CN1138685A - Air circulation type aircraft environmental control system making full use of energy - Google Patents
Air circulation type aircraft environmental control system making full use of energy Download PDFInfo
- Publication number
- CN1138685A CN1138685A CN95112822A CN95112822A CN1138685A CN 1138685 A CN1138685 A CN 1138685A CN 95112822 A CN95112822 A CN 95112822A CN 95112822 A CN95112822 A CN 95112822A CN 1138685 A CN1138685 A CN 1138685A
- Authority
- CN
- China
- Prior art keywords
- air
- control system
- cockpit
- environmental control
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Supercharger (AREA)
Abstract
一种充分利用能源的空气循环式飞机环境控制系统属飞机环境控制技术，其主要特点是，把发动机压气机引气压力作为飞机环境控制系统的入口压力，大气压力作为飞机环境控制系统的出口压力，使飞机环境控制系统进出口压力比等于发动机压气机引气的增压比。且采用两级涡轮膨胀、做功、降温，两只涡轮的输出功都传送给一只压气机，构成一个由两只涡轮一只压气机组成的升压式系统，同时采用冲压空气涡轮和压气机构成逆升压式系统来利用冲压空气的能量，降低冲压空气的温度。
An air circulation aircraft environmental control system that makes full use of energy belongs to the aircraft environmental control technology. Its main feature is that the bleed air pressure of the engine compressor is used as the inlet pressure of the aircraft environmental control system, and the atmospheric pressure is used as the outlet pressure of the aircraft environmental control system. , so that the inlet and outlet pressure ratio of the aircraft environmental control system is equal to the boost ratio of the bleed air of the engine compressor. In addition, two-stage turbines are used to expand, work, and cool down. The output work of the two turbines is transmitted to a compressor to form a boost system consisting of two turbines and one compressor. At the same time, the ram air turbine and the compressor are used. A reverse boost system is used to utilize the energy of the ram air and reduce the temperature of the ram air.
Description
本发明的充分利用能源的空气循环式飞机环境控制系统所涉及的是飞机环境控制技术。The air circulation type aircraft environment control system which fully utilizes the energy source of the present invention relates to the aircraft environment control technology.
目前在飞机上普遍使用的空气循环式飞机环境控制系统，所使用的能源主要是由发动机压气机引出的高温高压空气和由大气引入的冲压空气。At present, the air circulation type aircraft environmental control system commonly used in aircraft mainly uses high-temperature and high-pressure air drawn from the engine compressor and ram air introduced from the atmosphere.
对于发动机压气机引出的高温高压空气，飞机环境控制系统主要是利用其内能，通过涡轮膨胀做功，使空气温度降低来进行制冷。但是目前的飞机环境控制系统以及专利US5086622-A和专利US5014518-A所提出的系统，都没有充分利用发动机压气机引气所具有的能量。例如，现代歼击机在海平面高度以马赫数0.9的速度飞行时，发动机压气机引气的压力为16kg/cm2，压气机引气的增压比为15.49。而飞机环境控制系统的入口压力为引气压力调节器的出口压力，它通常限制在7kg/cm2以下；飞机环境控制系统的出口压力为座舱压力，在海平面高度飞行时约为1.033kg/cm2。因此飞机环境控制系统进出口之间实际利用的压力比只有6.78，远低于发动机压气机引气的增压比15.49。表1给出了现代歼击机在不同高度不同马赫数时的发动机压气机引气的增压比和飞机环境控制系统所实际利用的压力比。从表1可看出，目前的飞机环境控制系统所利用的压力比都远远低于发动机压气机引气的增压比。而且高度越高，利用率越低。发动机压气机引气增压比的大小反映了发动机给予引气的能量大小。而飞机环境控制系统进出口压力比的大小则表示飞机环境控制系统所利用的能量的大小。后者远小于前者，表明目前的飞机环境控制系统远远没有充分利用发动机压气机引气所具的能量。For the high-temperature and high-pressure air drawn from the engine compressor, the aircraft environmental control system mainly uses its internal energy to perform work through turbine expansion to reduce the air temperature for cooling. However, the current aircraft environment control system and the systems proposed by the patent US5086622-A and the patent US5014518-A do not fully utilize the energy of the bleed air of the engine compressor. For example, when a modern fighter plane flies at a speed of Mach number 0.9 at sea level, the pressure of the bleed air of the engine compressor is 16kg/cm 2 , and the pressurization ratio of the bleed air of the compressor is 15.49. The inlet pressure of the aircraft environmental control system is the outlet pressure of the bleed air pressure regulator, which is usually limited below 7kg/ cm2 ; the outlet pressure of the aircraft environmental control system is the cabin pressure, which is about 1.033kg/cm2 when flying at sea level. cm 2 . Therefore, the actual pressure ratio between the inlet and outlet of the aircraft environmental control system is only 6.78, which is far lower than the boost ratio of 15.49 for the bleed air of the engine compressor. Table 1 shows the pressurization ratio of the bleed air of the engine compressor and the actual pressure ratio used by the aircraft environmental control system of the modern fighter at different altitudes and different Mach numbers. It can be seen from Table 1 that the pressure ratio used by the current aircraft environmental control system is far lower than the boost ratio of the bleed air of the engine compressor. And the higher the height, the lower the utilization rate. The bleed air boost ratio of the engine compressor reflects the amount of energy given to the bleed air by the engine. The pressure ratio of the inlet and outlet of the aircraft environmental control system indicates the amount of energy used by the aircraft environmental control system. The latter is much smaller than the former, indicating that the current aircraft environmental control system is far from fully utilizing the energy of the bleed air of the engine compressor.
表1歼击机在热天飞行中的引气参数 Table 1 Bleed air parameters of fighter jets flying in hot weather
专利US5014518-A提出的系统，把入口压力提高到接近引气压力的水平，但是出口压力仍然是座舱压力。因此它也没有充分利用引气的能量。The system proposed by the patent US5014518-A raises the inlet pressure to a level close to the bleed air pressure, but the outlet pressure is still the cabin pressure. Therefore it also does not make full use of the energy of the bleed air.
由大气引入的冲压空气也具有能量。表2给出了不同高度和马赫数时冲压空气的增压比。但是目前的飞机环境控制系统以及专利US5086622-A和专利US5014518-A所提出的系统，都没有把这部分能量充分利用起来。The ram air introduced from the atmosphere also has energy. Table 2 gives the boost ratio of ram air at different altitudes and Mach numbers. However, the current aircraft environment control system and the systems proposed by the patent US5086622-A and the patent US5014518-A have not fully utilized this part of energy.
目前的空气循环式飞机环境控制系统存在的另一个问题是，没有区分座舱通风换气所需空气与座舱、电子设备舱制冷所需空气的不同特点而分别对待，而是把两者合而为一。从发动机压气机高压级引出一股空气，既用于座舱通风换气，也用于座舱和电子设备舱制冷。这种设计是飞机环境控制系统浪费能源的又一个主要根源。原因有两个，一是用于制冷的空气如果同时用于座舱通风换气，则制冷系统的出口压力不能低于座舱压力，因而不能充分利用引气所具有的能量，造成浪费。二是单纯只用于座舱通风换气的空气所需压力是很低的，只要大于座舱压力加管道压降即可。如果这部分空气也从发动机压气机高压级引气，则由此造成的发动机功率损失将比引用低压空气增大几倍、十几倍、甚至更多。例如夏天当气温为40℃时，某机以M＝0.9的速度在海平面高度飞行，此时发动机压气机高压级引气的压力约为16kg/cm2，温度约为474℃。如果引用的低压空气的压力为1.75kg/cm2，温度为90.73℃，则高压引气造成的发动机功率损失约为低压引气的8.6倍。这是相当大的浪费。对于座舱通风换气所需空气流量远大于座舱、电子设备舱制冷所需空气流量的旅客机，这种浪费显得特别严重。Another problem with the current air-circulating aircraft environmental control system is that it does not distinguish between the air required for cabin ventilation and the air required for cooling the cabin and electronic equipment compartments, and treats them separately, but combines the two into one one. A stream of air is drawn from the high-pressure stage of the engine compressor, which is used not only for cabin ventilation, but also for cooling the cabin and electronic equipment compartment. This design is another major source of wasted energy in aircraft environmental control systems. There are two reasons. One is that if the air used for cooling is used for cabin ventilation at the same time, the outlet pressure of the refrigeration system cannot be lower than the cabin pressure, so the energy of the bleed air cannot be fully utilized, resulting in waste. The 2nd, the required pressure of the air that is only used for cabin ventilation is very low, as long as it is greater than the cabin pressure plus the pipeline pressure drop. If this part of air is also bleed from the high-pressure stage of the engine compressor, the resulting engine power loss will be several times, ten times, or even more than that of the low-pressure air. For example, in summer when the temperature is 40°C, an aircraft flies at sea level at a speed of M=0.9. At this time, the pressure of the bleed air at the high-pressure stage of the engine compressor is about 16kg/cm 2 , and the temperature is about 474°C. If the quoted low-pressure air has a pressure of 1.75kg/cm 2 and a temperature of 90.73°C, the engine power loss caused by high-pressure bleed air is about 8.6 times that of low-pressure bleed air. This is quite a waste. For the passenger aircraft whose air flow required for cabin ventilation is much greater than the air flow required for cooling of the cabin and electronic equipment compartment, this waste is particularly serious.
表2冲压空气的参数
本发明的目的在于提供一种能把发动机压气机引气所具有的能量和冲压空气所具有的能量充分利用起来，使飞机环境控制系统的性能系数Cop进一步大幅度提高的空气循环式飞机控制系统。The object of the present invention is to provide an air circulation aircraft control system that can fully utilize the energy of the bleed air of the engine compressor and the energy of the ram air, so that the coefficient of performance Cop of the aircraft environmental control system can be further greatly improved .
本发明充分利用发动机压气机引气所具有的能量的技术方案，是把发动机压气机引气压力p0作为飞机环境控制系统的入口压力pin，把大气压力pH作为飞机环境控制系统的出口压力pex，使飞机环境控制系统进出口压力比εA等于发动机压气机引气的增压比π0，从而使发动机压气机引气所具有的能量被充分地利用起来。为有效地利用发动机压气机引气所具有的能量，本发明采用两级涡轮膨胀做功、降温。两只涡轮的输出功率都传送给一只压气机，构成一个具有两只涡轮一只压气机的升压式系统。为了适应涡轮进口压力变化和调节流量的需要，两只涡轮均采用喷咀截面积可调的变截面涡轮。为了获得干燥空气，用第一级涡轮与冷凝器、回热器和高压水分离器构成高压除水系统。为防止冷凝器结冰，第一级涡轮的出口温度在低空时不低于2℃。对于座舱和电子设备舱的冷却，本发明都采用热交换器，用第二级涡轮出口的冷空气，对座舱和电子设备舱进行冷却。The present invention makes full use of the technical scheme of the energy of the bleed air of the engine compressor, which is to use the pressure p0 of the bleed air of the engine compressor as the inlet pressure p in of the aircraft environment control system, and use the atmospheric pressure p H as the outlet of the aircraft environment control system The pressure p ex makes the inlet and outlet pressure ratio ε A of the aircraft environmental control system equal to the boost ratio π 0 of the bleed air of the engine compressor, so that the energy of the bleed air of the engine compressor can be fully utilized. In order to effectively utilize the energy of the bleed air of the engine compressor, the present invention adopts two-stage turbo expansion to perform work and cool down. The output power of the two turbines is sent to a compressor, forming a booster system with two turbines and one compressor. In order to meet the needs of turbine inlet pressure change and flow adjustment, both turbines adopt variable-section turbines with adjustable nozzle cross-sectional areas. In order to obtain dry air, a high-pressure water removal system is composed of a first-stage turbine, a condenser, a regenerator and a high-pressure water separator. In order to prevent the condenser from freezing, the outlet temperature of the first stage turbine should not be lower than 2°C at low altitude. For the cooling of the cockpit and the electronic equipment compartment, the present invention adopts a heat exchanger to cool the cockpit and the electronic equipment compartment with the cold air from the outlet of the second-stage turbine.
冲压空气在飞机环境控制系统中用来作为散热器的冷源(吸热介质)，降低它的温度有利于提高飞机环境控制系统的性能系数Cop。为此，本发明充分利用冲压空气所具有的能量的技术方案是采用冲压空气涡轮和压气机构成逆升压式系统，用它来利用冲压空气的能量，驱动涡轮压气机机组，通过涡轮膨胀做功，降低冲压空气的温度。为了适应冲压空气压力变化和调节流量的需要，冲压空气涡轮也采用喷咀截面积可调的变截面涡轮。The ram air is used as the cooling source (heat-absorbing medium) of the radiator in the aircraft environmental control system, and reducing its temperature is conducive to improving the performance coefficient Cop of the aircraft environmental control system. For this reason, the technical solution of the present invention to make full use of the energy of the ram air is to use the ram air turbine and the compressor to form a reverse boost system, use it to use the energy of the ram air to drive the turbine compressor unit, and perform work through the expansion of the turbine , reduce the temperature of the ram air. In order to adapt to the change of ram air pressure and the need to adjust the flow rate, the ram air turbine also adopts a variable-section turbine with adjustable nozzle cross-sectional area.
根据座舱通风换气所需空气与座舱、电子设备舱制冷所需空气的不同特点，为减少浪费，本发明把单纯用于座舱通风换气的空气改为从发动机压气机低压级引气，只把用于座舱、电子设备舱制冷用的空气从发动机压气机高压级引气。对于同时用于座舱、电子设备舱制冷和座舱通风换气的空气，从发动机压气机高压级引气，而后从第二级涡轮的入口处取出供入座舱，用于座舱通风换气。According to the different characteristics of the air required for cabin ventilation and the air required for the cooling of the cabin and electronic equipment cabins, in order to reduce waste, the present invention changes the air used simply for cabin ventilation into bleed air from the low-pressure stage of the engine compressor. The air used for cooling the cockpit and electronic equipment compartment is bleed from the high-pressure stage of the engine compressor. For the air used for the cooling of the cockpit and electronic equipment compartment and the ventilation of the cockpit, the air is drawn from the high-pressure stage of the engine compressor, and then taken out from the inlet of the second-stage turbine and supplied to the cockpit for ventilation of the cockpit.
此外，为了充分利用能量，本发明还取用冷却过座舱和电子设备舱之后排出的空气作为发动机压气机的高温高压引气的初级散热器的冷风源。In addition, in order to make full use of energy, the present invention also uses the air discharged after cooling the cockpit and the electronic equipment compartment as the cold wind source of the primary radiator of the high temperature and high pressure bleed air of the engine compressor.
本发明可以有各种具体的实施方案。The present invention is capable of various specific embodiments.
附图1，为本发明用于现代歼击机的一种实施方案。Accompanying drawing 1, is a kind of embodiment that the present invention is used in modern fighter.
附图2，为本发明用于现代旅客机的一种实施方案。Accompanying drawing 2, is a kind of embodiment that the present invention is used in modern passenger aircraft.
图中T1、T2、T3为涡轮，Ca、Cb为压气机。其中T1、T2、Ca为一涡轮压气机机组，T3、Cb为另一涡轮压气机机组。图中标号1、2、3、5为空气——空气热交换器，4为空气——液体热交换器，图中的A、B1、B2、C1、C2、C3、C4、C5、D、E为控制阀门，f为单向活门，Ra为冲压空气。In the figure, T 1 , T 2 and T 3 are turbines, and C a and C b are compressors. Among them, T 1 , T 2 , and C a are one turbocompressor unit, and T 3 , C b are another turbocompressor unit. Numbers 1, 2, 3, and 5 in the figure are air-air heat exchangers, 4 is air-liquid heat exchangers, A, B 1 , B 2 , C 1 , C 2 , C 3 , C in the figure 4. C 5 , D, and E are control valves, f is a one-way valve, and Ra is stamping air.
附图1与附图2的不同之处在于，附图1中的座舱CB的通风换气的空气是从涡轮T2的入口处引出一部分空气供入座舱，而座舱排气则送入热交换器(4)的冷风道，用于冷却电子设备舱。而附图2中的座舱CD的通风换气的空气，是从发动机压气机EC的低压级引气，而后利用热交换器(5)与座舱排气进行热交换，使其温度接近座舱温度。除此之外，附图1与附图2完全相同，现按附图1详细叙述如下：The difference between accompanying drawing 1 and accompanying drawing 2 is that, the air of the cabin CB ventilation in accompanying drawing 1 draws a part of air from the inlet of turbine T 2 to supply the cabin, while the cabin exhaust is sent into the heat exchange The cold air duct of the device (4) is used for cooling the electronic equipment compartment. And the air of the ventilation of cabin CD in accompanying drawing 2 is from the low-pressure stage bleed air of engine compressor EC, utilizes heat exchanger (5) to carry out heat exchange with cabin exhaust then, makes its temperature close to cabin temperature. In addition, accompanying drawing 1 is identical with accompanying drawing 2, now according to accompanying drawing 1 detailed description is as follows:
在座舱需要冷却时，由发动机压气机EC引出的高温高压空气首先通过热交换器(1)，由热交换器(4)排出的冷空气进行冷却，而后进入压气机Ca进行升压升温，然后通过热交换器(2)，由冲压空气进行冷却。冲压空气的温度由涡轮T3压气机Cb构成的逆升压式系统进行降温，在此系统中，冲压空气先通过涡轮T3膨胀降温，而后通过热交换器(2)的冷风道，最后由压气机Cb升压后排出机外。通过热交换器(2)冷却后的空气进入由涡轮T1、回热器RH、冷凝器CD和高压水分离器WE构成的高压除水系统。通过此系统进行降温降压减湿除水之后，再通过涡轮T2进一步降温降压成为温度很低的冷空气，用于冷却座舱CB和电子设备舱EL。其中一部分冷空气通过热交换器(3)对由风机(6)驱动的座舱再循环空气和供入座舱的新鲜空气进行冷却；另一部分冷空气与热交换器(3)排出的冷空气和座舱排气混合后通过热交换器(4)对电子设备舱的循环冷却电子设备的液体进行冷却。由热交换器(4)排出的冷空气再通过热交换器(1)的冷风道，对发动机压气机EC高压级引气进行冷却，然后排出机外。When the cockpit needs to be cooled, the high-temperature and high-pressure air drawn from the engine compressor EC first passes through the heat exchanger (1), and the cold air discharged from the heat exchanger (4) is cooled, and then enters the compressor C a to increase the pressure and temperature. It is then cooled by the ram air through the heat exchanger (2). The temperature of the ram air is lowered by the reverse boost system composed of the turbine T3 compressor Cb . In this system, the ram air first expands and cools through the turbine T3 , then passes through the cold air channel of the heat exchanger (2), and finally After being boosted by the compressor C b , it is discharged out of the machine. The air cooled by the heat exchanger (2) enters the high-pressure water removal system composed of the turbine T1 , the regenerator RH, the condenser CD and the high-pressure water separator WE. After the temperature and pressure reduction, dehumidification and water removal are carried out through this system, the temperature and pressure are further reduced by the turbine T2 to become cold air with a very low temperature, which is used to cool the cockpit CB and the electronic equipment compartment EL. Part of the cold air passes through the heat exchanger (3) to cool the cabin recirculation air driven by the fan (6) and the fresh air supplied to the cabin; the other part of the cold air is combined with the cold air discharged from the heat exchanger (3) and the cabin After the exhaust gas is mixed, the liquid circulating and cooling the electronic equipment in the electronic equipment compartment is cooled by the heat exchanger (4). The cold air discharged from the heat exchanger (4) passes through the cold air channel of the heat exchanger (1) to cool the bleed air of the EC high-pressure stage of the engine compressor, and then is discharged out of the machine.
系统运行中，发动机压气机高压级引气流量主要通过改变涡轮T1和T2的喷咀截面积进行控制，阀门A在多数情况下是全开的，只在少数情况下起辅助控制作用。座舱温度由阀门B1和B2进行控制。此时阀门E关闭。座舱通风流量由阀门D控制。阀门C1、C2、C3、C4、C5对于热交换器(2)的冷风道的控制方法如下：在地面时或飞行速度很低时，打开阀门C3、C5，关闭阀门C1、C4，打开并调节C2阀门，引适当数量的高压引气驱动涡轮T3，带动压气机Cb，对热交换器(2)的冷风道进行抽气，使之产生合符需要的冷风道流量；在高速飞行中，关闭阀门C2、C3、C5，打开阀门C1、C4，利用冲压空气产生冷风道流量，同时利用冲压空气的能量驱动涡轮T3，带动压气机Cb，通过涡轮膨胀做功，降低冲压空气的温度。此时冷风道流量靠改变涡轮T3的喷咀截面积进行控制。在某些低速飞行中，如果需要直接引用冲压空气，则可以关闭阀门C2、C5，打开并调节阀门C3，使之产生合符需要的冷风道流量。此时阀门C1、C4的开、关，可根据需要确定。During the operation of the system, the bleed air flow rate of the high-pressure stage of the engine compressor is mainly controlled by changing the cross-sectional area of the nozzles of the turbines T1 and T2 . Valve A is fully open in most cases, and only plays an auxiliary control role in a few cases. Cabin temperature is controlled by valves B1 and B2 . At this moment, valve E is closed. The cabin ventilation flow is controlled by valve D. Valves C 1 , C 2 , C 3 , C 4 , and C 5 control the cold air duct of the heat exchanger (2) as follows: When on the ground or when the flight speed is very low, open the valves C 3 , C 5 and close the valves C 1 , C 4 , open and adjust the C 2 valve, guide an appropriate amount of high-pressure bleed air to drive the turbine T 3 , drive the compressor C b , and extract air from the cold air passage of the heat exchanger (2) to make it meet the requirements The required flow of the cold air passage; during high-speed flight, close the valves C 2 , C 3 , and C 5 , open the valves C 1 , C 4 , and use the ram air to generate the flow of the cold air passage. At the same time, use the energy of the ram air to drive the turbine T 3 to drive Compressor C b works through turbine expansion to reduce the temperature of the ram air. Now the flow of the cold air channel is controlled by changing the cross-sectional area of the nozzle of the turbine T3 . In some low-speed flights, if the ram air needs to be used directly, the valves C 2 and C 5 can be closed, and the valve C 3 can be opened and adjusted to produce the desired cold air flow. At this time, the opening and closing of valves C 1 and C 4 can be determined according to needs.
在座舱需要加温时，关闭阀门B1，完全打开阀门B2，使涡轮T2出口冷空气全部流入热交换器(4)的冷风道。同时调节涡轮T1和T2的喷咀截面积，使流量符合电子设备舱冷却的需要。与此同时打开并调节阀门E，引适当数量的高温空气供入座舱，对座舱进行加温。此时座舱温度由阀门E控制。When the cockpit needs to be heated, close the valve B 1 and fully open the valve B 2 so that all the cold air at the outlet of the turbine T 2 flows into the cold air duct of the heat exchanger (4). At the same time, adjust the cross-sectional areas of the nozzles of the turbines T1 and T2 so that the flow rate meets the cooling needs of the electronic equipment compartment. At the same time, the valve E is opened and adjusted, and an appropriate amount of high-temperature air is introduced into the cockpit to heat the cockpit. At this time, the cabin temperature is controlled by valve E.
所有控制机构均由微机智能控制器按照最佳运行的要求统一进行控制。All control mechanisms are uniformly controlled by the microcomputer intelligent controller according to the requirements of optimal operation.
为了说明本发明的可行性和优点，以采用现有元器件为依据，对本发明的附图1的实施例进行了设计计算。计算的主要结果列于表3之中。In order to illustrate the feasibility and advantages of the present invention, based on the use of existing components and parts, design calculations have been carried out on the embodiment of the accompanying drawing 1 of the present invention. The main results of the calculations are listed in Table 3.
由表3数据可以看出，该系统达到的性能系统Cop很高。与目前的歼击机环境控制系统相比，在H＝0，M＝0.9时，Cop提高了1.5倍左右；在H＝11km，M＝2时，Cop提高了2.9倍左右；在H＝18km，M＝2时，Cop提高了2.8倍左右。这充分说明，在器件水平相同的条件下，本发明可以大幅度地、成倍地提高飞机环境控制系统的性能系数Cop。这是本发明的主要优点。除此之外，本发明还有如下优点：It can be seen from the data in Table 3 that the performance system Cop achieved by the system is very high. Compared with the current fighter environment control system, when H=0, M=0.9, Cop is increased by about 1.5 times; when H=11km, M=2, Cop is increased by about 2.9 times; when H=18km, M =2, the Cop is increased by about 2.8 times. This fully demonstrates that under the condition of the same device level, the present invention can greatly and multiply the performance coefficient Cop of the aircraft environment control system. This is the main advantage of the invention. In addition, the present invention also has the following advantages:
(1)本发明可以大幅度地减少代偿损失。(1) The present invention can greatly reduce compensatory losses.
由表3中的发动机压气机引气流量和冲压空气流量的数据可求得，该系统与具有同样制冷能力的目前的歼击机飞机环境控制系统相比，由引气和冲压空气造成的代偿损失，在H＝0，M＝0.9时，约可减少69％左右；在H＝11km，M＝2时，约可减少83％左右；在H＝18km，M＝2时，约可减少81％左右。而由系统重量引起的代偿损失增加得却不多。因此总的来说，仍然是大幅度地减少了代偿损失。From the data of the bleed air flow and ram air flow of the engine compressor in Table 3, the compensatory loss caused by bleed air and ram air in this system compared with the current fighter aircraft environmental control system with the same refrigeration capacity , when H=0, M=0.9, it can be reduced by about 69%; when H=11km, M=2, it can be reduced by about 83%; when H=18km, M=2, it can be reduced by about 81% about. Compensatory losses due to system weight do not increase much. Therefore, in general, compensatory losses are still greatly reduced.
表3 附图1系统设计计算数据 Table 3 System Design Calculation Data of Attachment 1
(2)本发明可以适用于现代高马赫数飞行的飞机。(2) The present invention can be applied to modern high Mach number flying aircrafts.
提高飞行马赫数是现代飞机的发展方向之一，也是现代飞机区别于老式飞机的主要特征之一。但是飞行马赫数的提高将使冲压空气温度随之提高。高到一定程度之后，冲压空气将不再是冷风源，散热器将不能利用冲压空气进行散热，从而使系统失去制冷能力。因此目前的飞机环境控制系统不能适用飞行马赫数更高的飞机。而本发明则不同，它可以利用冲压空气的能量驱动涡轮压气机机组，通过涡轮膨胀做功，把冲压空气的温度降下来，使它在高马赫数飞行时仍然可以充当散热器的有效的冷风源。例如在H＝11km，M＝2时，冲压空气温度高达156℃，而通过涡轮降温之后，散热器(2)的冷风道进口温度只有4.4℃左右。因此，本发明可以适用于现代高马赫数飞行的飞机。马赫数越高，本发明的优点越明显。Improving the flight Mach number is one of the development directions of modern aircraft, and it is also one of the main features that distinguish modern aircraft from old-fashioned aircraft. However, the increase in the flight Mach number will increase the temperature of the ram air. After reaching a certain level, the ram air will no longer be the source of cold air, and the radiator will not be able to use the ram air to dissipate heat, thus causing the system to lose its cooling capacity. Therefore, the current aircraft environmental control system cannot be applied to aircraft with a higher flight Mach number. But the present invention is different, it can utilize the energy of the ram air to drive the turbocompressor unit, do work through the expansion of the turbine, and lower the temperature of the ram air, so that it can still serve as an effective cold air source for the radiator when flying at a high Mach number . For example, when H=11km and M=2, the temperature of the ram air is as high as 156° C., but after being cooled by the turbine, the inlet temperature of the cold air channel of the radiator (2) is only about 4.4° C. Therefore, the present invention can be applied to modern high Mach number flying aircraft. The higher the Mach number, the more obvious the advantages of the present invention.
(3)本发明的可行性好。(3) The feasibility of the present invention is good.
本发明没有采用过去和现在都没有的，需要重新研制的器件。本发明采用的喷咀截面积可调的变截面涡轮在波音707飞机上已经使用过。本发明采用的压气机、热交换器、高压水分离器等等都是目前的飞机环境控制系统中所使用的器件。没有特殊的要求。因此，实现本发明没有不可克服的困难，本发明是完全可以实现的。The present invention does not adopt devices that have not existed in the past or present and need to be redeveloped. The adjustable cross-section turbine of the nozzle cross-sectional area that the present invention adopts has been used on the Boeing 707 aircraft. The compressors, heat exchangers, high-pressure water separators and the like used in the present invention are all devices used in current aircraft environment control systems. There are no special requirements. Therefore, there is no insurmountable difficulty in realizing the present invention, and the present invention is fully achievable.
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 95112822 CN1078558C (en) | 1995-12-28 | 1995-12-28 | Air circulating plane environmental control system able to fully utilizing energy |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 95112822 CN1078558C (en) | 1995-12-28 | 1995-12-28 | Air circulating plane environmental control system able to fully utilizing energy |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1138685A true CN1138685A (en) | 1996-12-25 |
| CN1078558C CN1078558C (en) | 2002-01-30 |
Family
ID=5079783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 95112822 Expired - Fee Related CN1078558C (en) | 1995-12-28 | 1995-12-28 | Air circulating plane environmental control system able to fully utilizing energy |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1078558C (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102390536A (en) * | 2011-09-14 | 2012-03-28 | 中国航空工业集团公司西安飞机设计研究所 | Three-wheel pressure-boosting refrigerating and liquid cooling composite thermal energy managing system |
| CN102390538A (en) * | 2011-09-14 | 2012-03-28 | 中国航空工业集团公司西安飞机设计研究所 | Comprehensive environmental control/liquid cooling heat energy management system without ramjet inlet |
| CN101511675B (en) * | 2006-09-11 | 2012-06-20 | 空中客车德国运营有限责任公司 | Air supply system of an aircraft and method for mixing two air streams in an air supply system |
| CN103723276A (en) * | 2013-12-04 | 2014-04-16 | 中国飞行试验研究院 | Electronic equipment ventilation cooling system based on Y7 aircraft environment control system |
| CN104850153A (en) * | 2015-05-06 | 2015-08-19 | 江苏科技大学 | Stratospheric airship electronic equipment cabin temperature control system and control method |
| CN107303951A (en) * | 2016-04-22 | 2017-10-31 | 哈米尔顿森德斯特兰德公司 | Utilize the environmental control system of enhanced compressor |
| CN108216642A (en) * | 2017-12-06 | 2018-06-29 | 中国科学院工程热物理研究所 | A kind of Reheat-type cooling turbine unit system applied to aircraft pod |
| US10017032B2 (en) | 2016-02-16 | 2018-07-10 | The Boeing Company | Thermal management systems and methods |
| CN109502035A (en) * | 2017-09-14 | 2019-03-22 | 空中客车运营简化股份公司 | A kind of heat-exchange device and aircraft pylon and aircraft |
| US10239624B2 (en) | 2017-02-15 | 2019-03-26 | The Boeing Company | Reverse air cycle machine (RACM) thermal management systems and methods |
| US10399683B2 (en) | 2016-02-16 | 2019-09-03 | The Boeing Company | Thermal management systems and methods |
| CN111332477A (en) * | 2020-02-21 | 2020-06-26 | 中国电子科技集团公司第二十九研究所 | Reverse boosting turbine bypass control device and method |
| CN116692014A (en) * | 2023-05-16 | 2023-09-05 | 南京航空航天大学 | Comprehensive refrigerating system for multi-electric aircraft and working method thereof |
-
1995
- 1995-12-28 CN CN 95112822 patent/CN1078558C/en not_active Expired - Fee Related
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101511675B (en) * | 2006-09-11 | 2012-06-20 | 空中客车德国运营有限责任公司 | Air supply system of an aircraft and method for mixing two air streams in an air supply system |
| CN102390538A (en) * | 2011-09-14 | 2012-03-28 | 中国航空工业集团公司西安飞机设计研究所 | Comprehensive environmental control/liquid cooling heat energy management system without ramjet inlet |
| CN102390536A (en) * | 2011-09-14 | 2012-03-28 | 中国航空工业集团公司西安飞机设计研究所 | Three-wheel pressure-boosting refrigerating and liquid cooling composite thermal energy managing system |
| CN103723276A (en) * | 2013-12-04 | 2014-04-16 | 中国飞行试验研究院 | Electronic equipment ventilation cooling system based on Y7 aircraft environment control system |
| CN104850153A (en) * | 2015-05-06 | 2015-08-19 | 江苏科技大学 | Stratospheric airship electronic equipment cabin temperature control system and control method |
| US10399683B2 (en) | 2016-02-16 | 2019-09-03 | The Boeing Company | Thermal management systems and methods |
| US10017032B2 (en) | 2016-02-16 | 2018-07-10 | The Boeing Company | Thermal management systems and methods |
| CN107303951A (en) * | 2016-04-22 | 2017-10-31 | 哈米尔顿森德斯特兰德公司 | Utilize the environmental control system of enhanced compressor |
| US10239624B2 (en) | 2017-02-15 | 2019-03-26 | The Boeing Company | Reverse air cycle machine (RACM) thermal management systems and methods |
| CN109502035A (en) * | 2017-09-14 | 2019-03-22 | 空中客车运营简化股份公司 | A kind of heat-exchange device and aircraft pylon and aircraft |
| CN109502035B (en) * | 2017-09-14 | 2022-04-05 | 空中客车运营简化股份公司 | Heat exchange device, aircraft hanging rack and aircraft |
| CN108216642A (en) * | 2017-12-06 | 2018-06-29 | 中国科学院工程热物理研究所 | A kind of Reheat-type cooling turbine unit system applied to aircraft pod |
| CN111332477A (en) * | 2020-02-21 | 2020-06-26 | 中国电子科技集团公司第二十九研究所 | Reverse boosting turbine bypass control device and method |
| CN111332477B (en) * | 2020-02-21 | 2022-09-20 | 中国电子科技集团公司第二十九研究所 | A reverse boost turbine bypass control device and method |
| CN116692014A (en) * | 2023-05-16 | 2023-09-05 | 南京航空航天大学 | Comprehensive refrigerating system for multi-electric aircraft and working method thereof |
| CN116692014B (en) * | 2023-05-16 | 2025-10-28 | 南京航空航天大学 | An integrated refrigeration system for a more electric aircraft and its operating method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1078558C (en) | 2002-01-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111017235B (en) | Energy-optimized aircraft electromechanical system thermal management method | |
| EP0738655B1 (en) | Environmental control system | |
| US6457318B1 (en) | Recirculating regenerative air cycle | |
| US4334411A (en) | Unique air cycle refrigeration system | |
| US5137230A (en) | Aircraft gas turbine engine bleed air energy recovery apparatus | |
| US6615606B2 (en) | Dual turbine bootstrap cycle environmental control system | |
| US5511374A (en) | High pressure air source for aircraft and engine requirements | |
| CN109367791B (en) | Electric environment control system for multi-electric airplane | |
| CN102874410B (en) | High-speed motor driven air circulating refrigeration system | |
| CN101148197A (en) | A cockpit environment control system applied to passenger aircraft | |
| CN1138685A (en) | Air circulation type aircraft environmental control system making full use of energy | |
| CN103256742B (en) | Electric split four-wheel high-pressure dewatering air-circulation refrigerating system | |
| JPS60138367A (en) | Air cycle air-conditioning system | |
| WO2009064288A1 (en) | Cabin air and heat exchanger ram air inlets for aircraft environmental control systems, and associated method of use | |
| CN113184196A (en) | Integrated loop control system for fixed-wing aircraft | |
| CN106064671A (en) | The environmental control system during circulating, cabin discharge air being mixed with releasing air | |
| WO2021073186A1 (en) | Helicopter multi-cabin two-mode air conditioning system employing compressor intermediate air supplementation technology | |
| US3097508A (en) | Air conditioning | |
| CN2886450Y (en) | High-speed motor driven reverse pressure boosting type air circulation refrigerating system | |
| CN108216642A (en) | A kind of Reheat-type cooling turbine unit system applied to aircraft pod | |
| CN101476792A (en) | Power turbine driven reverse-bootstrap type air circulation refrigeration system with precooler | |
| CN116692014B (en) | An integrated refrigeration system for a more electric aircraft and its operating method | |
| US2557101A (en) | Aircraft cooling system and method | |
| CN202770042U (en) | Whole sealing air circulation refrigerating system driven by power turbine | |
| JP3915263B2 (en) | Air conditioner for aircraft |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C06 | Publication | ||
| PB01 | Publication | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C19 | Lapse of patent right due to non-payment of the annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |