CN116022339A - Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same - Google Patents
Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same Download PDFInfo
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- CN116022339A CN116022339A CN202310094692.XA CN202310094692A CN116022339A CN 116022339 A CN116022339 A CN 116022339A CN 202310094692 A CN202310094692 A CN 202310094692A CN 116022339 A CN116022339 A CN 116022339A
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- 238000001816 cooling Methods 0.000 title claims abstract description 156
- 239000007788 liquid Substances 0.000 claims abstract description 108
- 239000003507 refrigerant Substances 0.000 claims abstract description 67
- 238000009826 distribution Methods 0.000 claims abstract description 25
- 238000005057 refrigeration Methods 0.000 claims abstract description 23
- 238000001704 evaporation Methods 0.000 claims abstract description 13
- 230000008020 evaporation Effects 0.000 claims abstract description 13
- 239000002826 coolant Substances 0.000 claims description 71
- 230000033228 biological regulation Effects 0.000 claims description 10
- 230000001105 regulatory effect Effects 0.000 claims description 8
- 230000001276 controlling effect Effects 0.000 claims description 4
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- 238000013461 design Methods 0.000 abstract description 12
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- 238000004781 supercooling Methods 0.000 description 3
- 239000002699 waste material Substances 0.000 description 3
- 230000005856 abnormality Effects 0.000 description 2
- 238000009960 carding Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000002360 preparation method Methods 0.000 description 2
- 108010023321 Factor VII Proteins 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000011900 installation process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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- 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
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- 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
- B64D13/08—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 the air being heated or cooled
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- 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
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
- B64D15/04—Hot gas application
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- 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
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Abstract
The invention relates to an aircraft engine bleed air and liquid cooling system and an aircraft comprising the system. The aircraft engine bleed air liquid cooling system comprises an evaporation refrigeration unit, a secondary refrigerant distribution unit and one or more cooling units; the evaporation refrigeration unit provides cooling capacity of the refrigerant through an evaporation circulation principle and conveys the cold refrigerant to the secondary refrigerant distribution unit, so that the cold refrigerant exchanges heat with the liquid secondary refrigerant in the secondary refrigerant distribution unit to cool the liquid secondary refrigerant, the secondary refrigerant distribution unit conveys the cooled liquid secondary refrigerant to one or more cooling units, so that the cold refrigerant exchanges heat with the bleed air in the one or more cooling units to cool the bleed air, and the bleed air cooled by the one or more cooling units is conveyed to the corresponding one or more user subsystems. According to the technical scheme, the invention has the following beneficial technical effects: the capability of cooling the engine bleed air can be improved, and the design size of the precooler is prevented from being too large.
Description
Technical Field
The invention relates to an air and liquid cooling system of an aircraft engine and an aircraft comprising the system, and relates to the technical field of aircraft environmental control systems.
Background
The typical aircraft environmental control system provides high-temperature bleed air generated by the turbofan engine for downstream refrigeration temperature control, wing anti-icing, air preparation and other systems to realize respective functions. The high-temperature bleed air is delivered to the downstream after being regulated in temperature and pressure by an air source system from a middle-pressure level compressor and a low-pressure level compressor of the engine. Precooling is generally performed by means of a precooler, i.e. the bleed air is cooled by means of external air from the engine fan. The scheme mainly uses gas-gas convection heat exchange, has lower heat efficiency, and needs to design the precooler into a larger size so as to meet the heat exchange performance requirement, thereby not only increasing the weight, but also occupying the space of the hanging part of the engine.
A typical turbofan aircraft air supply system supplies high-temperature, high-pressure bleed air from an engine to downstream environmental control system users after temperature and pressure regulation. The main equipment and principles of the bleed air system are shown in figure 1. The high-pressure valve (HPV) and the medium-pressure one-way valve (IPCKV) realize medium-high pressure grade bleed air switching, the pressure regulation shutoff valve (PRSOV) realizes pressure regulation and bleed air shutoff functions, bleed air temperature regulation is realized by a Precooler (PCE), cold air from an engine fan is introduced through a Fan Air Valve (FAV), heat exchange is realized between the precooler and high-temperature bleed air, so that the bleed air temperature is reduced to a proper temperature, and then the bleed air is supplied to the downstream; a bleed air temperature sensor (BTS) enables temperature monitoring of the bleed air manifold.
For the precooler, the main principle is to realize the convection heat exchange of gas and gas, the cold source is from the outside air, and the heat exchange quantity of the cold side can realize the flow regulation through the opening of FAV.
The precooler and FAV are adopted to realize convective heat exchange, and the heat exchange efficiency is low due to the limited heat capacity and heat conductivity of the gas. In practical designs, if the downstream bleed air temperature needs to be guaranteed, the required cold-hot side heat exchange area is large, which directly leads to an increase in the design size of the precooler. On board an aircraft, the precooler needs to supply air from the engine fan via the FAV, and to ensure a cooling effect, it is usually installed in the engine-mounted position, and the increase in size presents a number of challenges to the layout of the mounted area. In addition, the cold source of the precooler comes from the fan of the engine intake, which brings two defects: firstly, the air inlet amount of the engine can be influenced to a certain extent by the requirement of bleed air precooling, secondly, the air inlet amount of the engine is limited by environmental factors, if the air inlet amount is hot, the heat exchange performance of the precooler can be reduced to some extent in the ground stage, and if necessary, the ram air needs to be pumped by a fan to realize heat dissipation.
Disclosure of Invention
It is an object of the present invention to provide an aircraft engine bleed air-liquid cooling system that overcomes at least some of the disadvantages of the prior art, improves the ability to cool the engine bleed air, and avoids oversized precooler designs.
The above objects of the invention are achieved by an aircraft engine bleed air-and-liquid cooling system comprising an evaporative refrigeration unit, a coolant distribution unit, and one or more cooling units;
the evaporation refrigeration unit provides cooling capacity of the refrigerant through an evaporation circulation principle, and conveys the cold refrigerant to the secondary refrigerant distribution unit so as to exchange heat with the liquid secondary refrigerant in the secondary refrigerant distribution unit to cool the liquid secondary refrigerant, and the secondary refrigerant distribution unit conveys the cooled liquid secondary refrigerant to the one or more cooling units so as to exchange heat with the bleed air in the one or more cooling units to cool the bleed air, and the bleed air cooled by the one or more cooling units is conveyed to the corresponding one or more user subsystems.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the capability of cooling the engine bleed air can be improved, and the design size of the precooler is prevented from being too large.
Preferably, the aircraft engine bleed air and liquid cooling system further comprises a controller configured to control the opening of the respective liquid flow regulating valves in the one or more cooling units in dependence on the total bleed air temperature sensor located upstream of the one or more cooling units and the temperature measured by the bleed air temperature sensor located at the one or more user subsystem inlets, thereby controlling the bleed air temperature at the one or more user subsystem inlets.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: closed loop regulation of the bleed air temperature can be achieved.
Preferably, the controller is further configured to control pumps and valves within the evaporative refrigeration unit to control the temperature of the refrigerant.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the temperature of the refrigerant can be controlled so that the bleed air temperature at one or more of the user subsystem inlets can be better adjusted.
Preferably, the controller is further configured to control pumps within the coolant distribution units to control the off/on state of each liquid coolant delivery circuit and thus the off/on of each cooling unit and user subsystem bleed air cooling.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: each cooling unit works independently, and each liquid-state secondary refrigerant conveying loop is also independently turned off/on, so that the bleed air temperature can be adjusted according to the needs, and the waste of cold energy is prevented.
Preferably, the condenser of the evaporative refrigeration unit is disposed in the ram air channel.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: by means of a suitable condenser arrangement, the refrigeration function of the evaporative refrigeration unit can be better achieved.
Preferably, the coolant distribution unit includes a pump for effecting delivery of liquid coolant to the one or more cooling units and a valve disposed independently in each liquid coolant delivery circuit.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the delivery of liquid coolant can be independently controlled.
Preferably, each cooling unit comprises a liquid-liquid heat exchanger for preheating the liquid coolant and a gas-liquid heat exchanger arranged downstream of the liquid heat exchanger for exchanging heat between the liquid coolant and the bleed air.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the direct heat exchange of the supercooling secondary refrigerant and the high-temperature air entraining can be prevented, and the problem of icing and blocking possibly occurs; and the heat exchange efficiency is improved.
Preferably, the controller is further configured to monitor each component of the aircraft engine bleed air/liquid cooling system, and when an abnormality occurs, send out an alarm signal in time, or automatically implement an emergency shutdown measure by controlling a valve and a pump of the liquid coolant loop.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the components of the air-entraining and liquid-cooling system of the aircraft can be monitored, and emergency measures can be implemented in time.
Preferably, the individual cooling units for the individual user subsystems are independent of each other, so that independent bleed air temperature regulation is achieved.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: each cooling unit works independently, so that the bleed air temperature can be adjusted as required, and the waste of cold energy is prevented.
Preferably, each cooling unit is further provided with a liquid-coolant inlet pressure sensor and a liquid-coolant outlet pressure sensor, and the liquid-coolant inlet pressure sensor and the liquid-coolant outlet pressure sensor are respectively located at an inlet position of a liquid-coolant circuit in the cooling unit and an outlet position of the liquid-coolant circuit in the cooling unit.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: monitoring the overpressure fault of the secondary refrigerant loop, and sending out corresponding alarm or automatically closing the loop when the pressure exceeds a threshold value; monitoring the coolant circuit for low pressure faults (e.g., circuit coolant leakage) and issuing a responsive alarm; the two pressure sensors are matched, and the pressure difference between the outlet and the inlet of the cooling unit is calculated and used as the condition of supercooling and icing alarm of the cooling unit.
Preferably, each cooling unit is further provided with a liquid coolant inlet temperature sensor and a liquid coolant outlet temperature sensor, and the liquid coolant inlet temperature sensor and the liquid coolant outlet temperature sensor are respectively located at an inlet position of the liquid coolant loop in the cooling unit and an outlet position of the liquid coolant loop in the cooling unit.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: and monitoring the temperature of the liquid secondary refrigerant inlet and the temperature of the liquid secondary refrigerant outlet, and giving a corresponding alarm or automatically closing the loop when the temperature exceeds a threshold value.
The above object of the invention is also achieved by an aircraft comprising an aircraft engine bleed air-liquid cooling system as described in any of the above aspects.
According to the technical scheme, the aircraft provided by the invention has the following beneficial technical effects: the capability of cooling the engine bleed air can be improved, and the design size of the precooler is prevented from being too large.
Drawings
Fig. 1 is a schematic view of a prior art aircraft engine bleed air system.
Fig. 2 is a schematic diagram of the architecture of an aircraft engine bleed air-liquid cooling system according to an embodiment of the invention.
Fig. 3 is a control schematic of an aircraft engine bleed air-liquid cooling system according to an embodiment of the invention.
Detailed Description
In the following, specific embodiments of the present invention will be described, and it should be noted that in the course of the detailed description of these embodiments, it is not possible in the present specification to describe all features of an actual embodiment in detail for the sake of brevity. It should be appreciated that in the actual implementation of any of the implementations, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that while such a development effort might be complex and lengthy, it would nevertheless be a routine undertaking of design, fabrication, or manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as having the benefit of this disclosure.
Unless defined otherwise, technical or scientific terms used in the claims and specification should be given the ordinary meaning as understood by one of ordinary skill in the art to which this invention belongs. The terms "first," "second," and the like in the description and in the claims, are not used for any order, quantity, or importance, but are used for distinguishing between different elements. The terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, is intended to mean that elements or items that are immediately preceding the word "comprising" or "comprising", are included in the word "comprising" or "comprising", and equivalents thereof, without excluding other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, nor to direct or indirect connections.
Fig. 2 is a schematic diagram of the architecture of an aircraft engine bleed air-liquid cooling system according to an embodiment of the invention. Fig. 3 is a control schematic of an aircraft engine bleed air-liquid cooling system according to an embodiment of the invention.
As shown in fig. 2-3, according to one embodiment of the present invention, an aircraft engine bleed air-liquid cooling system includes an evaporative refrigeration unit (VCU), a coolant distribution unit (LDU), and one or more Cooling Units (CU);
the evaporation refrigeration unit provides cooling capacity of the refrigerant through an evaporation circulation principle and conveys the cold refrigerant to the secondary refrigerant distribution unit, so that the cold refrigerant exchanges heat with the liquid secondary refrigerant in the secondary refrigerant distribution unit to cool the liquid secondary refrigerant, the secondary refrigerant distribution unit conveys the cooled liquid secondary refrigerant to one or more cooling units, so that the cold refrigerant exchanges heat with the bleed air in the one or more cooling units to cool the bleed air, and the bleed air cooled by the one or more cooling units is conveyed to the corresponding one or more user subsystems.
According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: the capability of cooling the engine bleed air can be improved, and the design size of the precooler is prevented from being too large.
Specifically, the invention mainly solves the problems that the existing FAV and precooler schemes have insufficient air-entraining and cooling performances on the engine and the precooler is oversized to influence the hanging arrangement of the engine. An independent cooling unit is arranged at the upstream of each bleed air user subsystem, and bleed air temperature adjustment is realized by utilizing a gas-liquid heat exchanger, so that the temperature adjustment can be independently and accurately carried out according to the bleed air temperature requirements of different user subsystems; the cooling unit is arranged in the non-hanging area, and the installation position can be flexibly adjusted. Based on the principle of evaporation refrigeration, the refrigerating medium with high temperature after cooling the bleed air is cooled by the refrigerating medium. The invention has the main advantages that the capability of cooling the engine bleed air is improved, and the closed loop bleed air temperature adjustment can be realized; meanwhile, the cooling unit is arranged in a non-engine hanging area, so that the difficulty in the installation process is avoided.
In some embodiments, as shown in fig. 2 to 3, an evaporative refrigeration unit (VCU) implements a refrigeration function using the characteristic that the evaporation temperature is approximately constant when a two-phase refrigerant is isobarically evaporated. Through the drive of the compressor, heat is transferred to the condenser, which is arranged in the ram air channel, and the ram air is used for taking away the heat. The rotating speed of the compressor is adjustable, and the refrigerating capacity is adjusted. The refrigerating function is realized by utilizing the heat absorption and heat release circulation of the refrigerant.
In some embodiments, as shown in fig. 2-3, a coolant distribution unit (LDU) utilizes a pump assembly to deliver low temperature liquid coolant to a bleed air cooling unit for cold transfer. And the secondary refrigerant cooled by the refrigerant from the evaporation refrigeration unit is conveyed to the corresponding cooling units of the bleed air user subsystems of all engines through the conveying pipeline, so that the heat of the bleed air is absorbed, and the pre-cooling and the cooling of the bleed air are realized. The coolant uses a low viscosity, high specific heat capacity, and high thermal conductivity liquid. The flow of the secondary refrigerant conveyed to each cooling unit is transmitted through the pump assembly, and independent shutoff valves are arranged in each loop to realize the control of the secondary refrigerant. The coolant distribution unit can also have one-way valves, coolant filtration and leak detection functions.
In some embodiments, as shown in fig. 2 to 3, the Cooling Unit (CU) has a liquid flow regulating valve (LRV) inside for regulating the flow of coolant into the cooling unit, to achieve bleed air temperature control; for different engine bleed air user subsystems, the bleed air flows are different, the working conditions are different, and different bleed air temperature requirements exist. Inside the cooling unit, there are two heat exchangers: the system comprises a liquid-liquid heat exchanger (LLHX) and a gas-liquid heat exchanger (ALHX), wherein the gas-liquid heat exchanger is arranged at the downstream of the liquid-liquid heat exchanger and is used for heat exchange between a secondary refrigerant and hot bleed air of an engine, the liquid-liquid heat exchanger is used for preheating the secondary refrigerant entering a cooling unit, and the problem of icing of a heat exchange grid of the gas-liquid heat exchanger caused by overlarge temperature difference between the secondary refrigerant and the bleed air is prevented.
In some embodiments, as shown in fig. 3, the aircraft engine bleed air-liquid cooling system further comprises a controller. In some embodiments, the controller is configured to control the opening of the respective liquid flow regulating valve in the one or more cooling units, and thereby the bleed air temperature of the one or more user subsystem inlets, in dependence on the temperatures measured by the total bleed air temperature sensor BTS located upstream of the one or more cooling units and by the bleed air temperature sensors TS1, TS2, TS3 located at the one or more user subsystem inlets. In some embodiments, the controller is further configured to control pumps and valves within the evaporative refrigeration unit to control the temperature of the refrigerant. In some embodiments, the controller is further configured to control the pumps within the coolant distribution units to control the off/on state of each liquid coolant delivery circuit and thus the off/on of each cooling unit and the user subsystem bleed air cooling.
In some embodiments, the controller is further configured to monitor the temperature of the refrigerant, and/or the temperature of the liquid coolant, to better control the bleed air temperature at one or more of the user subsystem inlets. In some embodiments, the controller is further configured to monitor various components of the aircraft engine bleed air-liquid cooling system, to send an alarm signal in time when an abnormality such as refrigerant, liquid coolant leakage, or pump operation overheating, liquid coolant circuit overpressure, etc., occurs, or to automatically implement an emergency shutdown measure by controlling the valves and pumps of the liquid coolant circuit.
In some embodiments, as shown in fig. 2 to 3, the individual cooling units for the individual user subsystems are independent of each other, so that independent bleed air temperature regulation is achieved. According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: each cooling unit works independently, so that the bleed air temperature can be adjusted as required, and the waste of cold energy is prevented; or when a certain cooling unit is switched off, the bleed air temperature control performance of other user subsystems is not affected.
In some embodiments, as shown in fig. 2-3, one or more user subsystems include an air preparation system, a wing anti-icing system, and a refrigerated temperature control system. Of course, the above-described user subsystems are merely examples, and those skilled in the art will appreciate, based on the present disclosure, that other suitable numbers of user subsystems (e.g., one, two, four, etc.) may be employed, as well as other user subsystems other than the illustrated user subsystems described above, without departing from the scope of the claims of the present application.
In some embodiments, as shown in FIGS. 2-3, each cooling unit is further provided with a liquid-coolant inlet pressure sensor I_PS and a liquid-coolant outlet pressure sensor O_PS, which are located at the inlet location of the liquid-coolant circuit in the cooling unit and the outlet location of the liquid-coolant circuit in the cooling unit, respectively. According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: monitoring the overpressure fault of the secondary refrigerant loop, and sending out corresponding alarm or automatically closing the loop when the pressure exceeds a threshold value; monitoring the coolant circuit for low pressure faults (e.g., circuit coolant leakage) and issuing a responsive alarm; the two pressure sensors are matched, and the pressure difference between the outlet and the inlet of the cooling unit is calculated and used as the condition of supercooling and icing alarm of the cooling unit.
In some embodiments, each cooling unit is further provided with a liquid coolant inlet temperature sensor and a liquid coolant outlet temperature sensor, the liquid coolant inlet temperature sensor and the liquid coolant outlet temperature sensor being located at an inlet location of the liquid coolant loop within the cooling unit and an outlet location of the liquid coolant loop within the cooling unit, respectively. According to the technical scheme, the air-entraining and liquid-cooling system of the aircraft engine has the following beneficial technical effects: and monitoring the temperature of the liquid secondary refrigerant inlet and the temperature of the liquid secondary refrigerant outlet, and giving a corresponding alarm or automatically closing the loop when the temperature exceeds a threshold value.
In practicing the aircraft engine bleed air and liquid cooling system of the present invention, there may be the following considerations:
consider factor 1: the temperature and pressure range of the bleed air pumped from the compressor end of the engine are defined and used for calculating the temperature of the downstream PRSOV. In the invention, a precooler and a Fan Air Valve (FAV) can be omitted, and the cooling of engine bleed air is realized through the secondary refrigerant by completely depending on the cooling capacity of the refrigerant; the design of the precooler and FAV may also be preserved for providing a degree of primary cooling, with the liquid cooling system providing further bleed air cooling.
Consider factor 2: the number of downstream user subsystems of the engine bleed air system, and the respective bleed air temperature requirements are specified. For example, wing anti-icing, and considering the economic considerations of gas usage, there may be different hot gas temperature requirements in different icing environments. This step is used to provide inputs for designing the performance of the Cooling Unit (CU).
Consider the factors: the refrigeration power demand of an evaporative refrigeration unit (VCU) is calculated. Here, mainly the flow of engine bleed air from the engine end to the user system inlet, temperature reduction, thermal efficiency losses, aircraft running envelope, etc. are considered. For the scheme of retaining precoolers and FAVs, a trade-off between precooler performance and distribution of gas-liquid assisted cooling capacity is required. In addition, redundancy in the event of failure of one side auxiliary cooling, i.e. the cooling capacity of a single side auxiliary cooling system for a double side engine bleed air, is also taken into account for the two side engine bleed air systems of the aircraft.
Consider factor 4: the performance and size of the computing device is designed based on the cooling power of the gas-liquid auxiliary cooling system. Including but not limited to an evaporative refrigeration unit: refrigerant amount, condenser size, compressor speed, expansion valve size; and a coolant distribution unit: the amount of coolant, pump power, coolant-refrigerant heat exchanger size; and a cooling unit: flow regulating valve size, liquid-liquid heat exchanger size, gas-liquid heat exchanger size.
Consider factor 5: consider the number and arrangement of Cooling Units (CUs). The number of CUs involved in the invention is determined according to the actual configuration of the aircraft, and one CU can be independently arranged for each bleed air user system, as shown in figure 2; if the bleed air user subsystem has no special requirement on the pre-cooling temperature of the bleed air, or accurate regulation and control are not needed, a cooling unit can be used for bleed air pre-cooling and then the bleed air pre-cooling is respectively sent to a downstream system. The CU can be flexibly arranged at a proper position on the machine, but is as close to the precooler as possible, so that the length of the bleed air pipeline of the high-temperature engine is shortened.
Consider factor 6: for the Cooling Unit (CU), its internal heat exchanger is designed. By adopting the scheme of the two-stage heat exchanger, the direct heat exchange between the high-temperature air entraining and the supercooled cold-carrying liquid is prevented, the heat exchange efficiency can be improved, and the problem of condensation and icing is avoided. When the heat exchanger is designed, the temperature of the air-entraining outlet of the cooling unit is used as a control target, and the flow of the secondary refrigerant is regulated through the LRV; and under the maximum secondary refrigerant flow of the CU, the minimum temperature requirement of the CU outlet bleed air can be met.
Consider factor 7: the controller is designed. According to the working requirement of the system, carding control requirement, and arranging sensors required for realizing closed loop control of the bleed air temperature and normal monitoring of a cooling system; meanwhile, interface carding of the controller is completed, and software and hardware development of the controller is performed by considering factors such as safety and the like. The controller may be a separate controller, may be a controller shared with other systems on board the aircraft, or may reside in an avionics system of the aircraft, i.e., the architecture of the controller is not limited.
According to an embodiment of the invention, an aircraft comprises an aircraft engine bleed air-liquid cooling system as described in any of the above aspects. According to the technical scheme, the aircraft provided by the invention has the following beneficial technical effects: the capability of cooling the engine bleed air can be improved, and the design size of the precooler is prevented from being too large.
While the invention has been described in terms of specific embodiments, those skilled in the art will recognize that the invention is not limited thereto, but that many modifications can be made by those skilled in the art without departing from the scope of the invention.
Claims (12)
1. An aircraft engine bleed air and liquid cooling system, characterized in that the aircraft engine bleed air and liquid cooling system comprises an evaporation refrigeration unit, a secondary refrigerant distribution unit and one or more cooling units;
the evaporation refrigeration unit provides cooling capacity of the refrigerant through an evaporation circulation principle, and conveys the cold refrigerant to the secondary refrigerant distribution unit so as to exchange heat with the liquid secondary refrigerant in the secondary refrigerant distribution unit to cool the liquid secondary refrigerant, and the secondary refrigerant distribution unit conveys the cooled liquid secondary refrigerant to the one or more cooling units so as to exchange heat with the bleed air in the one or more cooling units to cool the bleed air, and the bleed air cooled by the one or more cooling units is conveyed to the corresponding one or more user subsystems.
2. The aircraft engine bleed air-liquid cooling system of claim 1, further comprising a controller configured to control the opening of the respective liquid flow regulating valves in the one or more cooling units, and thereby the bleed air temperature of the one or more user subsystem inlets, as a function of the temperature measured by the total bleed air temperature sensor located upstream of the one or more cooling units, and by the bleed air temperature sensor located at the one or more user subsystem inlets.
3. The aircraft engine bleed air-liquid cooling system of claim 2, wherein the controller is further configured to control a pump and a valve within the evaporative refrigeration unit to control the temperature of the refrigerant.
4. An aircraft engine bleed air-and-liquid cooling system as in claim 2, wherein said controller is further configured to control a pump within said coolant distribution unit to control an off/on state of each liquid coolant delivery circuit and thus an off/on state of each cooling unit and user subsystem bleed air cooling.
5. The aircraft engine bleed air and liquid cooling system as claimed in claim 1, characterized in that the condenser of the evaporative refrigeration unit is arranged in a ram air duct.
6. An aircraft engine bleed air and liquid cooling system as in claim 1, wherein said coolant distribution unit includes a pump for effecting delivery of liquid coolant to said one or more cooling units and a valve independently disposed in each liquid coolant delivery circuit.
7. An aircraft engine bleed air and liquid cooling system as in claim 1, wherein each cooling unit comprises a liquid-liquid heat exchanger for preheating the liquid coolant and a gas-liquid heat exchanger disposed downstream of the liquid-liquid heat exchanger for exchanging heat of the liquid coolant with the bleed air.
8. An aircraft engine bleed air and liquid cooling system as in claim 2, wherein said controller is further configured to monitor various components of said aircraft engine bleed air and liquid cooling system, to issue an alarm signal in time when an anomaly occurs, or to automatically implement an emergency shutdown procedure by controlling the valves and pumps of the liquid coolant circuit.
9. The aircraft engine bleed air and liquid cooling system as claimed in claim 1, characterized in that the individual cooling units for the individual user subsystems are independent of one another, so that independent bleed air temperature regulation is achieved.
10. An aircraft engine bleed air and liquid cooling system as in claim 1, wherein each cooling unit is further provided with a liquid-coolant inlet pressure sensor and a liquid-coolant outlet pressure sensor, said liquid-coolant inlet pressure sensor and said liquid-coolant outlet pressure sensor being located at an inlet location of a liquid-coolant circuit in the cooling unit and an outlet location of a liquid-coolant circuit in the cooling unit, respectively.
11. An aircraft engine bleed air and liquid cooling system as in claim 1, wherein each cooling unit is further provided with a liquid coolant inlet temperature sensor and a liquid coolant outlet temperature sensor, said liquid coolant inlet temperature sensor and said liquid coolant outlet temperature sensor being located at an inlet location of a liquid coolant circuit within the cooling unit and an outlet location of a liquid coolant circuit within the cooling unit, respectively.
12. An aircraft comprising an aircraft engine bleed air-liquid cooling system as claimed in any one of claims 1 to 11.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310094692.XA CN116022339A (en) | 2023-02-03 | 2023-02-03 | Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same |
| PCT/CN2023/134926 WO2024159896A1 (en) | 2023-02-03 | 2023-11-29 | Aircraft engine bleed air liquid-cooling system and aircraft comprising system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310094692.XA CN116022339A (en) | 2023-02-03 | 2023-02-03 | Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116022339A true CN116022339A (en) | 2023-04-28 |
Family
ID=86075852
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310094692.XA Pending CN116022339A (en) | 2023-02-03 | 2023-02-03 | Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN116022339A (en) |
| WO (1) | WO2024159896A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024159896A1 (en) * | 2023-02-03 | 2024-08-08 | 中国商用飞机有限责任公司 | Aircraft engine bleed air liquid-cooling system and aircraft comprising system |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4263786A (en) * | 1979-07-10 | 1981-04-28 | The Boeing Company | Fuel conserving air-conditioning apparatus and method for aircraft |
| DE10234968A1 (en) * | 2002-07-31 | 2004-02-12 | Liebherr-Aerospace Lindenberg Gmbh | Aircraft air conditioning |
| DE102008055888A1 (en) * | 2008-11-05 | 2010-05-12 | Airbus Deutschland Gmbh | System for cooling a heat exchanger on board an aircraft |
| CN105539860A (en) * | 2014-10-31 | 2016-05-04 | 中国航空工业集团公司西安飞机设计研究所 | Heat management device suitable for large heat flux during long endurance |
| CN106882390B (en) * | 2015-12-15 | 2020-06-19 | 中国航发商用航空发动机有限责任公司 | Aircraft air-entraining precooling regenerative system |
| CN106642855A (en) * | 2016-11-16 | 2017-05-10 | 南京航空航天大学 | Airborne evaporation cycle refrigeration comprehensive heat management system and method and application thereof |
| CN209945097U (en) * | 2019-04-10 | 2020-01-14 | 南京扬子石油化工设计工程有限责任公司 | Cryogenic medium vaporization system |
| CN112319805B (en) * | 2020-11-09 | 2022-06-10 | 北京航空航天大学 | New forms of energy unmanned aerial vehicle thermal control system |
| CN116022339A (en) * | 2023-02-03 | 2023-04-28 | 中国商用飞机有限责任公司 | Air-entraining and liquid-cooling system of aircraft engine and aircraft comprising same |
-
2023
- 2023-02-03 CN CN202310094692.XA patent/CN116022339A/en active Pending
- 2023-11-29 WO PCT/CN2023/134926 patent/WO2024159896A1/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024159896A1 (en) * | 2023-02-03 | 2024-08-08 | 中国商用飞机有限责任公司 | Aircraft engine bleed air liquid-cooling system and aircraft comprising system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024159896A1 (en) | 2024-08-08 |
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