WO2020102862A1 - Aircraft component systems for electrical energy harvesting and storage - Google Patents
Aircraft component systems for electrical energy harvesting and storageInfo
- Publication number
- WO2020102862A1 WO2020102862A1 PCT/BR2018/000069 BR2018000069W WO2020102862A1 WO 2020102862 A1 WO2020102862 A1 WO 2020102862A1 BR 2018000069 W BR2018000069 W BR 2018000069W WO 2020102862 A1 WO2020102862 A1 WO 2020102862A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- aircraft
- electrical energy
- cnt
- leading edge
- electrical
- Prior art date
Links
- 238000003306 harvesting Methods 0.000 title claims abstract description 29
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims abstract description 39
- 239000002041 carbon nanotube Substances 0.000 claims abstract description 38
- 229910021393 carbon nanotube Inorganic materials 0.000 claims abstract description 38
- 239000000463 material Substances 0.000 claims abstract description 8
- 230000008646 thermal stress Effects 0.000 claims abstract description 8
- 230000008878 coupling Effects 0.000 claims description 5
- 238000010168 coupling process Methods 0.000 claims description 5
- 238000005859 coupling reaction Methods 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 4
- 239000002803 fossil fuel Substances 0.000 description 5
- 241001124569 Lycaenidae Species 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 230000035882 stress Effects 0.000 description 2
- 230000005678 Seebeck effect Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000010006 flight Effects 0.000 description 1
- 230000036541 health Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000005012 migration Effects 0.000 description 1
- 238000013508 migration Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 229920000642 polymer Polymers 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
- B64C1/12—Construction or attachment of skin panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/26—Construction, shape, or attachment of separate skins, e.g. panels
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02N—ELECTRIC MACHINES NOT OTHERWISE PROVIDED FOR
- H02N2/00—Electric machines in general using piezoelectric effect, electrostriction or magnetostriction
- H02N2/18—Electric machines in general using piezoelectric effect, electrostriction or magnetostriction producing electrical output from mechanical input, e.g. generators
Definitions
- aircraft components such as modular wing leading edges are provided with integral systems capable of generating and storing electrical power for on-board aircraft use.
- a commercial aircraft usually performs several flights a day and the current aircraft turnaround time (ATT) (defined as the time required to unload an aircraft after its arrival at the terminal gate and to prepare it for departure again) has been around 30 minutes.
- ATT current aircraft turnaround time
- the embodiments disclosed herein are directed generally toward aircraft components comprising an external skin comprised of a carbon nanotube (CNT) material, an electrical energy harvesting system operatively associated with the external skin which electrochemically converts mechanical and/or thermal stress imparted to the external skin into electrical energy, and an electrical storage battery system operatively connected to the electrical energy harvesting system to store the electrical energy converted thereby.
- the electrical energy harvesting system may, for example, be any conventional system selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT- based system and a CNT-based electrode structure.
- the aircraft component is embodied in a removable wing leading edge module.
- a wing leading edge module comprised of wing leading edge ribs defining adjacent compartments therebetween.
- the external CNT-containing skin may therefore be attached to the wing leading edge ribs so as to define a convexly shaped wing leading edge.
- the electrical storage battery system comprised of individual electrical storage batteries may thus be housed within a respective one of the aft compartments defined between adjacent ones of the wing leading edge ribs.
- a forward compartment may also be provided so as to house the electrical energy harvesting system.
- the module is provided with a coupler element.
- the coupler element will therefore provide respective mechanical and electrical coupling of the module to a wing and an on-board electrical power supply of the aircraft.
- FIG. 1 is a perspective view of an exemplary aircraft provided with an on-board electrical energy harvesting and storage system in the form of removable wing leading edge modules according to an embodiment of the invention
- FIG. 2 is an enlarged perspective view of the port wing leading edge modules provided on the aircraft shown in FIG. 1 ;
- FIG. 3 is a further enlarged perspective view of a
- FIG. 1 depicts an exemplary aircraft 10 which conventionally includes an elongate fuselage 10-1 , a vertical tail 10- 2 having port and starboard horizontal stabilizers 10-3p and 10-3s, respectively, positioned at an aft region of the fuselage 10-1 and port and starboard wings 10-4p and 10-4s, respectively, extending laterally from a generally mid-region of the fuselage 10-1.
- each of the wings 10-4p, 10-4s is provided with multiple removable electrical energy
- FIGS. 2 and 3 The port-side modules 12-1 p, 12-2p and 12-3p are shown in greater detail in FIGS. 2 and 3, it being understood that the depiction in FIGS. 2 and 3 as well as the discussion below is equally applicable to the starboard-side modules 12-1s, 12-2s and 12-3s.
- each of the modules 12-1 p, 12-2p and 12-3p will include a convexly curved external module skin 14-1 p, 14-2p and 14- 3p containing a carbon nanotube (CNT) material.
- Internal leading edge rib members 16 are provided so as to impart a convexly curved aerodynamic leading edge profile of the modules 12-1 p, 12-2p and 12-3p to the wing 10-4p.
- the rib members 16 will define adjacent aft compartments housing individual electrochemical storage batteries 18 and a forward compartment housing the components of the electrical energy harvesting system 20.
- the electrical energy harvesting system 20 is operatively connected to the respective CNT-containing skins 14-1 p, 14-2p and 14-3p.
- a mechanical stress e.g., tensile and/or torsional mechanical energy
- thermal stress e.g., thermal gradient energy
- the CNT-containing skins 14-1 p, 14-2p and 14-3p will experience various mechanical and/or thermal stresses during various phases of an aircraft flight profile and that such stresses may therefore be converted
- wing leading edge module represents an exemplary embodiment within the context of this invention.
- the systems described herein may be provided as a part of virtually any structural component of the aircraft that experiences mechanical and/or thermal stress in use, such as the external skin of the aircraft 10, the forward radome region of the aircraft, and the leading edges of the vertical tail and/or the horizontal stabilizers.
Abstract
Aircraft components, e.g., wing leading edge modules, are provided with an electrical energy harvester so as to generate electrical power that can be stored by on-board batteries. In preferred forms, the aircraft component is a wing leading edge module having an external skin comprised of a carbon nanotube (CNT) material, an lectrical energy harvesting system operatively associated with the external skin which electrochemically converts mechanical and/or thermal stress imparted to the external skin into electrical energy, and an electrical storage battery system operatively connected to the electrical energy harvesting system to store the electrical energy converted thereby. The electrical energy harvesting system may, for example, be any conventional system selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT-based system and a CNT-based electrode structure.
Description
AIRCRAFT COMPONENT SYSTEMS FOR ELECTRICAL ENERGY HARVESTING AND STORAGE
FIELD
[0001] The embodiments disclosed herein relate generally to onboard aircraft component systems. According to preferred embodiments, aircraft components, such as modular wing leading edges are provided with integral systems capable of generating and storing electrical power for on-board aircraft use.
BACKGROUND
[0002] The proposal for an efficient fuel has become a relevant concern for aviation companies because the fossil fuel used in
conventional aircraft is one of the most relevant factors in aircraft operational costs. Studies conducted at several research centers have posited that a possible solution to the current fossil fuel-based aircraft could be a presently conceptual aircraft whose propulsion system was either all-electric or electric/fossil fuel hybrid power system that included a local on-board power grid as a means of alternative fuel sources for the aviation industry.
[0003] It must also be considered that modern commercial aircraft have become increasingly complex, with performance needs and operational resources that require ever more advanced electrical systems, including batteries that generate on-board electrical power.
[0004] A commercial aircraft usually performs several flights a day and the current aircraft turnaround time (ATT) (defined as the time required to unload an aircraft after its arrival at the terminal gate and to prepare it for departure again) has been around 30 minutes. It is known that a limitation on the use of current on-board aircraft batteries is in
connection with the stored load capacity for generation of electrical power. Another known limitation is in connection with the time required for battery recharging. These two known factors can therefore affect the minimum ATT necessary to guarantee the business making its application unviable.
[0005] Currently, small all-electric light weight aircraft, similar to electric cars, have been recharged on the ground where the batteries can be fixed or integrated on board the aircraft (e.g., fixed in bays within the aircraft wing). Due to the need for a greater capacity of electrical power, however, larger transport category aircraft are capable of adding larger- sized battery containers in the cargo compartment. Regardless of the size of the batteries, it is important to optimize the concept of "power on demand" when developing energy management systems attempting to provide greater efficiency with gains in terms of reduction of the energy consumption of aircraft.
[0006] It would therefore be desirable if on-board aircraft electrical energy efficiency could be improved by providing systems and methods which employ integral airframe structures that could function as sources of electrical power generation (i.e., electrical energy harvesters). Such novel systems and methods could thereby greatly facilitate the migration of aircraft operations from the current fossil fuel based propulsion systems to an all-electric or electric/fossil fuel hybrid power system. It is towards providing such a need that the embodiments disclosed herein are directed.
SUMMARY
[0007] The embodiments disclosed herein are directed generally toward aircraft components comprising an external skin comprised of a carbon nanotube (CNT) material, an electrical energy harvesting system operatively associated with the external skin which electrochemically converts mechanical and/or thermal stress imparted to the external skin
into electrical energy, and an electrical storage battery system operatively connected to the electrical energy harvesting system to store the electrical energy converted thereby. The electrical energy harvesting system may, for example, be any conventional system selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT- based system and a CNT-based electrode structure.
[0008] In especially preferred forms, the aircraft component is embodied in a removable wing leading edge module. Such a wing leading edge module comprised of wing leading edge ribs defining adjacent compartments therebetween. The external CNT-containing skin ma therefore be attached to the wing leading edge ribs so as to define a convexly shaped wing leading edge. The electrical storage battery system comprised of individual electrical storage batteries may thus be housed within a respective one of the aft compartments defined between adjacent ones of the wing leading edge ribs. A forward compartment may also be provided so as to house the electrical energy harvesting system.
[0009] In order to provide enhance quick change capabilities (e.g., so as to allow removal of one wing leading edge module and replace it with a similarly sized and configured wing leading edge module, the module is provided with a coupler element. The coupler element will therefore provide respective mechanical and electrical coupling of the module to a wing and an on-board electrical power supply of the aircraft.
[0010] These and other aspects and advantages of the present invention will become more clear after careful consideration is given to the following detailed description of the preferred exemplary embodiments thereof.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
[0011] The disclosed embodiments of the present invention will be better and more completely understood by referring to the following detailed description of exemplary non-limiting illustrative embodiments in conjunction with the drawings of which:
[0012] FIG. 1 is a perspective view of an exemplary aircraft provided with an on-board electrical energy harvesting and storage system in the form of removable wing leading edge modules according to an embodiment of the invention;
[0013] FIG. 2 is an enlarged perspective view of the port wing leading edge modules provided on the aircraft shown in FIG. 1 ; and
[0014] FIG. 3 is a further enlarged perspective view of a
representative wing leading edge module shown in FIG. 2.
DETAILED DESCRIPTION
[0015] Accompanying FIG. 1 depicts an exemplary aircraft 10 which conventionally includes an elongate fuselage 10-1 , a vertical tail 10- 2 having port and starboard horizontal stabilizers 10-3p and 10-3s, respectively, positioned at an aft region of the fuselage 10-1 and port and starboard wings 10-4p and 10-4s, respectively, extending laterally from a generally mid-region of the fuselage 10-1. In accordance with an embodiment of the invention described herein, each of the wings 10-4p, 10-4s is provided with multiple removable electrical energy
harvesting/storage modules 12-1 p through 12-3p and 12-1s through 12- 3s, respectively.
[0016] The port-side modules 12-1 p, 12-2p and 12-3p are shown in greater detail in FIGS. 2 and 3, it being understood that the depiction in
FIGS. 2 and 3 as well as the discussion below is equally applicable to the starboard-side modules 12-1s, 12-2s and 12-3s.
[0017] In this regard, each of the modules 12-1 p, 12-2p and 12-3p will include a convexly curved external module skin 14-1 p, 14-2p and 14- 3p containing a carbon nanotube (CNT) material. Internal leading edge rib members 16 are provided so as to impart a convexly curved aerodynamic leading edge profile of the modules 12-1 p, 12-2p and 12-3p to the wing 10-4p. As is perhaps more clearly shown in FIG. 3, the rib members 16 will define adjacent aft compartments housing individual electrochemical storage batteries 18 and a forward compartment housing the components of the electrical energy harvesting system 20. The electrical energy harvesting system 20 is operatively connected to the respective CNT-containing skins 14-1 p, 14-2p and 14-3p.
[0018] Mechanical and electrical coupling of each of the modules 12-1 p, 12-2p and 12-3p to the aircraft’s on-board electrical power system 30 is provided by coupler elements 22-1 , 22-2 and 22-3, respectively. Respective battery sensors 32-1 p, 32-2p and 32-3p operatively associated with each of the modules 12-1 p, 12-2p and 12-3p monitor the status of each module and the components thereof, e.g., charge status of the batteries 18, electrical power output of the energy harvesting system 20, malfunction of the energy harvesting system 20, and the like. In the even that any problem with any one of the modules 12-1 p, 12-2p and 12- 3p, the aircraft maintenance personnel can readily remove the defective module and replace it with another properly functioning module, ideally within the aircraft’s turnaround time (ATT)
[0019] Virtually any CNT-based electrical energy harvester may be employed as the electrical energy harvesting system 20 that
electrochemically converts a mechanical stress (e.g., tensile and/or torsional mechanical energy) or thermal stress (e.g., thermal gradient
energy) imparted to the CNT-containing skins 14-1 p, 14-2p and 14-3p into electrical energy in the absence of an external bias voltage may be employed in the wing leading edge modules 12-1 p, 12-2p and 12-3p described hereinabove. It will be understood in this regard that the CNT- containing skins 14-1 p, 14-2p and 14-3p will experience various mechanical and/or thermal stresses during various phases of an aircraft flight profile and that such stresses may therefore be converted
electrochemically in to electrical energy that may be stored by the batteries 18. The following exemplary CNT-based electrical energy harvesting systems may therefore be employed in the practice of this invention:
(i) Piezo resistive CNT-based systems to generate electrical energy in response to vibrations of the CNT material as described, for example, in Loh et al,“Self-sensing and power harvesting carbon nanotube-composites based on piezoelectric polymers”, ISBN 978- 0-4 5-46844-2, Bridge Maintenance, Safety, Management, Health Monitoring and Informatics (2008), the entire contents of which are expressly incorporated hereinto by reference;
(ii) Semiconducting CNT-based systems employing a Seebeck effect, for example, a difference in temperature gradients between internal and external environments to convert heat to electricity as described, for example, in Van Vechten,“Thermoelectric Energy Harvesting with Carbon Nanotube Systems”, New England
Nanomanufacturing Summit at UMass Lowell, June 2010, the entire contents of which are expressly incorporated hereinto by reference; and/or
(iii) CNT-based electrode structures that are capable of producing
electrical energy across the electrodes in response to application of a bending load as described, for example, in U.S. Patent No.
9,013,092, the entire contents of which are expressly incorporated hereinto by reference
[0020] Other CNT-based materials that may be employed in the practice of the invention as electrical energy harvesters are further described in the art, for example, U.S. Patent Nos. 9,903,350 and
9,946,475 as well as US Patent Application Publication No.
2005/0238810, the entire contents of each such patent and publication being expressly incorporated hereinto by reference.
[0021] It will be understood by those skilled in the art that reference to a wing leading edge module represents an exemplary embodiment within the context of this invention. Thus, depending on the specific type of CNT-based energy harvester technology employed, the systems described herein may be provided as a part of virtually any structural component of the aircraft that experiences mechanical and/or thermal stress in use, such as the external skin of the aircraft 10, the forward radome region of the aircraft, and the leading edges of the vertical tail and/or the horizontal stabilizers.
[0022] Thus, while reference is made to a particular embodiment of the invention, various modifications within the skill of those in the art may be envisioned. Therefore, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope thereof.
Claims
1. An aircraft component comprising:
an external skin comprising a carbon nanotube (CNT) material; an electrical energy harvesting system operatively associated with the external skin which electrochemically convers
mechanical and/or thermal stress imparted to the external skin into electrical energy; and
an electrical storage battery system operatively connected to the electrical energy harvesting system to store the electrical energy converted thereby.
2. The aircraft component according to claim 1 , wherein the electrical energy harvesting system is selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT-based system and a CNT-based electrode structure.
3. An aircraft which comprises the aircraft component according to claim 1.
4. The aircraft according to claim 3, wherein the aircraft component comprises a wing leading edge module.
5. The aircraft according to claim 4, wherein the wing leading edge module is removable.
6. The aircraft according to claim 4, wherein the wing leading edge module comprises:
wing leading edge ribs defining adjacent compartments
therebetween, wherein
the external skin is attached to the wing leading edge ribs so as to define a convexly shaped wing leading edge, and wherein the electrical storage battery system comprises individual electrical storage batteries housed within a respective one of the aft compartments defined between adjacent ones of the wing leading edge ribs.
7. The aircraft according to claim 6, wherein the module further
comprises a forward compartment which houses the electrical energy harvesting system.
8. The aircraft according to claim 4, wherein the module further
comprises a coupler element to provide respective mechanical and electrical coupling of the module to a wing and an on-board electrical power supply of the aircraft.
9. The aircraft according to claim 9, wherein the module further
comprises a battery status monitor operatively associated with the electrical storage battery system.
10. An aircraft wing lead edge module comprising:
an external skin comprising a carbon nanotube (CNT) material defining a convexly curved wing leading edge; a plurality of internal wing leading edge ribs defining a forward
compartment with the skin and a plurality of aft compartments between adjacent ones of the ribs; an electrical storage battery system comprising a plurality of
electrical storage batteries each housed within a respective one of the aft compartments; and
an electrical energy harvesting system housed within the forward compartment and operatively associated with the external skin and the electrical storage battery system, the electrical energy harvesting system electrochemically converting mechanical and/or thermal stress imparted to the external skin into electrical energy which is stored by the electrical storage battery system.
11. The module according to claim 10, wherein the electrical energy harvesting system is selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT-based system and a CNT-based electrode structure.
12. The module according to claim 10, further comprising a coupler element to provide respective mechanical and electrical coupling of the module to a wing and an on-board electrical power supply of the aircraft.
13. The module according to claim 12, further comprising a battery status monitor operatively associated with the electrical storage battery system.
14. An aircraft which comprises a module according to claim 10.
15. An aircraft comprising:
a fuselage; and
port and starboard wings extending outwardly from the fuselage, each of the wings comprising a leading edge and a plurality
of wing leading edge modules, wherein each module comprises:
(i) an external skin comprising a carbon nanotube (CNT) material defining a convexly curved wing leading edge;
(ii) a plurality of internal wing leading edge ribs defining a forward compartment with the skin and a plurality of aft compartments between adjacent ones of the ribs;
(iii) an electrical storage battery system comprising a plurality of electrical storage batteries each housed within a respective one of the aft compartments; and
(iv) an electrical energy harvesting system housed within the forward compartment and operatively associated with the external skin and the electrical storage battery system, the electrical energy harvesting system electrochemically converting mechanical and/or thermal stress imparted to the external skin into electrical energy which is stored by the electrical storage battery system.
16. The aircraft according to claim 10, wherein the electrical energy harvesting system is selected from the group consisting of a piezo resistive CNT-based system, a semiconducting CNT-based system and a CNT-based electrode structure.
17. The aircraft according to claim 10, further comprising a coupler element to provide respective mechanical and electrical coupling of the module to a wing and an on-board electrical power supply of the aircraft.
18. The aircraft according to claim 12, further comprising a battery status monitor operatively associated with the electrical storage battery system.
19. The aircraft according to claim 12, wherein the modules are
removable.
20. A method of providing electrical power to an on-board electrical power system of an aircraft, the method comprising:
(a) removably installing at least one module according to claim 10 on a leading edge of an aircraft wing; and
(b) operatively connecting the module to the on-board electrical power system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/BR2018/000069 WO2020102862A1 (en) | 2018-11-22 | 2018-11-22 | Aircraft component systems for electrical energy harvesting and storage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/BR2018/000069 WO2020102862A1 (en) | 2018-11-22 | 2018-11-22 | Aircraft component systems for electrical energy harvesting and storage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2020102862A1 true WO2020102862A1 (en) | 2020-05-28 |
Family
ID=64744335
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/BR2018/000069 WO2020102862A1 (en) | 2018-11-22 | 2018-11-22 | Aircraft component systems for electrical energy harvesting and storage |
Country Status (1)
| Country | Link |
|---|---|
| WO (1) | WO2020102862A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023038318A1 (en) * | 2021-09-13 | 2023-03-16 | 한국항공우주연구원 | Electric propulsion aircraft |
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