CN106882390B - Aircraft air-entraining precooling regenerative system - Google Patents
Aircraft air-entraining precooling regenerative system Download PDFInfo
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- CN106882390B CN106882390B CN201510937679.1A CN201510937679A CN106882390B CN 106882390 B CN106882390 B CN 106882390B CN 201510937679 A CN201510937679 A CN 201510937679A CN 106882390 B CN106882390 B CN 106882390B
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- 230000001172 regenerating effect Effects 0.000 title claims abstract description 18
- 238000011084 recovery Methods 0.000 claims abstract description 22
- 238000004378 air conditioning Methods 0.000 claims abstract description 8
- 239000000446 fuel Substances 0.000 claims description 45
- 238000001816 cooling Methods 0.000 claims description 12
- 238000001704 evaporation Methods 0.000 claims description 9
- 230000008020 evaporation Effects 0.000 claims description 9
- 238000009833 condensation Methods 0.000 claims description 6
- 230000005494 condensation Effects 0.000 claims description 6
- 238000009413 insulation Methods 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 239000011248 coating agent Substances 0.000 claims description 3
- 238000000576 coating method Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 6
- 239000000295 fuel oil Substances 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 241001455578 Indian peanut clump virus Species 0.000 description 1
- 238000005524 ceramic coating Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000012774 insulation material Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
-
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- 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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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Pulmonology (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Central Heating Systems (AREA)
- Professional, Industrial, Or Sporting Protective Garments (AREA)
Abstract
The invention relates to an aircraft air-entraining precooling regenerative system which comprises a first air-entraining pipe, a second air-entraining pipe, a first air-entraining valve, a second air-entraining valve, a heat recovery device, a guide pipe and an air pipe, wherein one end of the first air-entraining pipe is connected with the middle stage of a compressor of an aircraft engine, the first air-entraining valve is arranged on the first air-entraining pipe, one end of the second air-entraining pipe is connected with the last stage of the compressor of the aircraft engine, and the second air-entraining valve is arranged on the second air-entraining pipe; the other end of the first bleed air pipe and the other end of the second bleed air pipe are connected with one end of the guide pipe, the other end of the guide pipe is connected with a first input end of the heat recovery device, a first output end of the heat recovery device is connected with one end of the air pipe, the other end of the air pipe is connected with an aircraft air conditioning system, and the heat recovery device recovers heat from aircraft bleed air for operation of an aircraft. The invention can effectively utilize the heat of the air-entraining airflow of the airplane for the second time, and avoid reducing the efficiency of an outer duct of the fan of the engine and the efficiency of the air compressor.
Description
Technical Field
The invention relates to the field of aircraft engines, in particular to an aircraft air-entraining precooling heat-returning system.
Background
Aircraft bleed air is the process of drawing air from the aircraft engine compressor at a suitable location into the aircraft cabin. The aircraft bleed air is generally bled in the front stage or the rear stage of a high-pressure compressor of an aircraft engine, and then enters a precooler through a pressure regulating valve and an overpressure valve to regulate the air temperature to a required aircraft air conditioner inlet temperature value. On the other hand, the airflow introduced into the engine fan bypass enters a precooler to cool the bleed air. However, this cooling method wastes heat from the airflow of the high-pressure compressor, and on the other hand, the independent introduction of the airflow of the bypass as cold air also results in a decrease in bypass efficiency of the engine, which affects the overall efficiency of the engine.
Disclosure of Invention
The invention aims to solve the technical problem of providing an aircraft bleed air precooling and backheating system which can utilize the heat dissipated by the bleed air flow of an aircraft and avoid reducing the efficiency of an outer duct of an engine or the efficiency of an air compressor.
The invention provides an aircraft air-entraining precooling backheating system for solving the technical problems, which comprises a first air-entraining pipe, a second air-entraining pipe, a first air-entraining valve, a second air-entraining valve, a heat recovery device, a conduit and an air pipe, one end of the first bleed air pipe is connected with the middle stage of a compressor of an aircraft engine, the first bleed air valve is arranged on the first bleed air pipe, one end of the second bleed air pipe is connected with the final stage of a compressor of the aircraft engine, the second bleed air valve is arranged on the second bleed air pipe, one end of the conduit is connected with the other end of the first air-entraining pipe and the other end of the second air-entraining pipe, the other end of the conduit is connected with the first input end of the heat recovery device, the first output end of the heat recovery device is connected with one end of the air pipe, the other end of the air pipe is connected with an aircraft air conditioning system, and the heat recovery device recovers heat from aircraft bleed air for operation of the aircraft.
In an embodiment of the invention, the aircraft bleed air precooling and heat returning system further includes a pressure regulating valve disposed on the duct.
In an embodiment of the invention, the aircraft bleed air precooling and heat regenerating system further includes an overpressure valve disposed on the duct.
In one embodiment of the invention, the heat recovery device is an air-fuel radiator having a second input for inputting fuel and a second output for outputting fuel to a fuel manifold.
In one embodiment of the invention, the inside of the air-fuel radiator is a passage for allowing gas to pass through, and a plurality of fuel branch pipes are dispersed in the passage.
In an embodiment of the invention, the heat recovery device is a heat exchanger, and the evaporation end of the heat exchanger has the first input end and the first output end.
In one embodiment of the invention, the condensation end of the heat exchanger is arranged at a position of the aircraft engine needing deicing.
In one embodiment of the invention, the evaporation end is provided with a thermal insulation structure or a thermal insulation coating.
The aircraft bleed air precooling and heat returning system does not need a bleed fan bypass airflow to cool the aircraft bleed air, and the redundant heat of the aircraft bleed air flow can be recycled for the operation of the aircraft again. Therefore, the invention can effectively utilize the heat of the bleed air flow of the airplane for the second time and avoid reducing the efficiency of the outer duct of the fan of the engine and the efficiency of the air compressor.
Drawings
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below, wherein:
fig. 1 is a layout diagram of an aircraft bleed air pre-cooling and recuperating system according to a first embodiment of the present invention.
Fig. 2 is a schematic diagram of the operation of the aircraft bleed air pre-cooling regenerative system shown in fig. 1.
Fig. 3A and 3B are structural views of an air-fuel radiator according to an embodiment of the present invention.
Fig. 4 is a layout diagram of an aircraft bleed air pre-cooling regenerative system according to a second embodiment of the invention.
Detailed Description
The embodiment of the invention describes an aircraft bleed air precooling and backheating system which can utilize heat dissipated by an aircraft bleed air flow and avoid reducing the efficiency of an external bypass of an engine or the efficiency of an air compressor.
Fig. 1 is a layout diagram of an aircraft bleed air pre-cooling and recuperating system according to a first embodiment of the present invention. Referring to fig. 1, an aircraft bleed air pre-cooling regenerative system 100 of the present embodiment includes a first bleed air duct 101, a second bleed air duct 102, a first bleed air valve 103, a second bleed air valve 104, a heat recovery device 105, a conduit 106, and an air duct 107. One end of the first bleed air pipe 101 is connected with a compressor middle stage IP of the aircraft engine 200; a first bleed valve 103 is provided on the first bleed duct 101. One end of the second bleed air pipe 102 is connected to a compressor last stage (HP) of the aircraft engine 200; a second bleed valve 104 is provided on the second bleed air duct 102. The other ends of the first bleed air duct 101 and the second bleed air duct meet. One end of the conduit 106 is connected to both the other end of the first bleed air duct 101 and the other end of the second bleed air duct 102, and the other end of the conduit 106 is connected to the heat recovery device 105. Unlike the prior art which focuses solely on the introduction of additional gas (e.g. engine overboard gas) to cool the aircraft bleed air, the heat recovery apparatus of embodiments of the present invention recovers heat from the aircraft bleed air for operation of the aircraft.
In the present embodiment, an example of the heat recovery device 105 is an air-fuel radiator having a first input terminal 105a, a second input terminal 105b, a first output terminal 105c, and a second output terminal 105 d. The first input end 105a is connected to the other end of the conduit 106, and the first output end 105c is connected to one end of the air pipe 107. The other end of the air duct 107 is connected to an aircraft air conditioning system (not shown). The air-fuel radiator serves as a heat recovery device 105, and has a second input terminal 105b connected to the fuel inlet pipe 108 for inputting fuel, and a second output terminal 105d connected to the fuel outlet pipe 109 for outputting fuel to the fuel manifold.
In addition, the aircraft bleed air pre-cooling regenerative system 100 of the present embodiment may further include a pressure regulating valve 110 disposed on the duct 106. The aircraft bleed air pre-cooling regenerative system 100 may further comprise an overpressure valve 111, also provided on the duct 106.
As shown in fig. 1, the aircraft bleed air stream is from the intermediate stage IP or the final stage HP of the high pressure compressor. In an engine cruise condition or higher speed condition, the first bleed valve (IPCV)103 is opened and airflow passes through the first bleed duct 101, through the Pressure Regulating Valve (PRV)110, through the overpressure valve (OPV)111 into the air-fuel radiator 105, and through the air duct 107 into the aircraft air conditioning system. In the slow-start state or other low-speed states of the engine, the middle stage bleed air cannot meet the requirement of the air supply pressure of the aircraft, the second bleed air valve (HPCV)104 needs to be opened to introduce the air of the last stage of the high-pressure compressor, the air flow passes through the second bleed air pipe 102, then enters the air-fuel radiator (AFHE)105 through the pressure regulating valve 110 and the overpressure valve 111, and finally enters the air-conditioning system (a/C) of the aircraft through the air pipe 107. The other two inlets and outlets of the air-fuel radiator 105 are respectively connected with an oil inlet pipe 108 and an oil outlet pipe 109, and the fuel enters a fuel manifold after being heated by the air-fuel radiator 105 and is supplied to a combustion chamber. Fig. 2 is a schematic diagram of fig. 1. As can be seen from fig. 1 and fig. 2, the aircraft bleed air precooling and heat regenerating system of the embodiment introduces fan-free bypass airflow, and the aircraft bleed air flows are precooled in the air-fuel oil radiator, and the dissipated heat can be used for heating fuel oil, so that the function of the fuel-oil radiator is replaced, and the regenerative secondary utilization is realized. In contrast, existing aircraft bleed air systems have looked at cooling the bleed air by a precooler in order to reach the temperature required for the aircraft air conditioning inlet air. However, the heat carried by the aircraft bleed air itself is not, but not utilized, and additional bleed air is required for cooling.
Fig. 3A and 3B show a structural view of an air-fuel radiator according to an embodiment of the present invention. Referring to fig. 3A and 3B, the air-fuel radiator 105 has a passage 310 for allowing gas to pass therethrough, and a plurality of fuel branches 322 dispersed in the passage 310 constitute a fuel flow path 320. The aircraft bleed air stream 301 enters the air fuel radiator 105 through an aperture in the conduit 106 which joins a side wall of the air fuel radiator. The fuel flow path 320 enters and exits the air fuel radiator through a number of fuel manifolds 322. The fuel rail 322 may be mounted to brackets 324, with the number of brackets 324 being determined by the particular design. The aircraft bleed air stream 301 flows in a passage outside the fuel branch 322. By arranging the plurality of fuel branch pipes 322, air is disturbed, the heat exchange strength between the air and the fuel is enhanced, finally, precooled air flows out from holes formed in the side wall surface on the other side of the air-fuel radiator and connected with the air pipe 107, and the fuel also flows out from the air-fuel radiator 105 and is collected into the fuel outlet pipe 109.
In alternative embodiments, the air-fuel radiator may also be implemented in a ribbed configuration.
Fig. 4 is a layout diagram of an aircraft bleed air pre-cooling regenerative system according to a second embodiment of the invention. Unlike the first embodiment, in the present embodiment, an example of the heat recovery device 105 is a heat exchanger having an evaporation end a and a condensation end B. The evaporation end a and the condensation end B are connected by a heat pipe bundle 410 composed of a plurality of heat pipes 411. The evaporation end A has a first input end 105a and a first output end 105c, the first input end 105a is connected to the other end of the conduit 106, and the first output end 105c is connected to one end of the air pipe 107. The other end of the air duct 107 is connected to the aircraft air conditioning system. And the condensation end B of the heat exchanger is arranged at the part of the aircraft engine needing to be deiced.
When the aircraft deicing device works, aircraft bleed air enters the heat exchanger after passing through the pressure-relief valve 111, the aircraft bleed air heat absorbs heat through the evaporation end A, and then the heat is supplemented to an engine or a position of the aircraft needing deicing through the condensation end B. In the present embodiment, the installation manner of the heat pipes in the heat exchanger and in the position where deicing is required is not limited by the material property, the type and the number of the heat pipes. In order to improve the service life of the heat pipe, a heat insulation structure or a heat insulation coating, such as a ceramic coating, may be provided on the evaporation end of the heat pipe, or other heat insulation materials may be laid on the heat pipe body.
The embodiment can reduce the temperature of the bleed air flow of the airplane, reduce the additional bleed air required by the engine or the airplane for ice prevention and avoid reducing the efficiency of the engine.
According to the aircraft bleed air precooling and heat returning system, the bleed air of the aircraft is cooled without the bypass airflow of the bleed fan, and the redundant heat of the bleed air of the aircraft can be reused for heating fuel oil or deicing and other functions. Therefore, the embodiment of the invention can effectively utilize the heat of the bleed air flow of the airplane for the second time, and avoid reducing the efficiency of the outer duct of the fan of the engine and the efficiency of the air compressor.
Although the present invention has been described with reference to the present specific embodiments, it will be appreciated by those skilled in the art that the above embodiments are merely illustrative of the present invention, and various equivalent changes and substitutions may be made without departing from the spirit of the invention, and therefore, it is intended that all changes and modifications to the above embodiments within the spirit and scope of the present invention be covered by the appended claims.
Claims (7)
1. An aircraft bleed air precooling and backheating system comprises a first bleed air pipe, a second bleed air pipe, a first bleed air valve, a second bleed air valve, a heat recovery device, a guide pipe and an air pipe, wherein one end of the first bleed air pipe is connected with the middle stage of a compressor of an aircraft engine, the first bleed air valve is arranged on the first bleed air pipe, one end of the second bleed air pipe is connected with the last stage of the compressor of the aircraft engine, the second bleed air valve is arranged on the second bleed air pipe, one end of the guide pipe is connected with the other end of the first bleed air pipe and the other end of the second bleed air pipe, and the other end of the guide pipe is connected with a first input end of the heat recovery device; the first output end of the heat recovery device is connected with one end of the air pipe, the other end of the air pipe is connected with an aircraft air conditioning system, and the heat recovery device recovers heat from aircraft bleed air for the operation of the aircraft;
the heat recovery device is an air-fuel radiator, a channel allowing gas to pass through is arranged inside the air-fuel radiator, and a plurality of dispersed fuel branch pipes are arranged in the channel.
2. An aircraft bleed air precooling regenerative system according to claim 1, further comprising a pressure regulating valve provided on the duct.
3. An aircraft bleed air precooling regenerative system according to claim 1 or claim 2, further comprising an overpressure valve provided on the duct.
4. An aircraft bleed air precooling regenerative system according to claim 1, wherein the air-fuel radiator further has a second input for fuel and a second output for outputting fuel to the fuel manifold.
5. An aircraft bleed air precooling regenerative system according to claim 1, wherein the heat recovery device is a heat exchanger, and the evaporation end of the heat exchanger has the first input end and the first output end.
6. An aircraft bleed air pre-cooling regenerative system according to claim 5, characterised in that the condensation end of the heat exchanger is located at a location of the aircraft engine where de-icing is required.
7. An aircraft bleed air precooling regenerative system according to claim 5, wherein the evaporation end is provided with a thermal insulation structure or a thermal insulation coating.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510937679.1A CN106882390B (en) | 2015-12-15 | 2015-12-15 | Aircraft air-entraining precooling regenerative system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510937679.1A CN106882390B (en) | 2015-12-15 | 2015-12-15 | Aircraft air-entraining precooling regenerative system |
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| Publication Number | Publication Date |
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| CN106882390A CN106882390A (en) | 2017-06-23 |
| CN106882390B true CN106882390B (en) | 2020-06-19 |
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| CN201510937679.1A Active CN106882390B (en) | 2015-12-15 | 2015-12-15 | Aircraft air-entraining precooling regenerative system |
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Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB201807840D0 (en) * | 2018-05-15 | 2018-06-27 | Rolls Royce Plc | Gas turbine engine |
| CN110259581B (en) * | 2019-05-05 | 2021-12-28 | 南京航空航天大学 | External duct double-working medium heat exchanger utilizing air and fuel oil |
| CN112177778A (en) * | 2020-08-28 | 2021-01-05 | 成都飞机工业（集团）有限责任公司 | Temperature and pressure regulating method for bleed air of engine |
| CN112182767A (en) * | 2020-09-27 | 2021-01-05 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Data processing method and device for electromechanical system, computer equipment and storage medium |
| CN112628207A (en) * | 2020-12-15 | 2021-04-09 | 中国航发沈阳发动机研究所 | Air-entraining structure of air compressor |
| EP4056475B1 (en) * | 2021-03-10 | 2023-04-26 | Airbus Operations (S.A.S.) | Aircraft including an engine and a cooling system |
| CN114044146B (en) * | 2021-11-02 | 2023-09-01 | 江苏凌波尔航空科技发展有限公司 | Air-entraining precooling heat-regenerating device for airplane and application method thereof |
| US11702981B1 (en) | 2022-04-20 | 2023-07-18 | Raytheon Technologies Corporation | Turbine engine bleed waste heat recovery |
| 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 |
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Address after: 200241 Minhang District Lianhua Road, Shanghai, No. 3998 Applicant after: China Hangfa commercial aviation engine limited liability company Address before: 200241 Minhang District Lianhua Road, Shanghai, No. 3998 Applicant before: AVIC Commercial Aircraft Engine Co.,Ltd. |
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