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Fig. 8 J/IST T/EMM architecture. Thermal/Energy Management Module Requirements The T/EMM system architecture was intended to perform all functions normally accomplished by a traditional aircraft ECS, auxiliary power system, and emergency power subsystems. The T/EMM was required to provide additional capabilities expected to be required in the F-35, including cooling high-powered electronics. This requirement drove the requirement in J/IST for a backup cooling capability to accommodate inflight failures and provide active cooling for Navy hangar deck maintenance. The operating requirements created a need to develop multiple modes of operation and reconfigure the system between these modes as required to perform the differing functions. Consequently, the following operating modes were developed and demonstrated in the J/IST effort: 1) Mode 1.0 – Electrically powered hangar deck cooling, 2) Mode 2.0 – Stand-alone T/EMM start, 3) Mode 3.0 – Cooling and electrical power for ground maintenance, 4) Mode 5.0 – Electrical power for main engine start, 5) Mode 6.0 – Engine bleed air-driven cooling and triplex electrical power (normal flight), 6) Mode 7.0 – Engine bleed air-driven cooling and emergency electrical power (failure of the ES/G), 7) Mode 8.0 – Emergency electrical power (failure of the ES/G), 8) Mode 9.0 – Stand-alone emergency electrical power – stored air (engine failure at high altitude), 9) Mode 10.0 – Stand-alone emergency cooling and electrical power – ambient air (engine failure at low altitude), 10) Mode 11.0 – Shutdown, and 11) Mode 12.0 – Emergency cooling – fuel heat sink (not demonstrated in J/IST). Thermal/Energy Management Module Turbomachine and Component Development The design and development of a full-scale T/EMM turbomachine was accomplished by Honeywell Aerospace in Phoenix, Arizona. The turbomachine configuration incorporated a power turbine, compressor, SR integral S/G (IS/G) rotor, and cooling turbine on a single spool that operated at speeds up to 60,950 rpm (Fig. 9). The compressor and power turbine were mounted on a single shaft, and the IS/G and cooling turbine were mounted on a separate single shaft. The two shafts were connected by a floating quill shaft, resulting in a design that provided sufficient margin from high-speed shaft bending modes. This split allowed each section to be developed and tested independently. The Approved for public release 5/8/18, JSF18-365 10PDF Image | F-35 Air Vehicle Technology Overview
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