Fuel conserving air-conditioning apparatus and method for aircraft

• US 4,263,786 A
• Filed: 07/10/1979
• Issued: 04/28/1981
• Est. Priority Date: 07/10/1979
• Status: Expired due to Term

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Eng, Kaiwah G.
• Primary Examiner(s): Capossela, Ronald C.
• Application Number:
  US06/056,241
• Time in Patent Office: 658 Days
• Field of Search: 62/87, 62/89, 62/172, 62/201, 62/402, 62/430
• US Class Current: 62/87
• CPC Class Codes: B64D 13/06 the air being conditioned pressurising B64D13/02
• CPC Class Codes: B64D 2013/0644 including electric motors or generators
• CPC Class Codes: B64D 2013/0659 comprising provisions for cooling fuel systems
• CPC Class Codes: B64D 2013/0674 comprising liquid subsystems
• CPC Class Codes: B64D 2013/0688 with means for recirculating cabin air
• CPC Class Codes: Y02T 50/50 On board measures aiming to increase energy efficiency

Abstract

An aircraft cabin air-conditioning system, of the type that uses engine bleed air, regulates the amount of tapped bleed air so as to be just sufficient to maintain a desired cabin pressure, thus minimizing the fuel burn allocated to the aircraft'"'"'s environmental control system. The air-conditioning system cools the bleed air by passing it first through a heat exchanger 50 of a circulating glycol/water coolant loop 55 for heat transfer to a coolant and then through an evaporator 60 of an electrically-driven vapor-cycle loop 56 for supplemental heat transfer to a refrigerant. The rate at which the refrigerant is circulated through the evaporator 60 is regulated to be just sufficient to provide a required supplemental cooling capacity, thereby minimizing electrical power consumed by a compressor 63 that forms part of the vapor-cycle loop 56. A subbranch of the coolant loop 55 carries the coolant through a condenser 64 of the vapor-cycle loop 56 where there is an additional transfer of heat to the coolant. Bulk fuel in the aircraft fuel tanks as well as heat loss from the wing'"'"'s lower and upper skin surfaces during flight are used as a heat sink for heat that has been transferred from the bleed air to the coolant, and for this purpose the coolant loop 55 circulates the fluid coolant through a fuel-cooled heat exchanger 59. To further conserve the volume of air that must be bled from the engine, used cabin air is filtered and recirculated through the evaporator 60 of the vapor-cycle loop 56 where it is recooled prior to being reintroduced into the cabin.

Claims

1. A fuel conserving air-conditioning apparatus for an aircraft cabin that operates effectively with a supply of air bled from a turbo-fan engine at minimal pressure and temperature, comprising:

flow control means for receiving engine bleed air and for passing a constant volumetric rate of flow of such bleed air;

a coolant loop including an air-to-coolant heat exchanger means for receiving bleed air passed by said flow control means and for transferring heat therefrom to a coolant so as to cause a partial cooling of the bleed air, heat sink means for receiving said coolant and extracting heat therefrom, and means for circulating said coolant through said heat exchanger means and said heat sink means;

a vapor-cycle loop including an evaporator means for receiving the partially cooled bleed air from said heat exchanger and for receiving and evaporating a liquid-state refrigerant to a vapor state in heat exchange relation with said bleed air so as to extract additional heat therefrom and cause further cooling of the bleed air, compressor means for compressing the vapor-state refrigerant, and condenser means for condensing the thusly compressed vapor-state refrigerant to a liquid state, and means for circulating said refrigerant through said evaporator means, compressor means and condenser means;

duct means for ducting bleed air from said evaporator means to an aircraft'"'"'scabin; and

means for controlling the rate of circulation of said refrigerant in said vapor-cycle loop as a function of air temperature in an aircraft'"'"'s cabin so as to regulate the degree of said further cooling of the bleed air.

2. The apparatus of claim 1 wherein said condenser means of said vapor-cycle loop comprises heat exchanging means connected to said coolant loop for receiving the circulated coolant and for transferring heat from said refrigerant whensaid refrigerant is in said condenser means to said coolant.

3. The apparatus of claim 2 wherein said coolat loop comprises first and second subloops, each conducting a portion of the total flow of said coolant, said first subloop of said coolant being connected to conduct said coolant through said air-to-coolant heat exchanger means, and said second subloop of said coolant loop being connected to conduct coolant through said heat exchanging means in said condenser means of said vapor-cycle loop.

4. The apparatus of claim 3 wherein said coolant loop comprises flow combiner means for combining the coolant flowing in said first and second subloops into a main coolant flow conduit, and flow divider means connected to said main flow conduit for dividing the flow of coolant therein into said first and second subloops, and said heat sink means comprises a liquid-to-liquid heat exchanger connected in series with said main flow conduit and disposed in an aircraft fuel tank in heat exchange relationship with the fuel carried therein.

5. The apparatus of claim 4 wherein said heat sink means further comprises fuel conduit means connected to receive fuel and circulate fuel through said liquid-to-liquid heat exchanger means mounted in said fuel tank, and pump means for pumping fuel within said tank through said fuel conduit means and hence through said liquid-to-liquid heat exchanger means.

6. The apparatus of claim 5 wherein said fuel tank is mounted in a wing of the aircraft, and further comprising a fuel discharge conduit connected at the discharge side of said liquid-to-liquid heat exchanger, and a spray bar means connected to said fuel discharge conduit, said spray bar means being located in said fuel tank for receiving fuel passed through said liquid-to-liquid heat exchanger and for directing said fuel at an interior wall of said tank so as to dissipate heat received by said fuel in said liquid-to-liquid heat exchanger means.

7. The apparatus of claim 5 further comprising means connected to said main flow conduit of said coolant loop for maintaining the pressure of said coolant flowing therein at a greater pressure than that of said fuel conducted through said liquid-to-liquid heat exchanger means, whereby a pressure differential between said coolant and said fuel in said liquid-to-liquid heat exchanger means prevent leakage of said fuel into said coolant loop.

8. The apparatus of claim 1 wherein said heat sink means of said coolant loop comprises means for exchanging heat between said coolant and fuel carried by the aircraft.

9. The apparatus of claim 8 further comprising an auxiliary heat sink means including a liquid-to-air heat exchanger means connected in said coolant loop for passing said coolant therethrough, and having means for ducting ambient air in heat exchange relationship with said coolant.

10. The apparatus of claim 9 wherein said auxiliary heat sink means comprises means for controlling the flow of ambient air through said liquid-to-air heat exchanger means, and temperature sensing means for sensing the temperature of said fuel, and control means responsive to said temperature sensing means for operating said ambient air flow control means as a function of the temperature of said fuel.

11. The apparatus of claim 1 wherein said means for controlling the rate of circulation of said refrigerant comprises modulation valve means connected in said vapor-cycle loop, said modulation valve means including a fully closed position for stopping the circulation of said refrigerant in said vapor-cycle loop when the air temperature in said cabin falls below a predetermined temperature.

12. The apparatus of claim 11 further comprising a heating conduit means having an inlet end connected between said flow control means and said air-to-coolant heat exchanger mans of said coolant loop and having a discharge end connected for delivering warm bleed air to an aircraft'"'"'s cabin, and a first modulation valve connected to control the flow of bleed air from said heat exchanger means of said coolant loop and said evaporator means of said vapor-cycle loop to an aircraft'"'"'s cabin, and a second modulation valve connected in series with said heating conduit, and cabin temperature control mans for correlative operation of said first and second modulation valves when said refrigerant modulation valve is in said off position, for delivering the proper mix of cool and warm bleed air to an aircraft'"'"'s cabin for maintaining a selected temperature therewithin.

13. The apparatus of claim 1 wherein said flow control means comprises a fixed flow restricter and a pressure responsive, self-acting flow regulating valve, said flow regulating valve cooperating with said flow restricter for maintaining said constant volumetric rate of flow.

14. The apparatus of claim 13 further comprising pressure regulating means for regulating the pressure delivered to the upstream side of said flow control means as a function of cabin air pressure.

15. The apparatus of claim 1 whereinsaid aircraft enging is a fan-type turboject having a fan stage, and further comprising bleed air duct means for tapping bleed air from said fan stage and delivering said bleed air to the upstream side of said flow control means;

and controllable means for selectively augmenting the pressure of said bleed air tapped from said fan stage as a function of the pressure of the bleed air received at the upstream side of said flow control means.

16. The apparatus of claim 15 wherein said means for augmenting the pressure of said fan bleed air comprises an engine-driven pressure boost compressor connected in series with said bleed air duct means between said fan stage and said flow control means.

17. The apparatus claim 15 wherein said fan-type turbojet engine comprises at least a first compressor stage, and wherein said means for augmenting the fan bleed air pressure comprises means for tapping bleed air fromsaid first compressor stage of said engine so as to provide compressor bleed air at a substantially higher pressure than said fan bleed air, and means for controllably injecting said compressor bleed air into said bleed air duct means so as to increase the combined bleed air pressure delivered by said duct means to the upstream side of said flow control means.

18. The apparatus of claim 17 wherein said first compressor stage of said engine supplies an intermediate bleed air pressure, and wherein said engine has a second compressor stage for supplying a high-pressure bleed air, and further comprising means for selectively introducing said intermediate-pressure bleed air from said first compressor stage into said bleed air duct, and means for selectively introducing said high-pressure bleed air from said second compressor stage into said bleed air duct.

19. The apparatus of either claim 17 or 18 further comprising heat exchanger means for cooling said engine compressor bleed air with ambient ram air.

20. The apparatus of claim 1 further comprising cabin air recirculation duct means for receiving stale cabin air and for reintroducing it into said evaporator means of said vapor-cycle loop along with said bleed air;

air filtering means disposed in series with said air recirculation duct means for filtering the stale cabin air; and

control means connected to said flow control means for correlatively reducing the rate of said bleed air through said flow control means as a function of the volumetric rate of flow of stale cabin air reintroduced into said evaporator means by said recirculation duct means.

21. A fuel conserving method for conditioning air bled at minimal pressure and temperature from an aircraft engine and for delivering the thusly conditioned air to a cabin within the aircraft, comprising the steps of:

controlling the flow of bleed air received from the engine to produce a constant volumetric rate of flow of such bleed air;

cooling said constant volumetric rate of flow of the bleed air in a first cooling stage by transferring heat from the bleed air to a coolant in an air-to-coolant heat exchanger and concurrently extracting heat from the coolant by circulating the coolant in heat exchange relationship with a heat sink;

further cooling the bleed air in a second cooling stage by transferring heat from the bleed air to an evaporating liquid-state refrigerant in a vapor-cycle loop;

ducting the bleed air that is further cooled in the second cooling stage to the cabin of the aircraft; and

controlling the rate of circulation of the refrigerant in said vapor-cycle loop of said second cooling stage as a function of air temperature in the cabin.

22. The method of claim 21 further comprising the step of regulating the pressure of the engine bleed air as a function of cabin pressure, prior to the step of controlling the volumetric rate of flow of said bleed air.