US20200231288A1

US20200231288A1 - Hybrid pneumatic and electric secondary power integrated cabin energy system for a pressurized vehicle

Info

Publication number: US20200231288A1
Application number: US16/839,923
Authority: US
Inventors: Eric Blumer; David K Jan; Cristian Anghel
Original assignee: Honeywell International Inc
Current assignee: Honeywell International Inc
Priority date: 2016-11-17
Filing date: 2020-04-03
Publication date: 2020-07-23
Also published as: EP3323727B1; EP3323727A1; US10661907B2; US20180134396A1

Abstract

A system for providing compressed air to pneumatic loads in a vehicle such as an aircraft is disclosed. The system may include a gas turbine engine having; a) an engine compressor with an air inlet coupled to an interior of a cabin of the vehicle; and b) a load compressor coupled to the gas turbine engine having a compressed air outlet coupled to one or more pneumatic loads of the vehicle. One or more electrically-driven cabin air compressors (CACs) have compressed air outlets coupled to the one or more pneumatic loads.

Description

This application is a divisional of U.S. patent application Ser, No. 15/353,967, filed Nov. 17, 2016, the entire content of which is incorporated herein by reference.

BACKGROUND

The present invention relates generally to providing pressurized air and electrical power to perform various functions on a vehicle such as an aircraft. More particularly, the invention relates to systems which eliminate a need to extract bleed air and reduce extraction of electrical power from main engines of the vehicle.
Future aircraft, including future main engines and future subsystems, are being developed to achieve ever increasing levels of fuel efficiency to reduce the cost of travel while at least maintaining if not improving safety and dispatch reliability. Aircraft engine and subsystems all need to be designed such that they work together to collectively enable this overall fuel efficiency improvement. More efficient engine cycles will continue to drive core flows down by pushing engine pressures and temperatures up. This has made both traditional bleed architectures and no-bleed, more-electric architectures increasingly difficult to integrate with subsystem loads. Bleed architectures have been more difficult because the required bleed air flows for environmental control systems (ECS) are a larger percentage of the total available main engine core flow. Also bleed flow temperatures in the bleed air systems, especially in valves between main engine and pre-coolers and in the pre-coolers themselves, have become more difficult to manage. Therefore consideration has been given to in-flight operation of an auxiliary power unit (APU) to offload large bleed air and or electric loads from the main engines. If such in-flight operation of an APU could be successfully implemented, the main engines could adopt more efficient cycles without being as constrained by the bleed and or electric power interfaces.
But this approach has not been adopted by any major platform at least partly because of challenges arising from obtaining efficient APU performance during both ground and in-flight conditions. Additionally there has not been an effective system devised to meet certification and safety in the event of an in-flight APU failure.
In more electric aircraft, electrical redundancy is typically provided by configuring each main engine with multiple generators. This multiplicity of main-engine generators results in substantial undesirable increase in weight of the aircraft.
As can be seen, there is a need for supplying pneumatic and electrical power on a vehicle without employing main engine energy. Also, there is a need for a power architecture in which operation of an APU is a principal source of pneumatic and electrical power. Still further, there is a need for such an architecture in which failure of the APU can be tolerated within certification and safety standards without incurring a need for a multiplicity of main-engine generators.

SUMMARY

In one aspect of the present invention, a system for providing compressed air to pneumatic loads of a vehicle, the system comprises: a gas turbine engine having: a)
an engine compressor with an air inlet coupled to an interior of a cabin of the vehicle; and b)a load compressor coupled to be driven by the gas turbine engine having a compressed air outlet coupled to one or more pneumatic loads of the vehicle; and one or more electrically-driven cabin air compressors (CACs) having compressed air outlets coupled to the one or more pneumatic loads.
In another aspect of the present invention, an environmental control system (ECS) for a vehicle comprises: a first pneumatically-driven pack; a second pneumatically-driven pack; and a controller; wherein the controller is configured to pneumatically couple the first and the second pack to a load compressor of gas turbine engine during a first mode of operation of the vehicle; wherein the controller is configured to pneumatically de-couple the first pack from the load compressor during a second mode of operation of the vehicle; and wherein the controller is configured to pneumatically couple the first pack to a cabin air compressor (CAC) during the second mode of operation of the vehicle.
In still another aspect of the present invention, a method for maintaining environmental control in a vehicle comprises the steps of: operating an auxiliary power unit (APU) of the vehicle; driving a first pack of an environmental control system (ECS) with compressed air from a load compressor of the APU; and driving a second pack of the ECS with compressed air from a cabin air compressor (CAC).
These and other features, aspects and advantages of the present invention will become better understood with reference to the following drawings, description and claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a pneumatic and electrical power system in accordance with an exemplary embodiment of the invention.

FIG. 2 is a schematic diagram of a pneumatic and electrical power system in accordance with a second exemplary embodiment of the invention.

FIG. 3 is a flow chart of a method for maintaining environmental control in a vehicle in accordance with an exemplary embodiment of the invention.

DETAILED DESCRIPTION

The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.
Various inventive features are described below that can each be used independently of one another or in combination with other features.
The present invention generally may provide a system for supplying pneumatic and or electrical power in a vehicle without employing main engine energy. More particularly, the invention may provide a power architecture in which operation of an APU is a principal source of pneumatic and electrical power. Still further, the invention may provide that shutdown or failure of the APU can be tolerated within certification and safety standards.
Referring now to FIG. 1, an exemplary embodiment of a power system 100 may include a gas turbine engine or power unit 102 (hereinafter referred to as an auxiliary power unit [APU]) having an engine compressor 104 with an air inlet 106 coupled to an interior of a pressurized cabin 108 of a vehicle such as an aircraft 110. The APU 102 may also include a load compressor 112 and an electrical generator 114, both of which may be driven by a turbine 116. An output of the load compressor 112 may be coupled to a pneumatic duct system 118 of the aircraft 110. An output of the generator 114 may be coupled to an electrical power system 120 of the aircraft 110.
The aircraft 110 may have two or more main engines, a left-hand (LH) engine 122 and a right-hand (RH) engine 124. Each of the engines 122 and 124 may be coupled to a main-engine electrical generator 126 and 128 respectively. The aircraft may also include an environmental control system (ECS) 130. The ECS 130 may include a controller 131 and two pneumatically-driven packs, a left-hand (LH) pack 132 and a right-hand (RH) pack 134. Packs 132 and 134 can be air cycle or vapor cycle systems. The controller 131 may be configured to provide commands to couple or de-couple either or both of the packs 132 and 134 to or from the pneumatic duct system 118.
Pneumatic power for the aircraft 110 may be provided by compressed air emerging from the load compressor 112 of the APU 102 or from one or more electrically-driven cabin air compressors (CACs) 136 and 138. It may be noted that, even though the pneumatic duct system 118 is connected with the main engines 122 and 124, the main engines may not supply pneumatic power to the aircraft 110. The main engines 122 and 124 may consume compressed air during engine starting and de-icing operations.
Varying optimized combinations of pneumatic and electrical power may be employed during various operational modes of the aircraft 110. In a first mode of operation of the vehicle or aircraft 110, for example on the ground, the APU 102 may provide all requisite compressed air and pressure for pneumatic loads such as both of the packs 132 and 134 of the ECS 130. In this context, the APU 102 may be sized and may have performance characteristics which are substantially the same as those of conventional APUs used in similarly sized aircraft. In other words, having the inlet 106 of the engine compressor 104 connected to the inside of the unpressurized cabin 108 may not require unique sizing of the APU 102.
As the aircraft 110 enters a second mode of operation in which it takes off and climbs, the outside pressure drops. Compressed air corrected flow required by the ECS packs 132 and 134 may increase significantly, approximately 3 times from sea level to 41,000 ft. But, because the inlet 106 of the engine compressor 104 may be connected to the inside of the pressurized cabin 108, the APU 102 may maintain the power output required for the ECS 130. However, the APU 102 load compressor 112 may not be able to meet altitude corrected flow requirements of the ECS 130. In that case, one of the CACs 138 or 140 may be used in flight at higher altitudes to augment compressed air flow delivered by the APU 102. If each of the two CACs 136 and 138 have substantially the same flow and pressure sizing as the APU load compressor 112, then running one CAC may provide all the flow required by one of the packs 132 or 134. The APU load compressor 112 may then provide all the flow required by the other pack. Speed of the APU 102 and the CAC may be adjusted to match requisite pressures. Electrical power for the CAC may be provided by the APU generator 114.
Thus, when the APU 102 is providing all the compressed air for at least one of the packs 132 or 134 and electrical power for the CAC 136 or 138, the main engines 122 and 124 may have freedom to achieve high efficiency without any constraints from either pneumatic loads or electric loads due to ECS needs. Some improvement in thrust production efficiency may occur from operation of the APU 102 during flight because the APU 102 may be positioned so that its exhaust may provide forward thrust.
In the event of inoperability of the APU 102, each of the packs 132 and 134 may be supplied with compressed air by a respective one of the CACs 136 or 138. Thus, the CACs 136 and 138 may provide requisite redundancy for APU inoperability. In that case, the main- engine generators 126 and 128 may be required to provide all the electric power required to drive the CACs 136 and 138. It is expected that an APU failure condition may require some operability constraints on the main engines 122 and 124 so that main engines 122 and/or 124 may provide enough electric power. These constraints may include, for example, added use of engine surge bleed flow, changed transient allowable rates to avoid surge and/or increases in allowable flight idle speeds. These operability constraints may be expected to cause overall aircraft fuel burn increases and aircraft operability changes, but these fuel burn increases and aircraft operability changes may be acceptable in the limited time under this failure condition.
It may be noted that unlike prior-art more-electric aircraft (MEA), the aircraft 102 may need only a single generator for each of the main engines 122 and 124. Within the context of the exemplary embodiment of the aircraft of FIG. 1, such single generators may provide enough torque for some electric starting conditions, and redundancies to achieve acceptable cabin pressurization and cooling in flight. The single main-engine generators may be adequate for redundancy since each main-engine generator and the APU generator can provide a full electric bus rating at all flight conditions. Thus, a main engine in-flight shutdown, loss of a main-engine generator, APU in-flight shutdown or loss of an APU generator may not result in any loss of normal compressed flow to the two packs 132 and 134 of the ECS 130. This is an improvement of prior-art redundancy where in cases of an engine in-flight shutdown, ECS flow must be doubled from the remaining engine or be reduced due to the failure. In the aircraft of FIG. 1, the CACs 136 and 138 may provide compressed air for starting a main engine. Electrical power for the CACs may be provided by the other main engine or the APU 102. The APU 102 can provide compressed air from load compressor 112 for main engine 122 or 124 starting.
In aircraft designs requiring increased redundancy, it may be desirable to configure an aircraft 210 as shown in FIG. 2. The aircraft 210 may include a power system 200 and four CACs 236, 238, 240 and 242. These four CACs may each have the same pressure ratio as those shown in the aircraft 110 of FIG. 1, but they may each have half the flow capability.
The architecture shown in FIGS. 1 and 2 applied to an aircraft may allow a hybrid electric and pneumatic system to achieve a level of efficiency and efficient redundancy not presently available in all-pneumatic or all-electric architectures. As an example, for a 120-200 seat airplane, the total electric power needed for the 2 or 4 CACs may be in the range of 120 kW to 180 kW. Either of the two main- engine generators 126 or 128 or the APU generator 114 may be capable of supplying 120 kW to 180 kW. Thus, provisions for main engine starting, anti-icing air flow, ground ECS operation, flight ECS operation, and failure mode operation may be provided without incurring high weights of redundant multiple main-engine generators such as those required in prior-art MEA aircraft.
Referring now to FIG. 3, a flow chart illustrates a method 300 for maintaining environmental control in an aircraft cabin. In a step 302, both packs of an ECS may be supplied with compressed air from an APU load compressor when an aircraft is on the ground (e.g., load compressor 112 may supply compressed air to pneumatic duct system 118 and, under commands of the controller 131, packs 132 and 134 may be supplied with the compressed air). In a step 304, the aircraft 110 or 210 may be propelled to altitude and pressurized. In a step 306, a first pack of the ECS may be supplied with compressed air from the APU load compressor and a second pack may be supplied with compressed air from a CAC (e.g., under the commands of the controller 131, pack 132 may be supplied air from load compressor 114 and pack 134 may be supplied air by CAC 138). In a step 308, the CAC may be supplied with electrical power from the APU generator (e.g., under commands of the controller 131, the CAC 138 may be supplied with electrical power from the APU generator 114). In a step 310, a first pack may be supplied with compressed air from a first CAC and a second pack may be supplied with compressed air from a second CAC in the event of inoperability of the APU. In a step 312, electrical power may be supplied to the CACs from main-engine generators in the event of inoperability of the APU or the APU generator, or a failure of electrical-load management.
It should be understood, of course, that the foregoing relates to exemplary embodiments of the invention and that modifications may be made without departing from the spirit and scope of the invention as set forth in the following claims.

Claims

What is claimed is:

1. An environmental control system (ECS) for a vehicle comprising:

a first pneumatically-driven pack;

a second pneumatically-driven pack; and

a controller;

wherein, during a first mode of operation of the vehicle, the controller is configured to pneumatically couple the first pack and the second pack to a load compressor of a gas turbine engine,

wherein, during a second mode of operation of the vehicle, the controller is configured to pneumatically de-couple the first pack from the load compressor, and

wherein, during the second mode of operation of the vehicle, the controller is configured to pneumatically couple the first pack to one or more cabin air compressors (CACs).

2. The ECS of claim 1, wherein the gas turbine engine comprises a component of an auxiliary power unit (APU) of the vehicle.

3. The ECS of claim 1, wherein at least one of the CACs is driven via electrical power from an electrical generator of the vehicle.

4. The ECS of claim 3, wherein the controller is configured to, in the event of inoperability of the gas turbine engine or the electrical generator, or in the event of a failure of electrical-load management, pneumatically couple the second pneumatically-driven pack to at least one of the CACs during operation of an aircraft while in-flight.

5. The ECS of claim 1:

wherein the vehicle is an aircraft; and

wherein, during ground and in-flight operations, a pressure ratio of the load compressor comprises substantially a same pressure ratio as that of at least one of the CACs.

6. A method for providing environmental control in a vehicle, the method comprising:

driving, with compressed air from a first air source of the vehicle or from a second air source of the vehicle, a first pack of an environmental control system (ECS) of the vehicle, wherein the first air source is different than the second air source; and

driving, with compressed air from the second air source, a second pack of the ECS, the second air source comprising at least one cabin air compressor (CAC).

7. The method of claim 6, wherein the first air source comprises a load compressor of a gas turbine engine.

8. The method of claim 6, wherein driving the first pack and the second pack comprises, in the event of inoperability of an auxiliary power unit (APU) or an electrical-load-management failure:

driving, with compressed air from the second air source, the first and second pack, wherein the second air source comprises at least one cabin air compressor (CAC).

9. The method of claim 8, wherein the at least one CAC includes a first CAC and a second CAC, wherein driving the first pack and the second pack comprises, in the event of the inoperability of the APU or an electrical-load-management failure:

driving, with compressed air from the first CAC, the first pack of the ECS; and

driving, with compressed air from the second CAC, the second pack of the ECS.

10. The method of claim 6, further comprising:

providing the second air source with electrical power from one or more electrical generators.

11. The method of claim 10, wherein the first air source includes at least one of the one or more electrical generators.

12. The method of claim 6, wherein the compressed air from the second air source comprises compressed air from a plurality of CACs, and wherein driving the first pack or the second pack comprises:

driving at least one of the first pack or the second pack via least two CACs of the plurality of CACs;

driving the first pack via a first CAC of the plurality of CACs; or

driving the second pack via a second CAC of the plurality of CACs, wherein the first CAC differs from the second CAC.

13. An environmental control system (ECS) comprising a controller, wherein the controller is configured to:

pneumatically couple a first pneumatically-driven pack to a load compressor of a gas turbine engine;

pneumatically couple a second pneumatically-driven pack to a first set of one or more cabin air compressor (CACs);

pneumatically de-couple the second pneumatically-driven pack from the one or more CACs;

pneumatically couple the second pneumatically-driven pack to the load compressor of the gas turbine engine;

pneumatically de-couple the first pneumatically-driven pack from the load compressor of the gas turbine engine; and

pneumatically couple the first pneumatically-driven pack to the one or more CACs.

14. The ECS of claim 13, wherein the CACs receive air via a pneumatic duct.

15. The ECS of claim 14, wherein the gas turbine engine receives air from an interior of the vehicle and outputs air via the pneumatic duct.

16. The ECS of claim 13, wherein the controller is configured to:

cause the APU to provide electrical power to the one or more CACs.

17. The ECS of claim 13, wherein the one or more CACs include a plurality of CACs, wherein the controller is further configured to:

pneumatically couple and de-couple the first pneumatically-driven pack to and from at least two of CACs of the plurality of CACs.

18. The ECS of claim 17, wherein to pneumatically couple and de-couple the first pneumatically-driven pack to and from the at least two CACs, the controller is configured to:

de-couple the first pneumatically-driven pack from a first CAC of the at least two CACs; and

couple the second pneumatically-driven pack to the first CAC.

19. The ECS of claim 13, wherein the controller is further configured to pneumatically couple at least one of the one or more CACs to one or more main engines.

20. The ECS of claim 19, wherein to pneumatically couple the at least one CAC to the one or more main engines, the controller is configured to:

cause the at least one CAC to provide compressed air to the one or more main engines; and

cause the at least one CAC to start the one or more main engines with the compressed air.