Research Papers

Control Architecture Study Focused on Energy Savings of an Aircraft Thermal Management System

[+] Author and Article Information
Rory A. Roberts, Daniel D. Decker

Department of Mechanical
and Materials Engineering,
Wright State University,
Dayton, OH 45044

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received February 14, 2013; final manuscript received December 17, 2013; published online March 13, 2014. Assoc. Editor: Yang Shi.

J. Dyn. Sys., Meas., Control 136(4), 041003 (Mar 13, 2014) (11 pages) Paper No: DS-13-1075; doi: 10.1115/1.4026412 History: Received February 14, 2013; Revised December 17, 2013

The next generation of aircraft will face more challenging demands in both electrical and thermal loads. The larger thermal loads reduce the propulsion system efficiency by demanding bleed air from the main engine compressor or imposing a shaft load on the high or low pressure shaft. The approach adopted to power the thermal management system influences the overall fuel burn of the aircraft for a given mission. To assess these demands and to explore conceptual designs for the electrical and thermal management system, a dynamic vehicle level tip-to-tail (T2T) model has been developed. The T2T model captures and quantifies the energy exchanges throughout the aircraft. The following subsystems of the aircraft are simulated in the T2T model: air vehicle system, propulsion system, adaptive power thermal management system, fuel thermal management system, electrical system, and actuator system. This paper presents trade studies evaluating the impact of various approaches in power take-off from the main engine and approaches in control strategy. The trade studies identify different control strategies resulting in significant fuel savings for a given mission profile.

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Fig. 1

Mission profile of the aircraft with altitude presented with a solid line and Mach number presented with a dotted line. The circles indicate the activation of the advanced electronic equipment during the mission profile.

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Fig. 2

Generic two stream 20,000 lb class engine

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Fig. 3

FTMS subsystem schematic

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Fig. 5

Schematic of a typical counter flow compact heat exchanger

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Fig. 6

Heat exchanger thermodynamic system used to formulate energy balance equations

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Fig. 7

Engine operating line during mission on the fan and compressor performance maps—base

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Fig. 8

LCA temperature, IPP speed, IPP SCV, PAO flow, fuel tank temperature, and mass—base

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Fig. 9

FTMS temperatures—base

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Fig. 10

APTMS temperatures—base

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Fig. 11

LCA temperature, IPP speed, IPP SCV, PAO flow, fuel tank temperature, and mass—variable speed

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Fig. 12

FTMS temperatures—variable speed

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Fig. 13

APTMS temperatures—variable speed

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Fig. 14

LCA temperature, IPP speed, PAO flow, electric motor power, fuel tank temperature, and mass—electric driven

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Fig. 15

FTMS temperatures—electric driven

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Fig. 16

APTMS temperatures—electric driven




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