WO2002066323A2 - Improved aircraft architecture with a reduced bleed aircraft secondary power system - Google Patents
Improved aircraft architecture with a reduced bleed aircraft secondary power system Download PDFInfo
- Publication number
- WO2002066323A2 WO2002066323A2 PCT/US2002/004734 US0204734W WO02066323A2 WO 2002066323 A2 WO2002066323 A2 WO 2002066323A2 US 0204734 W US0204734 W US 0204734W WO 02066323 A2 WO02066323 A2 WO 02066323A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- aircraft
- generator
- starter
- motor drive
- electrical power
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/32—Arrangement, mounting, or driving, of auxiliaries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
- B64D2013/0603—Environmental Control Systems
- B64D2013/0611—Environmental Control Systems combined with auxiliary power units (APU's)
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
- B64D2013/0603—Environmental Control Systems
- B64D2013/0618—Environmental Control Systems with arrangements for reducing or managing bleed air, using another air source, e.g. ram air
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
- B64D2013/0603—Environmental Control Systems
- B64D2013/064—Environmental Control Systems comprising more than one system, e.g. dual systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
- B64D2013/0603—Environmental Control Systems
- B64D2013/0644—Environmental Control Systems including electric motors or generators
-
- 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
Definitions
- the present invention relates to an improved architecture for jet aircraft which uses onboard electric power in combination with a reduced bleed air system to power aircraft systems .
- an aircraft which has a first engine, a first gearbox associated with the engine, a first starter/generator associated with the gearbox, and a first motor drive connected to the first starter/generator for providing the starter/generator with electric power to start the first engine and to receive electric power from the starter/generator after the engine has been started to operate electrically driven systems onboard the aircraft.
- the aircraft preferably further has at least one other engine which has a gearbox and a starter/generator associated with it and at least a second motor drive connected to the starter/generator.
- the electrically driven systems operated by the motor drive (s) include an environmental control system, a wing anti-icing system, an aircraft control system, and the aircraft fuel system.
- the aircraft also includes an auxiliary power unit for supplying electrical power to at least the first motor drive for initiating operation of the first engine.
- the auxiliary power unit has a starter/generator and a motor drive connected to it, which motor drive may be connected to a battery for starting operation of the starter/generator and the auxiliary power unit.
- a method for providing starting power to an aircraft and for generating electrical power to operate aircraft systems broadly comprises providing a first starter/generator connected to an engine and a first motor drive connected to the starter/generator, supplying electrical power to the first motor drive, conditioning the electrical power with the first motor drive and delivering the conditioned electrical power to the first starter/generator, and motoring the engine with power from the first starter/generator.
- the method further comprises operating the first starter/generator in a generate mode after the engine has started and supplying electrical power from the first starter/generator to a second starter/generator to start a second engine and to the first motor drive.
- the first motor drive utilizes the electrical power received from the first starter/generator to operate electrical systems onboard the aircraft.
- FIGs. IA and IB are schematic representations of an aircraft power system in accordance with the present invention.
- the present invention is a set of system architectures for a jet aircraft which uses onboard electric power in combination with a reduced bleed air system to power the aircraft cabin and cargo ventilation system, the environmental control system, the wing and cowl anti-ice system, and the engine start system.
- the aircraft has a first engine 10 and a second engine 10'.
- the engines 10 and 10' may be mounted to a rear portion of the aircraft fuselage or may be suspended from the wings of the aircraft.
- the engines 10 and 10' may comprise any suitable jet engine known in the art. While only two engines 10 and 10' have been illustrated in the system shown in the Figures, it should be recognized that the aircraft could have one or more than two jet engines if desired.
- Each of the engines 10 and 10' has a gearbox 12 associated with it.
- the gearbox 12 is connected to the engine by angle gearbox 14 and a bevel gear 16. Attached to the gearbox 12 is a starter/generator 18 which is used to start a respective engine 10 and/or 10'.
- each starter/generator 18 Attached to each starter/generator 18 is a generator control unit 19 for regulating generator voltage.
- the gearbox 12 takes power off the engine to drive the starter/generator 18 and thus create electrical power for the aircraft.
- the gearbox 12 may also be used to drive, either mechanically or electrically, various engine components such as a deoiler 20, a pump 22 for the lubrication system, a fuel metering unit (FMU) 24, and a pump 26 for the fuel system.
- FMU fuel metering unit
- An auxiliary power unit (APU) 30 is provided to start the engines 10 and 10'.
- the auxiliary power unit 30 may comprise any suitable auxiliary power unit known in the art.
- the APU 30 comprises a bleedless turboalternator which supplies only electric power.
- the APU 30 may be located in any desired position onboard the aircraft.
- the APU 30 could be located in a tail portion of the aircraft.
- Attached to the APU is a starter/generator 32 and a motor drive 34.
- the motor drive 34 may be connected to a battery 76 which is used to feed electrical power to the motor drive to initiate operation of the APU 30.
- the aircraft architecture also includes electrically operated environmental control systems 38 and 38' for supplying conditioned air to the passenger cabin 40 and the flight deck (not shown) .
- each of the environmental control systems 38 and 38' has an electric motor 42 for powering the environmental control system.
- the environmental control system may comprise any suitable electrically driven environmental control system known in the art.
- the electrically driven environmental control system has at least one inlet (identified by the ram signal in the Figures) for receiving ram air, a compressor 44 for pressurizing the ram air, a secondary heat exchanger 46 for removing some of the heat of compression, a reheater heat exchanger 48 for initially cooling the air and later adding heat to the air after it has been dried, a condenser 50 for removing moisture from the air, and a cooling turbine 52 for expanding the cool, dry air prior to delivering the air to the cabin 40.
- Each of the environmental control systems 38 and 38' may have one or more recirculating fans 54 associated with it to recirculate at least a portion of the air exiting the cabin 40.
- the aircraft is also provided with motor drives 56 whose operation will be discussed in more detail later.
- Each of the motor drives 56 is connected to one of the motors 42 in the environmental control systems 38 and 38' and to one of the starter/generators 18.
- the motor drives 56 drive the starter/generators 18 in a start mode and the motors 42 in a generate mode.
- the motor drives 56 may also be used to supply electrical power to electric fuel controls 72.
- the aircraft is also provided with wing anti-icing devices 58.
- the wing anti-icing devices 58 include an electrically driven compressor (not shown) for heating air and running the heated air along the leading edge portion of the wings.
- the electrically driven compressors may be electrically connected to the motor drives 56 in any suitable manner known in the art.
- cowl anti-icing is performed using engine bleed air.
- an aircraft control system which utilizes local hydraulic centers 60, 62, 64, and 66.
- Each of the local hydraulic centers includes an electric hydraulic pump for providing hydraulic fluid to operate various control surfaces and aircraft systems, which electric hydraulic pump receives electrical power from one or more of the motor drives 56.
- the local hydraulic center 60 is preferably located in the tail of the aircraft and supplies hydraulic fluid to operate the trim stabilizers (not shown) , elevators (not shown) and rudder (not shown) on the aircraft.
- the local hydraulic center 62 may be located in the nose of the aircraft and provides hydraulic fluid to operate the landing gear and brakes (not shown) and the aircraft steering system (not shown) .
- the local hydraulic centers 64 and 66 may be located in the aircraft fuselage and may be used to supply hydraulic fluid to operate the spoilers (not shown) , the ailerons (not shown) , the elevators (not shown) , the rudder (not shown) , the thrust reversers (not shown) and the flaps (not shown) .
- the aircraft control system further has wing positioned electric hydraulic actuators 68 for operating the ailerons.
- the electric hydraulic actuators 68 may comprise any suitable electric hydraulic actuators known in the art. Electrical power to operate the actuators 68 may come from one or more of the motor drives 56.
- the electrical system for the aircraft may comprise any suitable system known in the art.
- it may include two batteries 74 and 76.onboard the aircraft to supply emergency power. It may also include a ram air turbine 78 to supply emergency power.
- the electrical system may include AC power busses 80 and 82 for supplying power to the aircraft AC loads, transformer rectifier units 84 and 86 for converting 115 V AC power for 28 V DC power, and DC power busses 88 and 90 for providing power to the aircraft DC loads.
- the electrical system further may include ground service load bus 92 for loads like vacuum outlets and cargo hold lights. During ground servicing, electric power is supplied to the bus ' 92 to allow operation of these loads.
- the system shown in the Figures starts and operates in the following manner.
- the APU 30 is started.
- a battery 76 supplies power to the starter/generator 32 through the motor drive 34.
- the motor drive 34 conditions the battery power to control the speed of the starter/generator 32 as it starts the APU 30.
- the starter/generator 32 goes into generate mode. It supplies electrical power, such as 115 V AC power, to one of the motor drives 56, for example the motor drive associated with the starter/generator 18 for the engine 10.
- the motor drive 56 conditions the power and delivers it to the gearbox mounted starter/generator 18.
- the starter/generator 18 then motors the engine 10 until it is started. With the engine 10 started, the starter/generator 18 goes into generate mode.
- the other engine 10' can then be started by either the starter/generator 32 or the operating engine starter/generator 18. Once the engines 10 and 10' have been started, the APU 30 may be shut down. Once this occurs, the starter/generators 18 provide the electrical power to the aircraft's electrical systems. In the generate mode, the starter/generators 18 provide electrical power to the motor drives 56, where the power is conditioned. The conditioned power is then supplied to the environmental control system motors 42 to operate the aircraft's environmental control system and is also supplied to the other electrical systems onboard the aircraft.
- the principal advantage to the aircraft system architecture of the present invention is that it relieves the engine of pneumatic bleed duties and uses as little bleed air as possible to operate the engine systems.
- the design of the systems shown in the Figures provides other advantages.
- the pneumatic start system which is typically used has been eliminated.
- the existing aircraft electric system is used for engine start up through a gearbox mounted starter/generator 18.
- the pneumatically driven wing anti-ice system is replaced by an electrically driven system. Cowl anti-ice is still provided by engine bleed air but through a single bleed port instead of the traditional two port bleed system.
- the hydraulic system sources in the present invention are reconfigured to take advantage of a more electric architecture.
- the engine driven hydraulic pumps typically used are replaced by airframe mounted local hydraulic centers (LHCs) 60, 62, 64 and 66.
- LHCs airframe mounted local hydraulic centers
- the conventional center hydraulic system is replaced by two small LHCs 60 and 62, one in the tail and one in the nose, and two electric hydraulic actuators 68, one in each wing driving ailerons .
- the permanent magnet alternator (PMA) which supplies electric power to the engine, may be integrated into the starter/ generator 18. This significantly reduces the size/cost of the gearbox.
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2002242188A AU2002242188A1 (en) | 2001-02-16 | 2002-02-14 | Improved aircraft architecture with a reduced bleed aircraft secondary power system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US26946401P | 2001-02-16 | 2001-02-16 | |
US60/269,464 | 2001-02-16 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2002066323A2 true WO2002066323A2 (en) | 2002-08-29 |
WO2002066323A3 WO2002066323A3 (en) | 2003-02-27 |
Family
ID=23027364
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2002/004734 WO2002066323A2 (en) | 2001-02-16 | 2002-02-14 | Improved aircraft architecture with a reduced bleed aircraft secondary power system |
Country Status (3)
Country | Link |
---|---|
US (1) | US6704625B2 (en) |
AU (1) | AU2002242188A1 (en) |
WO (1) | WO2002066323A2 (en) |
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US7891605B2 (en) | 2004-09-27 | 2011-02-22 | The Boeing Company | Automatic control systems for aircraft auxiliary power units, and associated methods |
US8155876B2 (en) | 2006-09-07 | 2012-04-10 | The Boeing Company | Systems and methods for controlling aircraft electrical power |
US8657227B1 (en) | 2009-09-11 | 2014-02-25 | The Boeing Company | Independent power generation in aircraft |
US8738268B2 (en) | 2011-03-10 | 2014-05-27 | The Boeing Company | Vehicle electrical power management and distribution |
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2002
- 2002-02-14 AU AU2002242188A patent/AU2002242188A1/en not_active Abandoned
- 2002-02-14 WO PCT/US2002/004734 patent/WO2002066323A2/en not_active Application Discontinuation
- 2002-02-14 US US10/076,898 patent/US6704625B2/en not_active Expired - Lifetime
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Cited By (9)
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US7891605B2 (en) | 2004-09-27 | 2011-02-22 | The Boeing Company | Automatic control systems for aircraft auxiliary power units, and associated methods |
US8061650B2 (en) | 2004-09-27 | 2011-11-22 | The Boeing Company | Automatic control systems for aircraft auxiliary power units, and associated methods |
GB2422875A (en) * | 2005-02-03 | 2006-08-09 | Boeing Co | Starting aircraft turbofan engines |
GB2422875B (en) * | 2005-02-03 | 2007-11-14 | Boeing Co | Systems and methods for starting aircraft engines |
US8155876B2 (en) | 2006-09-07 | 2012-04-10 | The Boeing Company | Systems and methods for controlling aircraft electrical power |
US8657227B1 (en) | 2009-09-11 | 2014-02-25 | The Boeing Company | Independent power generation in aircraft |
US8950703B2 (en) | 2009-09-11 | 2015-02-10 | The Boeing Company | Independent power generation in aircraft |
US8738268B2 (en) | 2011-03-10 | 2014-05-27 | The Boeing Company | Vehicle electrical power management and distribution |
CN104781522A (en) * | 2012-09-17 | 2015-07-15 | 微型涡轮公司 | Device and method for supplying non-propulsive power for an aircraft |
Also Published As
Publication number | Publication date |
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AU2002242188A1 (en) | 2002-09-04 |
WO2002066323A3 (en) | 2003-02-27 |
US6704625B2 (en) | 2004-03-09 |
US20020113167A1 (en) | 2002-08-22 |
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