DE102009048459A1 - Sandwich-type heat exchanger for use in cooling system for aircraft, has plate forming gap at shell and/or bulkhead, where gap allows inflow of air from slits into exterior shell of aircraft, and slits are arranged adjacent to exchanger - Google Patents

Abstract

The exchanger (124) has a supply line and a discharge line provided for a coolant, where the coolant passes through a bundle of coolant channels. The channels are combined together in form of a heat transferring plate (126). The heat transferring plate forms a gap (128) at an exterior shell of an aircraft and/or a pressure bulkhead. The gap allows inflow of air from slits into the exterior shell. The slits are arranged adjacent to the exchanger. A blower conveys air to or from the gap formed by the plate. Independent claims are also included for the following: (1) a cooling system for an aircraft, comprising a heat exchanger (2) a method for manufacturing a cooling system for the aircraft.

Description

RELATED APPLICATIONS

The present application claims the benefit of US Provisional Application 61 / 228,666 filed July 27, 2009 and the PCT application PCT / EP2009 / 059665 , filed Jul. 27, 2009, the contents of which are incorporated herein by reference.

TECHNICAL AREA

The The invention relates to a heat exchanger for the outer skin of an aircraft, a cooling system for an airplane, a use of a heat exchanger for the outer skin of an aircraft and an aircraft with at least one heat exchanger for the outer skin.

BACKGROUND OF THE INVENTION

In modern commercial aircraft have many components with a certain cooling requirement. For example, air conditioning systems to the supply or production of cold to provide a greatest possible thermal comfort for the Passengers on board the aircraft instructed, whereas, for example a set of electronic devices and facilities Waste heat generated, which transported out of the aircraft must become. Due to the increasing integration of electrical appliances in airplanes more and more cooling systems are being installed, the liquid refrigerant for heat transport use. Such cooling systems are suitable for removal of relatively large amounts of heat, which in one Plane practically can not be accumulated. It would continue to be particularly due to the high electrical Power consumption also disadvantageous, such large amounts of heat to eliminate by active cooling by means of chillers.

In industry - for example in the automotive industry, in plant engineering and in the electronics industry - there is a large variety of technical solutions and designs of heat transfer devices for cooling equipment and other equipment. It is known to use heat exchangers in aircraft, which deliver their heat through the outer skin to the environment of the aircraft. This is for example in EP 06 55 593 A1 described, however, the heat exchanger described therein is used in an active cooling system for food, which can be used in addition to support other heat sinks also outer skin heat exchanger. Due to the different operating conditions of a commercial aircraft, which are reflected in widely varying ambient temperatures, the disclosed skin heat exchanger is only suitable for additional support of a conventional active cooling system at high temperature differences from the ambient air.

SUMMARY OF THE INVENTION

The The object of the invention is a heat exchanger for the outer skin of an aircraft, which is suitable for relatively large amounts of heat of equipment and facilities within the aircraft to release the ambient air, without in the background to an active one Cooling by vacuum or evaporator cooling units to be instructed. The object of the invention is also a cooling system to propose for an airplane, if possible effectively via a heat exchanger for the Shell of the aircraft heat to the environment of the aircraft can be discharged.

These Task is solved by a heat exchanger for an outer skin of an aircraft, comprising at least one supply line and at least one discharge line for a coolant and at least one bundle coolant passages through which coolant flows wherein the coolant channels transmit in the form of a heat Plate are summarized. The plate is arranged in such a way that Make a gap to the outer skin and / or a pressure bulkhead forms, flow into the ambient air from a slot can, which is near the heat exchanger located in the outer skin of the aircraft.

Of the Heat exchanger according to the invention is aimed to heat over a series of coolant channels directly on the outer skin or close to the outer skin Range over an ambient air flow without significant to transmit aerodynamic disadvantages as effectively as possible. Preferably, the heat is as possible without contact resistance transferred to the outer skin, something alike means that the coolant channels are not necessarily have to have a closed surface, but also to the outer skin can be open. The advantage here would be that the warm fluid is in direct contact to the outer skin is. Accordingly, it is necessary, the coolant channels at least partially directly on an outer skin of the aircraft to position it so that it is attached to a mounting surface or on the side of the heat exchanger to be fastened to the outer skin should be arranged that by attaching the heat exchanger on the outer skin, a direct contact between the coolant channels and the outer skin comes about.

By appropriate dimensioning of the area occupied by the heat exchanger area can also large amounts of heat at relatively low temperature differences between the cooling Medium and the ambient air of the aircraft are discharged, which is made possible by the particularly flat design. Depending on requirements, air-to-air or liquid-to-air heat exchangers as well as air-cooled condensers can be operated. The constructive and integrative requirements of a heat exchanger according to the invention are tailored to the particular conditions and requirements of aircraft, so that the performance parameters that are important for optimum aircraft operation are influenced as little as possible. In particular, these are in particular a lowest possible (additional) air resistance, low power consumption, low weight and low space requirements. For this purpose, a reserve of space for the heat exchanger is not necessary. As a result, the lengths of the coolant lines can be minimized, so that the weight of lines and coolant can be reduced. This is achieved by virtue of the fact that the coolant, which is otherwise not restricted to liquid coolants, is guided directly on the outer skin or in a region close to the outer skin of the aircraft and, for example, when integrated on the inner side of the outer skin, has only a small radial extension, the other components inside the aircraft are not obstructed. A minimal power consumption is due to an electric pump for conveying the coolant through the heat exchanger according to the invention, but which is significantly lower than that of an electric cooling system.

While In flight operation, the cooling effect by the at the Outer skin flowing ambient air. For this Basically, the inventive would Heat exchanger preferably for cooling electrical emergency systems are suitable, such. B. a fuel cell as Note energy system with relatively large waste heat. At the Soil reduces the heat dissipation to the outside air, so that in calm weather as the worst case, the heat dissipation to the proportion of free convection would be reduced if the heat exchanger is placed directly on the outer skin is. In a waste heat from a fuel cell, for example 90 ° C and a maximum outside temperature of about 50 ° C on the ground would have enough large heat exchanger surface at the given temperature difference a sufficient cooling effect be achieved. When positioning in a radial direction from the outer skin Somewhat removed area could be an extra Air flow in the gap between the heat exchanger and the outer skin by a blower or the like to be required. At the same time could also be through a blower the heat output at a between the heat exchanger and arranged radially to the aircraft interior facing pressure bulkhead Gap can be improved. Through one or more slots in the The outer skin of the aircraft is the removal of cooling air virtually unlimited possible, so that the cooling capacity the heat exchanger according to the invention can be significantly increased. The invention is not on the Limited use of a single slot, rather can also several slots arranged and fluid mechanical be designed, the specifically defined areas of the heat exchanger To be flowed around with a metered amount of cold air.

At It should be noted that the coolant channels not necessarily separated from each other and a closed wall must have. The coolant channels can be done either by single separate pipes or the like, as well as geometric limitations in the form of bars and platelets arranged thereon and to the outer skin facing open areas and accordingly for this necessary sealing. In the latter case, it may well make sense that the individual coolant channels communicate with each other and not completely separate and independently pass coolant through.

It is also cheap, a blower for conveying to provide air in or out of the at least one gap, so that the cooling is enhanced.

Farther is it useful for generating a free convection flow, two vertically spaced slots in the outer skin of the Plane to arrange. In a cold environment and low heat load can already have sufficient cooling without additional Energy requirement can be achieved.

After all it makes sense to reduce the aerodynamic flow losses to align the at least one slot parallel to the direction of flight.

A particularly advantageous embodiment of the invention Heat exchanger also has a housing for receiving the coolant channels. As housing but here is not meant a closed box-like object, but rather a spatial summary of several Coolant channels in a kind of frame by a Cover or the like could be completed.

Especially Preferably, the housing has webs and at least one Cover open. As webs here are flat components to understand extending from the outer skin via the coolant channels extend and can be covered together by a lid. The webs increase the mechanical strength of the housing and the integration is made easier.

in principle can such, completed heat exchanger have a plate-shaped structure, which those of a Plate heat exchanger is similar or equivalent. In the following, individual heat exchangers also referred to as "plate". A plate exists generally composed of two external surfaces, one of which Outer surface to the center of the fuselage and an outer surface pointing outward into the aircraft environment. hot Fluid flows into the plate and is at least an outer surface of the plate member is cooled. On the outside, the plate element has a corresponding surface structure, which leads to a good heat transfer. There are a lot of possibilities here, it can be structures or ribs to improve heat transfer be applied. These structures can be created by embossing, forming or deep-drawing, milling. In an extruded plate, the structures can be the same be applied during manufacture, together with cooling channels. Inside the plate element, the hot fluid is passed through channels, tubes or the like to the Heat as evenly as possible to distribute on the surface. Coolant channels can also be horizontal, in snakes or spiral to be ordered. The plate element can also be made of two plate halves Then, by gluing, soldering, welding z. B. seam welding can be interconnected. The plates can also be added thermally, z. B. by sintering monolithic materials. Ribs that generate targeted turbulence, let to contribute so easily.

It is particularly preferred that the inventive Heat exchanger flush with the inside Hull structure is installed so that the hull structure in the Range would have to be modified or interrupted. Out For this reason, it is advantageous if the housing at least partially forms a load-bearing hull structure. This can the existing hull structure through the housing the heat exchanger are supplemented, so that the mechanical properties of the hull structure are preserved stay.

at a particularly preferred embodiment of the invention Heat exchanger is a gap between the lid and the coolant channels to the Flowing air through at least one air inlet and has at least one air outlet. This can heat dissipation the coolant channels are further increased, because through-flowing air withdraws the coolant channels on the surface heat that is not in contact with the outer skin is. This can be a more effective cooling system to be provided.

Farther it is preferred if the heat exchanger according to the invention Cooling fins between the coolant channels provides. The coolant channels can in the places where they touch the cooling fins, also give off heat, giving a further boost the deliverable amount of heat through the heat exchanger he follows.

In a further preferred embodiment of the invention Heat exchanger have the webs and / or cooling fins Eddy edges and / or slits suitable for swirling air are. This is advantageous for this reason, as turbulent Flow achieved a better heat transfer can be.

In a preferred embodiment of the invention Heat exchanger are the coolant channels arranged on the inside of the outer skin. this leads to to that no additional air resistance by one on the outside additionally arranged heat exchanger is generated and the supply and discharge lines for the coolant are particularly easy to integrate.

In a further preferred embodiment of the invention Heat exchanger are the coolant channels arranged on the outside of the outer skin. This is to be designed such that the additional air resistance through the outside heat exchanger as low as possible, yet a good flow around the coolant channels are ensured can. The previously mentioned webs and cooling fins are also possible for this embodiment, they are then to be designed so that the additional Air resistance is minimized. By this embodiment the cooling system according to the invention can the deliverable amount of heat can be increased significantly.

The Execute the coolant channels at least in some areas as lines with a substantially round or square Cross-section is advantageous due to the ease of manufacture. additionally It should be noted that the diameter or the clear Width of the lines are chosen as low as possible should be to save weight, because lines with relatively low Cross-section require significantly lower wall thicknesses than pipes with larger cross-sections at the same pressurization. Enlarge many cables with a small cable cross-section the surface and thus offer a higher Dissipate potential as heat. At the same time should however, be aware of the cross sections of the coolant channels not to be so flat that an increased vaulting tendency results at higher coolant pressures.

Coolant channels with angular cross section can in a favorable Variant of the heat exchanger according to the invention be provided with a sandwich core containing a variety of individual channels with relatively thin walls allows.

In an advantageous development of the invention Heat exchanger are the coolant channels as a gap between a heat-receiving plate and a pressure bulkhead and / or an outer skin of the aircraft executed. This facilitates and improves cooling by the heat exchanger according to the invention, since the use of air from the environment of the aircraft or out the passenger cabin is particularly easy. The invention is not limited to the use of a single plate, rather could also use larger stacks of plates used with intermediate air gaps or the like be used to increase the cooling performance even further.

The Invention is further characterized by a cooling system with at least a closed coolant circuit and at least a heat exchanger according to the invention solved. Finally, the task is completed by a Use of a heat exchanger according to the invention according to the aforementioned criteria and by an aircraft with at least a heat exchanger according to the invention Fulfills.

BRIEF DESCRIPTION OF THE DRAWINGS

Further Features, advantages and applications of the present Invention will become apparent from the following description of the embodiments and the figures. All are described and / or illustrated features shown by themselves and in any combination the subject matter of the invention also independent of their Composition in the individual claims or their Dependency. In the figures continue to be the same Reference signs for the same or similar objects.

1a to 1d show a schematic overview of the arrangement of a heat exchanger on the outer skin of an aircraft;

2a to 2f show possible variants of the heat exchanger;

3 shows a schematic view of an additional air-flowed heat exchanger;

4a and 4b show a schematic view of an additional air-flowed heat exchanger in the installed state;

5a + 5b show two further embodiments of a heat exchanger, which is additionally perfused.

6 shows a schematic overall view of a cooling system according to the invention in an aircraft.

7a and 7b show in schematic views sandwich-type heat exchanger with alternating coolant channels and air channels.

8th shows a section of the outer skin of an aircraft with slots for receiving ambient air.

9 shows an embodiment of a heat exchanger in a sectional view.

10 shows an embodiment of a heat exchanger in a sectional view.

11 shows an embodiment of a heat exchanger in a sectional view.

12 shows an embodiment of a heat exchanger in a sectional view.

DETAILED DESCRIPTION EXEMPLARY EMBODIMENTS

In 1a is generally shown as a heat exchanger 2 on the outer skin 4 an aircraft can be arranged. There is the heat exchanger 2 on the inside 6 of the aircraft, whereas in 1b the heat exchanger 2 on the outside 8th the aircraft is positioned. In these different installation positions, it should be noted that different mechanical requirements for the heat exchanger 2 result. Will the heat exchanger 2 on the inside 6 arranged of the aircraft, the heat exchanger needs 2 be directed in special cases to accommodate hull structure loads. For relatively large heat exchangers 2 , which is not unrealistic given large amounts of heat without active cooling units, must in places for flush installation of the heat exchanger 2 to the outer skin 4 the existing fuselage structure with its ribs, stringers and other stiffening components are modified or interrupted. For this reason, it is necessary, this gap through the heat exchanger 2 mechanically close. The heat exchanger 2 should therefore have a housing or the like, which is designed to completely absorb the locally arising loads.

Especially for the removal of larger amounts of heat, it may be useful to modify the structure. So z. B. the lower part of a whole Rumfsektion 7 be radially shortened by 10 mm to 25 mm (radial recess 9 ), as in 1d shown. The radial indentation 9 is then with a 10 to 25 mm thick heat exchanger 11 filled, so that the resulting aircraft contour remains untouched and no aerodynamic flow losses occur. This leaves the load-bearing structure and outer skin of the aircraft untouched to the indentation. For maintenance and repair purposes, the skin heat exchanger could be easily removable designed. It would also be conceivable to fly in certain situations without the heat exchanger, since rugged contour transitions are not necessary in this concept.

For a heat exchanger according to the invention 2 out 1b However, there is a need for the minimization of air resistance, since at relatively high travel speeds of around 0.8 Ma even slight changes in the cross section of the aircraft can lead to a noticeable increase in fuel consumption. For this reason, the heat exchanger according to the invention should 2 for the installation position 1b aerodynamically smooth running. In the 1b visible edges should be smoothed aerodynamically with appropriate panels. The arrangement as in 1b is particularly suitable for retrofitting existing aircraft or for retrofitting a test aircraft.

In 1c is a coolant duct designed as a coolant line 10 shown flush with the outer skin 4 is arranged. Due to the contact between the coolant channel 10 and the outer skin 4 can be a heat conduction between the coolant channel 10 and the aircraft's outer skin 4 occur.

In 2a is a first embodiment of a heat exchanger according to the invention 12 shown. The heat exchanger according to the invention 12 has a carrier plate 14 on top of which a series of coolant ducts designed as coolant lines 16 is positioned. Between the coolant channels 16 there are bars 18 on which there is a lid 20 supported. The lid 20 In addition to its function as a mechanical component for picking up hull structure loads in combination with the webs 18 also serve as a so-called "pressure bulkhead", which is particularly necessary if below the heat exchanger according to the invention 12 Openings through the outer skin of the aircraft are present. Due to the strong pressure difference between the aircraft environment and the aircraft cabin during the flight would be without a suitability of the lid 20 as a pressure bulkhead constantly air from the cabin flow into the environment. To accomplish this task, it is possible to get between the lid 20 and the jetties 18 sufficiently dimensioned mechanical connections and a sufficient seal is given.

For fixing the support plate to the outer skin can in places in the bundle-like arranged coolant channels 16 individual coolant channels 16 be omitted or omitted, such as by the reference numeral 22 indicated. There may be a screw or riveting or other suitable attachment.

In the example shown, the coolant channels 16 a substantially circular cross-section, which leads to the coolant channels 16 can be dimensioned with a relatively small wall thickness, because with circular cross-sections do not bulge as in angular cross-sections. It is desirable to have the largest possible number of coolant channels 16 to use, but to equip them with a relatively small cross-section. This allows the wall thickness of the coolant channels 16 be further reduced and the radial extent of the heat exchanger according to the invention 12 be reduced. The number of coolant channels 16 then depends on the necessary coolant mass flow. Realistic appear line cross sections in the range of millimeters, such as between 2 mm and 10 mm.

In 2 B is a second embodiment of a heat exchanger according to the invention 24 shown in which a variety of angular coolant channels 26 on a carrier plate 28 is positioned. The clear width of the coolant channels 26 is not too big to choose, because of the pressure load due to the in the coolant channels 26 pumped coolant could take place a bulge. Accordingly, this embodiment should also seek to reduce the number of coolant channels 26 relatively high, so that the wall thicknesses can be made relatively low. Between the coolant channels 26 can also recesses in this embodiment 30 for fixing the carrier plate 28 located on the outer skin of the aircraft.

2c shows a modification of the invention Wärmeübrtragers 24 out 2 B , in addition to cooling fins 32 is fitted between the coolant channels 26 are arranged.

In 2d becomes analogous to 2c an arrangement of coolant channels 34 shown in the at least partially cooling fins 36 between two adjacent coolant channels 34 to be ordered.

In 2e is the realization of a heat exchanger according to the invention 38 presented by a sandwich panel or a sandwich panel. The sandwich panel 40 is on a carrier plate 42 and gets through a pressure bulkhead 44 covered. In the sandwich panel 40 There are a large number of walls 46 the individual coolant channels 48 form.

Finally shows 2f an easy-to-implement training of air ducts 45 and 53 and a coolant channel (hot fluid) 47 , The channels could be made of a corrugated iron 49 and adjacently arranged cover sheets 51 be made. These three sheets 51 could z. B. made of a 0.25 mm thick steel foil and soldered or welded (eg, seam welding). The design in aluminum, titanium or even plastic is also conceivable. In the air duct 45 For example, a fin or swirl body made from a sheet of about 0.05 mm thick could be used 53 , be arranged for swirling air to increase the heat transfer. This is z. B. a U-shaped foil segment with protruding foil cutouts.

3 shows a particular embodiment of a heat exchanger according to the invention 50 in which the advantages of the preceding embodiments are combined with each other. Thus, the heat exchanger according to the invention 50 several coolant channels 52 on, between which individual cooling fins 54 are positioned. In the case shown in FIG 3 each form three coolant channels 52 a group passing by footbridges 56 be separated from each other. The bridges 56 are dimensioned such that between the coolant channels 52 and a lid 58 A gap 60 results. The lid 58 forms together with the jetties 56 and a carrier plate 62 a housing, wherein the carrier plate 62 also the outer skin of the aircraft can be. Exemplary will be in 3 shown how air through the heat exchanger according to the invention 50 over the coolant channels 52 can flow. Through an air inlet 64 Air enters the interior of the heat exchanger 50 and flows around the bars 56 , the staggered openings 66 to form a labyrinthine flow channel. The air finally flows out of the air outlet 68 from, for example, in the vicinity of the aircraft. The air flow flows in sections in the same direction as the coolant (DC) or in the opposite direction (counterflow) or passes from the DC into the counterflow with an additional lateral flow component. By this illustrated arrangement of the heat exchanger according to the invention 50 the cooling effect takes place by heat conduction between the coolant channels 52 and the outer skin or the carrier plate 62 , as well as by the air flow along the coolant channels 52 and the cooling fins 54 , To reinforce the cooling effect, for example, the ribs can be provided with vertebral edges and / or openings, is swirled by the passing air. Swirled, turbulent flow has a heat transfer coefficient, so that the heat output in this area could be increased.

An in 4a represented inventive heat exchanger 70 has an air inlet 72 and an air outlet 74 through which air from the environment of the aircraft can flow. The air passes over coolant channels 76 and leaves the fuselage through the air outlet 74 , To increase the power blower 78 are used, which are particularly advantageous when the aircraft is on the ground and there is no air flow. The coolant passes through a supply line 80 in the coolant channel 76 and leaves him through a discharge line 82 , The flow of the coolant takes place by way of example in the opposite direction as the air flow (countercurrent), but the heat exchanger according to the invention is not limited thereto, but can also provide the same flow directions in this embodiment, if necessary or desired. Because of the openings 72 and 74 in the outer skin 4 of the aircraft is required that the heat exchanger according to the invention 70 a pressure bulkhead 84 having. This avoids that air exits the cabin in the aircraft environment.

In 4b Finally, in a plan view of the heat exchanger according to the invention 70 shown how the heat transfer can be optimized. For this there are cooling fins 86 between individual coolant channels 88 and are due to the passing air from the air intake 72 flows around. Also, the swirling of the air flowing through to increase the heat transfer is useful and can be previously described by vortex edges or openings.

5a Finally, another embodiment of a heat exchanger according to the invention 90 shown in which several designed as a lamellar coolant channels 92 present, by the incoming air from air entrances 94 flows in cross-flow manner. The incoming air leaves after flowing around the coolant channels 92 the heat exchanger according to the invention 90 through the air outlet 96 , As already described above, a blower can also be used here 98 for increasing the cooling capacity in the area of the air outlet 96 to be ordered. Between the coolant channels 92 are in the 5a Longitudinal stiffening members 100 , which are also known as "Stringer" and serve the longitudinal stiffening of the hull. Due to the large number of air entrances 94 in the outer skin 4 of the aircraft is also required in this embodiment, that a pressure bulkhead 102 prevents the escape of air from the cabin into the environment.

Finally, in 5b another example of a heat exchanger 104 presented in which coolant channels 106 in the form of a lamella cooler installed in the outer skin of the aircraft 108 be traversed by air. If necessary, the lamella cooler 108 through an additional blower 110 supported.

It is particularly advantageous in the cooling system according to the invention, after the model of 6 the integration of a collecting heat exchanger 112 in a liquid / liquid construction, the latter being capable of absorbing heat from one or more heat sources 114 and equally to one or more heat exchangers 116 leave. This construction is very effective, as well as heat sources with very different amounts of waste heat and high and low waste heat their heat in the heat exchanger in the collection 112 can deliver existing liquid mass. As a result, it is ensured that several existing in an aircraft heat exchanger 116 can be utilized equally. This eliminates the need to provide their own heat exchanger for devices producing particularly high amounts of heat.

In The following figures are integration examples for Heat exchanger according to the invention shown in airplanes, all after the previous designed principles are designed.

7a also shows a heat exchanger 118 in a schematic view, in which channels 120 for heated fluid and channels 122 alternate for cold fluid. The structural design could essentially the structure of the heat exchanger 38 out 2e correspond. If air is guided in the cold fluid channel, it would also make sense to integrate additional cooling fins. In addition, heat is dissipated via the outer boundary surfaces. A width of this heat exchanger could be in a range of 10 to 25 mm.

7b shows another heat exchanger 124 in which several plates 126 forming air gaps 128 be arranged side by side. In or on each plate 126 Hot fluid is passed, z. In channels. On the sides of the respective plates 128 can flow along the heat transfer fluid, preferably such that each plate 126 with cold and heated fluid in contact, wherein the cold fluid and the heated fluid may have a mutually opposite flow direction. Hereinafter, a heat exchanger for reasons of simplification 7b always with only one plate 126 this is not to be construed as limiting.

8th serves to clarify the following sectional views. It becomes a part of an outer skin 130 an aircraft shown, in which two mutually parallel air slots 132 and 134 located along the flight direction 136 of the aircraft. The slots 132 and 134 are purely exemplary just below windows 138 and may as well be located elsewhere on the aircraft. The slots 132 and 134 are preferably only a few millimeters wide, for example 15 mm. The aerodynamic flow losses of the aircraft are negligible due to the longitudinal orientation of the slots along the fuselage.

9 shows a caused by free convection air duct on radial boundary surfaces 140 and 142 a ventilated plate 126 that are flush with the outer skin 4 aligned and at its top and bottom through the slots 132 and 134 separated from the outer skin. On the side of the plate facing the fuselage 126 with the boundary surface 142 there is a gap 128 , In flight, heat is dissipated by the already existing skin friction of the air. At the bottom, the cooling is due to free convection at the boundary surfaces 140 and 142 supported. The gap 128 could have a depth of at least 10 mm to support free convection, with the plate 126 by way of example could have a thickness of 5 mm. A heat exchanger formed by the construction shown 144 is through a pressure bulkhead 146 Completed pressure-tight to the interior of the aircraft.

With free convection, however, the heat dissipation is very limited. In cool locations and with low dissipated heat load, this form of cooling may suffice. However, the much higher cooling effect can be achieved by forced convection. This shows 10 a modified structure of the heat exchanger 144 who has a fan 148 for moving air in the air gap 128 serves, which particularly supports the cooling during ground operation. The electricity needed to operate the cooling could be applied by a fuel cell or by a ground supply. The fuel cell is particularly suitable when the heat exchanger according to the invention is used for cooling a fuel cell.

With forced convection, the gap could be 128 depending on the length of the airway also be less than 10 mm. The arrangement of the fan 148 can realize both an air supply and an air extraction. With the illustrated embodiment of a heat exchanger 150 is at the outer skin 4 flush-aligned boundary surface 140 Furthermore, cooling in the air and free convection on the ground are possible.

11 shows a forced air flow on the boundary surfaces 140 and 142 at one Heat exchanger 152 with a single gap 134 , This is the cooling by the blower 148 reached alone. On the fly, when the blower is not in operation 148 Air through column 154 and 156 that is between the plate 126 and the outer skin 4 or the pressure bulkhead 146 be moved when the at the gap 134 applied pressure one at an air outlet 158 applied pressure exceeds. If aeration on the floor is desired, the air outlet must 158 above the gap 134 be arranged. The cooling effect is with the heat exchanger according to the invention 152 very high and thus particularly suitable for ground operation.

Finally, in 12 a further embodiment of a heat exchanger according to the invention shown, via a single slot 134 in the outer skin 4 features. The peculiarity of this embodiment is that during operation of the blower 148 a maximum cooling on an inside 162 a frame 164 is reached. The heat exchanger does not have to be on an outside of frames 164 Spante can be integrated, he can also on insides 162 of frames 164 or between the frames 164 be integrated into the aircraft.

It would also be conceivable to use the heat exchanger 160 to integrate into a floor of a passenger cabin in order to heat at the same time at high altitudes subcooled areas (luggage compartment below the passenger cabin and the like). In this way, opens up a large area, with little impact on the space. Provided a corresponding stability and tightness over the pressure bulkhead 146 in the pressurized area. In this case, no modification of the structure of the aircraft is required, which could lead to about a reconfiguration of frames and the like.

To the embodiments of the 7a to 12 It should be pointed out that the housing is to be understood as meaning the means for spatially delimiting the respective heat exchanger, so that this housing is produced for example from outer skin and pressure bulkhead as well as further elements required for producing a leak-tightness. Furthermore, these embodiments also at least partially have a load-bearing function. Of course, all the gaps can be provided with cooling fins and the like in order to improve the cooling even further.

All Embodiments are suitable for free skin fields between ribs and stringers of an aircraft fuselage to be arranged. Equally conceivable is the outer diameter from frames to change so that between Spantaußenseiten and the outer skin of the aircraft, the heat exchanger can be arranged.

additional It should be noted that "comprehensive" none excludes other elements or steps and "one" or "one" none Multiplicity excludes. It should also be noted that Features or steps, with reference to one of the above embodiments have been described, also in combination with other features or steps of other embodiments described above can be used. Reference signs in the claims are not meant to be limiting.

LIST OF REFERENCE NUMBERS

2

Heat exchanger

4

shell

6

inside

7

fuselage section

8th

outside

9

radial indentation

10

Coolant channel

11

Heat exchanger

12

Heat exchanger

14

support plate

16

Coolant channel

18

web

20

cover

22

recess for fixing the heat exchanger

24

Heat exchanger

26

Coolant channel

28

support plate

30

recess for fixing the heat exchanger

32

cooling fin

34

Coolant channel

36

cooling fin

38

Heat exchanger

40

Sandwich panel

42

support plate

43

Heat exchanger

44

pressure bulkhead

45

air duct

46

wall

47

Coolant channel

48

Coolant channel

49

corrugated iron

50

Heat exchanger

51

Deckblecht

52

Coolant channel

53

cooling fin or swirl body

54

cooling fin

56

web

58

cover

60

gap

62

support plate

64

air inlet

66

opening

68

air output

70

Heat exchanger

72

air inlet

74

air output

76

Coolant channel

78

fan

80

supply line

82

discharge line

84

pressure bulkhead

86

cooling fins

88

Coolant channel

90

Heat exchanger

92

Coolant channel

94

air inlet

96

air output

98

fan

100

Stringer

102

pressure bulkhead

104

Heat exchanger

106

Coolant channel

108

finned radiator

110

fan

112

Collecting heat exchanger

114

heat source

116

Heat exchanger

118

Heat exchanger

120

channel

122

channel

124

Heat exchanger

126

plate

128

gap

130

shell

132

slot

134

slot

136

flight direction

138

window

140

boundary surface

142

boundary surface

144

Heat exchanger

146

pressure bulkhead

148

fan

150

Heat exchanger

152

Heat exchanger

154

gap

156

gap

158

air outlet

160

Heat exchanger

162

Spantinnenseite

164

rib

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 2009/059665 [0001]
• EP 0655593 A1 [0004]

Claims (13)

Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) for an outer skin ( 4 ) of an aircraft, comprising - at least one supply line ( 80 ) for a coolant, - at least one discharge line ( 82 ) for the coolant, and - at least one bundle of coolant flows through coolant channels ( 10 . 16 . 26 . 34 . 47 . 48 . 52 . 76 . 88 . 92 . 106 . 120 ), in the form of a heat-transferring plate ( 126 ), the plate ( 126 ) is adapted to at least one gap ( 128 . 154 . 156 ) to the outer skin ( 4 ) and / or a pressure bulkhead, and wherein the gap ( 128 ) is adapted to air from at least one arranged in the vicinity of the heat exchanger slot ( 132 . 134 ) in the outer skin ( 4 ) of the aircraft. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to claim 1, further comprising a fan ( 148 ) for conveying air into or out of the at least one gap ( 128 . 154 . 156 ). Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to claim 1 or 2, comprising two vertically spaced slots (FIG. 132 . 134 ) in the outer skin ( 4 ) of the aircraft for generating a convection flow. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to one of the preceding claims, wherein the at least one slot ( 132 . 134 ) parallel to the direction of flight 130 runs. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to one of the preceding claims, in which the heat-absorbing plate ( 126 ) in the form of a housing for receiving the coolant channels ( 10 . 16 . 26 . 34 . 47 . 48 . 52 . 76 . 88 . 92 . 106 . 120 ) is executed. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to claim 5, wherein the housing webs ( 18 . 56 ) and at least one lid ( 20 . 58 ) having. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to claim 6, wherein a gap ( 60 ) between the lid ( 20 . 58 ) and the coolant channels ( 10 . 16 . 26 . 34 . 48 . 52 . 76 . 88 . 92 . 106 . 120 ) is formed, which for the passage of air at least one air inlet ( 64 . 72 . 94 ) and at least one air outlet ( 68 . 78 . 96 ) having. Heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to one of the preceding claims, in which the heat-absorbing plate ( 126 ) at least partially forms a load-bearing hull structure. Cooling system for an aircraft, comprising at least one closed coolant circuit and at least one heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to one of the preceding claims 1-8. Cooling system according to claim 9, further comprising a collecting heat exchanger ( 112 ) for absorbing heat from one or more heat sources ( 114 ) and for dissipating heat to a plurality of heat exchangers ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to one of the preceding claims 1-16. Use of a heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to any one of claims 1-8 in an aircraft. Method for producing a cooling system in an aircraft, in which a heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to any one of claims 1-8 on an outer skin ( 4 ) of the aircraft and at least one slot ( 132 . 134 ) in the outer skin ( 4 ) of the aircraft is introduced. Aircraft with at least one heat exchanger ( 2 . 11 . 43 . 12 . 24 . 30 . 38 . 50 . 70 . 90 . 104 . 116 . 118 . 124 . 144 . 150 . 152 . 160 ) according to any one of claims 1-8.

Images