FUEL TANK INERTING SYSTEM USING CABIN OUTFLOW AIR

Abstract

A fuel tank inerting system of an aircraft includes a first air flow provided from a first source having a first temperature and a second air flow including cabin outflow air having a second temperature. The first temperature is greater than the second temperature. A fuel tank inerting heat exchanger is arranged in fluid communication with both the first air flow and the second air flow. At least one air separating module is configured to separate an inert gas from the first air flow output from the fuel tank inerting heat exchanger.

Claims

1. A fuel tank inerting system of an aircraft comprising: a first air flow provided from a first source having a first temperature; a second air flow including cabin outflow air having a second temperature, the first temperature being greater than the second temperature; a fuel tank inerting heat exchanger arranged in fluid communication with both the first air flow and the second air flow; and at least one air separating module configured to separate an inert gas from the first air flow output from the fuel tank inerting heat exchanger.

2. The fuel tank inerting system according to claim 1, wherein a configuration of the fuel tank inerting heat exchanger is selected to achieve a desired temperature of the first air flow associated with operation of the at least one air separating module.

3. The fuel tank inerting system according to claim 2, wherein the desired temperature of the first air flow is between about 150° F. and about 250° F.

4. The fuel tank inerting system according to claim 1, wherein the fuel tank inerting heat exchanger is located remotely from a ram air circuit.

5. The fuel tank inerting system according to claim 1, wherein the fuel tank inerting heat exchanger is operably coupled with a cabin pressure control system.

6. The fuel tank inerting system according to claim 5, wherein the cabin pressure control system includes: a conduit for receiving the cabin outflow air from a cabin; and an outflow valve movable to control a flow of the cabin outflow air exhausted from the conduit.

7. The fuel tank inerting system according to claim 6, wherein the fuel tank inerting heat exchanger is located between the cabin and the outflow valve.

8. The fuel tank inerting system according to claim 1, wherein the second air flow output from the fuel tank inerting heat exchanger is exhausted overboard.

9. The fuel tank inerting system according to claim 1, wherein the fuel tank inerting heat exchanger is operably coupled with an air conditioning system.

10. The fuel tank inerting system according to claim 9, wherein the fuel tank inerting heat exchanger is arranged between a cabin and the air conditioning system relative to the cooling air flow.

11. The fuel tank inerting system according to claim 9, wherein the air conditioning system includes an air cycle machine and the second air flow output from the fuel tank inerting heat exchanger is provided to the air cycle machine.

12. The fuel tank inerting system according to claim 11, wherein energy is extracted from the second air flow provided to the air cycle machine.

13. The fuel tank inerting system according to claim 11, wherein the air cycle machine further comprises a turbine and the cooling air flow is provided to the turbine.

14. The fuel tank inerting system according to claim 1, wherein the fuel tank inerting system is part of an aircraft.

15. The fuel tank inerting system according to claim 1, wherein the first flow is bleed air drawn from at least one of an engine and an auxiliary power unit.

16. A method of inerting a gas tank of an aircraft comprising: providing a first air flow having a first temperature to a fuel tank inerting heat exchanger; providing a second air flow including cabin outflow air having a second temperature to the fuel tank inerting heat exchanger, the first temperature being greater than the second temperature; transferring heat from the first air flow to the second air flow within the fuel tank inerting heat exchanger; and separating an inert gas from the first air flow output from the fuel tank inerting heat exchanger.

17. The method of claim 16, wherein the temperature of the first air flow output from the fuel tank inerting heat exchanger is between about 150° F. and about 250° F.

18. The method of claim 16, further comprising extracting energy from the second air flow output from the fuel tank inerting heat exchanger.

19. The method of claim 18, wherein the energy is extracted from the second air flow at an air cycle machine of an air conditioning system.

20. The method of claim 16, wherein the first air flow is s bleed air drawn from at least one of an engine and an auxiliary power unit.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The subject matter, which is regarded as the invention, is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features, and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

[0024] FIG. 1 is a schematic diagram of a portion of a fuel tank inerting system;

[0025] FIG. 2 is a schematic diagram of an existing fluid flow path for the air to be provided to the fuel tank inerting system;

[0026] FIG. 3 is a schematic diagram of a fluid flow path of the air to be provided to the fuel tank inerting system according to an embodiment; and

[0027] FIG. 4 is a schematic diagram of a fluid flow path of the air to be provided to the fuel tank inerting system according to another embodiment.

DETAILED DESCRIPTION OF THE INVENTION

[0028] Referring now to FIG. 1, an example of a basic fuel tank inerting system (FTIS) 20 for controlling a supply of inerting gas to a fuel tank 22, such as commonly used in an aircraft for example, is illustrated. The FTIS 20 uses an on-board supply of air A1 to generate the inerting gas. In the illustrated, non-limiting embodiment, the air flow A1 provided to the FTIS 20 is bled from one or more engines or auxiliary power units 26 of an aircraft. Accordingly, the air flow A1 is a hot, high pressure bleed air. However, it should be understood that other suitable mediums, such as outside air, or air discharged from another system of the aircraft are also within the scope of the disclosure. The air A1 flows through a filter 28 before being provided to one or more air separating modules (ASM) 30. The ASMs 30 typically include a permeable membrane 32 having two sides. The oxygen rich bleed air passes across a first side of the membrane 32 and a secondary fluid flow passes over a second, opposite side of the membrane 32 to create a pressure differential across the membrane 32. The pressure differential causes oxygen to diffuse from the bleed air to the secondary fluid stream, and a magnitude of the pressure differential may therefore be used to control how much oxygen is diffused from the stream of bleed air. The secondary fluid flow may be provided from any suitable system having a low pressure airflow. Further, what remains of the treated bleed air to be provided to fuel tank 22 is an inert gas, nitrogen.

[0029] To maintain safety and a desired level of efficiency of the membrane 32 of the ASM 30 by controlling the temperature thereof, the air A1 provided to the FTIS 20 is cooled prior to passing through the ASM 30. In an embodiment the air provided to the membrane 32 is between about 150° F. and about 250° F., and more specifically between about 150° F. and about 215° F. In existing systems, best shown in FIG. 2, air flow A1, for example drawn from a bleed air system is cooled by a cooling air flow having a temperature less than the temperature of the air flow A1 to achieve a desired temperature. In the illustrated, non-limiting embodiment, the air A1 is provided to a fuel tank inerting heat exchanger 34 located within a ram air circuit 42 of an air conditioning system (ACS) 40 of an aircraft environmental control system. To achieve the necessary cooling of the air A1, the fuel tank inerting heat exchanger 34 is arranged upstream from the one or more ram heat exchangers 44 relative to a flow of ram air.

[0030] Inclusion of the fuel tank inerting heat exchanger 34 within the ram air circuit 42 reduces the overall cooling capacity of the ACS 40 because the temperature of the ram air provided to the ram heat exchangers 44 is increased via the heat transfer with the air A1 thus reducing overall ACS heat sink. Accordingly, other sources of a cooling air flow within the aircraft may be used to cool the temperature of the air A1 to be provided to the ASM 30. In an embodiment, the air A1 is cooled through a heat exchanger located outside of the ram air circuit 42 and where the cool fluid source is a media other than ram air (see FIGS. 3 and 4)

[0031] Existing aircraft include not only the ACS 40, but also a separate cabin pressure control system (CPCS) 50 operable to maintain the pressure within the cabin 52 of the aircraft. As best shown in FIG. 3, the CPCS 50 is a separate subsystem apart from the ACS 40; though they both belong as part of the aircraft ECS. The CPCS 50 includes an outflow valve 54 arranged in fluid communication with the cabin 52 via a conduit 56. The valve is transformable between a closed position and an open position to exhaust pressurized air from the cabin, such as to overboard or outside of the aircraft.

[0032] In an embodiment, illustrated in FIG. 3, the fuel tank inerting system may be integrated with the CPCS 50 of the aircraft via a fuel tank inerting heat exchanger 34. As shown, the fuel tank inerting heat exchanger 34 is arranged at an intermediate location between the cabin 52 and the outflow valve 54. Within the fuel tank inerting heat exchanger 34, heat is configured to transfer from the air A1 to be provided to the ASM 30 to the pressurized air from the cabin, also referred to herein as cabin outflow air or cabin discharge air Ac. The fuel tank inerting heat exchanger 34 may be configured such that either of the fluid flows A1, Ac may make one or more passes there through to achieve a desired level of cooling. The cooled air A1 output from fuel tank inerting heat exchanger 34 may be at a desired temperature selected for operation of the ASM 30, and the heated cabin outflow air Ac output from the fuel tank inerting heat exchanger 34 may be exhausted overboard, or alternatively, provided to another system within the aircraft, such as a portion of the ACS 40 for example. By heating the outflow air Ac prior to overboarding it through the outflow valve, a higher temperature in the outflow valve and thus a higher sonic speed may be achieved, resulting in more thrust recovery from the outflow.

[0033] With reference now to FIG. 4, in another embodiment, the functionality of the CPCS has been integrated into the ACS 40. More specifically, in such embodiments, the ACS 40 is configured to monitor the pressure within the cabin 52, and control the amount of cabin outflow air Ac provided to the ACS 40 to meet the pressure demands of the cabin 52, for example to maintain a minimum pressure within the cabin 52. In such embodiments, the CPCS 50 separate from the ACS 40 (as shown in FIG. 3) has been eliminated. Various examples of an environmental control system where the functionality of the CPCS is integrated into the ACS are described in more detail in U.S. patent application Ser. No. 15/545,686 filed on Aug. 20, 2019, the entire contents of which are incorporated herein by reference.

[0034] With continued reference to FIG. 4, the integration of the fuel tank inerting heat exchanger 34 is similar to that of FIG. 3. As shown, at least a portion of cabin outflow air Ac is provided from the cabin 52 to one or more components of the downstream ACS 40. The fuel tank inerting heat exchanger 34 is positioned at some intermediate location between the cabin 52 and a downstream component of the ACS 40, such as portion of an air cycle machine 46 for example. Within the fuel tank inerting heat exchanger 34, heat is configured to transfer from the hot, high pressure air A1 to be provided to the ASM 30 to the pressurized air Ac discharged from the cabin 52. As previously noted, the fuel tank inerting heat exchanger 34 may be configured such that either of the fluid flows A1, Ac may make one or more passes there through to achieve a desired level of cooling. The cooled flow of air A1 output from fuel tank inerting heat exchanger 34 may be at a desired temperature selected for operation of the ASM 30, and the flow of heated cabin outflow air Ac output from the fuel tank inerting heat exchanger 34 is provided to one or more components of the ACS 40. In an embodiment, the heated cabin outflow air Ac is provided to a turbine of an air cycle machine 46 of the ACS 40 for example. After energy is extracted from the cabin outflow air Ac by the turbine, the cabin outflow air Ac may be exhausted overboard or into the ram air circuit 42 upstream or downstream from the ram heat exchangers 44. Alternatively, the cabin outflow air Ac may be provided to another component within the ACS 40 or to another system within the aircraft. By heating the air Ac provided to the turbine of the ACM 46, additional power or energy may be extracted therefrom.

[0035] The FTIS 20 described herein is configured to operate at a temperature to optimize efficiency of the ASM membrane 32 while maintaining a desired level of safety at the fuel tank 22. The cooling air source disclosed herein may be used to achieve the desired temperature with minimal impact to the ACS 40 of an aircraft. Accordingly, the FTIS 20 may be used in both new and retrofit applications.

[0036] While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it is to be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.