ENVIRONMENTAL CONTROL SYSTEM

Abstract

Disclosed is a blower controller for controlling a blower that supplies a pressurised airflow to an air conditioning pack of an aircraft. The blower controller comprises a pack flow demand adjustment module configured to receive a pack flow demand signal representative of a desired mass flow rate of an airflow supplied by the air conditioning pack, and a blower condition signal indicative of a condition of an intake airflow received by the blower, and determine an corrected pack flow demand based on the pack flow demand and the blower condition signal. The controller also includes a first control signal generator configured to receive the corrected pack flow demand and generate a first control signal to control a first operating parameter of the blower in response to the corrected pack flow demand. Also disclosed is an environmental control system for an aircraft, including the blower controller.

Claims

1. A blower controller for controlling a blower that supplies a pressurised airflow to an air conditioning pack of an aircraft environmental control system, the blower controller comprising: a pack flow demand adjustment module configured to: receive a pack flow demand signal representative of a desired mass flow rate of an airflow supplied by the air conditioning pack, and a blower condition signal indicative of a condition of an intake airflow received by the blower; and determine corrected pack flow demand based on the pack flow demand and the blower condition signal; and a first control signal generator configured to receive the corrected pack flow demand and generate a first control signal to control a first operating parameter of the blower in response to the corrected pack flow demand.

2. The controller according to claim 1 wherein the blower condition signal is indicative of the pressure and/or the temperature of the intake airflow.

3. The controller according to claim 1 wherein the first control signal generator is configured to generate the first control signal according to control schedule comprising a transfer function that receives the corrected pack flow demand as an input and provides the first control signal as an output.

4. The controller according to claim 3 wherein the control schedule comprises a plurality of transfer functions and the first control signal generator is configured to select a transfer function from the plurality of transfer functions to generate the first control signal.

5. The controller according to claim 4 wherein each transfer function of the plurality of transfer functions is representative of an operating state of an anti-icing system of the aircraft, the first control signal generator being configured to receive an anti-icing signal indicative of an operating state of the anti-icing system and select a transfer function of the control schedule that is representative of the indicated operating state.

6. The controller according to claim 4 wherein each transfer function of the plurality of transfer functions is representative of an operating state of a blower of the aircraft, the first control signal generator being configured to receive a signal indicative of an operating state of a blower of the aircraft and select a transfer function that is representative of the indicated operating state of the blower.

7. The controller according to claim 1 comprising a second control signal generator configured to: receive the pack flow demand signal and a measured pack flow signal indicative of a measured mass flow rate of an airflow supplied by the air conditioning pack; compare the pack flow demand signal with the measured pack flow signal; and generate a second control signal, based on the comparison of the pack flow demand and measured pack flow signal, to control a second operating parameter of the blower.

8. The controller according to claim 7 wherein the first operating parameter is a variable geometry position of the blower and the second operating parameter is a blower speed of the blower.

9. The controller according to claim 7 wherein the first operating parameter is a blower speed of the blower and the second operating parameter is a variable geometry position of the blower.

10. An aircraft environmental control system comprising: a blower configured to supply a pressurised airflow; an air conditioning pack configured to receive the pressurised airflow from the blower and supply a conditioned airflow to an internal space of the aircraft; a pack flow demand sub-system configured to determine a pack flow demand, representative of a desired mass flow rate of the conditioned airflow supplied by the air conditioning pack; and a blower controller according to any one of the preceding claims.

11. The system according to claim 10 wherein the blower comprises a compressor having variable geometry for varying the mass flow rate of the airflow supplied by the blower.

12. The system according to claim 10 comprising a driver for driving the blower and a transmission assembly operatively connecting the driver to the blower, the transmission assembly comprising a continuously variable transmission to rotate the blower at a rotational speed that is different to the rotational speed of the driver.

13. The system according to claim 12 wherein the driver is a gas turbine engine.

14. The system according to claim 12 wherein the driver is an electric motor.

15. The system according to claim 10 comprising a blower sensor configured to measure a condition of an intake airflow received by the blower, generate a condition signal indicative of the measured condition, and transmit the condition signal to the blower controller.

16. The system according to claim 10 comprising a flow rate sensor configured to measure the mass flow rate of an airflow through the air conditioning pack, generate a measured pack flow rate signal indicative of the measured mass flow rate, and transmit the measured pack flow rate signal to the blower controller.

17. The system according to claim 10 comprising an anti-icing sensor configured to detect an operating state of an anti-icing system, generate an anti-icing signal indicative of the operating state of the anti-icing system and transmit the anti-icing signal to the blower controller.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0054] Embodiments will now be described by way of example only, with reference to the figures, in which:

[0055] FIG. 1 is a schematic of an aircraft environmental control system;

[0056] FIG. 2 is a schematic of a blower controller according to a first embodiment;

[0057] FIGS. 3, 4 and 5 are variations of a control schedule for the blower controller of the first embodiment;

[0058] FIG. 6 is schematic of a blower controller according to a second embodiment; and

[0059] FIG. 7 is a schematic of a blower controller according to a third embodiment.

DETAILED DESCRIPTION OF THE DISCLOSURE

[0060] FIG. 1 illustrates an aircraft environmental control system 10 comprising a blower 11 for supplying a pressurised airflow 12 and an air conditioning pack 13 that receives the pressurised airflow 12 from the blower 11 and supplies a conditioned airflow 14 to an internal space (cabin) 15 of the aircraft. In the present embodiment, a pre-cooler 65 is disposed between the blower 11 and the air conditioning pack 13 to cool the pressurised airflow 12 prior to entering the air conditioning pack 13.

[0061] The blower 11 is in the form of a variable geometry centrifugal compressor that pressurises the airflow and that is driven by a turbine gas engine 17 of the aircraft. The gas turbine engine 17 comprises a fan 18, a compressor 19 and a turbine, 20, which are all operatively connected by a shaft 21. An airflow 22 is supplied to the blower 11 by the fan 18. For example, the airflow 22 may be supplied from a bypass duct of the turbine engine 17 (e.g. via a scoop in the bypass duct).

[0062] The blower 11 is operatively connected to the shaft 21 by a transmission assembly 23, such that rotation of the shaft 21 causes rotation of the impellers of the blower 11. The transmission assembly 23 comprises a continuously variable transmission (CVT) 24, which alters the rotational speed of the impeller of the blower 11 (the “blower speed”) relative to the rotational speed of the shaft 21 of the turbine engine 17. In this way, the blower speed is independent of the shaft 21 rotational speed.

[0063] The blower 11 is controlled by a blower controller 25. In particular, the blower controller 25 controls both the blower speed (e.g. via control of the CVT 23) and the position of the variable geometry (i.e. position of guide vanes of the variable geometry) of the blower 11 so as to alter the mass flow rate of the pressurised airflow 12 supplied by the blower 11. In order to provide such control, the blower controller 25 controller generates a variable geometry control signal 26 and a blower speed control signal 27 that are respectively communicated to the blower 11 and the CVT 24.

[0064] As will be described in more detail below, the blower speed 27 and variable geometry 26 control signals are both generated in response to a pack flow demand signal 28 received by the blower controller 25 from a pack flow demand sub-system of a zonal controller 29 (which, in other embodiments, may form part of the blower controller 25).

[0065] The zonal controller 29 generates the pack flow demand signal 28 partly based on a plurality of temperature signals received from temperatures sensors 30 measuring the temperature of the air in the cabin 15 and the temperature of the air delivered to the cabin. The zonal controller 29 also receives a temperature selector input 31 and a ventilation flow selector input 32. The pack flow demand signal 28 is generated based on the ventilation flow selector input 32. In some cases the pack flow demand signal may be adjusted by the zonal controller 29 based on additional input signals, such as cabin temperature or bleed source.

[0066] In addition to the pack flow demand signal 28, the zonal controller 29 generates a trim air valve control signal 33. This signal 33 controls three trim air valves 34, which adjust a supply of hot trim air that is combined with the conditioned air 14 from the air conditioning pack 13. In particular, the conditioned air 14 enters a manifold 35, where it is split into three separate air streams that are each supplied to different locations (or zones) of the aircraft cabin 15. Of course, in other embodiments, the aircraft may comprise more zones or less zones (than three zones) and may comprise more than three air streams or less than three air streams.

[0067] Although not immediately apparent from the figure, this manifold 35 may also receive conditioned airflow from further blowers 16 that are driven by further gas turbine engines of the aircraft.

[0068] The three trim air valves 34 control three trim air streams that each merge with a corresponding conditioned air stream prior to entering the cabin 15. In other embodiments, more or less trim air valves may be provided. The trim air streams are hotter than the conditioned air streams, such that by altering the flow rate of a particular trim air stream (i.e. by a corresponding valve 34), the system 10 is able to alter the temperature of the air supplied to a particular zone of the cabin 15.

[0069] The zonal controller 29 also generates a cooling demand signal 36, which is transmitted to a pack controller 37 for controlling the air conditioning pack 13. The pack controller 37 controls the air conditioning pack 13 based on the cooling demand signal 36 and a pack temperature signal received from a temperature sensor 38 and which is indicative of a temperature of the pack 13.

[0070] The blower controller 25, in addition to the pack flow demand signal 28 (from the zonal controller 29), receives a pack flow rate signal 40 from a sensor 39 that measures the airflow mass flow rate through the pack 13. The blower controller 25 additionally receives blower intake condition signals 41 in the form of pressure and temperature signals respectively generated by a pressure sensor 42 and a temperature sensor 43 located at the blower 11 inlet/intake.

[0071] The blower controller 25 generates the variable geometry control signal 26 and the blower speed control signal 27 based on the condition signals 41, the pack flow demand signal 28 and the pack flow rate signal 40, so as to alter the mass flow rate of the pressurised airflow 12 supplied by the blower 11. As will be described in more detail below, the blower controller 25 may compensate for additional factors. One such factor may be the operating state of an anti-icing system 45 of the aircraft. The environmental control system 10 may divert some of the pressurised air 12 supplied by the blower 11 to the anti-icing system for use by the anti-icing system in de-icing components of the aircraft (e.g. wings and engine). This diversion of the pressurised air 12 means that less air is supplied to the cabin 15 and in some cases this must be compensated for.

[0072] The operation of the blower controller 25 is apparent from FIGS. 2, 3 and 4 which schematically depict variations in how the blower controller 25 may be configured. Similar components of these variations have been assigned the same reference numerals. In each of the variations of FIGS. 2, 3 and 4, the blower controller 25 receives a blower temperature signal 41a, a blower pressure signal 41b, a pack flow demand signal 28 and a pack flow rate signal 40. Similarly, in each variation, the blower controller 25 generates and transmits a variable geometry control signal 26 and a blower speed control signal 27.

[0073] In FIG. 2, the blower controller 25 comprises a variable geometry module 46 and a blower speed module 47 that are generally defined by two branches in the schematic. The variable geometry module 46 receives the temperature signal 41a, pressure signal 41b and pack demand signal 28 and processes those signals in a pack flow demand adjustment module 48. The pack flow demand adjustment module 48 adjusts the pack demand signal 28 based on the temperature 41a and pressure 41b signals in order to generate a corrected pack demand 49. The corrected pack demand 49 is received by a first control signal generator 50 that generates the variable geometry control signal 26 based on the corrected pack demand 49.

[0074] The blower speed module 47 comprises second control signal generator that includes a pack flow error module 51 that compares the pack flow demand signal 28 with the measured pack flow rate signal 40. The pack flow error module 51 may be in the form of a PI or PID controller and generates an error signal 52 that is based on the difference between the pack flow demand signal 28 and the pack flow rate signal 40. This error signal 52 is used by a conversion module 53, which generates the blower speed control signal 27 (transmitted to the blower 11).

[0075] FIG. 3 illustrates an exemplary control schedule that may be used by the first control signal generator 50 to provide a variable geometry control signal. In this embodiment, the schedule includes a single linear transfer function 54. The “max” configuration is representative of the variable geometry (i.e. outlet guide vanes) of the compressor 16 being in a position that exhibits the maximum flow capacity (i.e. a fully open position). As is apparent from the figure, the transfer function provides a gradual opening of the variable geometry in response to an increase in the corrected pack flow demand received from the pack demand adjustment module 48.

[0076] FIG. 4 depicts a further exemplary control schedule for the first control signal generator 50, which accommodates the diversion of air to the anti-icing system 45. This schedule comprises four transfer functions: a first (baseline) transfer function 55 that is selected when no air is diverted to the anti-icing system, a second transfer function 56 that is selected when air is diverted for engine anti-icing only, a third transfer function 57 that is selected when air is diverted for wing anti-icing only, and a fourth transfer function 58 that is selected when air is diverted for both wing and engine anti-icing.

[0077] As is evident from the figure, each transfer function 55, 56, 57, 58 provides a different relationship between the variable geometry control signal and the received corrected flow demand. In particular, the transfer functions 55, 56, 57, 58 differ in their gradient. All of the transfer functions 55, 56, 57, 58 provide a minimum variable geometry at the same corrected flow demand, but differ in the rate at which the variable geometry is opened with respect to corrected flow demand. As a result, for example, the fourth transfer function 58 (representing both wing and engine anti-icing) reaches the maximum variable geometry at a lower corrected flow demand than the first (baseline) transfer function 55). In this way, the system 10 can ensure that air diverted to the anti-icing system 45 is compensated for by an increase in the airflow rate from the blower 11.

[0078] Although not shown, it should be appreciated that in order to select the appropriate transfer function 55, 56, 57, 58, the first control signal generator 50 may receive information regarding the operating state of the anti-icing system 45. For example, the engine and wing anti-icing sub-systems may each comprise a sensor that detects the state of the sub-system and transmits this to the first control signal generator 50. Such a sensor may, for example, detect the opening of a valve for controlling air supply to the sub-system.

[0079] In other embodiments, the control schedule of the first control signal generator 50 may include transfer functions that represent an operating condition one or more blowers of the system. This may be in combination with the anti-icing system state, or as an alternative. In this way, if one blower becomes inactive (e.g. due to an engine failure), the remaining blowers may compensate for the loss of airflow from the inactive blower.

[0080] FIG. 5 illustrates an alternative schedule to that shown in FIG. 4 and described above and, accordingly, the transfer functions 55, 56, 57, 58 have been provided with the same reference numerals. Rather than differing in gradient, the transfer functions 55, 56, 57, 58 of FIG. 5 differ by way of an offset constant. In this way, the rate of opening of the variable geometry in response to corrected flow demand is the same for each of the transfer functions 55, 56, 57, 58, but the offset constant means that, for example, the fourth transfer function 58 provides a greater variable geometry value than the other transfer functions 55, 56, 57 for a given corrected flow demand.

[0081] FIG. 6 illustrates an embodiment of the blower controller 25 that is similar to the embodiment shown in FIG. 2, except that the blower speed module 47′ of FIG. 3 takes the form of the variable geometry module 46 of FIG. 2, and the variable geometry module 46′ of FIG. 3 takes the form of the blower speed module 47 of FIG. 2. In other words, the blower speed module 47′ of FIG. 3 comprises a pack demand adjustment module 48 and the first control signal generator 50, and the variable geometry module 46′ comprises a pack flow error module 51 and conversion module 53 of the second control signal generator (which, in this case, generates the variable geometry control signal 26).

[0082] As may be appreciated the first control signal generator 50′ of the embodiment of FIG. 6 may be similar to those shown in FIGS. 3, 4 and 5 except that the output provided by the first control signal generator 50′ is a blower speed rather than a variable geometry position.

[0083] FIG. 7 differs from the embodiment of FIG. 2 in that the first control signal generator comprises first 63 and second 59 control schedules. The first control schedule 63 comprises a single transfer function (such as that shown in FIG. 3). Thus, the first transfer function module 63 does not compensate for e.g. the diversion of airflow to the anti-icing system 45. The second schedule 59 also comprises a single transfer function that, as will be described below, compensates for external factors (such as the activation of the anti-icing system 45).

[0084] In one example, the second control schedule 59 receives a valve opening signal 60 that is indicative of the state of a valve of the anti-icing system 45 (i.e. indicative of an opening size of the valve). For example, the valve opening signal 60 may be indicative of the opening size of a wing and/or engine anti-icing valve. The second control schedule 59 may be similar to that show in FIGS. 4 and 5, except that the input of those transfer functions is the state of the valve and the output is a correction value (transmitted as a correction signal 61).

[0085] The first signal generator 50″ of the embodiment of FIG. 7 further comprises a correction module 62 that determines the variable geometry control signal 26 based on the correction signal 61 and a preliminary control signal 64 received from the first control schedule 63. In other words, the correction signal “corrects” the preliminary variable geometry controls signal 64 so as to compensate for the provision of airflow to the anti-icing system 45.

[0086] It will be understood that the invention is not limited to the embodiments above-described and various modifications and improvements can be made without departing from the concepts described herein. Except where mutually exclusive, any of the features may be employed separately or in combination with any other features and the disclosure extends to and includes all combinations and sub-combinations of one or more features described herein.