Patent Description:
It has become increasingly desirable to increase the efficiency and reduce the size of power-producing or thrust-producing devices such as gas turbine engines in aircraft. Gas turbine engines typically include one or more shafts that include compressors, bypass fans, and turbines. Typically, air is forced into the engine and passed into a compressor. The compressed air is passed to a combustor, and at high temperature and pressure the combustion products are passed into a turbine. The turbine provides power to the shaft, which in turn provides the power to the compressor and bypass fan or gearbox. Thrust is thereby produced from the air that passes from the bypass fan, as well as from the thrust expended in the turbine combustion products. This system is typically packaged together with power production and thrust generation co-located.

However, air can be thermodynamically inefficient, especially during high altitude operation of the engine (such as in an aircraft application). Air that enters the engine is of low pressure, therefore low density. In order to reach the needed pressure and temperature at the combustor exit, the air is compressed to very high pressure ratios and heated up to very high temperatures in the combustors. In order to provide adequate mass flow rate, significant volume flow rate of the low density air is pumped through high pressure ratio consuming significant amount of power. As a result the engines are made of large and heavy components, consume large amount to fuel, and may include significant operational and maintenance expenses to cope with high combustion temperatures.

To increase system efficiency and reduce component size and complexity of turbomachinery, some power-producing or thrust-producing use a closed cycle super-critical carbon dioxide (s-CO<NUM>) system. This system provides significantly improved efficiencies compared to Brayton and other air-based systems by operating in a super-critical region (operating at a temperature and pressure that exceed the critical point). That is, a phase-diagram of CO<NUM>, as is commonly known, includes a "triple point" as the point that defines the temperature and pressure where solid, liquid, and vapor meet. The critical point is the top of the dome made up of the saturated liquid and saturated vapor lines. Above the critical point is the gaseous region. At the triple point the fluid can exist in liquid, vapor, or in a mixture of the both states. However, at higher temperature and pressure, a critical point is reached which defines a temperature and pressure where gas, liquid, and a super-critical region occur.

Fluids have a triple point, a critical point, saturated liquid and vapor lines, and a super-critical region. One in particular, carbon dioxide, is particularly attractive for such operation due to its critical temperature and pressure of approximately <NUM> and <NUM> atmospheres, respectively, as well as due to its lack of toxicity. Thus, s-CO<NUM> - based systems may be operated having very dense super-critical properties, such as approximately <NUM>/m<NUM>. The excellent combination of the thermodynamic properties of carbon dioxide may result in improved overall thermodynamic efficiency and therefore a tremendously reduced system size. Due to the compact nature and high power density of a power source that is powered with a super-critical cycle, the overall size of the engine may be significantly reduced, as well.

Aircraft typically include auxiliary loads that are powered by electrical, hydraulic, and pneumatic sub-systems that provide power to mechanical loads, actuators, and the like. The electrical sub-systems may be powered by electrical generators, which are thermodynamically inefficient because of the conversion from heat (typically of the gas turbine engine), to electrical power, and then provided to the auxiliary loads. Further inefficiencies may result from storage of the electrical energy as chemical energy as in a battery, as an example. In addition, in an aircraft application additional overall system inefficiencies occur because of the mass of equipment that is typically used (electrical generator, batteries, etc.) to convert and store the energy for auxiliary operation. Similar conversion, distribution, and storage inefficiencies are present for hydraulic and pneumatic distribution systems as well. <CIT>, <CIT>, and <CIT> disclose turbine engines.

As such, it is desirable to reduce overall mass and improve system efficiency when employing a s-CO<NUM> system.

According to the present disclosure, there is provided a power and propulsion system and a method of providing power via a power and propulsion system, as set forth in the appended claims.

While the claims are not limited to a specific illustration, an appreciation of the various aspects is best gained through a discussion of various examples thereof. Referring now to the drawings, exemplary illustrations are shown in detail. Although the drawings represent the illustrations, the drawings are not necessarily to scale and certain features may be exaggerated to better illustrate and explain an innovative aspect of an example. Further, the exemplary illustrations described herein are not intended to be exhaustive or otherwise limiting or restricted to the precise form and configuration shown in the drawings and disclosed in the following detailed description. Exemplary illustrations are described in detail by referring to the drawings as follows:.

An exemplary power and propulsion is described herein, and various embodiments thereof. According to the disclosure, a power and propulsion uses a power source to provide power to the shaft, while providing adequate power and thrust for aircraft and other purposes.

Various applications include, as examples, a turbojet, a turbofan, adaptable, turboprop and turboshaft engine configurations. The turbojet derives most of its thrust from a core stream and is generally most advantageous in high altitude and/or high mach regimes. Turbojets bypass minimal airflow around the core so they tend to be a smaller diameter, are less noisy, and have a lower drag efficient. The turbofan, on the other hand, derives most of its thrust from the bypass stream which offers advantages in fuel savings mostly in subsonic applications. Turbofans bypass a high amount of airflow around the core and appear larger in diameter. Because of the larger fan turning more slowly they produce less noise than a turbojet.

Turboprop engines characteristically attach a turbine engine to drive a propeller instead of a fan. Because propellers typically turn more slowly because of their larger diameter, a gearbox may be provided between the turbine engine and the propeller. In a turboshaft application, the turbine connects to something other than a fan or propeller, often a helicopter rotor or shaft in a marine application. Turboshafts typically include a gearbox between the turbine engine and rotor or shaft.

<FIG> illustrates an exemplary schematic diagram of a gas turbine machine <NUM> that is a primary mover or thrust source for an aircraft. The turbine machine <NUM> includes a primary compressor <NUM>, a combustor <NUM> and a primary turbine assembly <NUM>. A fan <NUM> includes a nosecone assembly <NUM>, blade members <NUM> and a fan casing <NUM>. The blade members <NUM> direct low pressure air to a bypass flow path <NUM> and to the compressor intake <NUM>, which in turn provides airflow to compressor <NUM>. The engine provides two major functions: propulsion and power generation used to rotate the compressors, turbines, and the bypass fan. The major function, propulsion, includes fairly low air pressures and temperatures, which are approximately equal to the pressures and temperatures exiting the power and propulsion. However, the air pressure ratios and temperatures generated in the power and propulsion are relatively very high. The high pressure ratios and temperatures are needed to provide the power generation function.

A closed-loop system in this regard refers to a power-producing circuit that includes its own working fluid, such as a s-CO<NUM> system, and which operates in compression, expansion, and heat rejection in a closed-loop analogous to a closed-loop refrigeration system. That is, aside from incidental leakage of the working fluid, the working fluid does not otherwise contact the external environment during operation.

Thus, in general, a power-producing device includes an inner housing for passing a core stream of air, the inner housing houses a first shaft coupled to a first turbine and a first compressor, a second shaft coupled to a second turbine and a second compressor, a third shaft coupled to a third turbine and a fan assembly, a combustor positioned to receive compressed air from the second compressor, and a heat rejection heat exchanger configured to reject heat from a closed-loop system. The closed-loop system includes the first, second, and third turbines and the first compressor and receives energy input from the combustor.

<FIG> shows a power-producing device for an aircraft or an aircraft power and propulsion system <NUM> that may be employed in an aircraft application for providing thrust and power to auxiliary devices, according to one example. System <NUM> includes an air compressor <NUM> that is a low pressure (LP) compressor for compressing air prior to combustion within system <NUM>. System <NUM> includes a heat rejection heat exchanger <NUM>, and a combustor <NUM> positioned to receive compressed air from air compressor <NUM> as a core stream, and provide thrust to the aircraft.

A closed-loop s-CO<NUM> system <NUM> having carbon dioxide as a working fluid, receives thermal power from combustor <NUM> via CO<NUM> channels integrated with the combustor and rejects heat via heat rejection heat exchanger <NUM> to a cooling stream <NUM>. Closed-loop system <NUM> further includes a first s-CO<NUM> turbine <NUM> coupled to an s-CO<NUM> compressor <NUM> via a first shaft <NUM>, a second s-CO<NUM> turbine <NUM> coupled to air compressor <NUM> via a second shaft <NUM>, and a third s-CO<NUM> turbine <NUM> coupled to fan <NUM> via a third shaft <NUM>. Closed-loop system <NUM> also includes a primary propulsive load <NUM> that provides primary propulsion, such as via a turboprop, for system <NUM>.

Closed-loop s-CO<NUM> system <NUM> is configured to provide power to a fan <NUM> that provides cooling stream <NUM> and thrust <NUM>. Closed-loop s-CO<NUM> system <NUM> also provides power to air compressor <NUM>, auxiliary power loads <NUM>, auxiliary actuation loads <NUM> (such as engine utility, flight control, ECS), and auxiliary heating loads <NUM> (such as, ice protection, ECS). The auxiliary power load may provide mechanical power for pumps, generators, pressure control system of ECS, compressors of conventional or trans-critical vapor cycle cooling systems as parts of ECS, or other rotating devices. Also, it may provide electrical power.

<FIG> illustrates an entropy diagram <NUM> for illustration of operation of the working fluid within closed-loop s-CO<NUM> system <NUM>. As is commonly known, temperature-entropy (TS) diagram <NUM> generally represents a thermodynamic Brayton cycle, albeit in supercritical (s-CO<NUM>) operation. TS diagram <NUM> illustrates various stages of operation, to include propulsion <NUM>, high and low temperature recuperation <NUM>, <NUM>, and main compression <NUM>, as examples. TS diagram <NUM> also includes locations <NUM>, <NUM>, <NUM> that are representatives of auxiliary loads, at which point different grades of energy are available for operation thereof. For instance, a relatively high grade of energy is available and designates as other loads <NUM>, which corresponds with auxiliary power loads <NUM> of system <NUM>, and with working fluid having exited from combustor <NUM>. In another example, a relatively low grade of energy occurs for heating functions <NUM>, which corresponds with auxiliary heating loads <NUM> of system <NUM>, and with working fluid just prior to heat rejection in heat rejection heat exchanger <NUM>. In yet another example, a different grade of energy occurs for actuation functions <NUM>, which corresponds with auxiliary actuation loads <NUM> of system <NUM>, and with working fluid extracted at the exit of s-CO<NUM> compressor <NUM>. In these examples the energy may be conveniently piped to a location where it can be efficiently used, as the working fluid provides a convenient vehicle for the efficient movement of energy.

Thus, points in the cycle from which the designated auxiliary aircraft functions receive their support are selected to maximize efficiency and reduce the need for long distance, high temperature s-CO<NUM> distribution. <FIG> illustrates the point on a recuperated s-CO<NUM> cycle with recompression where these functions would be performed.

While heat may be provided at many points in the s-CO<NUM> cycle, it is desirable for heating functions to be performed prior to or in parallel with the heat rejection portion of the cycle. This is done to reduce the amount of wasted heat during portions of the mission when ice protection of ECS heating functions may be desired. s-CO<NUM> is routed along the leading edges of the wing, and to inlets and nacelles, probes, or all other locations where ice protection or ECS heating functions would be desired. Additionally, s-CO<NUM> is routed to the ECS system to provide heating to cabin air.

Actuation functions take advantage of the already pressurized fluid provided by the closed s-CO<NUM> cycle. <FIG> illustrates a portion of the fluid directly following or during main compression being used for actuation functions. Due to the extensive distribution systems used for flight control and utility actuation, it is preferable to distribute low temperature s-CO<NUM> throughout the aircraft. Flight control actuation will be performed using piston cylinder actuators configured to operate using s-CO<NUM>. Low pressure return lines provide s-CO<NUM> back to the main compressor inlet. An alternative means for this actuation function support would be to provide a dedicated s-CO<NUM> compressor for this function.

Additional mechanical shaft power may be provided at the main power extraction point in the cycle to maximize cycle efficiency. Distributed s-CO<NUM> lines and expansion may be used at other points in the cycle to support diverse aircraft functions. This retains benefits of uniform power distribution and the elimination of conversion losses.

Closed-loop s-CO<NUM> system <NUM> provides power via the working fluid to auxiliary load <NUM>, <NUM>, <NUM> by being configured to provide a first grade of energy <NUM>, <NUM>, <NUM> to a first aircraft function <NUM>, <NUM>, <NUM>, and a second grade of energy <NUM>, <NUM>, <NUM> to provide a second aircraft function <NUM>, <NUM>, <NUM>. As seen in diagram <NUM>, the first and second grades of energy <NUM>, <NUM>, <NUM> are extracted at different entropy levels and at different stages within closed-loop s-CO<NUM> system <NUM>. Thus, the first and second grades of energy are extracted as one of output from s-CO<NUM> compressor <NUM>, output from combustor <NUM>, and output from first s-CO<NUM> turbine <NUM> and prior to entering heat rejection heat exchanger <NUM>. According to the invention, the auxiliary load includes a heating function, in element <NUM> of system <NUM>, which can provide a low-grade heat for purposes such as ice protection and an environmental control system (ECS), as examples. According to the invention, the auxiliary load includes an actuation function, in element <NUM> of system <NUM>, for actuation of items within in aircraft such as engine operation, utility operation, and flight control, as examples. In the example of element <NUM>, in one example the actuator(s) may be driven by a pressure drop of the working fluid to cause operation of a hydraulic ram. In yet another example, a mechanical load may be operated, such as an ECS, or pumps or generators, as example. ECS may include a compressor for air pressure control in cabins, a compressor of a conventional vapor cycle cooling system, or a compressor of trans-critical CO<NUM> vapor cycle cooling system.

Accordingly, system thermodynamic improvements are realized because the auxiliary loads <NUM>, <NUM>, <NUM> are run directly from the working fluid of closed-loop s-CO<NUM> system <NUM>. That is, thermodynamic efficiency is improved and mass on an aircraft is reduced, as the direct conversion to useful auxiliary power, low-grade heat, etc.. avoids what otherwise may be two-step energy conversion, and the corresponding equipment needed for such conversion.

Referring to <FIG>, an aircraft power and propulsion system <NUM> that may be employed in an aircraft application, in a similar fashion to the illustration of system <NUM> of <FIG>. System <NUM> includes a closed-loop s-CO<NUM> system <NUM> in which a working fluid provides power to a fan <NUM> and a primary propulsive load <NUM>, as examples. Thus, as with system <NUM>, auxiliary loads <NUM>, <NUM>, and <NUM> may be powered by the working fluid (carbon dioxide) of closed-loop recuperation s-CO<NUM> system <NUM>. However, system <NUM> includes a recuperative heat exchanger <NUM> or recuperator that is positioned to exchange heat from the working fluid that exits s-CO<NUM> compressor <NUM> to the working fluid that exits one of first, second, and third s-CO<NUM> turbines <NUM>, <NUM>, <NUM>. As such, thermodynamic efficiency of closed-loop s-CO<NUM> system <NUM> is improved, as heat from the working fluid that exits compressor <NUM> is extracted to the working fluid before entering heat rejection heat exchanger <NUM>.

Referring to <FIG>, a system <NUM> is illustrated having the basic functionality of the example of system <NUM>. However, system <NUM> in this example includes, instead of a "primary propulsive load" as described as element <NUM> of <FIG>, or element <NUM> of <FIG>, a propeller or fan <NUM> is shown as the primary propulsive load, which can provide thrust to system <NUM>. In the example shown, the primary propulsive load may include a gear box <NUM> that may properly step down a shaft rotational speed during the operation of a s-CO<NUM> turbine off of the working fluid of closed-loop recompression s-CO<NUM> system <NUM>. This example also includes both a low temperature recuperator <NUM> and a high temperature recuperator <NUM>, as well as a recompression compressor <NUM> that can add yet further thermodynamic efficiency to the overall process of closed-loop s-CO<NUM> system <NUM>. Thus, when recompression occurs in recompression compressor <NUM>, the recompression results in heating of the working fluid, which is then cooled before passing through high temperature recuperator <NUM>, providing improved thermodynamic efficiency.

<FIG> and its description includes a recuperated s-CO<NUM> cycle with recompression driving a fan or propeller. However, this approach to an "all CO<NUM>" aircraft can be implemented with any variety of s-CO<NUM> cycle and any variety of primary propulsive force (prop, fan, rotor, distributed propulsion system, etc.). The vehicle functions remain in the same general arrangement with the cycle (actuation with main compression, heating associated with heat rejection, trans-critical CO<NUM> vapor cycle cooling systems, and other loads with main expansion).

<FIG> is an example of a cooling system integrated with power and propulsion as an example of integrated thermal and power system. One exemplary embodiment is as is illustrated <NUM>, in which a super-critical operation or s-CO<NUM> system may be operated to provide thrust via propulsors <NUM>, <NUM>. In this system a working fluid such as CO<NUM> operates via turbines <NUM>, <NUM> to power propulsors <NUM>, <NUM>. Turbine <NUM> also operates an air or low pressure (LP) compressor <NUM>. Another s-CO<NUM> turbine <NUM> provides power to a corresponding s-CO<NUM> compressor <NUM>. In the example illustrated, the working fluid also passes through a low temperature recuperator <NUM> and a high temperature recuperator <NUM>, with a recompression s-CO<NUM> compressor <NUM> positioned therebetween. System <NUM> includes a heat rejection heat exchanger <NUM> that rejects heat from the working fluid, which drives compressor <NUM>, compressor <NUM>, and propulsors <NUM>, <NUM>. Power input to the system is via combustor <NUM>. As mentioned, recompression may occur in the optional recompression s-CO<NUM> compressor <NUM>, providing improved thermodynamic efficiency with its operation, as well as that of recuperators616, <NUM>.

System <NUM> also includes a vapor cycle system <NUM> (VCS) that shares its heat rejection with that of the working fluid system. That is, VCS <NUM> operates as a conventional vapor cycle system having a VCS compressor <NUM>, a VCS heat absorption exchanger <NUM>, and an expansion device <NUM>. Thus, in operation, VCS system <NUM> may cool an additional or auxiliary heat load <NUM> via a conventional vapor cycle system that shares its heat rejection in heat rejection heat exchanger <NUM> with that of the working fluid. In one embodiment there may be an integrated heat rejection unit (vapor cycle system or "VCS" compressor and heat rejection exchanger only).

Thus, <FIG> illustrates a s-CO<NUM> - based device that includes a trans-critical CO<NUM> cycle, which is not part of the claimed invention. In this example, fan <NUM> provides cooling to heat rejection heat exchanger <NUM>, which passes the working fluid through both a trans-critical CO<NUM> circuit. It is contemplated, however, that other combinations of examples may be used in the disclosed system. The power producing circuit thereby provides power to air compressor <NUM>, compressors <NUM> and <NUM>, propulsors <NUM>, <NUM>, and at least one of auxiliary power load, and to compressor <NUM> to provide cooling (such as engine utility, flight control, ECS, ice protection, ECS, mechanical power for pumps, generators, pressure control system of ECS, compressors of conventional or trans-critical vapor cycle cooling systems as parts of ECS, or other rotating devices).

Accordingly, a method of providing power via an aircraft power and propulsion includes receiving compressed air from an air compressor as a core stream to provide thrust to an aircraft, providing power in a closed-loop s-CO<NUM> system, and having carbon dioxide as a working fluid. The working fluid powers a fan that provides a cooling stream and thrust to the aircraft, the air compressor, and auxiliary loads. The method includes rejecting heat from the closed-loop s-CO<NUM> system via a heat rejection heat exchanger to the cooling stream.

Integrating the support of these functions (auxiliary power systems) into the primary propulsion cycle has many advantages. Distributing power via the same medium as the closed cycle power generation system greatly reduces, if not eliminates, power conversion losses. Power extraction losses at the point of load are integrated into the expansion step in the propulsion/power cycle. Secondary pressurization functions are also removed which support actuator and control. Additionally, aircraft functions which include heating (such as ECS and ice protection) enhance cycle efficiency by utilizing waste heat from the system. Also, a uniform means for power distribution greatly simplifies the infrastructure necessary to support system maintenance. Further, in one example, the heat rejection heat exchanger <NUM> of the disclosed exemplary CO<NUM> engines may operate as a condenser during cruise, changing the cycle nature from super-critical to the trans-critical and improving the overall cycle efficiency.

Thus, the disclosed exemplary embodiments provide a uniform power distribution and medium without conversion losses between shaft power, electrical, and hydraulic operations. The disclosure also affords convenience of a closed cycle high pressure working fluid for actuation and controls, while also allowing for useful waste heat (wing, cabin, and galley heating). Thus, the disclosed embodiments integrate aircraft functions using s-CO<NUM> as a distribution medium for support of other aircraft functions besides propulsive power transfer (aircraft and engine controls/actuation, high lift device deployment, utility actuation, heating, ECS systems with trans-critical CO<NUM> vapor cycle cooling systems, and ice protection).

Claim 1:
An aircraft power and propulsion system (<NUM>, <NUM>, <NUM>, <NUM>), comprising:
an air compressor (<NUM>, <NUM>, <NUM>);
a heat rejection heat exchanger (<NUM>, <NUM>, <NUM>);
a combustor (<NUM>, <NUM>, <NUM>) positioned to receive compressed air from the air compressor (<NUM>, <NUM>, <NUM>) as a core stream and provide thrust (<NUM>) to the aircraft; and
a closed-loop s-CO2 system (<NUM>, <NUM>, <NUM>) having carbon dioxide as a working fluid, that receives power from the combustor (<NUM>, <NUM>, <NUM>) and rejects heat via the heat rejection heat exchanger (<NUM>, <NUM>, <NUM>) to a cooling stream (<NUM>), the closed-loop s-CO2 system (<NUM>, <NUM>, <NUM>) is configured to provide power to:
a fan (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) of the power and propulsion system (<NUM>, <NUM>, <NUM>, <NUM>) that provides the cooling stream (<NUM>) and thrust (<NUM>);
the air compressor (<NUM>, <NUM>, <NUM>); and
auxiliary loads (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) comprising at least one auxiliary power load (<NUM>), at least one auxiliary actuation load (<NUM>), and at least one heating load (<NUM>); and
wherein the closed-loop s-CO2 system (<NUM>, <NUM>, <NUM>) provides power via the working fluid to the auxiliary loads (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) by being configured to provide a first grade of energy (<NUM>, <NUM>, <NUM>) to the auxiliary actuation load (<NUM>) to provide a first aircraft function (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>); and a second grade of energy (<NUM>, <NUM>, <NUM>) being different from the first grade of energy (<NUM>, <NUM>, <NUM>) to the auxiliary heating load (<NUM>) to provide a second aircraft function (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) being different from the first aircraft function (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>).