WO2018233274A1 - 基于膜分离法的飞机环境控制和油箱惰化耦合系统 - Google Patents

基于膜分离法的飞机环境控制和油箱惰化耦合系统 Download PDF

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WO2018233274A1
WO2018233274A1 PCT/CN2018/000230 CN2018000230W WO2018233274A1 WO 2018233274 A1 WO2018233274 A1 WO 2018233274A1 CN 2018000230 W CN2018000230 W CN 2018000230W WO 2018233274 A1 WO2018233274 A1 WO 2018233274A1
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Prior art keywords
membrane
gas
heat exchanger
oxygen
way valve
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PCT/CN2018/000230
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English (en)
French (fr)
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袁卫星
郑妍
尉斌
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北京航空航天大学
袁卫星
郑妍
尉斌
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Application filed by 北京航空航天大学, 袁卫星, 郑妍, 尉斌 filed Critical 北京航空航天大学
Priority to US16/624,751 priority Critical patent/US10974191B2/en
Publication of WO2018233274A1 publication Critical patent/WO2018233274A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/22—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by diffusion
    • B01D53/225—Multiple stage diffusion
    • B01D53/226—Multiple stage diffusion in serial connexion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/26—Drying gases or vapours
    • B01D53/268—Drying gases or vapours by diffusion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/22—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by diffusion
    • B01D2053/221—Devices
    • B01D2053/223—Devices with hollow tubes
    • B01D2053/224—Devices with hollow tubes with hollow fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2256/00—Main component in the product gas stream after treatment
    • B01D2256/10—Nitrogen
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2257/00—Components to be removed
    • B01D2257/10—Single element gases other than halogens
    • B01D2257/104—Oxygen
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2257/00—Components to be removed
    • B01D2257/80—Water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2259/00—Type of treatment
    • B01D2259/45—Gas separation or purification devices adapted for specific applications
    • B01D2259/4566—Gas separation or purification devices adapted for specific applications for use in transportation means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2259/00—Type of treatment
    • B01D2259/45—Gas separation or purification devices adapted for specific applications
    • B01D2259/4566—Gas separation or purification devices adapted for specific applications for use in transportation means
    • B01D2259/4575—Gas separation or purification devices adapted for specific applications for use in transportation means in aeroplanes or space ships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0618—Environmental Control Systems with arrangements for reducing or managing bleed air, using another air source, e.g. ram air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0651—Environmental Control Systems comprising filters, e.g. dust filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0662—Environmental Control Systems with humidity control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0677—Environmental Control Systems comprising on board oxygen generator systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0681—Environmental Control Systems with oxygen control
    • 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
    • Y02T50/40—Weight reduction
    • 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

Definitions

  • the invention provides an aircraft environmental control and fuel tank inerting coupling system based on membrane separation method.
  • the water vapor When the aircraft is operated in a high-humidity environment, the water vapor will adversely affect the aircraft's environmental control system, so the air is dehumidified in the aircraft's environmental control system.
  • all advanced aircraft in the world use high-pressure water-removing environmental control systems.
  • the system has high water removal efficiency and large cooling capacity, but has many components, complicated structure and large weight.
  • the high-pressure air film dehumidification technology relies on the difference of water vapor pressure on both sides of the membrane to drive the water vapor to spread across the membrane. Therefore, water vapor is not required for condensation and heat release during the dehumidification process, avoiding condensation in the high-pressure water-removing environmental control system.
  • the loss of cooling caused by heat does not require the use of a mass water separator. Therefore, the aircraft environmental control system using the membrane dehumidification technology has the advantages of high efficiency, energy saving, and large cooling capacity.
  • the metal condenser and the water separator are omitted in the system, the system has a simple structure and a low total weight.
  • the tank of the aircraft In flight, the tank of the aircraft has a certain chance of explosion. In order to ensure flight safety, the tank needs to be inerted.
  • a variety of advanced aircraft in the world adopt a fuel tank inerting system according to the membrane separation method. The rate of oxygen and nitrogen permeating through the membrane is different, and the nitrogen-rich gas is introduced into the fuel tank to achieve the inerting purpose.
  • the dehumidification membrane in the membrane dehumidification system and the oxygen-nitrogen separation membrane in the oxygen-nitrogen separation system have similar requirements on the temperature, pressure, particle size and oil content of the air, and the moisture dehumidification by the dehumidification membrane reduces the moisture content, which contributes to the improvement.
  • the efficiency of the oxygen-nitrogen separation membrane therefore, the feasibility and advancement of coupling the membrane dehumidification aircraft environmental control system and the membrane separation tank inerting system.
  • the oxygen-enriched gas produced by the oxygen-nitrogen separation membrane can be mixed with the cabin air supply, which significantly increases the oxygen content of the cabin air and improves the comfort of the aircraft occupant.
  • the coupling system can share the temperature regulation and pressure regulation and the filtering device, thereby reducing the total system. Weight, can also make full use of bleed air, reducing the total compensation loss of the system. Therefore, a system that properly couples two systems has a greater advantage than two independent systems.
  • the object of the present invention is to realize the oxygen-nitrogen separation step in the dehumidification link and the fuel tank inerting system in the aircraft environmental control system, and realize the aircraft environmental control system and the fuel tank inertia, respectively, based on the membrane separation technology. Coupling of the system.
  • the aircraft environment control system and the fuel tank inerting coupling system based on the membrane separation method have high dehumidification efficiency, large refrigeration capacity and simple system structure.
  • the coupling system proposed by the present invention combines two independent systems, and reduces the total weight of the system by sharing the temperature regulation and pressure regulating elements and the filter elements;
  • the oxygen-enriched gas as exhaust gas in the system can also be mixed with the gas supply of the environmental control system to increase the oxygen content of the cabin; by fully utilizing the bleed air, the total compensation loss is reduced, and the aircraft environmental control system and fuel tank inertia are significantly improved.
  • the performance of the system improves the performance of the entire system.
  • due to the addition of a high-efficiency filtration system to the environmental control system the quality of the aircraft cabin air supply is significantly improved, which is in line with the future development trend of aircraft safety, efficiency and health.
  • Aircraft environment control and tank inerting coupling system based on membrane separation method including: primary heat exchanger, supercharger, secondary heat exchanger, filter, membrane dehumidification heat exchanger, large expansion turbine, membrane air Separator, restrictor valve, small expansion turbine, fan and six three-way valves for gas separation/blending.
  • the working process is as follows: the engine bleed air is firstly adjusted to a suitable temperature and pressure through the primary heat exchanger, the supercharger and the secondary heat exchanger, and the oil and dust are filtered by the filter and then dehumidified into the membrane dehumidification heat exchanger.
  • the dehumidified dry air is divided into two according to the set ratio, and a small proportion of the airflow is depressurized by the small expansion turbine and then enters the membrane dehumidification heat exchanger shell side as a purge gas, and a large proportion of the airflow is set again.
  • the mainstream gas is cooled by a large expansion turbine and then cooled into the cockpit for cooling. The other part of the gas enters the membrane air separator for oxygen and nitrogen separation.
  • the separated nitrogen-enriched gas passes through the restrictor valve to regulate the flow and then enters the tank.
  • part of the oxygen-rich gas is mixed with the cabin air supply to raise the oxygen content of the cabin.
  • the blast air from the atmosphere outside the aircraft is mixed with the gas of the membrane dehumidification heat exchanger purge gas outlet as a cold source of the system into the secondary heat exchanger and the primary heat exchanger, which is pumped and mixed with another oxygen-rich gas. Discharge into the atmosphere together.
  • FIG. 1 is a schematic view showing the structure of an aircraft environmental control and tank inerting coupling system based on a membrane separation method according to an embodiment of the present invention.
  • FIG. 2 is a schematic view showing the structure of a membrane dehumidification heat exchanger according to an embodiment of the present invention.
  • FIG. 3 is a schematic view showing the structure of a membrane air separator according to an embodiment of the present invention.
  • the membrane separation method based aircraft environment control and tank inerting coupling system includes: a primary heat exchanger (1), a supercharger (2), a secondary heat exchanger (3), filter (4), membrane dehumidification heat exchanger (5), first three-way valve (6), second three-way valve (7), large expansion turbine (8), membrane air separator (9) ), third three-way valve (10), fourth three-way valve (11), restrictor valve (12), small expansion turbine (13), fifth three-way valve (14), fan (15), sixth Three-way valve (16).
  • the membrane dehumidification heat exchanger (5) comprises a casing (5-1), a hollow fiber membrane bundle (5-2), a humid air inlet (5-3), a dry air outlet (5-4), and a purge gas inlet. (5-5), purge gas outlet (5-6); membrane air separator (9) includes housing (9-1), hollow fiber membrane bundle (9-2), membrane separator inlet (9-3) ), rich nitrogen gas outlet (9-4), oxygen-rich gas outlet (9-5).
  • the membrane dehumidification heat exchanger (5) adopts a hollow fiber membrane tube dense tubular structure, and is loaded in the membrane dehumidification heat exchanger housing (5-1).
  • the hollow fiber membrane bundle (5-2) for dehumidification.
  • the high pressure humid air enters from the wet air inlet (5-3), flows in the hollow fiber membrane bundle (5-2), and passes through the dehumidified dry gas.
  • the engine bleed air is first adjusted to the appropriate temperature and pressure through the primary heat exchanger, supercharger, and secondary heat exchanger, and then the filter filters out oil and dust.
  • the high-pressure humid air filtered through the filter (4) enters from the wet air inlet (5-3) and flows in the hollow fiber membrane bundle (5-2), and the dehumidified dry gas is discharged from the dry air (5-4). Discharge, enter the first three-way valve (6), and is divided into two streams,
  • a small proportion of the above two streams of gas enters as a purge gas from the purge gas inlet (5-5), which sweeps away the water vapor that permeates from the inside of the membrane tube to the outside of the membrane tube and exits the purge gas ( 5-6) Discharge,
  • a large proportion of the above two streams are diverted by the second three-way valve (7) according to the set ratio, and the diverted mainstream gas is expanded and cooled by the large expansion turbine (8), and then introduced into the cabin for cooling, small
  • the proportional gas flow enters the membrane air separator (9) for oxygen-nitrogen separation,
  • the fifth three-way valve (14) is for mixing the airflow from the purge gas outlet (5-6) with the blast air from the atmosphere outside the aircraft, and the mixed gas is used as the secondary heat exchanger and the primary heat exchanger.
  • Cold-side airflow is for mixing the airflow from the purge gas outlet (5-6) with the blast air from the atmosphere outside the aircraft, and the mixed gas is used as the secondary heat exchanger and the primary heat exchanger.
  • the membrane air separator (9) adopts a hollow fiber membrane tube dense tubular structure, as shown in Fig. 3, in the membrane air separator housing (9-1), a hollow fiber membrane bundle for oxygen and nitrogen separation is installed (9). -2).
  • air enters from the membrane separator inlet (9-3), flows in the hollow fiber membrane bundle (9-2), and is rich after oxygen and nitrogen separation.
  • the nitrogen gas is discharged from the nitrogen-rich gas outlet (9-4), passed through the restrictor valve (12), and then introduced into the oil tank for inerting.
  • the oxygen-rich gas is discharged from the oxygen-rich gas outlet (9-5) through the third three-way valve. (10) After entering the cockpit in the required proportion or discharging to the outside environment.
  • a small proportion of the gas stream from the second three-way valve (7) enters from the membrane separator inlet (9-3) and flows in the hollow fiber membrane bundle (9-2).
  • the nitrogen-enriched gas after oxygen-nitrogen separation is discharged from the nitrogen-rich gas outlet (9-4), passed through the restrictor valve (12), and then introduced into the oil tank for inerting.
  • the oxygen-enriched gas is discharged from the oxygen-rich gas outlet (9-5), passed through the third three-way valve (10), and then splits according to the required ratio, and the branched one-way is sent to the fourth three-way valve (11). The other way after the diversion is sent to the sixth three-way valve (16).
  • the fourth three-way valve (11) is used for mixing the oxygen-enriched gas with the cabin air supply, and the gas that has been expanded and cooled by the large expansion turbine (8) is used as the cabin air supply, and in the fourth three-way valve (11) and the third A portion of the oxygen-rich gas after the split of the three-way valve (10) is mixed and introduced into the cabin together.
  • the sixth three-way valve (16) is for mixing the hot side airflow of the primary heat exchanger (fan (15) outlet airflow) and the oxygen-rich gas from the third three-way valve (10), and the mixed airflow is arranged Into the atmosphere.
  • the membrane dehumidification heat exchanger (5) is used for dehumidifying the high pressure humid air, and the high pressure humid air is passed into the tube of the hollow fiber membrane bundle (5-2) of the membrane dehumidification heat exchanger (5) in the casing (5-1).
  • the small amount of low-pressure dry air obtained after dehumidification is used as a purge gas, and the water vapor enters the shell side under the driving pressure difference between the tube side and the shell side air flow to achieve the purpose of dehumidification of the tube side gas.
  • the membrane dehumidification heat exchanger (5) acts as a total heat exchanger for dehumidification and heat exchange, and dehumidifies and cools the high pressure humid air.
  • the high temperature, high pressure and high humidity gas enters the hollow fiber membrane bundle (5-2) of the membrane dehumidification heat exchanger (5), and the temperature of the dry air introduced into the casing (5-1) is also low, so the tube side and the shell There is a temperature difference between the side airflows, so that heat exchange occurs, so the gas temperature at the tube side outlet of the membrane dehumidification heat exchanger (5) is lower than the tube side inlet gas temperature.
  • the membrane air separator (9) relatively high pressure air enters from the membrane separator inlet (9-3), flows in the hollow fiber membrane bundle (9-2), and passes through the membrane tube according to oxygen and nitrogen.
  • the nitrogen gas is discharged from the nitrogen-enriched gas outlet (9-4) of the membrane air separator (9), passed through the restrictor valve (12), and then introduced into the oil tank for inerting, and the oxygen-rich gas is discharged from the oxygen-rich gas (9-5). Discharge, pass through the third three-way valve (10) and then enter the cabin in the required proportion or discharge to the outside environment.
  • the membrane dehumidification heat exchanger (5) and the membrane air separator (9) are made of organic and/or inorganic membrane materials, and the membrane dehumidification heat exchanger (5) and the membrane air separator (9) are hollow.
  • the fibrous membrane is densely packed in tubular form.
  • the membrane material has requirements for the temperature, pressure, particle size and oil content of the gas, and the membrane air separator (9) also has a requirement for the moisture content of the air.
  • a filter (4) is used for filtering the air.
  • the filter is responsible for filtering the dust and oil contained in the engine bleed air, so that the air granularity and oil content satisfy the membrane dehumidification heat exchanger (5) and the membrane air separator (9). Claim.
  • the temperature, pressure, moisture content, particle size and oil content of the dry high-pressure gas after dehumidification and cooling by the membrane dehumidification heat exchanger (5) are consistent with the requirements of the membrane air separator (9) for the inlet gas flow, so that the aircraft environment can be realized.
  • the coupling between the control system and the tank inerting system, between the outlet of the membrane dehumidification heat exchanger (5) and the inlet of the membrane air heat exchanger (9) requires the first three-way valve (6) and the second three-way valve ( 7) In addition to the flow adjustment, no additional adjustment devices such as temperature adjustment and pressure regulation are required.
  • a small expansion turbine (13) is provided for depressurizing the airflow from the first three-way valve (6) as a purge gas, due to the membrane dehumidification heat exchanger (5)
  • the dehumidification process is driven by the water vapor partial pressure difference between the tube side and the shell side air flow. Therefore, by reducing the total pressure of the purge gas, the value of the water vapor partial pressure of the shell side airflow is reduced, which helps to expand the water vapor on both sides of the membrane. Dividing the pressure difference to improve the dehumidification efficiency,
  • the purge gas that has been expanded and depressurized by the small expansion turbine (13) enters the shell side of the membrane dehumidification heat exchanger (5) through the purge gas inlet (5-5).
  • the temperature of the purge gas is also lowered, so that the temperature of the gas flow on the shell side of the membrane dehumidification heat exchanger (5) is lowered, and the side of the tube side is enlarged.
  • the temperature difference of the airflow enhances the heat exchange effect.
  • a total of six three-way valves and one restrictor valve are applied in the system to divert, mix and limit the gas.
  • the second three-way valve (7) and the restrictor valve (12) together play a role in limiting the mass flow rate of the nitrogen-enriched gas.
  • the fuel tank has an unnecessary requirement for the mass flow rate of the nitrogen-enriched gas, and therefore enters the membrane by restriction.
  • the gas mass flow rate of the air separator (9) and the gas mass flow rate of the nitrogen-rich gas outlet (9-4) can meet the requirements of the mass flow rate of the nitrogen-rich gas in different flight phases.
  • the first three-way valve (6) is used to split the dehumidified dry air. After the humid air is dehumidified by the membrane dehumidification heat exchanger (5), the low-humidity gas is discharged from the dry air outlet (5-4), enters the first three-way valve (6), and is shunted according to the set retrace ratio. A large proportion of the airflow is the required dry high-pressure gas, which can be used for cabin refrigeration or tank inerting after treatment. A small proportion of the airflow is expanded and reduced by the small expansion turbine (13) to be used as a purge gas through the purge gas inlet ( 5-5) Enter the shell side of the membrane dehumidification heat exchanger (5).
  • the third three-way valve (10) is used to divert the oxygen-rich gas of the membrane air separator (9) oxygen-enriched gas outlet (9-5), and the required nitrogen-rich gas mass flow is different at different times of operation of the aircraft. Therefore, the oxygen-rich gas mass flow rate also changes with the flight state.
  • different split ratios are set for the third three-way valve (10) in different flight phases. After the split, a portion of the oxygen-rich gas is passed into the cockpit and the other part is released to the atmosphere.
  • the fourth three-way valve (11) is used for mixing the oxygen-rich gas and the cabin air supply, and the mainstream gas is expanded and cooled by the large expansion turbine (8), and then the membrane air separator is disposed in the fourth three-way valve (11) (9). A part of the obtained oxygen-rich gas is mixed, and the oxygen content of the mixed gas is increased, which improves the gas supply quality of the aircraft environmental control system.
  • a method for coupling an aircraft environment control and a fuel tank inerting based on a membrane separation method the method being based on the above-described aircraft environmental control and fuel tank inerting coupling system, and comprising:
  • the engine bleed air is first adjusted to a suitable temperature and pressure through the primary heat exchanger, the supercharger, and the secondary heat exchanger, and then the oil and dust are filtered by the filter.
  • the high-pressure humid air filtered through the filter (4) is introduced from the wet air inlet (5-3), flows in the hollow fiber membrane bundle (5-2), and the dehumidified dry gas is discharged from the dry air (5-4). Discharge, enter the first three-way valve (6), and be divided into two air streams,
  • a small proportion of the gas flow in the two streams is introduced as a purge gas from the purge gas inlet (5-5), and the purge carries away the water vapor that permeates from the inside of the membrane tube to the outside of the membrane tube, and exits from the purge gas. (5-6) discharge,
  • the large proportion of the two air flows is split by the second three-way valve (7) according to the set ratio, and the divided mainstream gas is expanded and cooled by the large expansion turbine (8), and then introduced into the cockpit for cooling.
  • a small proportion of the gas stream enters the membrane air separator (9) for oxygen-nitrogen separation, and the membrane air separator (9) adopts a hollow fiber membrane tube dense tubular structure, and includes: a casing (9-1), loaded Hollow fiber membrane tube bundle (9-2) for oxygen and nitrogen separation in the casing (9-1), membrane separator inlet (9-3), nitrogen-enriched gas outlet (9-4), and oxygen-rich gas outlet (9) -5),
  • the air flow from the purge gas outlet (5-6) is mixed with the blast air from the atmosphere outside the aircraft by means of a fifth three-way valve (14), and the mixed gas is used as a secondary heat exchanger and a primary heat exchanger.
  • Cold side airflow
  • a small proportion of the gas stream from the second three-way valve (7) is introduced from the membrane separator inlet (9-3) and flows in the hollow fiber membrane bundle (9-2).
  • the nitrogen-enriched gas after separation by oxygen and nitrogen is discharged from the nitrogen-rich gas outlet (9-4), passed through the restrictor valve (12), and then introduced into the oil tank for inerting.
  • the oxygen-rich gas is discharged from the oxygen-enriched gas outlet (9-5), passed through the third three-way valve (10), and then split according to the required ratio, and the divided one-way is sent to the fourth three-way valve (11). ), the other way after the diversion is sent to the sixth three-way valve (16),
  • the oxygen-enriched gas is mixed with the cabin air supply by means of the fourth three-way valve (11), and the gas cooled and cooled by the large expansion turbine (8) is used as the cabin air supply, and in the fourth three-way valve (11) and the third three A part of the oxygen-rich gas after the splitting of the valve (10) is mixed and introduced into the cockpit together.
  • the hot-side gas stream of the primary heat exchanger and the oxygen-rich gas from the third three-way valve (10) are mixed by means of a sixth three-way valve (16), and the mixed gas stream is discharged into the atmosphere.
  • a small amount of low-pressure dry air obtained after dehumidification is introduced into the casing (5-1) as a purge gas, so that water vapor enters the shell side under the driving of the water vapor partial pressure difference between the tube side and the shell side to reach the tube side.
  • the membrane dehumidification heat exchanger (5) is used as a total heat exchanger for dehumidification and heat exchange, and dehumidifies and cools the high pressure humid air, wherein the high temperature, high pressure and high humidity gas enters the hollow fiber of the membrane dehumidification heat exchanger (5).
  • the membrane tube bundle (5-2), and the temperature of the dry air passing through the casing (5-1) is also low, so that there is a temperature difference between the gas flow between the tube side and the shell side to generate heat exchange, and the membrane dehumidification heat exchange
  • the gas temperature at the tube side outlet of the device (5) is lower than the tube side inlet gas temperature.
  • the membrane air separator (9) relatively high pressure air is introduced from the membrane separator inlet (9-3), flows in the hollow fiber membrane bundle (9-2), and passes through the membrane tube according to oxygen and nitrogen. The rate is different. Under the pressure difference between the inside and outside of the membrane, a large amount of oxygen and a small amount of nitrogen permeate through the membrane tube to enter the shell side of the membrane air separator (9) to become an oxygen-rich gas, and the oxygen content inside the membrane tube is reduced to become a nitrogen-rich gas.
  • the nitrogen-rich gas is discharged from the nitrogen-enriched gas outlet (9-4) of the membrane air separator (9), passed through the restrictor valve (12), and then introduced into the oil tank for inerting, and the oxygen-rich gas is discharged from the oxygen-rich gas (9-5). Discharge, pass through the third three-way valve (10) and then enter the cabin in the required proportion or discharge to the outside environment.

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Abstract

一种基于膜分离法的飞机环境控制和油箱惰化耦合系统，依据膜对水蒸气/空气和氧气/氮气的选择透过性，分别实现了飞机环境控制系统中气体除湿环节以及油箱惰化系统中氧氮分离环节。在该耦合系统中，经过膜除湿换热器（5）的干燥气体一部分进入膜空气分离器（9），另一部分经过大膨胀涡轮（8）降温后通入座舱进行制冷；由膜空气分离器（9）产生的富氮气体通入油箱进行惰化，富氧气体和环控系统供气混合，提升了飞机座舱供气的含氧量。

Description

基于膜分离法的飞机环境控制和油箱惰化耦合系统 技术领域
本发明提出一种基于膜分离法的飞机环境控制和油箱惰化耦合系统。
背景技术
当飞机工作于高湿环境时，水蒸气会对飞机环境控制系统产生不良影响，因此飞机环境控制系统中需要对空气进行除湿。目前世界上所有先进飞机采用的都是高压除水式环境控制系统。该系统除水效率高，制冷量大，但部件多，结构复杂，重量大。
高压空气膜除湿技术依靠膜两侧水蒸气分压力差驱动水蒸气跨膜扩散，因此除湿过程中不需要水蒸气进行冷凝放热，避免了在高压除水式环控系统中，水蒸气冷凝放热所造成的冷量损失，而且无需使用质量较大的水分离器。因此，应用膜除湿技术的飞机环境控制系统，具有高效，节能，制冷量大的优点。此外，因为该系统中省略了金属材质的冷凝器和水分离器，系统的结构简单，总重量低。
在飞行时，飞机的油箱有一定的燃爆几率，为了保证飞行安全，需要对油箱进行惰化。目前世界上多种先进飞机采用的都是依据膜分离法的油箱惰化系统，依靠氧气和氮气透过膜的速率不同，制取富氮气体通入油箱，达到惰化目的。
发明内容
膜除湿系统中的除湿膜以及氧氮分离系统中的氧氮分离膜对空气的温度，压力，颗粒度和含油率的要求相近，经过除湿膜除湿的气体，含湿量降低，有助于提高氧氮分离膜的效率，因此将膜除湿式飞机环境控制系统和膜分离式油箱惰化系统进行耦合具有可行性和先进性。此外，氧氮分离膜产生的富氧气体可以与座舱供气混合，明显提高座舱空气的含氧量，提升飞机乘员的舒适度，耦合系统可以共用调温调压以及过滤装置，降低了系统总重量，还能充分利用引气，减小了系统总的代偿损失。因此，相比于两个独立系统，将两系统合理耦合的系统具有更大的优势。
如上所述，本发明的目的是基于膜分离技术，在同一系统中，分别实现飞机环境控制系统中的除湿环节和油箱惰化系统中的氧氮分离环节，并实现飞机环境控制系统和油箱惰化系统的耦合。
与已有的飞机环境控制系统相比，本发明所提出基于膜分离法的飞机环境控制和油箱惰化耦合系统中，飞机环境控制系统的除湿效率高，制冷量大，系统结构简单。通过对飞机环境控制系统和油箱惰化系统进行综合分析，本发明所提出的耦合系统将两个独立系统有机结合，通过共用调温调压以及过滤元件，减小了系统的总重量；惰化系统中作为废气的富氧气体也可以与环控系统的供气混合，提升座舱的含氧量；通过充分利用引气，减小了总的代偿损失，显著提高飞机环控系统和油箱惰化系统的性能，从而提升了整个系统的性能。而且，由于环控系统增加了高效过滤系统，飞机座舱供气的品质显著提高，符合未来飞机安全、高效、健康的发展趋势。
基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于包括：初级换热器、增压器、次级换热器、过滤器、膜除湿换热器、大膨胀涡轮、膜空气分离器、限流阀、小膨胀涡轮、风扇以及留个用于气体分离/掺混的六个三通阀。
其工作过程是：发动机引气首先经过初级换热器，增压器，次级换热器调节到合适的温度和压力，由过滤器过滤掉油污和粉尘后进入膜除湿换热器内除湿，经过除湿的干空气依据设定的比例被分为两股，小比例的气流经过小膨胀涡轮降压后作为吹扫气进入膜除湿换热器壳侧，大比例的气流再经设定的比例被分为两股，主流气体经过大膨胀涡轮膨胀降温后通入座舱进行制冷，另一部分气体进入膜空气分离器进行氧氮分离，分离后的富氮气体通过限流阀调节流量后通入油箱达到惰化目的，部分富氧气体与座舱供气混合，提升座舱的含氧量。来自飞机外大气的冲压空气与膜除湿换热器吹扫气出口的气体混合作为系统的冷源进入次级换热器和初级换热器，经过风扇抽吸后与另一部分富氧气体混合，共同排入大气。
附图说明
图1是根据本发明的一个实施例的基于膜分离法的飞机环境控制和油箱惰化耦合系统的结构示意图。
图2是根据本发明的一个实施例的膜除湿换热器的结构示意图。
图3是根据本发明的一个实施例的膜空气分离器的结构示意图。
具体实施方式
下面结合附图对根据本发明的一个实施例的基于膜分离法的飞机环境控制和油箱惰化耦合系统作详细说明。但本发明的保护范围不限于下 述的实施例。
如图1所示的根据本发明的一个实施例的基于膜分离法的飞机环境控制和油箱惰化耦合系统包括：初级换热器(1)、增压器(2)、次级换热器(3)、过滤器(4)、膜除湿换热器(5)、第一三通阀(6)、第二三通阀(7)、大膨胀涡轮(8)、膜空气分离器(9)、第三三通阀(10)、第四三通阀(11)、限流阀(12)、小膨胀涡轮(13)、第五三通阀(14)、风扇(15)、第六三通阀(16)。其中膜除湿换热器(5)包括壳体(5-1)，中空纤维膜管束(5-2)，湿空气入口(5-3)，干空气出口(5-4)，吹扫气入口(5-5)，吹扫气出口(5-6)；膜空气分离器(9)包括壳体(9-1)，中空纤维膜管束(9-2)，膜分离器入口(9-3)，富氮气体出口(9-4)，富氧气体出口(9-5)。
根据本发明的一个实施例，如图2所示，膜除湿换热器(5)采用中空纤维膜管密集列管式结构，在膜除湿换热器壳体(5-1)内，装入除湿用中空纤维膜管束(5-2)。在基于膜分离法的飞机环境控制和油箱惰化耦合系统中，高压湿空气由湿空气入口(5-3)进入，在中空纤维膜管束(5-2)内流动，经过除湿后的干燥气体从干空气出口(5-4)排出，进入第一三通阀(6)，并被分为两股气流，其中小比例的气流作为吹扫气从膜除湿换热器壳体(5-1)侧壁上的吹扫气入口(5-5)进入，吹扫带走由膜管内侧渗透至膜管外侧的水蒸气，并从壳侧壁上的吹扫气出口(5-6)排出。
发动机引气首先经过初级换热器、增压器、次级换热器被调节到合适的温度和压力，再由过滤器过滤掉油污和粉尘，
经过过滤器(4)过滤的高压湿空气由湿空气入口(5-3)进入，在中空纤维膜管束(5-2)内流动，经过除湿后的干燥气体从干空气出口(5-4)排出，进入第一三通阀(6)，并被分为两股气流，
上述两股气流中的小比例的气流作为吹扫气从吹扫气入口(5-5)进入，吹扫带走由膜管内侧渗透至膜管外侧的水蒸气，并从吹扫气出口(5-6)排出，
上述两股气流中的大比例的气流被第二三通阀(7)依据设置好的比例再次进行分流，分流后的主流气体经过大膨胀涡轮(8)膨胀降温后通入座舱进行制冷，小比例的气流进入膜空气分离器(9)进行氧氮分离，
第五三通阀(14)用于将来自吹扫气出口(5-6)的气流与来自飞机外大气的冲压空气进行混合，混合后的气体作为次级换热器和初级换热器的冷边气流，
膜空气分离器(9)采用中空纤维膜管密集列管式结构，如图3所示，在膜空气分离器壳体(9-1)内，装入氧氮分离用中空纤维膜管束(9-2)。在基于膜分离法的飞机环境控制和油箱惰化耦合系统中，空气从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，经过氧氮分离后 的富氮气体从富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例通入座舱或排放至机外环境。
来自第二三通阀(7)的小比例的气流从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，
经过氧氮分离后的富氮气体从富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，
经过氧氮分离后富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例分流，分流后的一路送到第四三通阀(11)，分流后的另一路送到第六三通阀(16)，
第四三通阀(11)用于将富氧气体和座舱供气混合，经过大膨胀涡轮(8)膨胀降温后的气体作为座舱供气，在第四三通阀(11)中与第三三通阀(10)分流后的一部分富氧气体进行混合，一起通入座舱。
第六三通阀(16)用于将初级换热器的热边气流(风扇(15)出口气流)和来自第三三通阀(10)的富氧气体进行混合，混合后的气流被排入大气。
膜除湿换热器(5)用于对高压湿空气进行除湿，高压湿空气通入膜除湿换热器(5)的中空纤维膜管束(5-2)的管内，在壳体(5-1)内通入经除湿后得到的少量低压的干燥空气作为吹扫气，在管侧与壳侧气流水蒸气分压力差的驱动下，水蒸气进入壳侧，达到管侧气体除湿的目的。
此外，膜除湿换热器(5)作为除湿和换热一体的全热换热器，会对高压湿空气进行除湿和降温。高温高压高湿的气体进入膜除湿换热器(5)的中空纤维膜管束(5-2)，而壳体(5-1)内通入的干燥空气温度也较低，因此管侧和壳侧的气流之间存在温度差，从而产生换热，故膜除湿换热器(5)管侧出口的气体温度会比管侧入口气体温度低。
在膜空气分离器(9)中，压力相对较高的空气从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，依据氧气和氮气透过膜管的速率不同，在膜内外侧压差下，大量氧气和少量氮气透过膜管进入膜空气分离器(9)的壳侧成为富氧气体，膜管内侧空气氧含量减少变为富氮气体，富氮气体由膜空气分离器(9)的富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例通入座舱或排放至机外环境。
根据本发明的实施例，膜除湿换热器(5)和膜空气分离器(9)采用有机和/或无机膜材料，膜除湿换热器(5)和膜空气分离器(9)采用中空纤维膜密集列管式结构形式。膜材料对气体的温度、压力、颗粒度和含油量均有要求，且膜空气分离器(9)对空气的含湿量也有要求。
因此，采用过滤器(4)用于对空气进行过滤。在本发明所提出的耦 合系统中，过滤器负责过滤发动机引气中所含的粉尘与油污，使空气颗粒度和含油量满足膜除湿换热器(5)和膜空气分离器(9)的要求。
经过膜除湿换热器(5)除湿降温后的干燥高压气体的温度、压力、含湿量、颗粒度和含油量均符合膜空气分离器(9)对入口气流的要求，因此可以实现飞机环境控制系统和油箱惰化系统的耦合，膜除湿换热器(5)的出口和膜空气换热器(9)的入口之间除了需要第一三通阀(6)和第二三通阀(7)进行流量调节外，不需要额外的调温调压等调节装置。
根据本发明的一个实施例，设置了小膨胀涡轮(13)，用于对来自第一三通阀(6)的作为吹扫气的气流降压，由于膜除湿换热器(5)中的除湿过程依靠管侧和壳侧气流的水蒸气分压差驱动，因此通过减小吹扫气的总压，减小了壳侧气流水蒸气分压力的值，有助于扩大膜两侧水蒸气分压力差，从而提高除湿效率，
经过小膨胀涡轮(13)膨胀降压后的吹扫气通过吹扫气入口(5-5)进入膜除湿换热器(5)的壳侧，
其中，
吹扫气在由小膨胀涡轮(13)进行膨胀降压时，吹扫气的温度也随之降低，从而使膜除湿换热器(5)壳侧的气流温度降低，扩大了管侧壳侧气流的温度差，加强了换热效果。
风扇(15)，用于对(次级换热器和)初级换热器的冷边气流进行抽吸，以加大换热，风扇出口的气流进入第六三通阀(16)。
系统中一共应用了六个三通阀和一个限流阀，对气体起到了分流、混合、限流的作用。
其中，
第二三通阀(7)和限流阀(12)共同起到限制富氮气体质量流量的作用，在不同的飞行阶段，油箱对富氮气体质量流量有不用的要求，因此通过限制进入膜空气分离器(9)的气体质量流量以及富氮气体出口(9-4)的气体质量流量，可以满足不同飞行阶段对富氮气体质量流量的要求。
第一三通阀(6)用于对经过除湿的干燥空气进行分流。湿空气经膜除湿换热器(5)除湿后，变为低湿度气体从干空气出口(5-4)排出，进入第一三通阀(6)，依据设置好的回扫比进行分流，大比例的气流是所需的干燥高压气体，经过处理后可用于座舱制冷或油箱惰化，小比例的气流经过小膨胀涡轮(13)膨胀降压后作为吹扫气，通过吹扫气入口(5-5)进入膜除湿换热器(5)的壳侧。
第三三通阀(10)用于对膜空气分离器(9)富氧气体出口(9-5)的富氧气体进行分流，在飞机运行的不同时段，所需的富氮气体质量流量不同，因此会导致富氧气体质量流量也随飞行状态变化，出于对座舱 供气的含氧量和温度的考虑，在不同飞行阶段对第三三通阀(10)设置不同的分流比，按比例分流后，一部分富氧气体与通入座舱，另一部分排放至大气。
第四三通阀(11)用于将富氧气体和座舱供气混合，主流气体经过大膨胀涡轮(8)膨胀降温后，在第四三通阀(11)中与膜空气分离器(9)制得的富氧气体的一部分进行混合，混合后的气体含氧量增加，提升了飞机环境控制系统的供气品质。
根据本发明的一个方面，提供了一种基于膜分离法的飞机环境控制和油箱惰化耦合方法，该方法基于上述飞机环境控制和油箱惰化耦合系统，并包括：
使发动机引气首先经过初级换热器、增压器、次级换热器被调节到合适的温度和压力，再由过滤器过滤掉油污和粉尘，
使经过过滤器(4)过滤的高压湿空气由湿空气入口(5-3)进入，在中空纤维膜管束(5-2)内流动，经过除湿后的干燥气体从干空气出口(5-4)排出，进入第一三通阀(6)，并被分为两股气流，
使上述两股气流中的小比例的气流作为吹扫气从吹扫气入口(5-5)进入，吹扫带走由膜管内侧渗透至膜管外侧的水蒸气，并从吹扫气出口(5-6)排出，
使上述两股气流中的大比例的气流被第二三通阀(7)依据设置好的比例再次进行分流，分流后的主流气体经过大膨胀涡轮(8)膨胀降温后通入座舱进行制冷，小比例的气流进入膜空气分离器(9)进行氧氮分离，所述膜空气分离器(9)采用中空纤维膜管密集列管式结构，并包括：壳体(9-1)、装入在壳体(9-1)内的氧氮分离用中空纤维膜管束(9-2)、膜分离器入口(9-3)、富氮气体出口(9-4)、富氧气体出口(9-5)，
借助第五三通阀(14)将来自吹扫气出口(5-6)的气流与来自飞机外的大气的冲压空气进行混合，把混合后的气体作为次级换热器和初级换热器的冷边气流，
使来自第二三通阀(7)的小比例的气流从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，
使经过氧氮分离后的富氮气体从富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，
使经过氧氮分离后富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例分流，分流后的一路送到第四三通阀(11)，分流后的另一路送到第六三通阀(16)，
借助第四三通阀(11)将富氧气体和座舱供气混合，经过大膨胀涡轮(8)膨胀降温后的气体作为座舱供气，在第四三通阀(11)中与第三三通阀(10)分流后的一部分富氧气体进行混合，一起通入座舱，
借助第六三通阀(16)将初级换热器的热边气流和来自第三三通阀(10)的富氧气体进行混合，混合后的气流被排入大气。
根据本发明的一个实施例，在上述飞机环境控制和油箱惰化耦合方法中：
借助膜除湿换热器(5)对高压湿空气进行除湿，包括：
使高压湿空气通入膜除湿换热器(5)的中空纤维膜管束(5-2)的管内，
在壳体(5-1)内通入经除湿后得到的少量低压的干燥空气作为吹扫气，使得在管侧与壳侧气流水蒸气分压力差的驱动下水蒸气进入壳侧，达到管侧气体除湿的目的，
把膜除湿换热器(5)作为除湿和换热一体的全热换热器，对高压湿空气进行除湿和降温，其中高温高压高湿的气体进入膜除湿换热器(5)的中空纤维膜管束(5-2)，而壳体(5-1)内通入的干燥空气温度也较低，从而使管侧和壳侧的气流之间存在温度差而产生换热，膜除湿换热器(5)管侧出口的气体温度会比管侧入口气体温度低。
根据本发明的一个实施例，在上述飞机环境控制和油箱惰化耦合方法中：
在膜空气分离器(9)中，使压力相对较高的空气从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，依据氧气和氮气透过膜管的速率不同，在膜内外侧压差下，大量氧气和少量氮气透过膜管进入膜空气分离器(9)的壳侧成为富氧气体，膜管内侧空气氧含量减少变为富氮气体，富氮气体由膜空气分离器(9)的富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例通入座舱或排放至机外环境。

Claims (7)

  1. 一种基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于包括：
    初级换热器(1)、增压器(2)、次级换热器(3)、过滤器(4)、膜除湿换热器(5)、第一三通阀(6)、第二三通阀(7)、大膨胀涡轮(8)、膜空气分离器(9)、第三三通阀(10)、第四三通阀(11)、限流阀(12)、第五三通阀(14)、第六三通阀(16)，
    其中：
    膜除湿换热器(5)采用中空纤维膜管密集列管式结构，并包括：
    壳体(5-1)，
    装入在壳体(5-1)内的除湿用中空纤维膜管束(5-2)，
    湿空气入口(5-3)，
    干空气出口(5-4)，
    膜除湿换热器壳体(5-1)侧壁上的吹扫气入口(5-5)，
    壳侧壁上的吹扫气出口(5-6)，
    其中，
    发动机引气首先经过初级换热器、增压器、次级换热器被调节到合适的温度和压力，再由过滤器过滤掉油污和粉尘，
    经过过滤器(4)过滤的高压湿空气由湿空气入口(5-3)进入，在中空纤维膜管束(5-2)内流动，经过除湿后的干燥气体从干空气出口(5-4)排出，进入第一三通阀(6)，并被分为两股气流，
    上述两股气流中的小比例的气流作为吹扫气从吹扫气入口(5-5)进入，吹扫带走由膜管内侧渗透至膜管外侧的水蒸气，并从吹扫气出口(5-6)排出，
    上述两股气流中的大比例的气流被第二三通阀(7)依据设置好的比例再次进行分流，分流后的主流气体经过大膨胀涡轮(8)膨胀降温后通入座舱进行制冷，小比例的气流进入膜空气分离器(9)进行氧氮分离，
    第五三通阀(14)用于将来自吹扫气出口(5-6)的气流与来自飞机外的大气的冲压空气进行混合，混合后的气体作为次级换热器和初级换热器的冷边气流，
    膜空气分离器(9)采用中空纤维膜管密集列管式结构，并包括：
    壳体(9-1)，
    装入在壳体(9-1)内的氧氮分离用中空纤维膜管束(9-2)，
    膜分离器入口(9-3)，
    富氮气体出口(9-4)，
    富氧气体出口(9-5)，
    其中，
    来自第二三通阀(7)的小比例的气流从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，
    经过氧氮分离后的富氮气体从富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，
    经过氧氮分离后富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例分流，分流后的一路送到第四三通阀(11)，分流后的另一路送到第六三通阀(16)，
    第四三通阀(11)用于将富氧气体和座舱供气混合，经过大膨胀涡轮(8)膨胀降温后的气体作为座舱供气，在第四三通阀(11)中与第三三通阀(10)分流后的一部分富氧气体进行混合，一起通入座舱。
    第六三通阀(16)用于将初级换热器的热边气流和来自第三三通阀(10)的富氧气体进行混合，混合后的气流被排入大气。
  2. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于：
    膜除湿换热器(5)用于对高压湿空气进行除湿，高压湿空气通入膜除湿换热器(5)的中空纤维膜管束(5-2)的管内，在壳体(5-1)内通入经除湿后得到的少量低压的干燥空气作为吹扫气，在管侧与壳侧气流水蒸气分压力差的驱动下，水蒸气进入壳侧，达到管侧气体除湿的目的。膜除湿换热器(5)作为除湿和换热一体的全热换热器，对高压湿空气进行除湿和降温，其中高温高压高湿的气体进入膜除湿换热器(5)的中空纤维膜管束(5-2)，而壳体(5-1)内通入的干燥空气温度也较低，从而使管侧和壳侧的气流之间存在温度差而产生换热，膜除湿换热器(5)管侧出口的气体温度会比管侧入口气体温度低。
  3. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于：
    在膜空气分离器(9)中，压力相对较高的空气从膜分离器入口(9-3)进入，在中空纤维膜管束(9-2)内流动，依据氧气和氮气透过膜管的速率不同，在膜内外侧压差下，大量氧气和少量氮气透过膜管进入膜空气分离器(9)的壳侧成为富氧气体，膜管内侧空气氧含量减少变为富氮气体，富氮气体由膜空气分离器(9)的富氮气体出口(9-4)排出，通过限流阀(12)后通入油箱进行惰化，富氧气体从富氧气体出口(9-5)排出，通过第三三通阀(10)后按所需比例通入座舱或排放至机外环境。
  4. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于：
    膜除湿换热器(5)和膜空气分离器(9)采用有机和/或无机膜材料， 膜除湿换热器(5)和膜空气分离器(9)采用中空纤维膜密集列管式结构形式。膜材料对气体的温度、压力、颗粒度和含油量均有要求，且膜空气分离器(9)对空气的含湿量也有要求，
    采用过滤器(4)用于对空气进行过滤，使空气颗粒度和含油量满足膜除湿换热器(5)和膜空气分离器(9)的要求，
    经过膜除湿换热器(5)除湿降温后的干燥高压气体的温度、压力、含湿量、颗粒度和含油量均符合膜空气分离器(9)对入口气流的要求，从而实现飞机环境控制系统和油箱惰化系统的耦合，膜除湿换热器(5)的出口和膜空气换热器(9)的入口之间除了需要第一三通阀(6)和第二三通阀(7)进行流量调节外，不需要额外的调温调压等调节装置。
  5. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于进一步包括：
    小膨胀涡轮(13)，用于对来自第一三通阀(6)的作为吹扫气的气流降压，由于膜除湿换热器(5)中的除湿过程依靠管侧和壳侧气流的水蒸气分压差驱动，因此通过减小吹扫气的总压，减小了壳侧气流水蒸气分压力的值，有助于扩大膜两侧水蒸气分压力差，从而提高除湿效率，
    经过小膨胀涡轮(13)膨胀降压后的吹扫气通过吹扫气入口(5-5)进入膜除湿换热器(5)的壳侧，
    其中，
    吹扫气在由小膨胀涡轮(13)进行膨胀降压时，吹扫气的温度也随之降低，从而使膜除湿换热器(5)壳侧的气流温度降低，扩大了管侧壳侧气流的温度差，加强了换热效果。
  6. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于进一步包括：
    风扇(15)，用于对(次级换热器和)初级换热器的冷边气流进行抽吸，以加大换热，风扇出口的气流进入第六三通阀(16)。
  7. 根据权利要求1所述的基于膜分离法的飞机环境控制和油箱惰化耦合系统，其特征在于：
    系统中一共应用了六个三通阀和一个限流阀，对气体起到了分流、混合、限流的作用。
    其中，
    第二三通阀(7)和限流阀(12)共同起到限制富氮气体质量流量的作用，在不同的飞行阶段，油箱对富氮气体质量流量有不用的要求，因此通过限制进入膜空气分离器(9)的气体质量流量以及富氮气体出口(9-4)的气体质量流量，可以满足不同飞行阶段对富氮气体质量流量的要求。
    第一三通阀(6)用于对经过除湿的干燥空气进行分流，
    湿空气经膜除湿换热器(5)除湿后，变为低湿度气体从干空气出口(5-4)排出，进入第一三通阀(6)，依据设置好的回扫比进行分流，大比例的气流是所需的干燥高压气体，经过处理后可用于座舱制冷或油箱惰化，小比例的气流经过小膨胀涡轮(13)膨胀降压后作为吹扫气，通过吹扫气入口(5-5)进入膜除湿换热器(5)的壳侧，
    第三三通阀(10)用于对膜空气分离器(9)富氧气体出口(9-5)的富氧气体进行分流，在飞机运行的不同时段，所需的富氮气体质量流量不同，因此会导致富氧气体质量流量也随飞行状态变化，出于对座舱供气的含氧量和温度的考虑，在不同飞行阶段对第三三通阀(10)设置不同的分流比，按比例分流后，一部分富氧气体与通入座舱，另一部分排放至大气，
    第四三通阀(11)用于将富氧气体和座舱供气混合，主流气体经过大膨胀涡轮(8)膨胀降温后，在第四三通阀(11)中与膜空气分离器(9)制得的富氧气体的一部分进行混合，混合后的气体含氧量增加，提升了飞机环境控制系统的供气品质。
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