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    • 专利摘要:
    The invention relates to a method and a device for environmental control of cabin (11) aircraft. A compressor air intake (39) of the aircraft engine at a single intermediate pressure value is connected to an inlet of a compressor (48) of an intermediate turbocharger (47), an air outlet of this compressor (48) is connected to an inlet of an air cycle turbine engine (15), an output of the air cycle turbine engine is connected to the cabin (11), an inlet of a turbine (49) of the turbocharger (47) intermediate coupled to the compressor (48) receives air from the cabin (11), and the air pressure delivered to the air outlet of the compressor (48) of the turbocharger (47) intermediate is limited to a predetermined maximum value.
    公开号:FR3061479A1
    申请号:FR1750040
    申请日:2017-01-03
    公开日:2018-07-06
    发明作者:David Lavergne；Jerome ROCCHI
    申请人:Liebherr Aerospace Toulouse SAS；
    IPC主号:
    专利说明:

    Holder (s): SAS.
    LIEBHERR-AEROSPACE TOULOUSE
    O Extension request (s):
    ® Agent (s): CABINET BARRE LAFORGUE & ASSOCIES.
    ® PROCESS AND APPARATUS FOR ENVIRONMENTAL CONTROL OF AIRCRAFT SUPPLIED WITH INTERMEDIATE PRESSURE SAMPLE AIR.
    FR 3,061,479 - A1 (57) The invention relates to a method and a device for environmental control of an aircraft cabin (11). A compressor air intake (39) of the aircraft engine at a single intermediate pressure value is connected to an inlet of a compressor (48) of an intermediate turbocharger (47), an air outlet of this compressor (48) is connected to an inlet of an air cycle turbomachine (15), an outlet of the air cycle turbomachine is connected to the cabin (11), an inlet of a turbine (49) of the intermediate turbocharger (47) coupled to the compressor (48) receives air from the cabin (11), and the pressure of the air supplied to the air outlet of the compressor (48) of the intermediate turbocharger (47) is limited to a predetermined maximum value.

    i
    METHOD AND DEVICE FOR ENVIRONMENTAL CONTROL OF AIRCRAFT SUPPLIED BY INTERMEDIATE PRESSURE TAKING AIR
    The invention relates to a method and a device for environmental control of an aircraft cabin. It extends to an aircraft comprising such a cabin environmental control device.
    Throughout the text, the term "cabin" means any interior space of an aircraft in which the air pressure and temperature must be controlled. It can therefore be either a passenger cabin, a cockpit, a hold, a cargo loading space ... The expression "environmental control" means controlling the temperature and the pressure air in a cabin. The term "turbomachine" designates any rotary machine comprising at least one rotor and at least one impeller adapted to be able to be traversed by a compressible fluid such as air, and to modify at least the pressure thereof; it can notably be a compressor (axial and / or radial; open (blower or fan) and / or closed (streamlined compressor); single flow or double flow or multiflow); or a turbine (axial and / or radial; open and / or closed); or a turbocharger (axial and / or radial; single flow or double flow or multiflow), or other.
    In certain aircraft (such as those dedicated to medium-haul transport, of relatively low weight, on-board load and cost) the environmental control of the cabins is carried out entirely pneumatically, that is to say by systems operating from bleed air from the compressors of the aircraft propulsion engines and / or outside air (RAM) at dynamic pressure when the aircraft is in flight. The general problem that has arisen for a long time with this type of environmental control system (ECS) is to minimize the air intake on the compressors of the engines, so as to minimize the impact of this air intake on consumption. and on engine performance. Another problem is being able to control the temperature and pressure in the cabin in all phases of aircraft operation, including the takeoff, descent, and ground phases.
    US2015 / 0065023 describes an environmental control system supplied with compressed air, called bleed air, taken from an aircraft engine compressor. A high pressure air sampling port supplies a cooling exchanger which directly supplies the environmental control system. The first part of an air flow from a low pressure air sampling port supplies the compressor to an intermediate turbocharger, the output of which supplies the environmental control system. A second part of the air flow coming from the low pressure air sampling port feeds a turbine mechanically coupled to the compressor to drive it in rotation.
    Such a device has several drawbacks.
    First, the compressor in the intermediate turbocharger is used to raise the pressure of the sample air from the port at low pressure. However, the fact of supplying the turbine with air also coming from the port at low pressure provides insufficient driving torque to obtain the desired compression ratio at the outlet of the compressor.
    In any event, the mechanical work delivered by the turbine varies according to the pressure of the bleed air supplied by the port at low pressure, so that the characteristics of the compressed air delivered by the intermediate turbocharger also vary. significantly depending on the different flight phases of the aircraft. In particular, during the descent, the air pressure delivered by such a low pressure port is low and does not make it possible to ensure the pressurization of the cabin under satisfactory conditions from the sampling air at low pressure . This is why this document also provides for a high pressure sampling port.
    Thus, this device still requires two air sampling ports on the compressors of the motors: a high pressure port and a low pressure port. In addition, the use of bleed air from the high pressure port requires a heat exchanger to cool the bleed air before its use by the environmental control system or by wing defrosting devices. In addition to inducing a relatively large energy loss in principle, this heat exchanger is particularly heavy, complex and bulky, all the more so as the temperature of the air coming from the high pressure ports of the aircraft engines is constantly increasing according to the improvements made to the engines to increase their overall compression ratio for the benefit of lower fuel consumption.
    It should be noted that on certain aircraft it can be envisaged to drive an intermediate compressor not by a turbine from a part of the air intake flow, but with an electric motor (US2013 / 0040545). This solution can however only be envisaged for aircraft comprising an advanced electrical network capable of delivering sufficient electrical power in all phases of flight.
    However, despite the predominant tendency to want to electrify airliners as much as possible, there remains a certain category of aircraft for which, on the contrary, we wish to maintain their operation without requiring a complex electrical installation and efficient cooling devices for power electronics. On these aircraft, therefore, it is desired to maintain a pneumatic architecture, that is to say the use of bleed air from the engines for cabin environmental control. This is the case, for example, for aircraft whose engines are turboprop and / or for which the operational ceiling is less than 25,000 feet, that is to say approximately 7650 m. This is also the case for certain aircraft equipped with traditional turbojet engines (in particular multiflow and / or fan turbojet engines) and having a higher operational ceiling, in particular up to 41,000 feet, that is to say approximately 12,500 m.
    However, it is also desirable simultaneously to limit the impact of this levy on fuel consumption, and to reduce as much as possible, or even eliminate the heat exchanger for cooling the bleed air.
    Driving an intermediate compressor by an aircraft engine via a mechanical transmission also has the disadvantage of increasing engine complexity and fuel consumption.
    The invention therefore aims to overcome these drawbacks by proposing a method and a device for environmental control of an aircraft cabin which does not require either a drive motor for a compressor, or a high-pressure air sample from an engine compressor. of the aircraft, nor mechanical transmission transmission of an intermediate compressor by an engine of the aircraft.
    The invention thus aims in particular to allow a significant reduction in the size of the heat exchanger for the cooling of bleed air from an engine compressor, or even a elimination of this bleed air cooling exchanger.
    The invention aims in particular to propose such a method and such an environmental control device which can be supplied from a single port for extracting air at intermediate pressure on at least one engine compressor of the aircraft.
    The invention also aims to propose an aircraft having the same advantages. It aims in particular to propose an aircraft in which environmental control can be carried out exclusively pneumatically (the environmental control device being able to be free of electric motor), and of reduced fuel consumption.
    To do this, the invention relates to a process for environmental control of an aircraft cabin in which:
    a device for removing compressed air from at least one compressor of an aircraft engine, is connected in fluid communication to an air inlet of a compressor of a turbocharger, called an intermediate turbocharger, an outlet of air from the compressor of the intermediate turbocharger is connected in fluid communication to an air inlet of an air cycle turbomachine, an air outlet of the air cycle turbomachine is connected in fluid communication to the cabin for power supply the latter with air at controlled pressure and temperature, an air inlet of a turbine of the intermediate turbocharger is connected in fluid communication to a source of compressed air, this turbine being mechanically coupled to the compressor so that when the turbine is supplied with compressed air, it delivers mechanical work to the compressor, characterized in that:
    the compressed air sampling device is arranged to be able to supply the air inlet of the compressor of the intermediate turbocharger with compressed air, called bleeding air, taken from at least one engine compressor of the aircraft to from a single air sampling port at an intermediate pressure value lower than a maximum pressure delivered by this engine compressor and greater than a minimum pressure delivered by this engine compressor, said compressed air source connected in communication of fluid at the air inlet of the turbine of the intermediate turbocharger comprises air coming from the cabin, the pressure of the air supplied to the air inlet of the air cycle turbomachine is limited to a predetermined maximum value.
    The invention also extends to an aircraft cabin environmental control device comprising:
    a device for taking compressed air from at least one compressor of an aircraft engine, this air taking device being connected in fluid communication to an air inlet of a compressor of a turbocharger, called intermediate turbocharger, an air outlet of the compressor of the intermediate turbocharger connected in fluid communication to an air inlet of an air cycle turbomachine, an air outlet of the air cycle turbomachine connected in fluid communication to the cabin in order to be able to supply the latter with air at controlled pressure and temperature, an air inlet of a turbine of the intermediate turbocharger connected in fluid communication to a source of compressed air, this turbine being mechanically coupled to the compressor so that when the turbine is supplied with compressed air, it delivers mechanical work to the compressor, characterized in that:
    the compressed air sampling device is arranged to be able to supply the air inlet of the compressor of the intermediate turbocharger with compressed air, called bleeding air, taken from at least one engine compressor of the aircraft to from a single air sampling port at an intermediate pressure value lower than a maximum pressure delivered by this engine compressor and greater than a minimum pressure delivered by this engine compressor, said compressed air source connected in communication of fluid at the air inlet of the turbine of the intermediate turbocharger comprises air coming from the cabin, it includes a pressure limiting device adapted to limit the pressure of the air supplied to the air inlet of the air cycle turbomachine at a predetermined maximum value.
    Thus, the invention allows on the one hand to ensure the operation of the intermediate turbocharger in all phases of flight, on the other hand to dispense with any electric motor driving an intermediate compressor, the use high pressure bleed air for environmental control of the cabin, and of any mechanical connection between the intermediate turbocharger and an aircraft engine.
    Furthermore, in certain advantageous embodiments of a method and a device according to the invention, the compressed air sampling device is also connected in fluid communication directly to the air inlet of the cycle turbomachine. air via a bypass line parallel to the compressor of the intermediate turbocharger, this bypass line comprising a valve adapted to supply said air cycle turbomachine directly by bleed air when said intermediate pressure value is greater than a minimum value predetermined by said valve, so that the compressor of the intermediate turbocharger is supplied with bleed air only if said intermediate pressure value is less than said minimum predetermined value. Thus, if said intermediate value of air pressure delivered by the sampling port is less than said predetermined minimum value, the intermediate turbocharger is active and makes it possible to raise the air pressure to a sufficient value at the inlet air from the air cycle turbomachine. If said intermediate value of bleed air pressure is on the contrary greater than said predetermined value, the intermediate turbocharger is no longer useful, the bleed air being able to be directly supplied to the air inlet of the turbomachine to air cycle through the bypass line.
    The air intake of the turbine of the intermediate turbocharger is supplied at least with air from the cabin. Nothing prevents provision in certain variants of the invention to supply the air inlet of the turbine of the intermediate turbocharger by another source of compressed air available on board the aircraft, for example by air at atmospheric pressure taken from outside the aircraft (for example when the aircraft is on the ground) and / or by dynamic pressure air (RAM) resulting from the flight of the aircraft if the pressure of this air is sufficient. However, in certain advantageous embodiments, the air inlet of the turbine of the intermediate turbocharger is supplied exclusively with air from the cabin.
    The air coming from the cabin can be recirculation air, the air outlet of the turbine of the intermediate turbocharger being then connected to the inlet of the cabin or to a mixing chamber enabling the cabin to be supplied by air at an appropriate pressure and temperature.
    As a variant or in combination, at least for certain flight phases of the aircraft, the air outlet of the turbine of the intermediate turbocharger is connected in fluid communication to an air outlet outside the aircraft of so as to reject the relaxed air outside. Thus, at least part of the air to be evacuated from the cabin is used for air renewal, to drive the turbine of the intermediate turbocharger. In certain advantageous embodiments in accordance with the invention, the turbine of the intermediate turbocharger is supplied exclusively from an air flow to be evacuated from the cabin for renewal, the air outlet from the turbine of the turbocharger intermediate being connected in fluid communication to an air outlet outside the aircraft.
    In certain embodiments of the invention, it could be envisaged to supply the air cycle turbomachine with bleed air at a pressure different from said intermediate pressure value, that is to say by a different sampling port. However, in other advantageous embodiments of the invention, the air cycle turbomachine is connected to the compressed air sampling device so as to be able to receive sampling air from said single air sampling port, i.e. a single (but variable) intermediate pressure value. Thus, in these embodiments, the entire environmental control device is supplied with bleed air only from said single air bleed port at said intermediate pressure value.
    More particularly, in certain embodiments of the invention, the compressed air sampling device comprises a single air sampling valve of at least one engine compressor of the aircraft. Thus, a single air sampling valve is used (of at least one compressor of at least one engine of the aircraft, or of several compressors of several engines of the aircraft, or even of each compressor of each engine of the aircraft) at said intermediate pressure value for supplying the air inlet to the compressor of the intermediate turbocharger, and preferably for supplying the entire environmental control device according to the invention. In a method and a device according to the invention, it is no longer necessary to provide a high-pressure air sample, nor a corresponding cooling heat exchanger, the latter being able to be reduced by as much in volume if high-pressure bleed air is still necessary for other components of the aircraft, for example for a pneumatic de-icing device, or even eliminated if no other component of the aircraft is to be supplied with bleed air, for example if all the aircraft wing defrosting devices are electrical devices.
    Furthermore, each engine compressor of the aircraft comprising at least one low pressure stage, at least one intermediate pressure stage and at least one high pressure stage, said single air intake valve is arranged to take air sampling of an intermediate pressure stage. Thus, said intermediate pressure value corresponds to a pressure delivered by an intermediate pressure stage of an engine compressor of the aircraft.
    This intermediate pressure value varies according to the flight conditions between a minimum value (at altitude or during the descent of the aircraft) which is typically of the order of 1.10 5 Pa to 2.10 5 Pa (pressure value absolute), at a maximum value (on takeoff of the aircraft) which is typically of the order of 8.10 5 Pa to 10.10 5 Pa (absolute pressure value).
    The pressure limiting device makes it possible to limit the value of the pressure of the air supplied to the air inlet of the air cycle turbomachine independently of said intermediate pressure value when this intermediate pressure value is less than said value predetermined minimum by the bypass valve. For example, this pressure limiting device is adapted to limit the pressure at the air inlet of the air cycle turbomachine to a predetermined maximum value between 10 5 Pa and 2.10 5 Pa (relative pressure with respect to pressure outdoor atmospheric), preferably of the order of 22 psig (151,685 Pa), corresponding to a maximum value of absolute pressure of the order of 1.7.10 5 Pa at altitude at 41,000 feet (12,500 m) at 1, 9.10 5 Pa at altitude at 25,000 feet (7650 m) and around 2.6.10 5 Pa on the ground.
    Limiting the pressure at the air inlet of the air cycle turbomachine can be obtained in different ways.
    ίο
    Thus, in certain embodiments of the invention, this pressure limitation can be obtained in particular by at least one of the following actions:
    adjustment of the pressure of the air supplied to the air inlet of the compressor of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve;
    adjustment of the air flow delivered to the air inlet of the compressor of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve; this adjustment of the flow rate through the valve has the effect of varying (and limiting) the pressure;
    adjustment of the pressure of the air supplied to the air inlet of the turbine of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve;
    adjustment of the air flow delivered to the air inlet of the turbine of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve; this adjustment of the flow rate through the valve has the effect of varying (and limiting) the pressure at the inlet of the turbine;
    adjustment of the pressure of the air delivered to the compressor outlet of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve;
    adjustment of the air flow delivered to the compressor outlet of the intermediate turbocharger; this adjustment can be obtained by a control unit controlling a controlled valve; this adjustment of the flow rate through the valve has the effect of varying (and limiting) the pressure at the outlet of this valve;
    pressure limitation by a pressure limiting valve with automatic closure at the outlet of the compressor from the intermediate turbocharger;
    adjusting the pressure of the air supplied to the air inlet of the air cycle turbomachine; this adjustment can be obtained by a control unit controlling a controlled valve;
    adjustment of the flow of air delivered to the air inlet of the air cycle turbomachine; this adjustment can be obtained by a control unit controlling a controlled valve; this adjustment of the flow rate by the valve has the effect of varying (and limiting) the pressure at the air inlet of the air cycle turbomachine;
    pressure limitation by an automatic closing pressure limiting valve at the air inlet of the air cycle turbomachine.
    Thus, in certain embodiments of a device according to the invention, said pressure limiting device at the air inlet of the air cycle turbomachine comprises a control unit of at least one controlled valve. In particular, this controlled valve can be chosen from a valve at the air inlet of the compressor of the intermediate turbocharger, a valve at the air inlet of the turbine of the intermediate turbocharger - in particular a flow adjustment valve d air from the cabin, a valve at the outlet of the compressor from the intermediate turbocharger, and a valve at the air inlet of the air cycle turbomachine. Such a valve can be controlled in flow by the control unit, the adjustment of the flow by the valve having the consequence of varying (and limiting) the pressure at the air inlet of the air cycle turbomachine. . However, nothing prevents the provision of such a valve controlled directly in pressure by the control unit, in order to limit the pressure at the air inlet of the air cycle turbomachine.
    In particular, the pressure of the air supplied to the air inlet of the air cycle turbomachine can be limited by limiting the pressure of the air flow delivered to the air outlet of the compressor of the intermediate turbocharger. In other words, said pressure limiting device is then a limiter of the pressure of the air flow at the air outlet of the compressor of the intermediate turbocharger.
    In addition, in certain particular embodiments, this pressure of the air flow delivered to the air outlet of the compressor of the intermediate turbocharger can be limited by adjusting a flow rate and / or the pressure of the air delivered to a air inlet of the intermediate turbocharger. In other words, said pressure limiting device comprises a control unit for at least one valve controlled at an air inlet of the intermediate turbocharger.
    In certain embodiments advantageously and according to the invention, said valve controlled at an air inlet of the intermediate turbocharger is chosen from a valve at the air inlet of the compressor of the intermediate turbocharger and a valve at the air inlet of the turbine of the intermediate turbocharger. In the first variant, the pressure delivered by the compressor of the intermediate turbocharger is limited by an adjustment of the flow rate and / or the pressure of the bleed air received at the inlet of this compressor (said control unit controlling such a valve controlling the flow of bleed air received at the compressor inlet). In the second variant, the pressure delivered by the compressor of the intermediate turbocharger is limited by the speed of the intermediate turbocharger determined by adjusting the flow rate and / or the pressure of the air supplied by said source of compressed air at the inlet of air from the turbine of the intermediate turbocharger, in particular by adjusting the flow rate and / or the pressure of the air coming from the cabin (said control unit controlling a valve controlling the air flow coming from the cabin ).
    The invention applies in particular to an environmental control device in which:
    said air cycle turbomachine comprises at least one rotary turbocharger, called main turbocharger, said air inlet of the air cycle turbomachine is connected in fluid communication to an air inlet of a compressor of the main turbocharger, a air outlet of the compressor of the main turbocharger is connected in fluid communication via at least one heat exchanger to an air inlet of a turbine of the main turbocharger mechanically coupled to said compressor of the main turbocharger to be able to deliver a mechanical work of rotation drive, the cabin is connected (directly or preferably via a mixing chamber) in fluid communication to an air outlet of the turbine of the main turbocharger.
    As indicated above, in certain embodiments of the invention, the air inlet of the compressor of the main turbocharger is directly connected in fluid communication to the air outlet of the compressor of the intermediate turbocharger. Thus, in these embodiments, it is not necessary to provide a cooling heat exchanger between the air intake device and the air inlet of the compressor of the intermediate turbocharger.
    Furthermore, the invention also makes it possible to envisage several variants for controlling the pressure in the cabin. The pressure prevailing in the cabin is controlled by servo-control based on a measurement of the pressure prevailing in the cabin and an adjustment of at least one air flow entering the cabin and / or at least one air flow leaving the cabin.
    According to a first variant, the pressure prevailing in the cabin is adjusted by adjusting the flow of air discharged to the outside by a controlled valve for discharging air outside the cabin, the air flow delivered to the entry of the cabin from the air outlet of the turbine of the main turbocharger being determined by law only as a function of the altitude of the aircraft. In this first variant, the servo-control also takes into account the flow of air discharged outside the cabin via the turbine of the intermediate turbocharger, if applicable.
    According to a second variant, the pressure prevailing in the cabin is adjusted by adjusting the air flow rate delivered to the inlet of the cabin from the air outlet of the turbine of the main turbocharger (generally by means of 'a mixing chamber). Thus, the device according to the invention comprises a controlled valve for adjusting the flow of air delivered to the entrance of the cabin. In this second variant, the flow of air discharged outside the cabin can be determined by a calibrated orifice. The air coming from the cabin supplying the air inlet of the turbine of the intermediate turbocharger can be taken from the flow of exhaust air through said calibrated orifice, or, as a variant, be independent of this flow of exhaust air by said calibrated orifice, that is to say add to this air flow. It should be noted that this second variant is in particular made possible by the invention because the bleed air supplying the main turbocharger comes from a single bleed port at intermediate pressure, the air at the outlet of the turbine. of the main turbocharger therefore having a pressure value varying relatively little.
    The invention also extends to an environmental control device characterized in that it is suitable for the implementation of an environmental control process according to the invention.
    The invention also extends to an environmental control process implemented by an environmental control device according to the invention.
    The invention also relates to an aircraft comprising at least one cabin environmental control device characterized in that each cabin environmental control device is a device according to the invention.
    In certain embodiments an aircraft according to the invention comprising de-icing devices is characterized in that all of the de-icing devices are electrically powered de-icing devices, that is to say do not use l bleed air from an aircraft engine compressor. Thus, the only air intake required on an aircraft engine compressor may be that required for the environmental control device, at said intermediate pressure value.
    The invention particularly applies advantageously to an aircraft characterized by a flight altitude ceiling of less than 25,000 feet or 7,650 m. The sample air at said intermediate pressure value then has a temperature which is always less than 250 ° C., making it possible to remove any heat exchanger for cooling the sample air. In certain embodiments, an aircraft according to the invention comprises at least one turboprop engine.
    The invention however also applies to an aircraft having a higher flight altitude ceiling, in particular up to 41,000 feet or 12,500 m and / or comprising at least one turbojet engine other than a turboprop engine.
    The invention also relates to an aircraft cabin environmental control method, to an aircraft cabin environmental control device and to an aircraft characterized in combination by all or some of the characteristics mentioned above or below.
    Other objects, characteristics and advantages of the invention will appear on reading the following description given without limitation and which refers to the appended figures in which:
    Figure 1 is a block diagram of a first alternative embodiment of an environmental control device according to the invention implementing an environmental control method according to the invention in an aircraft according to the invention, Figures 2 and 3 are diagrams similar to Figure 1 respectively illustrating two other alternative embodiments of the invention.
    An aircraft according to the invention is for example an airliner which comprises at least one passenger cabin 11, and is provided with at least one main engine 12 propelling the aircraft, for example one or more turboprop (s) ; and / or one or more turbojet engine (s), and at least one auxiliary power supply unit (APU) 13 making it possible to deliver electrical power and compressed air when the aircraft is on the ground and that the main engine (s) 12 of the aircraft is (are) stopped.
    The environmental control device according to the invention comprises at least one module 14 or “air conditioning pack” (ECS) which can be formed from a set of components enclosed in a casing or housing and having connection ports for air inlet and outlet and a dynamic RAM air circulation channel through one or more heat exchangers. Such a DHW module 14 can be the subject of very numerous variant embodiments compatible with the invention and is only shown in very schematic form in FIG. 1. It comprises at least one air cycle turbomachine 15 which, in the example, includes a rotary compressor 16, a rotary turbine 17, a fan 18 ensuring the circulation of dynamic air RAM through exchangers 26, 36 and a rotary shaft 19 connecting the compressor 16 to the turbine 17 and to the fan 18 and mechanically coupling these three rotationally integral elements.
    The compressor 16 of the air cycle turbomachine 15 comprises an air inlet 22 and an air outlet 23. The turbine 17 of the air cycle turbomachine 15 comprises an air inlet 24 and an air outlet 25. At least one first circuit of an intermediate air / air heat exchanger 26 is interposed between the air outlet 23 of the compressor 16 and the air inlet 24 of the turbine 17, so as to cool the air compressed and heated delivered by the compressor 16 before its introduction into the air inlet 24 of the turbine 17. Downstream of the heat exchanger 26, the flow of cooled compressed air passes through a loop 27 of water extraction (which includes for example a heater formed by an air / air heat exchanger, a condenser also formed by an air / air heat exchanger, and a water extractor). The cold expanded air at the outlet of the turbine 17 passes through the condenser of the water extraction loop 27 to cool the air flow upstream of the turbine 17, then feeds a mixing chamber 28 .
    The mixing chamber 28 is connected to the cabin 11 by means of a pipe 30 and of a valve 29 controlled to supply it with air at controlled pressure and temperature. Thus, the outlet 25 of the turbine 17 of the air cycle turbomachine 15 is connected in fluid communication to the cabin 11, by means of the mixing chamber 28, to supply the cabin 11 with air at pressure and temperature controlled.
    The mixing chamber 28 can receive recirculation air from the cabin 11 via a pipe 32 and a controlled valve 31, thanks to a recirculation fan (not shown).
    The intercalary heat exchanger 26 comprises a second circuit traversed by dynamic pressure air RAM coming from at least one dynamic pressure air intake (RAM) mouth 35 for cooling the heated compressed air between compressor 16 and turbine 17.
    If necessary, a first circuit of an air / air cooling heat exchanger 36 is interposed between an air inlet 37 of the DHW module and the air inlet 22 of the compressor 16 of the air cycle turbomachine 15 , the second circuit of this heat exchanger 36 being traversed by dynamic pressure air RAM delivered at the outlet of the second intermediate heat exchanger circuit 26, so as to cool the air between the air inlet 37 of the module 14 DHW and the air inlet 22 of the compressor 16 of the air cycle turbomachine. The circulation of air in the second circuits of the heat exchangers 26, 36 is ensured by the fan 18, this air flow being able to be regulated by a controlled valve 34.
    Each air / air heat exchanger allows heat transfer between its first circuit and its second circuit, depending on the temperature difference of the air flows passing through these two circuits respectively.
    Each engine 12 of the aircraft comprises at least one axial rotary compressor 39, a combustion chamber 40, and at least one turbine 41. In the example shown, the engine 12 is a double-flow turboprop engine also comprising a propeller 42. L The invention applies equally well to any other architecture of engine 12 (single-flow turboprop, simple or double-flow turbojet, with or without blower, with radial and / or axial turbomachine, etc.) since the engine 12 comprises at minus an air compressor from which a compressed air flow can be taken.
    At least one engine 12 of the aircraft comprises a valve 38 for withdrawing compressed air at an intermediate pressure value between the maximum pressure delivered by the compressor 39 of the engine 12 immediately upstream of its combustion chamber 40 and the pressure of the air entering the compressor of the engine 12, corresponding to the dynamic pressure RAM. The environmental control device according to the invention receives bleed air from the engine 12 from a single valve 38 for bleeding air from this engine 12, that is to say at all times at a single pressure value, which corresponds to said intermediate pressure value. The environmental control device according to the invention is therefore supplied with air taken from at least one engine 12 from a single valve 38 for taking air, at said intermediate pressure value, from this engine 12.
    The position of the sampling valve 38 on the compressor 16 of the engine 12 (and therefore said intermediate pressure value) is chosen so as to minimize the fuel consumption of the engine 12, while optimizing the operation of the environmental control device exclusively from this sampling air. Thus, the environmental control device according to the invention can be, as in the example shown and described, of the exclusively pneumatic type, and free of electric motor and electric power supply. It only requires a power supply for its control logic (which can be formed by an appropriately programmed digital data processing computer unit) and different controlled valves allowing its operation according to needs and different flight phases of the aircraft. The control logic is in particular adapted to control the temperature and the pressure of the air inside the cabin 11, as well as its renewal, in a manner known per se.
    This intermediate pressure value varies as a function of the different operating phases of the aircraft, and is for example chosen so as to be at least of the order of 1.1 × 10 5 Pa (absolute pressure value at altitude or during the descent of the aircraft) and at most of the order of 10 6 Pa (absolute pressure value when each engine 12 is at maximum power, in particular when the aircraft takes off).
    The bleed valve 38 is connected to the air inlet 37 of the DHW module 14 to supply it with bleed air through successively a Venturi constituting a flow sensor 45, a controlled valve 46 allowing to control the flow of air supplied, and an intermediate compression device making it possible, when said intermediate pressure value is insufficient to supply the module 14 DHW, to increase the pressure of the air supplied to the inlet 37 of the module 14 DHW.
    The auxiliary power unit 13 (APU) also makes it possible, when the main engine (s) 12 of the aircraft is (are) stopped, to deliver, upstream of the sensor 45 flow, compressed air to a value corresponding to said intermediate pressure value via a pipe 63 with a controlled valve 62.
    The intermediate compression device comprises an intermediate turbocharger 47 comprising a compressor 48, and a turbine 49 mechanically coupled to the compressor 48 by a shaft 44 so that when the turbine 49 is supplied with compressed air, it delivers mechanical work to the compressor 48 The compressor 48 includes an air inlet 50 connected to the outlet of the flow control valve 46 by a pipe 51 allowing the compressor 48 to be supplied with bleed air.
    The outlet of the flow control valve 46 is also connected to the air inlet 37 of the DHW module 14 by a bypass line 52 in parallel to the line 51 which connects the outlet of the flow control valve 46 to the air inlet 50 of the compressor 48 of the intermediate turbocharger 47. This bypass line 52 includes a valve 53 adapted to supply the air inlet 37 of the module 14 DHW with bleed air directly from the outlet of the flow control valve 46, and therefore of the valve 38 when the said intermediate pressure value is greater than a minimum value predetermined by the valve 53 if the latter is operating automatically, or by a fluidic condition (pressure measured on the valve 38, or on the valve 46, or flow measured on the flow meter 45) if the valve 53 is of the ordered type.
    This predetermined minimum value corresponds to the minimum value of the pressure at which the DHW module 14 must be supplied in order to be able to operate under appropriate conditions and to allow on the one hand the pressurization of the cabin 11 as necessary, on the other hand controlling the temperature within the cabin 11. This predetermined minimum value is greater than the minimum value of the pressure of the sampling air supplied by the sampling valve 38. It is preferably less than the maximum value of the bleed air pressure delivered by the bleed valve 38, so as to allow the supply of the DHW module 14 directly by the bleed air, at least without intermediate compression, under certain flight conditions of the aircraft, for example on take-off. For example, this predetermined minimum value is between 10 5 Pa and 2.10 5 Pa, preferably, for a pack of the order of 22 psig (15 1685 Pa) (relative pressure with respect to the external atmospheric pressure), i.e. a minimum absolute pressure value of the order of 1.6.10 5 Pa at altitude and of the order of 2.10 5 Pa on the ground.
    When said intermediate pressure value is greater than said predetermined minimum value, the valve 53 of the bypass line 52 is open, and the environmental control device operates in a traditional manner, the flow of bleed air supplied to the inlet 37 of the DHW module 14 being controlled by the control unit via the flow control valve 46 as a function of the flow measured by the flow sensor 45.
    The compressor 48 of the intermediate turbocharger 47 has an outlet 54 connected to the bypass line 52 downstream of the valve 53 by a line 55. The bypass line 52 and the outlet line 55 of the compressor 48 meet at a node 57 connected to the air inlet 37 of the DHW module 14.
    The turbine 49 of the intermediate turbocharger 47 has an air inlet 58 supplied from the cabin 11 by means of a controlled valve 59, which is a stale air discharge valve to the outside of the cabin 11. Such a stale air discharge valve is generally provided on all aircraft to allow the renewal of the air in the cabin 11 and the control of the pressure prevailing in the cabin. Its operation is controlled by the cabin 11 pressurization control logic according to the different flight phases of the aircraft and its conditions of use, in particular the number of passengers on board cabin 11.
    In certain variant embodiments, the controlled valve 59 controlling the flow of air supplied to the inlet of the turbine 49 of the intermediate turbocharger 47 is the only stale air discharge valve outside the cabin. In this case, the valve 59 is controlled both by the cabin pressurization control logic and by the control module of the DHW module to simultaneously pressurize and control the cabin temperature. However, in these variants, it may happen that the need for pressurization of the cabin imposes the closing of the valve 59 while the intermediate value of bleed air pressure is insufficient, requiring the drive of the compressor 48 to supply the module 14 DHW.
    In other alternative embodiments, the controlled valve 59 is added to at least one other stale air discharge valve allowing the pressurization of the cabin to be controlled.
    In other alternative embodiments, the pressurization of the cabin is ensured not by a stale air discharge valve, but by adjusting the air flow entering the cabin, that is to say by the valve 29 interposed between the mixing chamber 28 of the cabin 11, and through a calibrated orifice allowing a predetermined air flow to escape from the cabin 11. In these latter variants, the servo-control of the cabin pressurization takes in consideration of the opening or not of the controlled valve 59 supplying the turbine 49 of the intermediate turbocharger 47.
    The stale air evacuated from the cabin 11 by the evacuation valve 59 is pressurized air, and is therefore capable of being expanded by the turbine 49 of the intermediate turbocharger 47, the latter having an outlet 60 for discharging air the air expanded by the turbine 49 towards the outside of the aircraft.
    When said intermediate pressure value is less than said predetermined minimum value, the flow control valve 46 is fully open and the valve 53 of the bypass line 52 is closed. The air supplied at the outlet of the flow control valve 46 is directed to the inlet 52 of the compressor 48 of the intermediate turbocharger 47, compressed by this intermediate compressor 48, and delivered to the air inlet 37 of the module 14 DHW.
    The value of the pressure of the air delivered to the air inlet 22 of the air cycle turbomachine, that is to say to the air inlet 37 of the DHW module is limited to a value predetermined maximum. In particular, to do this, the value of the pressure of the air delivered by the compressor 48 of the intermediate turbocharger 47 is limited to a predetermined maximum value.
    In a first alternative embodiment represented in FIG. 1, the control logic controls the pressure of the air supplied to the outlet 54 of the compressor 48 by adjusting the speed of the compressor 48 of the intermediate turbocharger 47, thanks to the valve 59 controlling the exhaust air flow coming from the cabin 11 and supplying the turbine 49 of the intermediate turbocharger 47. The control logic implements a servo-control of the opening of the valve 59 controlled as a function of the value of the air pressure at the outlet of the compressor 48 and / or as a function of the flow of bleed air supplied to this compressor 48 measured by the flow sensor 45. In this first variant, the flow control valve 46 is fully open.
    In a second alternative embodiment which also corresponds to the diagram in FIG. 1, the control logic limits the pressure of the air supplied to the outlet 54 of the compressor 48 of the intermediate turbocharger 47 by adjusting the flow rate of bleed air supplied by the flow control valve 46 at the inlet of the intermediate turbocharger 47. The control logic implements a servo-control of this flow control valve 46 as a function of the value of the air pressure at the outlet of the compressor 48 and / or as a function of the bleed air flow supplied to this compressor 48 measured by the flow sensor 45. In this second variant, the controlled valve 59 supplying the turbine 49 of the intermediate turbocharger 47 is fully open.
    In a third alternative embodiment shown in FIG. 2, the line 55 connecting the outlet 54 of the compressor 48 of the intermediate turbocharger 47 to the line 52 of bypass downstream of the valve 53 comprising a valve 56 for controlling the flow, and the logic of control limits the pressure of the air delivered to the input 37 of the DHW module 14 by adjusting the air flow delivered by this valve 56 for controlling the air flow delivered by the compressor 48 of the intermediate turbocharger 47, in this configuration the valves 46 and 59 being full open. The valve 56 also prevents the air arriving at the node 57 via the bypass line 52 from returning to the air outlet 54 of the compressor 48 of the intermediate turbocharger when the valve 53 of the bypass line 52 is open.
    In a fourth embodiment shown in FIG. 3, a flow control valve 64 is placed immediately upstream of the inlet 37 of the DHW module 14, downstream of the node 57 to which the line 55 for outlet of the compressor 48 of the intermediate turbocharger 47 and the bypass line 52, and the control logic limits the pressure of the air supplied to the input 37 of the DHW module 14, by adjusting the air flow supplied by this control valve 64 air flow.
    This predetermined maximum value of the pressure at the outlet 54 of the compressor 48 corresponds to the maximum supply value of the module 14 DHW for proper operation of the latter. For example, this predetermined maximum value is between 10 5 Pa and 2.10 5 Pa (relative pressure with respect to the external atmospheric pressure), preferably of the order of 22 psig (151 685 Pa), corresponding to a maximum pressure value absolute of the order of 1.7.10 5 Pa at altitude at 41,000 feet (12,500 m) at 1.9.10 5 Pa at altitude at 25,000 feet (7650 m). Indeed, the value of the pressure delivered by the compressor 48 of the intermediate turbocharger 47 can vary within limits which are difficult to predict, depending on variations in pressure of the bleed air supplied to the air inlet 50 of the compressor 48, and of the supply to the turbine 49 of the intermediate turbocharger 47, the latter depending on the use of the aircraft, and for example, in certain variant embodiments, the number of passengers in the cabin 11.
    An aircraft according to the invention may comprise a single engine 12 and a single environmental control device according to the invention. An aircraft according to the invention may also comprise, in variants, several engines 12. Nothing prevents the provision of the same environmental control device according to the invention being powered from several engines 12 of the aircraft, each of these engines 12 then being provided with a single valve 38 for withdrawing air at said intermediate pressure value. Typically, an aircraft comprises at least two engines 12, at least one to port, at least one to starboard, and two environmental control devices according to the invention, one to port, the other to starboard. Each environmental control device according to the invention is supplied with bleed air from at least one engine 12 located on the same side of the aircraft, preferably from each of the engines 12 located on the same side of the aircraft . The lines coming from the different air intake valves 38 of the different motors 12 supplying the same environmental control device according to the invention meet at a node upstream of the flow sensor 45.
    Thanks to the recovery of the pressure of the stale air evacuated from the cabin with a view to its renewal for driving the turbine 49 of the intermediate turbocharger 47, the invention makes it possible to provide only one air intake on each compressor of each engine 12 of the aircraft for the supply of compressed air to each environmental control device according to the invention. This results in numerous advantages, in particular a reduction in fuel consumption and the possibility of eliminating the exchanger 36 of bleed air cooling heat for aircraft flying at a sufficiently low altitude, in particular less than 25,000 feet, c 'that is to say about 7650 m, and in which the deicing of the airfoil is carried out exclusively by electrical deicing devices (and not from bleed air on the engines 12 of the aircraft). For aircraft flying at a higher altitude, the heat exchanger 36 can in any case be reduced considerably.
    The invention can be the subject of numerous other applications and variant embodiments with respect to the embodiment shown in the figure and described above.
    In particular, as a variant or in combination, the air pressure at the air inlet of the air cycle turbomachine can be limited by a pressure limiting valve at the outlet of the compressor 48 of the intermediate turbocharger 47 and / or by a pressure limiting valve at the air inlet 22 of the air cycle turbomachine and / or by a valve for controlling the air flow delivered to the air inlet 37 of the module 14 DHW and / or by a controlled valve for controlling the air flow delivered to the outlet of the compressor 48 of the intermediate turbocharger 47. Each of the controlled valves can be chosen from an electric valve (controlled by electrical signals and actuated by an electrical actuator), an electropneumatic valve (controlled by electrical signals and actuated by a pneumatic actuator), and a pneumatic valve (controlled and 5 pneumatically operated).
    In addition, if the method and the environmental control device according to the invention can be exclusively pneumatic, there is nothing to prevent also providing an electric motor for driving the shaft 19 of the air cycle turbomachine 15 and / or an electric motor for driving the shaft 44 of the intermediate turbocharger 47. In addition, the control unit can be subject to any suitable variant. Cabin 11 can be a passenger cabin or any other aircraft cabin (cockpit, hold, cargo loading space, etc.).
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1 / - Aircraft cabin environmental control method (11) in which:
    a device for removing compressed air from at least one compressor (39) of the aircraft engine, is connected in fluid communication to an air inlet of a compressor (48) of a turbocharger, called a turbocharger (47) intermediate, an air outlet of the compressor (48) of the intermediate turbocharger (47) is connected in fluid communication to an air inlet (22) of an air cycle turbomachine (15), an outlet of air from the air cycle turbomachine (15) is connected in fluid communication to the cabin (11) in order to be able to supply the latter with air at controlled pressure and temperature, an air inlet of a turbine (49) of the intermediate turbocharger (47) is connected in fluid communication to a source of compressed air, this turbine (49) being mechanically coupled to the compressor (48) so that when the turbine (49) is supplied with air compressed, it delivers mechanical work to compressor (48), characterized in that:
    the compressed air sampling device is designed to be able to supply the air inlet of the compressor (48) of the intermediate turbocharger (47) with compressed air, called bleeding air, taken from at least one compressor ( 39) of the engine (12) of the aircraft from a single air sampling port at an intermediate pressure value less than a maximum pressure delivered by this engine compressor (39) and greater than a minimum pressure delivered by this engine compressor (39), said compressed air source connected in fluid communication to the air inlet of the turbine (49) of the intermediate turbocharger (47) comprises air coming from the cabin ( 11), the pressure of the air supplied to the air inlet (22) of the air cycle turbomachine is limited to a predetermined maximum value as a function of the flight phases and conditions.
    [2" id="c-fr-0002]
    2 / - Method according to claim 1 characterized in that the compressed air sampling device is also connected in fluid communication directly to the air inlet of the turbomachine (15) to air cycle via d a bypass line (52) parallel to the compressor (48) of the intermediate turbocharger (47), this bypass line (52) comprising a valve (53) adapted to supply said air cycle turbomachine (15) directly by means of bleed air when said intermediate pressure value is greater than a minimum value predetermined by said valve (53), so that the compressor (48) of the intermediate turbocharger (47) is supplied with bleed air only if said intermediate pressure value is less than said predetermined minimum value.
    [3" id="c-fr-0003]
    3 / - Method according to any one of claims 1 or 2 characterized in that the air outlet of the turbine (49) of the turbocharger (47) intermediate is connected in fluid communication to an air outlet to the exterior of the aircraft so as to discharge the relaxed air to the exterior.
    [4" id="c-fr-0004]
    4 / - Method according to one of claims 1 to 3 characterized in that the pressure of the air supplied to the air inlet (22) of the air cycle turbomachine is limited by adjusting at least one air flow chosen from an air flow delivered to the air outlet of the compressor of the intermediate turbocharger (47), an air flow delivered to the air inlet of the compressor of the intermediate turbocharger (47) and a air flow delivered to the air inlet of the turbine of the intermediate turbocharger (47).
    [5" id="c-fr-0005]
    5 / - Method according to one of claims 1 to 4 characterized in that: said air cycle turbomachine (15) comprising at least one rotary turbocharger, said main turbocharger, said air inlet of the turbomachine (15) to air cycle being an air inlet (22) of a compressor (16) of the main turbocharger, an air outlet of the compressor (16) of the main turbocharger is connected in fluid communication by means of at least a heat exchanger (26) at an air inlet of a turbine (17) of the main turbocharger mechanically coupled to said compressor (16) of the main turbocharger in order to be able to deliver it a mechanical work of rotation drive, the cabin (11 ) being connected in fluid communication to an air outlet of the turbine (17) of the main turbocharger.
    the air inlet (22) of the compressor (16) of the main turbocharger is directly connected in fluid communication to the air outlet of the compressor (48) of the intermediate turbocharger (47).
    [6" id="c-fr-0006]
    6 / - Method according to claim 5 characterized in that the pressure prevailing in the cabin (11) is adjusted by adjusting a flow of air delivered to the inlet of the cabin (11) from the outlet of air from the turbine (17) of the main turbocharger.
    [7" id="c-fr-0007]
    7 / - Aircraft cabin environmental control device (11) comprising:
    a device for taking compressed air from at least one compressor (39) of an aircraft engine, this air taking device being connected in fluid communication to an air inlet of a compressor (48) of a turbocharger, called an intermediate turbocharger (47), an air outlet from the compressor (48) from the intermediate turbocharger (47) connected in fluid communication to an air inlet (22) of a turbomachine (15) to air cycle, an air outlet of the turbomachine (15) with an air cycle connected in fluid communication to the cabin (11) in order to be able to supply the latter with air at controlled pressure and temperature, an inlet for air from a turbine (49) of the intermediate turbocharger (47) connected in fluid communication to a source of compressed air, this turbine (49) being mechanically coupled to the compressor (48) so that when the turbine (49) is supplied with compressed air, it drunk mechanical work on the compressor (48), characterized in that:
    the compressed air sampling device is arranged to be able to supply the air inlet of the compressor (48) of the intermediate turbocharger (47) with compressed air, called bleeding air, taken from at least one compressor ( 39) of the aircraft engine from a single air sampling port at an intermediate pressure value less than a maximum pressure delivered by this engine compressor (39) and greater than a minimum pressure delivered by this compressor (39) of the engine, said compressed air source connected in fluid communication to the air inlet of the turbine (49) of the intermediate turbocharger (47) comprises air coming from the cabin (11), it includes a pressure limiting device adapted to limit the pressure of the air supplied to the air inlet (22) of the air cycle turbomachine to a predetermined maximum value.
    [8" id="c-fr-0008]
    8 / - Device according to claim 7 characterized in that the compressed air sampling device is also connected in fluid communication directly to the air inlet of the air cycle turbomachine (15) via d a bypass line (52) parallel to the compressor (48) of the intermediate turbocharger (47), this bypass line (52) comprising a valve (53) adapted to supply said air cycle turbomachine (15) directly by means of bleed air when said intermediate pressure value is greater than a minimum value predetermined by said valve, so that the compressor (48) of the turbocharger (47) intermediate is supplied with compressed bleed air only if said intermediate value pressure is less than said predetermined minimum value.
    [9" id="c-fr-0009]
    9 / - Device according to any one of claims 7 or 8 characterized in that the air outlet of the turbine (49) of the turbocharger (47) intermediate is connected in fluid communication to an air outlet to the exterior of the aircraft to release the relaxed air to the exterior.
    [10" id="c-fr-0010]
    10 / - Device according to one of claims 7 to 9 characterized in that said pressure limiting device comprises a control unit of at least one valve (59, 46) controlled upstream of the inlet (37) air from the air cycle turbomachine.
    [11" id="c-fr-0011]
    11 / - Device according to claim 10 characterized in that said valve (46, 59) controlled is selected from a valve (46) at the air inlet of the compressor of the turbocharger (47) intermediate, a valve (59) to the air inlet of the turbine of the intermediate turbocharger (47), a valve at the outlet of the compressor of the intermediate turbocharger, a valve at the air inlet (22) of the air cycle turbomachine.
    [12" id="c-fr-0012]
    12 / - Device according to one of claims 7 to 11 characterized in that:
    said air cycle turbomachine (15) comprises at least one rotary turbocharger, called main turbocharger, said air inlet (22) of the air cycle turbomachine (15) is connected in fluid communication to an air inlet of a compressor (16) of the main turbocharger, an air outlet of the compressor (16) of the main turbocharger is connected in fluid communication via at least one heat exchanger (26) to an inlet of air from a turbine (17) of the main turbocharger mechanically coupled to said compressor (16) of the main turbocharger in order to be able to deliver it a mechanical work of rotation drive, the cabin (11) is connected in fluid communication to an outlet of air from the turbine (17) of the main turbocharger, the air inlet of the compressor (16) of the main turbocharger is directly connected in fluid communication to the air outlet of the compressor (48) of the intermediate turbocharger (47).
    [13" id="c-fr-0013]
    13 / -Aircraft comprising at least one cabin environmental control device characterized in that each cabin environmental control device is a device according to one of claims 7 to 12.
    [14" id="c-fr-0014]
    14 / - Aircraft according to claim 13 comprising de-icing devices characterized in that all of the de-icing devices are electrically powered devices.
    [15" id="c-fr-0015]
    15 / - Aircraft according to one of claims 13 or 14 characterized in that it comprises at least one turboprop engine (12).
    1/3
    19 16
    2/3
    19 16
    CXI
    ΓΌ
    19 16
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    同族专利:
    公开号 | 公开日
    FR3061479B1|2019-05-24|
    EP3342709A1|2018-07-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP2543595A2|2011-07-06|2013-01-09|Hamilton Sundstrand Corporation|Decoupling control architecture for pressure and flow controls in series|
    US20130040545A1|2011-08-11|2013-02-14|Hamilton Sundstrand Corporation|Low pressure compressor bleed exit for an aircraft pressurization system|
    US20150065023A1|2013-09-03|2015-03-05|Hamilton Sundstrand Corporation|Intercompressor bleed turbo compressor|
    EP3103719A1|2015-06-09|2016-12-14|Hamilton Sundstrand Corporation|Fuel tank inerting apparatus for aircraft|
    US10843804B2|2017-08-01|2020-11-24|Honeywell International Inc.|Cabin outflow air energy optimized cabin pressurizing system|
    FR3088994B1|2018-11-28|2020-12-25|Liebherr Aerospace Toulouse Sas|HEAT EXCHANGER AND FLUID COOLING SYSTEM INCLUDING SUCH A HEAT EXCHANGER|
    FR3099135B1|2019-07-25|2021-06-25|Liebherr Aerospace Toulouse Sas|CABIN AIR RECOVERY AIR CONDITIONING SYSTEM|
    法律状态:
    2018-01-23| PLFP| Fee payment|Year of fee payment: 2 |
    2018-07-06| PLSC| Publication of the preliminary search report|Effective date: 20180706 |
    2020-01-28| PLFP| Fee payment|Year of fee payment: 4 |
    2021-01-26| PLFP| Fee payment|Year of fee payment: 5 |
    2022-01-24| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1750040|2017-01-03|
    FR1750040A|FR3061479B1|2017-01-03|2017-01-03|METHOD AND APPARATUS FOR ENVIRONMENTALLY CONTROLLING AIRCRAFT SUPPLIED BY AIR FROM INTERMEDIATE PRESSURE AIR|FR1750040A| FR3061479B1|2017-01-03|2017-01-03|METHOD AND APPARATUS FOR ENVIRONMENTALLY CONTROLLING AIRCRAFT SUPPLIED BY AIR FROM INTERMEDIATE PRESSURE AIR|
    EP17209968.1A| EP3342709A1|2017-01-03|2017-12-22|Method and device for environmental control of an aircraft supplied with bleed air at intermediate pressure|
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