RU2686609C1 - Air preparation system for inflation of pressure cabin of aircraft based on vapor compression refrigeration units with secondary heat carrier - Google Patents

Abstract

FIELD: ventilation and air conditioning.SUBSTANCE: invention relates to aircraft air conditioning system. Proposed system comprises air intake (1L, 1R), electric blowers (2L, 2R), primary air preparation paths. Said paths include units (3L, 3R) of isolated recirculation air recirculation of pressurized cabin. System also comprises vapor compression units (4L, 4R), which include reversible inverter vapor compression machines (4a, 4b) with liquid secondary heat carrier, fluid-liquid heat exchangers (4c, 4d), unit of separation of hot and cold heat carriers (4e), main line of heat carrier circuit for direct and reverse sections of steam compression cycle. System also comprises air ducts, automatic pressure regulation system (5), which comprises valve assemblies (6, 7), which include an inlet valve, a heat exchange chamber with an air-liquid heat exchanger (11L, 11R), an anti-icing and moisture release system, an air filtration system and an outlet valve.EFFECT: invention improves power and fuel efficiency of ACS.4 cl, 4 dwg

Description

The proposed technical solution relates to the life support system of the aircraft (LA), in particular to the aviation air conditioning system (SLE), designed to create comfortable conditions in the cabin and cabin, maintain air parameters in a given range in other hermetic compartments of the aircraft, as well as to ensure the performance of onboard equipment requiring specified temperature and humidity conditions for normal operation. The system of preparation of air of pressurization (SPVN) of the pressurized cabin (CC), which is the main component of SLE, determining the energy and weight indicators of the effectiveness of SLE as a whole, is considered.

Known SCR light aircraft and helicopters, which use vapor compression plants (PKU) to normalize air temperature using freon PKU or PKU with a secondary coolant, whose functions do not include the problem of regulating the pressure of the supplied air for SCR main airplanes airplanes and helicopters (I.V. Tishchenko, D.A. Kuderko, Engineering magazine: science and innovations, issue №1 (13) 2013, pp. 117-131).

The prior art air conditioning system (US patent US 7322202), which includes an air conditioning unit for receiving compressed air and converting pressurized air under pressure into conditioned air for an aircraft. The forced air is supplied by a forced air supply system for supplying air to the air conditioning unit. The charge air supply system includes a blower powered by an electric motor. Also, the air conditioning unit contains a heat exchanger, an air cycle machine consisting of a compressor, a turbine and a condenser.

The closest technical solution (analogue) to the declared object is the SCR of the long-haul aircraft Boeing-787, which incorporates a system for supplying pressurized air of the pressurized cabin with electrically driven superchargers (EN) (Electronic Journal Aero QTR_04 2007, Boeing, pp. 6-11).

In contrast to the analogue in the present invention:

1. To implement the thermodynamic balancing function of the PCU, instead of using the purge outside air system used on an analogue, apply SARD heat exchanging valve devices in the form of two-valve assemblies with an inlet valve and an air filter installed in front of it, a heat exchange chamber with built-in heat exchangers (TA) and an outlet valve through which the air that is removed from the Civil Code is diverted overboard (hereinafter referred to as the SARD valve assembly). In heat exchange chambers, the role of TA purge air for thermodynamic balancing. The control unit performs the exhaust air. This will exclude from SCR a complex purge air system with separate air intakes that increase the air resistance of the aircraft. With regard to the traditional version of SARD using air pressure regulating valves in HA with different air flow rates, where the feed valve has a higher flow rate, the front valve is smaller, it is proposed to supply additional air from the left and right EH to the aft heat exchanger valve unit , allowing to expand the range of thermodynamic balancing of PKU and its operation in the optimal mode.

2. The use of cold and hot liquid coolant systems in SCR, which simplifies the SCR design compared to the hot and cold air duct network and air mixers used in the traditional system, facilitates the SCR maintenance and reduces its weight, which increases the SCR fuel efficiency;

3. The use of bypass loops in the coolant circuits of the reverse sections of the vapor-compression cycle PKU, which provides in a number of long flight modes the cooling of the SCR without putting the PCU into operation, which reduces the energy consumption of the SPVN and contributes to the growth of the fuel efficiency of the SCR. In contrast to the analogue, the proposed bypass circuit provides cooling not only for the onboard equipment technological conditioning system and partly for the recirculation of the pressurized cabin, but also for the main circuit for the preparation of the pressurized air of the supercontinuum (tract of the primary preparation of the pressurized air).

The technical result of the invention is to improve the fuel efficiency of SCR, as a result of a direct reduction in power consumption SPVN, and due to the proposed reduction of the installation weight of SCR based on the proposed scheme SPVN. Reducing the number of air ducts and air valves in the proposed SPVN and its associated air distribution system in the aircraft, as compared with similar systems, also contributes to reducing the cost of creating and operating the aircraft.

The expected technical result is achieved by the proposed SPVN GK due to the fact that it contains at least one air intake, at least one electrocharger, at least one path for the primary preparation of pressurized air, which includes an organization for the mode of isolated air recirculation of the pressurized cabin, at least one vapor compression unit, which includes at least one reversible inverter vapor compression machine with a liquid secondary coolant, at least two liquid- liquid heat exchangers, hot and cold heat carrier separation unit, direct and return heat exchange circuit main lines of the vapor compression cycle, while the charge air preparation system also contains air ducts, an automatic pressure control system that contains valve assemblies that include the inlet valve, heat exchanger chamber air-liquid heat exchanger, anti-icing and dehumidification system, air filtration system and outlet valve.

In a preferred embodiment of the invention, the heat exchange chamber of the valve assembly comprises a paired air-liquid heat exchanger (TA).

In another preferred embodiment, the heat exchange chamber of the valve assembly comprises two separate air-liquid TAs.

In another preferred embodiment, a bypass gate valve is additionally inserted in the backbone circuit of the reverse section of the vapor compression cycle of the vapor compression installation.

The invention is illustrated in the following drawings:

FIG. 1 shows a structural diagram of the SPWN.

FIG. 2 shows the SARD scheme with double valve heat exchange units and paired TAs.

FIG. 3 shows a diagram of the use in the SARD valve assembly of a separate air-liquid TA of the right and left PKU.

FIG. 4 shows the layout of the organization of the mode of isolated recirculation of air of the Civil Code without the supply of fresh air into it.

FIG. 1-4, the subsystems of the left and right parts of the AETS are indicated by the indices L and R.

Identical units in the right and left parts of AETS can be denoted in the same way.

Highways are marked:

Bi, (i is the number of the main or air flow) air ducts, air ducts or air flows;

ii, (i - line number) of the heat-transfer fluid line.

The heat assignment of the coolant lines is indicated: “X” is the cold coolant line (“cold line”); “G” - hot coolant main (“hot line”); "X / G" is a line that changes its thermal purpose depending on the operating mode of the heat supply device, for example, a reversible PKU, which can operate in heating or cooling mode. The difference between the designations “X / G” and “G / X” indicates the coordinated opposite changes in the thermal designation of the respective highways in the process of reverse PKU. The temperature of the direct coolant (from the CCU to the SARD valve assemblies) of the “cold” line can be negative; direct hot line can reach 100 ° C.

FIG. 1 presents:

1L, 1R - air intakes;

2L, 2R - electrochargers;

3L, 3R - units of organization of the mode of isolated air recirculation of the pressurized cabin;

4L, 4R - PKU;

4a, 4b - reverse inverter PKM, included in the left and right PKU;

4v, 4g - liquid-liquid TA of the left and right PKU;

4d - units for the separation of hot and cold coolant in the left and right PKU;

4e - bypass loop valves in the left and right PKU;

5 - automatic pressure control system;

6 - valve assembly of the automatic pressure control system with a supply of additional air from the electrocharger (stern);

7 - valve assembly of the automatic pressure control system without additional air supply from the electrocharger (front);

8 - mixer removed from the Ledger and additional air;

9L, 9R - joint paths of additional air to the SARD valve assembly and the system for organizing the mode of isolated air recirculation of the Ledger;

10L, 10R - supply air ducts to the paths of the primary preparation of pressurized air;

11L, 11R - air-liquid TA path of the primary preparation of pressurized air;

12L, 12R - moisture separators tract primary air preparation pressurization;

13L, 13R - valves for distributing the coolant supply to the SARD nodes;

ZU1 - flap contour ringing EN.

FIG. 2 presents:

14 - heat exchange chamber of the SARD aft valve assembly;

14a - air valve of the SARD inlet aft valve assembly;

14b - air valve of the aft valve assembly SARD output;

15 - heat exchange chamber of the front valve assembly SARD;

15a - air valve front node SARD input;

15b - air valve front node SARD output;

16 - paired air-liquid TA;

16a, 16b - paired air-liquid TA of aft SARD valve unit;

16V, 16g - paired air-liquid TA of SARD front valve assembly

17 - anti-icing and moisture removal system;

F1-F4 - air filters;

ZU2L, ZU2R - additional air dampers.

FIG. 3 presents:

16L, 16R - air-liquid TA of the left and right PKU in the front or aft valve assemblies (functional analogs of TA 16a ... 16g in Fig. 2);

B9 - air supplied to the TA in the aft valve assembly of the automatic pressure control system with the supply of additional air from the electrocharger.

FIG. 4 are presented:

18 - 3-way valve cold main coolant;

19 - 3-way valve of the heating main hot line;

20a - freon-liquid TA direct (working) section of the thermodynamic cycle PKU;

20b - freon-liquid TA reverse section of the thermodynamic cycle PKU;

21, 22 - valves of the system of isolated recirculation of the civil code

23 - circulation pumps;

24 - 4-way valve for reversing the RMB;

25 - electronic thermostatic valve;

26 - receiver;

27 - compressor;

28 - 3-way valve of the bypass loop of the reverse section of the PCD thermodynamic cycle (in the extreme position) and regulation of the PCD thermodynamic balancing (in the mixing position);

29 - valve for discharging cold coolant to the primary (main) air preparation path for charge air;

30 - hydraulic check valve;

ZU2L - additional air damper from the left EN;

ZU1 - flap contour ringing EN.

Designations of air paths on all figures are equivalent.

In the present invention, only those SPVN devices are shown (TA, valves, dampers, valves, circulation pumps) that form air, freon circuits and liquid coolant circuits that determined the circuit characteristics of the presented invention. FIG. 4 shows the general structure of the PCM, which explains the formation of the hot and cold circuits of the coolant and the coolant contour of the reverse section of the vapor compression cycle of the PCU.

PCMs that meet the requirements of complementary performance can be developed at the current level of this technique. The computational facilities, resources of the digital control system and details of the control algorithms SPNN are not considered. It is assumed that the information and computing capabilities of promising long-haul airplanes and the control and management devices of SCR and actuators in air and hydraulic circuits that are currently being used guarantee the solution of the regulation problem in the present invention, since such tasks are typical of existing systems.

The invention works as follows.

The air supply (B0) pressurization of the group of companies in SPVN in the right and left sides consisting of identical systems is carried out through air intakes (1L, 1R) with an air flow control system (Fig. 1) using centrifugal EN (2L, 2R) with variable speed drives . EH maintains a given flow rate and air pressure (B1) in the Civil Code under all conditions of ground and flight operation of the aircraft.

In SPVN, the principle of regulating the temperature of the air from the supercharger is used by means of air-liquid MFs separated by the subsystems and, where appropriate, additional channel, panel electric heaters or air-liquid MHFs, which can be supplied with hot heat carrier from on-board heat sources that are not related to PKU (not shown). In the drawing (FIG. 1), the right and left paths of the primary preparation of pressurized air with air-liquid TAs (11L, 11R) and moisture separators (12L, 12R) in a low-pressure network are shown.

Heat supply SPVN produced from PKU consisting of left and right identical PKU (4L, 4R), each of which includes, preferably, two reversible (operating in cooling or heating modes) inverter (with adjustable cold / heat performance) PCM (4a, 4b a) with appropriately combined circuits of the secondary liquid coolant of the evaporators and condensers in each identical PCM have complementary operating temperature ranges.

Heat removal of the reverse section of the steam cycle compression cycle PKU (thermodynamic balancing PKU) is carried out along the direct and reverse lines of the respective hydraulic circuits (Fig. 1, x13, x14, x15, x16) depending on the thermal mode of the PSU and the conditions of the heat balance of the aircraft simultaneously or separately:

- to the air removed from the HA (B8, B9);

- to the additional air taken for this purpose from the EN (B7);

- to mixed air from these sources (B10),

through the heat exchanger chambers (14, 15) built into the modified valve assemblies (6.7) of the SARD, where, in one preferred embodiment, paired air-liquid TAs are installed (Fig. 2).

In another preferred embodiment, separate TAs are installed, belonging respectively to the right and left PKU (Fig. 3). Next is the first option.

Paired TA (16) here means a combined TA that combines heat exchange circuits from the right (16a, 16b) and left PKU (16b, 16g) in order to simplify the organization of the heat sink from each PKU and reduce the dimensions of the SARD valve assemblies. Paired TAs have inlet and outlet fluid manifolds connected to the direct and reverse heat transfer lines of the thermodynamic balancing of the right (Ж17-Ж20) and left (Ж21-Ж24) analogous PKU (Fig. 2).

To implement the function of thermodynamic balancing of the PKU, the design of the SARD valve assembly is supposed to be in the form of a two-valve assembly with an inlet valve, a heat exchange chamber and an outlet valve through which exhaust air is drained overboard (Fig. 2). It is proposed to arrange at least two valve assemblies to one of which (preferably to the stern (6) (Fig. 2)) to bring additional air (B7) from the left and right EH through the intra-fuselage ducts with flow regulators (ZU2L, ZU2R).

The air (B8) coming from the group of companies through the inlet air valve (14a) is pre-cleaned from dust using air filters (F1-F4). If necessary, air (B8) is mixed with additional air supplied from the right and left EN (B7) which is also filtered, passing through air filters (F3-F4). Mixed air (B10) enters the heat exchange chamber, and then, having passed the paired air-liquid TA (16) with the anti-icing and moisture removal system (17), is discharged through the outlet valve (14b) overboard (B11). In this case, the ZU2b, 3Y2R valves also perform the role of pressure regulators, equalizing the pressure of the air flowing through them into the heat exchange chamber with the air pressure behind the SARD inlet valve.

The SARD (7) front valve assembly may have a simplified design that does not provide additional air. The rest of the design of the front valve assembly remains similar to the rear. The distribution of the coolant from the left and right PKU perform mixing valves (13L, 13R).

The coordinated operation of these two valves in each valve assembly, as well as additional air valves (ZU2L, ZU2R) taken from the EN (in the aft valve node), provides the main task of controlling the pressure in the CC and the additional task of controlling the temperature of the heat exchanging chambers of SARD nodes (14, 15). The two-valve scheme of the SARD valve assembly makes it possible to realize the required value of the purge temperature TA (16) in the range from temperature close to the air temperature in the HA and to the minimum temperature achievable with adiabatic expansion of the removed (B8, B9) and / or mixed air (B10) depending on the flight altitude and outboard temperature. This will allow to organize the TA purge, which provides thermodynamic balancing of the PCU, as during its operation for cooling, when it is required to remove excess heat through the TA, or, under certain conditions, for heating.

In the SPVN path there is a node for organizing the mode of isolated air recirculation of the pressurized cabin (3L, 3R) without supplying fresh air into it in the drawing (Fig. 4). The action of this node consists in the direction of additional air discharged from the EH (B6) along the path (9L, 9R) together with the air that has passed the path of the primary preparation of pressurized air (B2) directly into the SARD valve feed unit (B7). The SARD (7) front valve assembly is not used in this process. Thermal devices (11L, 11R) in the paths of the primary preparation of pressurized air operate in a mode opposite to the flow cycle recirculation mode, which contributes to an increase in the efficiency of the thermodynamic balancing of the SSU. The air passing through them is not supplied to the CC, but is bypassed to the SARD heat exchanger valve assemblies. At the same time, the heat process in the Civil Code is implemented by heat exchangers installed in recirculation circuits (not shown) with coolant supply from the cold and hot coolant system (Ж5-Ж8а, explained below) in the required proportion. In this mode, the output valves, in the appropriate version of SARD valve units, must be open. The inlet valves can be in any position, since no boost occurs to the GC. If necessary, short-term use of isolated recirculation mode in flight, for example, for defrosting TA in SARD heat exchanger valve nodes for 10-20 seconds by briefly reversing the RMB, the inlet valves should be closed and the flow of coolant W5-W8a adjusted.

The isolated recirculation mode node (see Fig. 4: 4L and points A and F of air circuits B2 and B6) organizes the required discharge air supply circuit by closing the valve (22) and opening (21). At the same time, boost air (B2 and B5) does not flow into the HA, but the contours of the evaporators and PKU condensers work. The charge air preparation path also works (points: A → 11L → 12L → B → C → D → B7) to increase the efficiency of thermodynamic balancing PKU. If there is no refrigerant of one heat value in the process of isolated recirculation of consumers (“heat” during recirculation for cooling, or “cold” during recirculation for heating), the corresponding lines Zh5 and Zhb or Zh7, Zh7a, Zh8, Zh8a can be disconnected from the system of cold and hot coolant stopping of the corresponding circulation pumps (23) (for explanations, see below) or coolant bypass with valves 18, 19.

Isolated recirculation mode provides the ability to cool or heat the air in the group of companies if necessary, accelerated thermal pre-flight preparation of the aircraft or with emergency or normal closure of the inlet air intake valves SARD. Before this process, the air in the GK and cockpit must be fully updated. Air recirculation in the cockpit after full replacement of air in its volume should be performed independently of the recirculation in the rest of the volume of the civil code. For this SCR, it must first have worked for some time in the normal mode. The structure of the cockpit recirculation loop is not specified in this case. This circuit does not represent design complexity. In flight conditions, it should be transferred to the mode of supplying and processing only fresh air, if required by technical regulations.

Supply of additional discharge air to the heat exchange chamber of the SARD feed valve assembly in the mode of isolated recirculation and in the normal mode of thermodynamic balancing. The PKU is manufactured according to the following scheme: points A → F → ZU2L → D → heat exchange chamber of the front valve assembly SARD. At the same time, the valve (21) is closed during normal operation of the SCR and opened during the isolated recirculation process, to allow air B2 to mix at point D with additional air.

The supply of pressurized air to the pressurized cabin and the cockpit in the normal mode of air conditioning takes place according to the following scheme: A → 11L → 12L → B → C → 22 (open) → E → B5 and B4. The shutter 21 is closed.

In SPVN, a system for removing part of the thermal energy of the circuits of the condensers and evaporators of the reversible PKU is used to set up the cold (X) and hot (D) heat carrier networks (SHHG) independent of the operation mode of the PKU (Fig. 4). This can be implemented in one preferred embodiment by directly diverting a part of the coolant from the secondary liquid circuits of the evaporators and the capacitors PKU (Fig. 4, 4L). The circuits of the secondary coolant PKU are formed using freon-liquid TAs, one of which (20a) is installed in the coolant main line of the direct part of the PCU thermodynamic cycle, the second (20b) in the coolant line of the reverse part of the thermodynamic PKU cycle.

In another preferred embodiment, SHGHT is organized by removing part of the heat from the circuits of the secondary coolant PKU using auxiliary intermediate circuits through liquid-liquid TA (4b, 4g). Their coolant is used in highways SHGT. The temperature regimes in the auxiliary circuits are opposite, since they are associated with freon PCU circuits of opposite thermal significance and can change (Х / Г → Г / Х) when reversing PKU from cooling to heating and back. Next, we consider the second preferred option, in which it is easier to manage SHGT and HPS in general.

Separation of hot and cold coolant of auxiliary circuits PKU in SHGGT is performed by block (4d), consisting of two 4-way distribution valves, which are mechanically or electromechanically synchronized with 4-way valve (24) of the PKU reverse (dashed line in Fig. 4 block 4a). From the separation unit for hot and cold coolant (4d), direct and return lines of the cold and hot coolant run to the distribution section S5 of the consumer Zh5-Zh8 and along the pipelines Zh7a, Zh8a to the path of the primary preparation of pressurized air (only cold lines). The heat consumption from each line is controlled by the onboard heating systems in the preferred embodiment of the constant flow in the highways using bypass bypass with continuously adjustable 3-way valves (18) and (19).

The networks of hot and cold coolant make it possible, regardless of the mode of operation of the PCU, to change the heat assignment (cooling / heating) and the performance of space-separated TA SCR. This provides a flexible and independent control of the air conditioning of different compartments of the press cabinet of the TA and a partial heat recovery of the return section of the thermodynamic cycle of the PKU. These networks are fully engaged in isolated recirculation mode. In this mode, one of the lines can work (hot or cold), the other transfers / receives heat in the path of the primary preparation of pressurized air and transfers it to the heat exchanging valve assemblies SARD according to the scheme outlined above.

The PKU uses bypass loops in the contours of the reverse sections of the vapor compression cycle of the PKU in the drawing (Fig. 1), which are separated by switching the 3-way valves (4e) of the left and right PKU from these circuits and closing these circuits in ring circuits (see Fig. 4 for the left side of SPVN): G → 4e → H → 23 → 4g → M → N → 13L → 16a (feed valve unit) → 16c (front valve unit) → return line x14 → G. A similar ring pattern is formed for the right side of the AET. Ring circuits provide power to consumers in cooling mode due to the removal of heat absorbed by them through the TA in the heat exchanger valve nodes. In this case, the switchboard control unit is turned off, and the hot and cold heat carrier separation units (4d) (Fig. 4) are installed in the position of feeding cold lines from the contours of the reverse portion of the PCD thermodynamic cycle. TA in the aft valve assembly SARD is blown with a mixture of additional air removed from the Ledger and additional air in the front air - air removed from the Ledger, which at the height of the cruise flight of mainline aircraft acquires a low temperature in the SARD heat exchange chambers due to expansion behind the inlet valves. This can provide in a number of long flight regimes the cold supply of hard currency without the start of the PKU. The outlets of the cold SHGT circuit: I → 29 → g8a → J → 11L → L → g7a → K feed the circuit for the preliminary preparation of pressurized air behind the EN. The check valve (30) eliminates the “parasitic” parallel flow of the coolant with the pump off (23) along the contour of the direct section of the PKU vapor compression cycle, and also makes it possible to maintain the tempera ture mode of the Ledger within the acceptable limits in the event of a failure of the SSI.

Claims (4)

1. Air preparation system for pressurized aircraft airtight cabins on the basis of vapor compression systems with secondary coolant, characterized by the fact that it contains at least one air intake, at least one electric charger, at least one primary preparation air path for pressurized air, which includes an isolated organization node air recirculation, pressurized cabin, at least one vapor compression unit, which includes at least one reversible inverter vapor compression machine with liquid secondary liquid coolant, at least two liquid-liquid heat exchangers, hot and cold heat carrier separation unit, direct and reverse heat carrier circuit lines of the vapor compression cycle, while the pressurized air preparation system also contains air ducts, an automatic pressure control system that contains valve assemblies , which include the inlet valve, heat exchange chamber with an air-liquid heat exchanger, anti-icing system and moisture Lenia air filtration system and an outlet valve. 2. Air preparation pressurization system of the aircraft pressurized cabin of claim 1, characterized in that the heat exchange chamber of the valve assembly contains two separate air-liquid TAs. 3. Air preparation pressurization system of the aircraft pressurized cabin of claim 1, characterized in that the heat exchange chamber of the valve assembly contains a paired air-liquid TA for preparing pressurization air supply pressurized air. 4. Air preparation system for pressurized airtight cabin of the aircraft according to claim 1, characterized by the addition of a bypass loop valve to the main circuit of the coolant circuit of the return section of the vapor compression cycle of the vapor compression installation.

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