U.S. patent application number 11/693046 was filed with the patent office on 2007-11-22 for electric-based secondary power system architectures for aircraft.
Invention is credited to Warren A. Atkey, Alan T. Bernier, Michael D. Bowman, Thomas A. Campbell, Jonathan M. Cruse, Charles J. Fiterman, Charles S. Meis, Casey Y.K. Ng, Farhad Nozari, Edward Zielinski.
Application Number | 20070267540 11/693046 |
Document ID | / |
Family ID | 32176599 |
Filed Date | 2007-11-22 |
United States Patent
Application |
20070267540 |
Kind Code |
A1 |
Atkey; Warren A. ; et
al. |
November 22, 2007 |
ELECTRIC-BASED SECONDARY POWER SYSTEM ARCHITECTURES FOR
AIRCRAFT
Abstract
Methods and systems for providing secondary power to aircraft
systems. In one embodiment, an aircraft system architecture for
providing power to an environmental control system includes an
electric generator operably coupled to a jet engine. The jet engine
can be configured to provide propulsive thrust to the aircraft, and
the electric generator can be configured to receive shaft power
from the jet engine. The environmental control system can be
configured to provide outside air to a passenger cabin of the
aircraft in the absence of bleed air from the jet engine.
Inventors: |
Atkey; Warren A.; (Bothell,
WA) ; Bernier; Alan T.; (Woodinville, WA) ;
Bowman; Michael D.; (Bellevue, WA) ; Campbell; Thomas
A.; (Seattle, WA) ; Cruse; Jonathan M.;
(Everett, WA) ; Fiterman; Charles J.; (Mukilteo,
WA) ; Meis; Charles S.; (Renton, WA) ; Ng;
Casey Y.K.; (Sammamish, WA) ; Nozari; Farhad;
(Woodinville, WA) ; Zielinski; Edward; (Kent,
WA) |
Correspondence
Address: |
PERKINS COIE, LLP
P.O. BOX 1247
PATENT - SEA
SEATT;E
WA
98111-1247
US
|
Family ID: |
32176599 |
Appl. No.: |
11/693046 |
Filed: |
March 29, 2007 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10691440 |
Oct 21, 2003 |
7210653 |
|
|
11693046 |
Mar 29, 2007 |
|
|
|
60420637 |
Oct 22, 2002 |
|
|
|
Current U.S.
Class: |
244/58 ;
60/778 |
Current CPC
Class: |
B64D 41/00 20130101;
B64D 13/06 20130101; Y02T 50/50 20130101; B64D 2013/064 20130101;
Y02T 90/40 20130101; B64D 2013/0611 20130101; Y02T 90/36 20130101;
Y02T 50/40 20130101; Y02T 50/44 20130101; Y02T 50/56 20130101; Y02T
50/53 20130101; B64D 2041/005 20130101; B64D 13/08 20130101; B64D
2013/0644 20130101; B64D 2221/00 20130101 |
Class at
Publication: |
244/058 ;
060/778 |
International
Class: |
B64D 41/00 20060101
B64D041/00 |
Claims
1-39. (canceled)
40. An aircraft propulsion system, comprising: an aircraft turbofan
engine; an electrically-powered starter motor coupled to the
turbofan engine to provide power to the turbofan engine during an
engine start procedure; and an on-board, deployable, ram air driven
turbine coupled an electrical generator, which is in turn coupled
to the starter motor to provide electrical power to the starter
motor.
41. The system of claim 40 wherein the starter motor includes a
starter motor/generator configured to receive electrical power from
the ram air driven turbine and provide mechanical power to the
turbofan engine during engine start, and wherein the starter
motor/generator is configured to receive mechanical power from the
turbofan engine and provide electrical power after the turbofan
engine has been started.
42. The system of claim 40 wherein the starter motor includes an
alternating current starter motor.
43. The system of claim 40, further comprising a gas turbine-driven
aircraft auxiliary power unit having an electrical generator
coupled to the starter motor.
44. An aircraft propulsion system, comprising: a turbofan engine;
an electrically-powered starter motor coupled to the turbofan
engine to provide power to the turbofan engine during an engine
start procedure; and an on-board fuel cell coupled to the starter
motor to provide electrical power to the starter motor.
45. The system of claim 44 wherein the starter motor includes a
starter motor/generator configured to receive electrical power from
the on-board fuel cell and provide mechanical power to the turbofan
engine during engine start, and wherein the starter motor/generator
is configured to receive mechanical power from the turbofan engine
and provide electrical power after the turbofan engine has been
started.
46. The system of claim 44 wherein the starter motor includes an
alternating current starter motor.
47. The system of claim 44, further comprising a gas turbine-driven
aircraft auxiliary power unit having an electrical generator
coupled to the starter motor.
48. An aircraft propulsion system, comprising: a turbofan engine;
an electrically-powered, alternating current starter
motor/generator coupled to the turbofan engine to provide power to
the turbofan engine during an engine start procedure; and an
on-board battery system electrically coupled to the starter
motor/generator to provide electrical power to the starter
motor/generator.
49. The system of claim 48, further comprising a gas turbine-driven
aircraft auxiliary power unit having an electrical generator
coupled to the starter motor/generator.
50. The system of claim 48, further comprising a ram air driven
turbine having an electrical generator coupled to the starter
motor/generator.
51. The system of claim 48, further comprising a fuel cell coupled
to the starter motor/generator.
52. The system of claim 48 wherein the starter motor/generator
includes a synchronous motor.
53. The system of claim 48 wherein the turbofan engine does not
have a pneumatically powered starter coupled to it.
54. An aircraft propulsion system, comprising: an aircraft turbofan
engine; a starter motor/generator coupled to the turbofan engine to
provide power to the turbofan engine during an engine start
procedure; an additional motor coupleable to a system other than
the propulsion system; and a single controller coupled to both the
starter motor/generator and the additional motor, the single
controller being configured to control the speed of both the
starter motor/generator and the additional motor.
55. The system of claim 54, further comprising an on-board,
deployable, ram air driven turbine coupled to a generator that is
in turn coupled to the starter motor/generator, and wherein the
single controller is selectively coupleable to the generator to
power the ram air driven turbine.
56. The system of claim 54, further comprising an on-board fuel
cell coupled to the starter motor/generator.
57. The system of claim 54 wherein the additional motor is
configured to pump air through an aircraft environmental control
system or pump aircraft hydraulic fluid.
58. The system of claim 54 wherein the starter motor/generator is a
first starter motor/generator, and wherein the system further
comprises a turbine-driven auxiliary power unit having a second
starter motor generator, and wherein the controller is coupleable
to the second starter motor/generator.
59. An aircraft propulsion system, comprising: a first turbofan
engine; a first electrically-powered, alternating current starter
motor/generator coupled to the first turbofan engine to provide
power to the first turbofan engine during an engine start
procedure; a second turbofan engine; a second electrically-powered,
alternating current starter motor/generator coupled to the second
turbofan engine to provide power to the second turbofan engine
during an engine start procedure; an on-board battery system
electrically coupled to the first and second starter
motor/generators; and an on-board, gas turbine-driven aircraft
auxiliary power unit that includes an electrical generator
electrically coupled to the first and second starter
motor/generators to provide electrical power to the starter
motors.
60. A method for starting a turbofan engine in flight, comprising:
allowing an unstarted turbofan engine of an aircraft to windmill
during flight; and starting the turbofan engine by directing
electrical power from an on-board, gas turbine-driven aircraft
auxiliary power unit to an electric starter motor coupled to the
turbofan engine.
61. The method of claim 60 wherein the starter motor includes a
starter motor/generator and wherein the method further comprises
extracting electrical power from the turbofan engine via the
starter motor/generator after the turbofan engine is started.
62. The method of claim 60 wherein starting the turbofan engine
includes starting the turbofan engine in the absence of a
pneumatically powered starter.
63. A method for starting a turbofan engine in flight, comprising:
allowing an unstarted turbofan engine of an aircraft to windmill
during flight; deploying a ram air driven turbine into an airstream
adjacent to the aircraft; extracting electrical power from the ram
air driven turbine via an electrical generator coupled to the ram
air driven turbine; and starting the turbofan engine by directing
the electrical power to a starter motor coupled to the turbofan
engine.
64. The method of claim 63 wherein the starter motor includes a
starter motor/generator and wherein the method further comprises
extracting electrical power from the turbofan engine via the
starter motor/generator after the turbofan engine is started.
65. The method of claim 63 wherein starting the turbofan engine
includes starting the turbofan engine in the absence of a
pneumatically powered starter.
66. A method for starting a turbofan engine in flight, comprising:
allowing an unstarted turbofan engine of an aircraft to windmill
during flight; and starting the turbofan engine by directing
electrical power from an on-board fuel cell to a starter motor
coupled to the turbofan engine.
67. The method of claim 66 wherein the starter motor includes a
starter motor/generator and wherein the method further comprises
extracting electrical power from the turbofan engine via the
starter motor/generator after the turbofan engine is started.
68. The method of claim 66 wherein starting the turbofan engine
includes starting the turbofan engine in the absence of a
pneumatically powered starter.
Description
CROSS-REFERENCE TO RELATED APPLICATION(S)
[0001] This application claims priority to co-pending U.S.
Provisional Patent Application No. 60/420,637, filed Oct. 22, 2002
and incorporated herein in its entirety by reference. This
application incorporates U.S. Pat. No. 6,526,775 in its entirety by
reference.
TECHNICAL FIELD
[0002] The following disclosure relates generally to secondary
power systems for aircraft and, more particularly, to
electric-based secondary power systems for aircraft.
BACKGROUND
[0003] Conventional transport aircraft typically utilize pneumatic,
hydraulic, and electric power from main engines to support various
aircraft systems during flight. In addition, conventional transport
aircraft typically utilize pneumatic and electric power from
on-board auxiliary power units (APUs) to support aircraft systems
during ground operations. Aircraft air conditioning systems are
typically the largest secondary power users on commercial transport
aircraft. On conventional transport aircraft, these systems use
high temperature/high pressure air extracted from the engine
compressor stages ("bleed air"). The air passes through air
conditioning packs before passing into the fuselage to meet
temperature, ventilation, and pressurization needs. The conditioned
air is then discharged from the fuselage through outflow valves or
through normal cabin leakage. During ground operations, the APU can
provide bleed air either from a separate shaft-driven load
compressor or from a power section compressor. Similar to the bleed
air from the main engines, the high temperature and high pressure
air from the APU passes through air conditioning packs before
passing into the fuselage.
[0004] FIG. 1 schematically illustrates a conventional
pneumatic-based secondary power system architecture 100 configured
in accordance with the prior art. The system architecture 100 can
include jet engines 110 (shown as a first engine 110a and a second
engine 110b) for providing propulsive thrust to the aircraft (not
shown). In addition to thrust, the engines 110 can also provide
high temperature/high pressure air to a bleed manifold 120 via
bleed ports 112 (identified individually as a first bleed port 112a
and a second bleed port 112b). The bleed ports 112 receive air from
the compressor stages of the engines 110, and pass the air through
heat exchangers 114 (such as precoolers) that cool the air before
it passes to the bleed manifold 120.
[0005] The high pressure air from the bleed manifold 120 supports
the majority of secondary power needs of the aircraft. For example,
a portion of this air flows to air conditioning packs 140 (shown as
a first air conditioning pack 140a and a second air conditioning
pack 140b) that supply conditioned air to a passenger cabin 102 in
a fuselage 104. The air conditioning packs 140 include a series of
heat exchangers, modulating valves, and air cycle machines that
condition the air to meet the temperature, ventilation, and
pressurization needs of the passenger cabin 102. Another portion of
air from the bleed manifold 120 flows to turbines 160 that drive
high capacity hydraulic pumps 168. The hydraulic pumps 168 provide
hydraulic power to the landing gear and other hydraulic systems of
the aircraft. Yet other portions of this high pressure air are
directed to an engine cowl ice protection system 152 and a wing ice
protection system 150.
[0006] The wing ice protection system 150 includes a valve (not
shown) that controls the flow of bleed air to the wing leading
edge, and a "piccolo" duct (also not shown) that distributes the
hot air evenly along the protected area of the wing leading edge.
If ice protection of leading edge slats is required, a telescoping
duct can be used to supply hot bleed air to the slats in the
extended position. The ice protection bleed air is exhausted
through holes in the lower surface of the wing or slat.
[0007] In addition to the engines 110, the system architecture 100
can also include an APU 130 as an alternate power source. The APU
130 is typically started by a DC starter motor 134 using a battery
136. The APU 130 drives a compressor 138 that provides high
pressure air to the bleed manifold 120 for engine starting and
other ground operations. For engine starting, the high pressure air
flows from the bleed manifold 120 to start-turbines 154 operably
coupled to each of the engines 110. As an alternative to the APU
130, bleed air from a running one of the engines 110 can be used to
re-start the other engine 110. As a further alternative, an
external air cart (not shown in FIG. 1) can provide high pressure
air for engine starting on the ground.
[0008] The system architecture 100 can further include
engine-driven generators 116 operably coupled to the engines 110,
and an APU-driven generator 132 operably coupled to the APU 130. In
flight, the engine-driven generators 116 can support conventional
electrical system loads such as a fuel pump 108, motor-driven
hydraulic pumps 178, and various fans, galley systems, in-flight
entertainment systems, lighting systems, avionics systems, and the
like. The APU-driven generator 132 can support these functions
during ground operations and during flight as required. The
engine-driven generator 116 and the APU-driven generator 132 are
typically rated at 90-120 kVA and produce a voltage of 115 Vac.
They can provide power to transformer-rectifier units that convert
115 Vac to 28 Vdc for many of the abovementioned electrical loads.
The power is distributed through an electrical system based largely
on thermal circuit-breakers and relays.
[0009] The system architecture 100 can additionally include
engine-driven hydraulic pumps 118 operably coupled to the engines
110. The hydraulic pumps 118 provide hydraulic power to control
surface actuators and other aircraft systems in flight.
Electric-motor driven pumps 178 can provide back-up hydraulic power
for maintenance activities on the ground.
[0010] FIG. 2 is a schematic top view of a prior art aircraft 202
that includes the secondary power system architecture 100 of FIG.
1. The aircraft 202 includes a forward electronic equipment bay 210
that distributes electrical power to a plurality of electrical
loads 220 associated with the system architecture 100 described
above. In flight, the electronic equipment bay 210 can receive
electrical power from the engine generators 116, as well as the APU
130. On the ground, the electronic equipment bay 210 can receive
electrical power from the APU 130, or from an external power source
212 via a receptacle 213.
[0011] One shortcoming of the secondary power system architecture
100 described above is that it is sized for a worst case operating
condition (typically, cruise speed, high aircraft load, hot day,
and one engine bleed air system failed) to ensure sufficient air
flow is available to meet system demands at all times. As a result,
under typical operating conditions, the engines 110 provide bleed
air at a significantly higher pressure and temperature than the air
conditioning packs 140 and the other aircraft systems demand. To
compensate, the precoolers 114 and the air conditioning packs 140
regulate the pressure and temperature to lower values as required
to meet the demands for fuselage pressurization, ventilation, and
temperature control. Consequently, a significant amount of energy
is wasted by precoolers and modulating valves during this
regulation. Even under optimum conditions, a significant amount of
energy extracted from the engines 110 is wasted in the form of heat
and pressure drops that occur in the ducting, valves and other
components associated with the bleed manifold 120 and the air
conditioning packs 140.
SUMMARY
[0012] The present invention is directed generally toward secondary
power systems for aircraft and methods for providing secondary
power to aircraft systems. In one embodiment, an aircraft
configured in accordance with one aspect of the invention includes
a fuselage and a jet engine configured to provide propulsive thrust
to the aircraft. The aircraft can further include an electric
generator operably coupled to the jet engine, and an environmental
control system. The environmental control system can include at
least one compressor motor configured to receive electric power
from the electric generator to provide outside air to the fuselage
in the absence of bleed air from the jet engine.
[0013] In another aspect of this embodiment, the aircraft can
include a wing extending outwardly from the fuselage, and an
electrothermal wing ice protection system. The electrothermal wing
ice protection system can be configured to receive electric power
from the electric generator to at least reduce the formation of ice
on a portion of the wing in the absence of bleed air from the jet
engine. In a further aspect of this embodiment, the electric
generator can be a first electric generator, and the aircraft can
additionally include an auxiliary power unit and a second electric
generator. The second electric generator can be operably coupled to
the auxiliary power unit and configured to receive shaft power from
the auxiliary power unit. In this aspect, the at least one
compressor motor of the environmental control system can be
configured to receive electric power from the second electric
generator to provide outside air to the passenger cabin in the
absence of compressed air from the auxiliary power unit.
[0014] In another embodiment, a method for providing conditioned
air to a fuselage of an aircraft can include providing a compressor
fan in flow communication with the fuselage, and operably coupling
an electric motor to the compressor fan to drive the compressor
fan. The method can further include operably coupling an electric
generator to a jet engine of the aircraft, and providing electric
power from the electric generator to the electric motor to drive
the compressor fan. In one aspect of this embodiment, the
compressor fan can be driven to flow air from outside the fuselage
into the fuselage in the absence of bleed air from the jet
engine.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a schematic diagram of a conventional
pneumatic-based secondary power system architecture configured in
accordance with the prior art.
[0016] FIG. 2 is a schematic top view of a conventional aircraft
having the system architecture of FIG. 1.
[0017] FIG. 3 is a schematic diagram illustrating an electric-based
secondary power system architecture configured in accordance with
an embodiment of the invention.
[0018] FIG. 4 is a schematic top view of an aircraft having the
system architecture of FIG. 3 configured in accordance with an
embodiment of the invention.
[0019] FIG. 5 is a schematic diagram of an aircraft electric power
distribution system configured in accordance with an embodiment of
the invention.
[0020] FIG. 6 is a schematic diagram of an aircraft electric power
distribution system configured in accordance with another
embodiment of the invention.
[0021] FIG. 7 is a schematic diagram of an aircraft electric power
distribution system having only AC generators in accordance with a
further embodiment of the invention.
[0022] FIGS. 8A-8C are schematic diagrams illustrating an electric
power distribution system having an engine start circuit configured
in accordance with an embodiment of the invention.
DETAILED DESCRIPTION
[0023] The following disclosure describes systems and methods for
providing power to aircraft systems. Certain details are set forth
in the following description and in FIGS. 3-7 to provide a thorough
understanding of various embodiments of the invention. Other
details describing well-known structures and systems often
associated with the aircraft and/or aircraft secondary power
systems are not set forth in the following disclosure to avoid
unnecessarily obscuring the description of the various embodiments
of the invention.
[0024] Many of the details, dimensions, angles, and other features
shown in the Figures are merely illustrative of particular
embodiments of the invention. Accordingly, other embodiments can
have other details, dimensions, and features without departing from
the spirit or scope of the present invention. In addition, further
embodiments of the invention may be practiced without several of
the details described below.
[0025] In the Figures, identical reference numbers identify
identical or at least generally similar elements. To facilitate the
discussion of any particular element, the most significant digit or
digits of any reference number refer to the Figure in which that
element is first introduced. For example, element 310 is first
introduced and discussed with reference to FIG. 3.
[0026] FIG. 3 is a schematic diagram illustrating an electric-based
secondary power system architecture 300 configured in accordance
with an embodiment of the invention. In one aspect of this
embodiment, the system architecture 300 includes a first engine
310a and a second engine 310b for providing propulsive thrust to an
aircraft (not shown). As described in greater detail below, a first
starter/generator 316a and a second starter/generator 316b can be
operably coupled to each of the engines 310 to provide electrical
power to a plurality of aircraft systems on an on-demand basis. The
starter/generators 316 support a majority of the aircraft functions
that were traditionally performed by the bleed-air system described
above in FIG. 1. These functions can include fuselage air
conditioning and pressurization, engine starting, and wing ice
protection among others.
[0027] In another aspect of this embodiment, the system
architecture 300 further includes an APU 330 for providing power to
aircraft systems when needed during ground operations and in
flight. Power for starting the APU 330 can be provided by an
aircraft battery 336, an external ground power source (not shown),
or one or more of the engine-driven starter/generators 316. Power
from the APU 330 is provided by a first APU starter/generator 332a
and a second APU starter/generator 332b, each of which are operably
coupled to the APU 330.
[0028] In contrast to the conventional APU 130 described above with
reference to FIG. 1, the APU 330 provides only electric power to
the various aircraft systems. Consequently, it can be much simpler
than the APU 130 because all of the components associated with
pneumatic power delivery can be eliminated. This feature can result
in a significant improvement in APU reliability and a reduction in
required maintenance.
[0029] In a further aspect of this embodiment, the system
architecture 300 includes an environmental control system having a
first air conditioning pack 340a and a second air conditioning pack
340b. The air conditioning packs 340 are configured to provide
conditioned air to a passenger cabin 302 in a fuselage 304 to meet
temperature, pressure, and air conditioning needs. In one
embodiment, the air conditioning packs 340 can be at least
generally similar to one or more of the air conditioning systems
disclosed in U.S. Pat. No. 6,526,775, which is incorporated herein
in its entirety by reference. In another embodiment, the air
conditioning packs 340 can include adjustable speed electric
compressor motors 380 configured to receive electric power from the
engines 310 during flight and the APU 330 during ground operations.
The compressor motors 380 drive compressors (not shown) that
receive fresh outside air via ram air inlets 342. The fresh air is
compressed and flows from the air conditioning packs 340 into the
fuselage 304 to meet the pressurization and temperature control
needs of the cabin 302. In one embodiment, the system architecture
300 can include one or more variable speed fans (not shown) to
distribute the air to various parts of the fuselage 304 at
different flow rates to meet the particular demands of the fuselage
304 at any given time. Tailoring the power draw from the engines
310 in this manner can further increase fuel efficiency.
[0030] The adjustable speed compressor motors 380 allow the cabin
air pressure and air flow to be varied based on cabin volume,
occupant count, and/or the desired cabin pressure altitude. For
example, if a lower cabin altitude is desired (higher pressure),
then the electric ECS system of the present invention can
accommodate this by increasing inflow with the adjustable speed
compressor motors 380 and/or decreasing outflow from the fuselage
304. In general, conventional pneumatic systems do not have the
ability to lower cabin altitudes much below their design points
(e.g., 8000 ft) because the systems are typically sized for the
design point. Another benefit of the electric approach to air
conditioning over the conventional pneumatic approach is that the
energy extracted from the engines for the electric approach is not
wasted by pre-coolers and modulating valves in the air conditioning
packs 340. Instead, the compressor motors 380 only draw enough
electric power from the engines 310 as is required by the
adjustable speed compressors to meet the immediate pressurization
needs of the cabin 302. This real-time energy optimization can be
extended to other electric power users across the aircraft platform
to improve fuel efficiency. As described below, for example, such
users can include recirculation fans, Lavatory and galley vent
fans, cargo heating, wing ice protection, and hydraulic actuation.
By only drawing the energy needed, fuel economy can be
increased.
[0031] In another aspect of the invention, the system architecture
300 further includes a wing ice protection system 350 that utilizes
electrical power from the engines 310. The wing ice protection
system 350 can be configured in accordance with at least two
embodiments of the present invention to prevent or at least reduce
the formation of ice on a portion of a wing 352. In an
electrothermal ice protection embodiment, heating elements such as
blankets (not shown) can be bonded or otherwise positioned
proximate to interior portions of the wing leading edges. For wing
ice protection, the heating blankets can be energized sequentially
to heat the wing leading edge causing any ice build-up to melt
and/or detach from the wing leading edge. This method can be
significantly more efficient than conventional bleed air systems
because desired portions of the wing leading edge are heated
sequentially rather than simultaneously. Consequently, the power
draw for ice protection is significantly reduced. In addition, in
contrast to bleed air systems, there are no bleed air exhaust holes
on the wings. As a result, aircraft drag and community noise are
reduced relative to conventional systems.
[0032] The wing ice protection system 350 can also operate as an
electromechanical system in accordance with another embodiment
invention. In this embodiment, electromechanical actuators (not
shown) in an interior portion of the wing leading edges can be
configured to briefly vibrate the wing leading edge, causing any
ice build-up to detach and fall away. This embodiment may require
significantly less electrical power than the electrothermal
embodiment discussed above. In either embodiment, the wing ice
protection system 350 can be broken up into different segments that
apply to different regions of the wing or slat leading edge. That
way, if one portion of the wing leading edge does not require ice
protection, then that section of the wing ice protection system 350
can be turned off, resulting in a further reduction in power demand
from the engines. Additionally, different sections of the ice
protection system can be cycled according to different schedules as
required to sufficiently reduce ice while optimizing power
usage.
[0033] In another aspect of this embodiment, the starter/generators
316 can be dual-function devices that provide electrical power for
aircraft systems when operating as generators, and shaft power for
engine starting when operating as starters. This electrical start
capability can enhance the in-flight starting sequence of the
engines 310 in the event one or more of the main engines 310 shuts
down during normal flight operations. For example, typical high
bypass ratio engines may have difficulty restarting during all
flight regimes because the in-flight windmill effect may not
provide enough torque. In contrast, the starter/generators 316 of
the present invention are configured to receive electric power from
any number of electrical sources on the aircraft to assist the
engines 310 during an in-flight restart by providing additional
starting torque.
[0034] To start the engines 310, the starter/generators 316 can be
run as synchronous starting motors with the starting process
controlled by engine start converters (not shown). The engine start
converters can provide conditioned electrical power (e.g.,
adjustable voltage and frequency) to the starter/generators 316
during the start process for optimum start performance. The engine
start converters can also function as motor controllers for the
cabin pressurization compressor motors 380 and/or other adjustable
speed motors on the aircraft. Similarly, an APU start converter
(not shown) can function as a motor controller for other adjustable
speed motors on the aircraft such as an on-board inert gas
generation system (OBIGGS) 309. The power necessary to energize the
starter/generators 316 for engine starting can come from the
aircraft battery 336, the APU 330, a ram air turbine (RAT) 367, a
fuel cell (not shown), or other sources. The dual-function aspect
of the starter/generators 316 is not offered by the air turbine
engine-starters 154 described above with reference to FIG. 1.
Unlike the starter/generators 316, the air turbine engine-starters
154 serve no purpose while the engines 110 are running.
[0035] In a further aspect of this embodiment, the starter
generators 316 can be directly coupled to gear boxes of the engines
310 such that they operate at frequencies (e.g., 360-700 Hz)
proportional to the engine speeds. This type of generator may be
the simplest and most efficient approach because the generator does
not include a complex constant speed drive. As a result, in this
embodiment the starter/generators 316 may be more reliable and have
lower spares costs than conventional generators having complex
constant speed drives. In other embodiments, however, other types
of generators can be used. For example, in one other embodiment
where a constant speed is desirable, a constant speed generator can
be used.
[0036] In a further aspect of this embodiment, the system
architecture 300 includes a hydraulic system that has left, right,
and center channels. The hydraulic power for the left and right
channels can be provided by engine-driven hydraulic pumps 318 that
are operably coupled to each of the engines 310. In addition,
smaller electric motor-driven hydraulic pumps 319 can also provide
hydraulic power to the left and right channels for ground
operations and to supplement the engine-driven pumps 318. The
engine-driven pumps 318 can provide hydraulic power for flight
control actuators, stabilizer trim actuators, and other functions.
The hydraulic power for the center channel is provided by two
large-capacity electric motor-driven hydraulic pumps 368. In
contrast to the hydraulic pumps 168 described above with reference
to FIG. 1, which are driven by engine bleed air to meet peak
hydraulic demands, the hydraulic pumps 368 are driven by electric
power from the engines 310. The hydraulic pumps 368 can provide
hydraulic power for a landing gear system 369 and other systems,
including flight control actuation, thrust reversers, brakes,
leading/trailing edge flaps, and a nose gear steering system (not
shown). In a further aspect of this embodiment, only one of the
hydraulic pumps 368 runs throughout an entire flight, while the
other pump only operates during takeoff and landing.
[0037] In another aspect of this embodiment, the system
architecture 300 can include a plurality of adjustable-speed fuel
pumps 308 to transfer fuel from a fuel tank 390 to one or more of
the engines 310 or to another fuel tank (not shown). Typical
commercial aircraft use fuel pumps to transfer fuel from one area
of the wing to another. This allows the aircraft to maintain a
center of gravity that maximizes aircraft performance. In the
conventional pneumatic-based system architecture 100 described
above with reference to FIG. 1, constant-speed fuel pumps are
typically included for transferring fuel from one tank to the next
or to the engines 110. These constant-speed fuel pumps are
typically configured to operate at a maximum pressure at all times,
even though the flow rate corresponding to this maximum pressure is
seldom required to adequately transfer fuel between tanks or to the
engines 110. For this reason, such fuel systems typically include
pressure regulators that simply bleed off the excess fuel pressure.
This excess fuel pressure corresponds to wasted engine power. In
contrast, in the electric-based architecture 300 of FIG. 3, the
fuel pump speeds can be varied to transfer fuel from one tank to
the next based on the amount of fuel needed for transfer and the
rate at which the transfer needs to occur to optimize the overall
center of gravity of the aircraft during normal flight conditions.
The ability to maintain an optimum center of gravity throughout the
flight segment in this manner can further improve aircraft range
and fuel efficiency by only drawing the amount of power actually
needed by the fuel pump at any given time.
[0038] A number of other systems can be incorporated into the
system architecture 300 to further reduce the power extracted from
the engines 310. For example, in one embodiment, adjustable- or
variable-speed fans can be used in the air conditioning packs 340
that tailor the power extracted from the engines 310 based on fan
speed. In another embodiment, resistive heaters can be used to warm
cargo holds (not shown) instead of the bleed air used in
conventional systems. These resistive heaters can have the ability
to be pulse-width modulated to better control temperature and
further reduce energy consumption. Similarly, the cargo air
conditioning systems can be configured to rely less on outside air
and more on recirculated air for compartment cooling. In this
manner, the energy losses associated with outside air are
eliminated and only the power required to cool the recirculated air
is expended.
[0039] As discussed above with reference to FIG. 1, in the
conventional system architecture 100, the engines 110 provide the
majority of secondary aircraft power in pneumatic form from bleed
air. In contrast, in the system architecture 300 of the present
invention, the engines 310 provide the majority of secondary
aircraft power in electrical form from the starter/generators 316.
Eliminating the pneumatic bleed ports from the compressor portions
of the engines 310 results in a more efficient engine design by
reducing compressor capacity requirements and improving the
operating cycle. Furthermore, eliminating the maintenance intensive
bleed system is expected to reduce aircraft maintenance needs and
improve aircraft reliability because there are fewer components on
the engine and fewer pneumatic ducts, pre-coolers and valves in the
distribution system. In addition, measures to protect against duct
burst and over-temperature conditions are unnecessary with the
electric-based system architecture 300.
[0040] A further advantage of the electric-based system
architecture 300 is that it can utilize motor controllers to tailor
the individual loads to extract only the minimum amount of power
necessary from the engines 310 at any operating condition. Because
these loads are adjustable rather than simply on or off, less power
is withdrawn from the engines 310. The ability to tailor the power
consumption for any electrical power load can directly improve
aircraft fuel efficiency. Other benefits associated with the
electric-based system architecture 300 can include the following:
real-time power extraction optimization and elimination of waste
associated with engine bleed air; enhanced air quality; potential
reduction in non-recurring engineering associated with
certification of a multiple engine bleed air system.
[0041] Although the system architecture 300 described above with
reference to FIG. 3 includes two engines with two
starter/generators per engine, in other embodiments, system
architectures configured in accordance with the present invention
can include more or fewer engines having more or fewer generators
depending on the needs of the particular application. For example,
in one other embodiment, a system architecture configured in
accordance with the present inventing can include four jet engines,
each having a single starter/generator. In yet another embodiment,
a system architecture configured in accordance with the present
invention can include only a single engine having two or more
generators or starter/generators. Accordingly, the invention is not
limited to aircraft having a particular number of engines or
starter/generators.
[0042] In addition, although the engines 310 described above with
reference to FIG. 3 provide electric power for secondary aircraft
systems via the starter/generators 316, in other embodiments, the
engines 310 can also include one or more bleed ports similar to
those disclosed in FIG. 1 for providing pneumatic power to one or
more secondary systems. In these embodiments, power can be provided
to one or more of the air conditioning packs 340, the wing ice
protection system 350, and/or the hydraulic pump 368 in the form of
pneumatic power or pneumatic and electric power. Similarly, in
other embodiments, the APU 330 can also provide pneumatic power in
addition to electric power. Accordingly, the invention is not
limited to aircraft utilizing strictly electric power for secondary
systems, but can extend in various embodiments to aircraft using
various combinations of electric power, pneumatic power, or
electric and pneumatic power.
[0043] FIG. 4 is a schematic top view of an aircraft 402 that
includes the electric-based system architecture 300 of FIG. 3
configured in accordance with an embodiment of the invention. The
aircraft 402 can include the four starter/generators 316 coupled to
the two engines 310, and the two starter/generators 332 coupled to
the APU 330 mounted in the tail of the aircraft 402. In one aspect
of this embodiment, the aircraft 402 can further include two ground
receptacles 413 (identified as a first ground receptacle 413a and a
second ground receptacle 413b) configured to receive 115 Vac or 230
Vac power from external power sources 412a and 412b,
respectively.
[0044] In another aspect of this embodiment, the aircraft 402 can
include a forward electrical equipment bay 410a and an aft
electrical equipment bay 410b. Four remote power distribution units
(RPDUs) 424a-d can distribute electrical power from the equipment
bays 410 to a plurality of system loads 420 associated with the
system architecture 300. The RPDUs 424 can be largely based on
solid state power controllers instead of traditional thermal
circuit-breakers and relays.
[0045] FIG. 5 is a schematic diagram of an aircraft electric power
distribution system 500 configured in accordance with an embodiment
of the invention. In one aspect of this embodiment, the power
distribution system 500 includes a first generator 516a and a
second generator 516b operably coupled to an aircraft engine 510.
In one embodiment, the first generator 516a and the second
generator 516b can be high voltage AC generators (such as 230 Vac
generators). In another embodiment, one of the two generators 516
can be a high voltage DC generator (such as a .+-.270 Vdc
generator). The AC generator 516a can provide electrical power to
aircraft equipment that is insensitive to the supply frequency. The
DC generator 516b can provide electrical power to those components
of the aircraft system that include adjustable speed motors. In
other embodiments, the generators 516 can be other types of
generators. For example, in one other embodiment, both of the
generators 516 can be AC generators. In this embodiment, the DC
power needs of the system can be met with suitable AC-to-DC
conversion devices. In another embodiment, both of the generators
516 can be DC generators, and the AC power needs of the system can
be met with suitable DC-to-AC conversion devices.
[0046] In another aspect of this embodiment, the power distribution
system 500 can further include a first bus 515a configured to
receive power from the first generator 516a, and a second bus 515b
configured to receive power from the second generator 516b. In one
embodiment, the first bus 515a can be a high voltage AC bus, such
as a 230 Vac bus, configured to supply power directly to a
plurality of large-rated AC loads 550. Such loads may be associated
with wing ice protection equipment, hydraulic pumps, fuel pumps,
galley systems, and the like. In addition, the first bus 515a can
also provide power directly to a third bus 515c via a step-down
transformer 522. In one embodiment, the third bus 515c can be a
lower voltage AC bus, such as a 115 Vac bus. The third bus 515c can
provide power to a plurality of small-rated AC equipment loads 544
on the aircraft via a plurality of RPDUs (identified as a first
RPDU 524a and at least a second RPDU 524b). Such small-rated loads
544 may be associated with in-flight entertainment systems,
interior and exterior lighting systems, sensor heaters, and the
like.
[0047] In a further aspect of this embodiment, the second bus 515b
can supply electrical power to a plurality of adjustable speed
motors 552 on the aircraft. Such motors can include cabin
pressurization compressors, environmental control system fans,
vapor or air cycle ECS packs, large hydraulic pumps, flight
actuators, and the like. Use of a high voltage DC system can avoid
potential harmonic distortion problems often associated with motor
controllers, and can provide a means for accommodating
re-generative energy often associated with electro-hydrostatic
actuators. In addition, the use of a high voltage DC system can
also provide a significant weight savings through utilization of
lightweight DC generators and the elimination of harmonic
distortion treatment devices and regenerative energy absorption
devices.
[0048] FIG. 6 is a schematic diagram of an aircraft electric power
distribution system 600 configured in accordance with another
embodiment of the invention. In one aspect of this embodiment, the
power distribution system 600 includes a first aircraft engine
610a, a second aircraft engine 610b, and an APU 630. The power
distribution system 600 can further include three AC generators 616
(identified individually as a first AC generator 616a, a second AC
generator 616b, and a third AC generator 616c), and three DC
generators 618 (identified individually as a first DC generator
618a, a second DC generator 618b and a third DC generator 618c).
The first AC generator 616a and the first DC generator 618a can be
operably coupled to the first engine 610a. Similarly, the second AC
generator 616b and the second DC generator 618b can be operably
coupled to the second engine 610b. The third AC generator 616c and
the third DC generator 618c can be operably coupled to the APU 630.
The third AC generator 616c can provide electrical power from the
APU 630 to two AC buses 615a to service AC loads (not shown) during
ground operations and flight as needed. The third DC generator 618c
operably coupled to the APU 630 can provide electrical power to two
DC buses 615b to service adjustable speed motors (also not shown)
during ground operations and flight as needed. In addition, the
third AC generator 616c can also provide power to the two DC buses
615b via an AC-to-DC conversion device 624. Each of the two DC
buses 615b can be operably connected to a corresponding motor
controller 660 (identified individually as a first motor controller
660a and a second motor controller 660b). The motor controllers 660
can be configured to selectively provide electrical power to either
cabin pressurization compressors 680 (identified individually as a
first compressor 680a and a second compressor 680b) or engine start
circuits 662 (identified individually as a first start circuit 662a
and a second start circuit 662b). In another aspect of this
embodiment, the power distribution system 600 can include a first
electrical receptacle 613a and a second electrical receptacle 613b
configured to receive power from external ground power sources. In
one embodiment, the first receptacle 613a can be configured to
receive 115 Vac power from a ground source and the second
receptacle 613b can be configured to receive 230 Vac power from an
external ground source.
[0049] In one embodiment, high voltage (e.g., 230 Vac) ground power
received through the second receptacle 613b can be used to start
the engines 610. In this embodiment, the motor controllers 660 are
switched so that power from the DC buses 615b is directed to the
corresponding engine start circuit 662. This power is directed to
the corresponding AC generator 616 and used to run the AC generator
616 as a synchronous motor to crank the corresponding engine 610
for starting. Once the engine 610 is started, the motor controller
660 switches back to provide electrical power to the cabin
pressurization compressor 680.
[0050] FIG. 7 illustrates a schematic diagram of an electric power
distribution system 700 having only AC generators in accordance
with another embodiment of the invention. The power distribution
system 700 includes a first engine 710a, a second engine 710b, and
an APU 730. In one aspect of this embodiment, first and second AC
generators 716a and 716b are operably coupled to the first engine
710a, third and fourth AC generators 716c and 716d are operably
coupled to the second engine 710b, and fifth and sixth AC
generators 716e and 716f are operably coupled to the APU 730. To
meet DC voltage needs, high voltage AC power from the engines 710
and the APU 730 can be converted to high voltage DC power by one or
more AC-to-DC conversion devices, such as auto transformer
rectifier units (ATRUs) 724, that receive AC power from AC buses
715. Use of the ATRUs 724 allows the power distribution system 700
to provide both high voltage AC and DC power to support
conventional 115 Vac and 28 Vdc bus architectures. In addition, AC
power from one or more of the AC generators 716 can also be
converted to DC power for a 28 Vdc bus 719 by unregulated
transformer rectifier units 725 and regulated transformer rectifier
units 726. In another aspect of this embodiment, having two AC
generators 716 coupled to each of the engines 710 allows both of
the AC generators 716 to be used as synchronous starting motors for
added engine starting power, if desired. As discussed above with
reference to FIG. 3, the embodiments of the invention described
above with reference to FIGS. 5-7 are not limited to the particular
number of engines and/or starter/generators illustrated, but extend
to other quantities of engines and starter/generators in different
configurations.
[0051] FIGS. 8A-8C are schematic diagrams illustrating an electric
power distribution system 800 having an engine start circuit
configured in accordance with an embodiment of the invention.
Referring first to FIG. 8A, in one aspect of this embodiment, the
power distribution system 800 includes a generator 816 operably
coupled to an engine 810, and a compressor motor 880 operably
coupled to an environmental control system 840. The generator 816
can provide electric power to a motor controller 860 via an AC bus
815a, an AC-to-DC conversion device 824, and a high voltage DC bus
815b. During normal operation as illustrated in FIG. 8A, the motor
controller 860 can selectively direct the electric power to the
compressor motor 880 for operation of the ECS 840.
[0052] FIG. 8B illustrates an engine starting configuration of the
power distribution system 800. Because the engine 810 is initially
not running in this configuration, power is provided to the motor
controller 860 by an alternate AC power source 830 rather than the
generator 816. In one embodiment, the alternate power source 830
can include an APU or an external power source. In one aspect of
this embodiment, the motor controller 860 selectively directs the
electric power from the alternate power source 830 to an engine
start circuit 862. The engine start circuit 862 provides the
electrical power to the generator 816, which is configured to run
as a synchronous motor for starting the engine 810.
[0053] FIG. 8C illustrates another engine starting configuration of
the power distribution system 800. Here, power for starting the
engine 810 is provided by a battery 836. In one aspect of this
embodiment, the motor controller 860 selectively opens the circuit
to the high voltage DC bus 815b so it can receive electric power
from the battery 836. After connecting to the battery 836, the
motor controller directs the electric power to the generator 816
via the engine start circuit 862 as described above.
[0054] From the foregoing, it will be appreciated that specific
embodiments of the invention have been described herein for
purposes of illustration, but that various modifications may be
made without deviating from the spirit and scope of the invention.
Accordingly, the invention is not limited, except as by the
appended claims.
* * * * *