comprises at least one heat source 2,3,4,5 and a thermoelectric generator 6,7,8,9 arranged to receive waste heat from the at least one heat source and to convert the waste heat to electrical current. The thermoelectric generator is in electrical connection with an electrical distribution bus 10 which is operable to supply power to aircraft electrical systems. One or more of the heat sources may include an engine exhaust section. One or more of the heat sources may include an auxiliary power unit. One or more of the heat sources may include an environmental control system. One or more of the heat sources may include a fuel cell. The thermoelectric generator may comprise one or more solid state thermoelectric elements (3, fig. 2). The thermoelectric generator may comprise alternating elements of n-type and p-type conductive connectors. The thermoelectric generator may comprise an infrared photovoltaic device.

Description

THERMAL ELECTRICAL POWER GENERATION FOR AIRCRAFT
The present invention relates to electrical generation systems for aircraft and methods of generating electrical power. In particular, the present invention relates to electrical generation systems for aircraft that utilise waste heat generated by aircraft systems.
In the prior art, the electrical power needs of aircraft are met by generators that are driven mechanically by the engines. Generally, each engine may have two generators attached to it. Backup sources, such as an auxiliary power unit (APU) and a ram air turbine (RAT) are also known to be provided. Each of these power sources requires aviation fuel to be bumt in order to generate power. In the case of the generators attached to the engines, the increase in friel burn is caused by the extra load on the engine over and above the requirements for moving the aircraft. In the case of the RAT, the increase in fuel bum is caused by the additional aerodynamic drag caused by the exposition of the RAT to the external air stream. An APTJ on the other hand generally comprises an engine that directly burns its own supply of fuel. In each case, fuel must be burned to generate electrical power for the aircraft.
The present invention provides an electrical power generation and distribution system for an aircraft, comprising one or more heat sources, a thermoelectric generator arranged to receive waste heat from at least one heat source and to convert the waste heat to electrical current, the thermoelectric generator being in electrical connection with an electrical distribution bus which is operable to supply power to aircraft electrical systems.
There follows a detailed description of embodiments of the invention by way of example only with reference to the accompanying drawings, in which: Fig. 1 is a schematic representation of a power generation and distribution system embodying the invention; Fig. 2 is a cross-sectional view of a thermoelectric generation device; Fig. 3 is a cross-sectional partial view of a thermoelectric generation device installed on an engine exhaust; Fig. 4 is a plan view of a panel of thermoelectric generation devices; Fig. 5 is a graph of current against temperature difference for a thermoelectric device embodying the invention; and Fig. 6 is a graph of voltage against temperature difference corresponding to the graph of Fig. 5.
In Fig. 1, there is shown an electrical generation and distribution system 1 comprising a plurality of sources of heat 2,3,4,5 each connected to a respective thermoelectric generator 6,7,8,9. Primary sources of heat 3,4 are shown in the middle of the arrangement, and comprise first and second engines for driving the aircraft. The engines are the greatest producers of heat on the aircraft. A secondary source of heat comprises an environmental control system (ECS) 2 which is provided on the left of the arrangement shown in Fig, 1, the ECS being responsible for maintaining temperature and pressure conditions in the aircraft. The ECS 2 includes a number of heat exchangers which output heat usable by the thermoelectric generator 6 connected thereto. A further secondary source of heat comprises an APU 5 which is connected to another thermoelectric generator 9. The connection between thc APU 5 and the thermoelectric generator 9 is formed preferably by incorporating the generator into a thermal management system of the APU. The generator 9 therefore advantageously provides cooling to the APU.
Each thermoelectric generator 6,7,8,9 is connected to an individual heat source 2,3,4,5, although in an alternative embodiment, the beat sources may each have a plurality of generators, arranged about the heat source to maximise the capture of heat from that source 2,3,4,5. Each generator 6,7,8,9 comprises a plurality of solid state thermoelectric elements.
The thermoelectric generators 6,7,8,9 are connected to the electrical power distribution system 10 of the aircraft, which distributes the electrical power to the various loads of the aircraft. In a preferred embodiment, the thermally derived power is used to operate the cabin systems and other non-essential loads.
An additional sourcc of heat can be provided by fuel cells used to generate electricity for the aircraft. Fuel cells may operate at an efficiency of around 50%, whilst the efficiency of thermoelectric systems generally approaches 37% thus leading to an overall efficiency approaching 68.5% for a combined system of fuel cells and thermoelectric devices to capture their waste heat.
Fig. 2 is a cross-sectional view of a portion of a thermoelectric generator 6,7,8,9 comprising a plurality of solid state thermoelectric elements 13,14,15,16,17,18. The thermoelectric elements are doped alternately with n-type and p-type material arid are sandwiched between thermally conductive layers 11 and 12. Thus the elements numbered 13,15 arid 17 are n-type material, whilst those numbered 14,16 and 18 arc type material. In one embodiment, the thermally conductive layers II and 12 comprise ceramic wafers. A heat source is situated close to the ceramic wafer 12, which is shown at thc top of the generator in Fig.2. In practice, the generator 6,7,8,9 can be oriented at any suitable angle to harness heat 26 from the heat source. Electrically conductive interconnection members 19, 20, 21,22,23,24,25 are situated alternately between the ends of the thermoelectric elements 13-18 to allow a flow of current. Heat 26 from the heat source causes charge carriers to diffuse from the hot end of the thermoelectric elements to the cooler end thereof in accordance with the Seebeck Effect. This leads to a flow of current through the device.
Fig. 3 shows a cross-section of part of a thermoelectric generator 3,4 affixed to an exhaust section 31 of an aircraft engine. The engine can be any type of aircraft engine.
In practice, the thermoelectric generator 3,4 can extend completely around the exhaust section. In use, hot exhaust emissions pass through the exhaust section of the engine, and heat 26 is transferred from the emissions via the exhaust section 31 to the heat receiving surface 12 of the thermoelectric generator 3,4. It is believed to be possible to generate 70kW of electrical energy per engine. Even higher temperature differentials can be found in the combustor region of the engine, and if suitably temperature resistant materials are developed, this could also be used as a thermal power source.
The outer surface of the generator 3,4, ie the thermally conductive layer 11 is advantageously exposed to the ambient air outside the aircraft, thus ensuring continued cooling of the outer surface and hence maintenance of the temperature difference across the generator that is required to generate electricity.
Fig. 4 is a plan view of a form of the thermoelectric generator 3,4 that may be used in accordance with an embodiment of the invention. The thermoelectric generator 3,4 comprises a panel, which can have dimensions of 3m by im. In the manufacture of the thermoelectric generator, the panel 3, 4 is constructed of a plurality of semiconductor elements which are connected together serially whereby the potential difference across each clement is summed in operation.
Fig. 5 shows a graph of current against temperature difference for a thermoelectric generator. With increasing temperature difference across the generator, the current produced rises non-linearly. According to Fig.6, the vohage across the generator rises abruptly at an activation temperature difference TA and then levels off, increasing little for subsequent rises in temperature difference. The generator produces a DC voltage which is useful for many aircraft loads that run on DC power.
The generators 6-9 can advantageously be operated in a cooling mode. If an external current is applied to the generators cooling occurs in accordance with the Peltier effect.
In an alternative embodiment, the thermoelectric generator can comprise an Infra-Red photovoltaic generator. The thermoelectric elements 13-18 form part of an array which can extend both along and across the array, to form a lattice of elements.
Advantageously, embodiments of the present invention reduce fuel usage, by exploiting waste heat rather than throwing it away. The invention therefore reduces environmental damage and reduces costs. Further, the present invention has the advantage of allowing greater flexibility to the distribution of the energy around the aircraft. For example, energy can be used closer to the location at which it is generated. Also rectification of AC currents can be avoided by generating DC currents as needed.

Claims (1)

  1. <claim-text>CLAIMS: I. An ekctrical power generation and distribution system for an aircraft comprising one or more heat sources, a thermoelectric generator arranged to receive waste heat from at least one heat source and to convert the waste heat to electrical current, the thermoelectric generator being in electrical connection with an electrical distribution bus which is operable to supply power to aircraft electrical systems.</claim-text> <claim-text>2. A system according to claim 1, wherein the one or more heat sources include an engine exhaust section.</claim-text> <claim-text>3. A system according to claim 1 or 2, wherein the one or more heat sources include an auxiliary power unit.</claim-text> <claim-text>4. A system according to any of the preceding claims, wherein the one or more heat sources include an environmental control system.</claim-text> <claim-text>5. A system according to any of the preceding claims, wherein the one or more heat sources include a fuel cell.</claim-text> <claim-text>6. A system according to any of the prcccding claims, wherein the thermoelectric generator comprises one or more solid state thermoelectric elements.</claim-text> <claim-text>7. A system according to any of the preceding claims, wherein the thermoelectric generator comprises alternating elements of n-type and p-type semiconductor material.</claim-text> <claim-text>8. A system according to claim 7, wherein the semiconductor elements are electrically connected to adjacent elements by electrically conductive connectors.</claim-text> <claim-text>9. A system according to claim 8, wherein the semiconductor elements are electrically connected in series.</claim-text> <claim-text>10. A system according to claim 8 or 9, wherein the semiconductor elements are thermally connected in parallel.S</claim-text> <claim-text>11. A system according to any of the prcccding claims, wherein in use a DC voltage is produced by the generator.</claim-text> <claim-text>12. A system according to any of the preceding claims, wherein the thermoelectric generator comprises an infra-red photovoltaie device.</claim-text> <claim-text>13. An electrical power generation and distribution system substantially as herein described with reference to the accompanying drawings.</claim-text>
GB1118313.4A 2011-10-24 2011-10-24 Thermal electrical power generation for aircraft Withdrawn GB2496839A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
GB1118313.4A GB2496839A (en) 2011-10-24 2011-10-24 Thermal electrical power generation for aircraft
BR102012025929-0A BR102012025929A2 (en) 2011-10-24 2012-10-10 ELECTRIC POWER DISTRIBUTION AND GENERATION SYSTEM FOR AN AIRCRAFT
CA2792589A CA2792589A1 (en) 2011-10-24 2012-10-18 Thermal electrical power generation for aircraft
DE102012109992A DE102012109992A1 (en) 2011-10-24 2012-10-19 Thermoelectric power generation for aircraft
FR1259978A FR2981637B1 (en) 2011-10-24 2012-10-19 THERMAL PRODUCTION SYSTEM OF ELECTRICITY FOR AIRCRAFT
JP2012232459A JP2013091487A (en) 2011-10-24 2012-10-22 Thermal electrical power generation for aircraft
CN2012104090915A CN103061856A (en) 2011-10-24 2012-10-24 Thermal electrical power generation for aircraft

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1118313.4A GB2496839A (en) 2011-10-24 2011-10-24 Thermal electrical power generation for aircraft

Publications (2)

Publication Number Publication Date
GB201118313D0 GB201118313D0 (en) 2011-12-07
GB2496839A true GB2496839A (en) 2013-05-29

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GB1118313.4A Withdrawn GB2496839A (en) 2011-10-24 2011-10-24 Thermal electrical power generation for aircraft

Country Status (7)

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JP (1) JP2013091487A (en)
CN (1) CN103061856A (en)
BR (1) BR102012025929A2 (en)
CA (1) CA2792589A1 (en)
DE (1) DE102012109992A1 (en)
FR (1) FR2981637B1 (en)
GB (1) GB2496839A (en)

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WO2014135171A1 (en) * 2013-03-07 2014-09-12 Atta Moustafa Mahmoud Abd El-Daym New source of electric power for aircraft
US10291156B2 (en) 2015-10-30 2019-05-14 Ge Aviation Systems Llc Combined hybrid thermionic and thermoelectric generator

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JP5832697B2 (en) * 2013-03-27 2015-12-16 Ｊｆｅスチール株式会社 Thermoelectric power generation apparatus and thermoelectric power generation method using the same
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US9666781B2 (en) * 2013-08-19 2017-05-30 The Boeing Company Methods for recovering waste energy from bleed air ducts
CN104092409A (en) * 2014-07-17 2014-10-08 北京航空航天大学 Combined thermoelectric conversion device
CN105281607A (en) * 2015-11-16 2016-01-27 滨州学院 Hot waste water generator
CN105515448A (en) * 2016-01-19 2016-04-20 哈尔滨工业大学 Hypersonic speed aircraft skin cooling and semiconductor thermoelectric power generation integrated system
DE102016107303A1 (en) * 2016-04-20 2017-10-26 Rolls-Royce Deutschland Ltd & Co Kg Energy conversion system of a turbomachine, transmission or bearing housing of a turbomachine and turbomachinery
CN108768212B (en) * 2018-06-12 2020-03-17 西安交通大学 Energy recovery device of underwater vehicle
DE102018116155A1 (en) * 2018-07-04 2020-01-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft aircraft
CN113014144B (en) * 2021-04-12 2023-03-21 西北工业大学 Forced cooling thermoelectric power generation system of miniature turbojet engine

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US10291156B2 (en) 2015-10-30 2019-05-14 Ge Aviation Systems Llc Combined hybrid thermionic and thermoelectric generator

Also Published As

Publication number Publication date
BR102012025929A2 (en) 2014-03-18
CN103061856A (en) 2013-04-24
GB201118313D0 (en) 2011-12-07
FR2981637A1 (en) 2013-04-26
DE102012109992A1 (en) 2013-04-25
FR2981637B1 (en) 2016-12-09
CA2792589A1 (en) 2013-04-24
JP2013091487A (en) 2013-05-16

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