US20120175080A1 - System and method for cooling at least one heat producing device in an aircraft - Google Patents

System and method for cooling at least one heat producing device in an aircraft Download PDF

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Publication number
US20120175080A1
US20120175080A1 US13/409,955 US201213409955A US2012175080A1 US 20120175080 A1 US20120175080 A1 US 20120175080A1 US 201213409955 A US201213409955 A US 201213409955A US 2012175080 A1 US2012175080 A1 US 2012175080A1
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United States
Prior art keywords
coolant
heat
aircraft
temperature
heat dissipation
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Abandoned
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US13/409,955
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English (en)
Inventor
Georg MUEHTHALER
Anja ERDLE
Jan Dittmar
Sebastian Roering
Cherif TERZI
Jean BLENNER
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Airbus Operations GmbH
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Airbus Operations GmbH
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Publication date
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Priority to US13/409,955 priority Critical patent/US20120175080A1/en
Assigned to AIRBUS OPERATIONS GMBH reassignment AIRBUS OPERATIONS GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BLENNER, JEAN, ROERING, SEBASTIAN, DITTMAR, JAN, ERDLE, ANJA, MUEHLTHALER, GEORG, TERZI, CHERIF
Publication of US20120175080A1 publication Critical patent/US20120175080A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D13/08—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned the air being heated or cooled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0614—Environmental Control Systems with subsystems for cooling avionics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B29/00—Combined heating and refrigeration systems, e.g. operating alternately or simultaneously
    • F25B29/003—Combined heating and refrigeration systems, e.g. operating alternately or simultaneously of the compression type system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/50—On board measures aiming to increase energy efficiency

Definitions

  • the technical field relates to a system for cooling at least one heat producing device in an aircraft and to a method for cooling at least one heat producing device.
  • the technical field also relates to the use of a system for cooling at least one heat producing device in an aircraft and to an aircraft comprising at least one heat producing device and at least one system for cooling the heat producing device.
  • avionics arithmetic units or other (power) electronics units
  • avionics compartments in aircraft are cooled by means of various systems.
  • Systems are known in which a coolant by way of a coolant circuit absorbs heat from the avionics compartment and dissipates said heat to the environment by means of a skin-section heat exchanger.
  • a coolant by way of a coolant circuit absorbs heat from the avionics compartment and dissipates said heat to the environment by means of a skin-section heat exchanger.
  • the situation when the aircraft is located on the ground on hot days is important, because the temperature difference between the skin-section heat exchanger and the environment may be insufficient to carry out adequate heat dissipation.
  • outside air it is known for outside air to be used in order to dissipate heat from the interior of an aircraft to its environment.
  • a so-called ram air duct air that flows past the aircraft in flight is guided into the interior of the aircraft, is fed by way of a heat exchanger that thermally communicates with the coolant to be cooled, and is discharged to the aircraft environment by way of an outlet opening.
  • the air flowing through the ram air duct absorbs heat to be dissipated.
  • This principle is, for example, already used in aircraft air conditioning systems in order to cool hot compressed air that is later to flow into the aircraft cabin.
  • this principle is used in cooling systems, as described for example in DE 4340317.
  • the air flowing through the ram air duct may, however, noticeably increase the aerodynamic resistance of the aircraft in flight.
  • the ram air can be conveyed through the ram air duct by means of a fan.
  • a system for cooling at least one heat producing device in an aircraft, comprising at least one coolant circuit through which coolant flows in order to absorb heat from the heat producing device.
  • the coolant circuit comprises a feed line arranged upstream of the heat producing device, and a return line arranged downstream of the heat producing device.
  • the system is a heat dissipation device that thermally communicates with the return line of the coolant circuit provided for dissipating heat from the coolant circuit, in that a temperature spreading device reduces the temperature of the coolant in the feed line of the coolant circuit and increases a heat dissipation temperature of the heat dissipation device relative to the temperature of the coolant in the return line of the coolant circuit.
  • the type of heat dissipation device does not limit the invention. Instead, numerous types of heat dissipation devices are to be considered as being suitable, by means of which heat can be dissipated to an environment.
  • the use of heat transfer devices suggests itself, which heat transfer devices implement direct, indirect (recuperative), and/or semi-direct heat transfer.
  • the coolant can be of a liquid or gaseous nature. Any type of commonly used coolant or special coolant can be used. The invention is not limited to the type of coolant.
  • the coolant is cooled down to a suitable temperature so that a distinct and adequate temperature difference to corresponding heat transfer means (cooling elements, heat exchangers and the like) on the heat producing devices is produced in order to in an efficient manner absorb heat from the heat producing devices.
  • the heat dissipation temperature of a heat dissipation device is significantly increased relative to the temperature of the coolant in the return line. This means that even when the aircraft is situated on the ground on hot days in the sun an adequate temperature difference between the heat dissipation device and the environment of the aircraft can be ensured.
  • the embodiments are not limited to the use of a single design of a temperature spreading device; instead, any equipment, devices, and systems can be used that are able to spread a temperature level between two coolant lines. Accordingly, compression cooling machines, absorption cooling machines, diffusion absorption cooling machines, adsorption cooling machines, cooling machines based on the Joule-Thomson effect, thermo-electrical cooling generators (Peltier elements) and the like are imaginable. In addition, heat sinks or heat sources are imaginable in order to increase or decrease the temperature in a coolant line.
  • the design of the system is not complex, involves low-cost technically mature components, and operable without active blowing of cooling air or the like from the aircraft to the outside.
  • the heat dissipation device is designed as a skin-section heat exchanger.
  • the skin-section heat exchanger can in particular in flight ensure adequate heat transport to the environment.
  • the skin-section heat exchanger can extend into an air duct pointing towards the aircraft interior, which air duct comprises at least one conveying device for conveying air from the environment or for conveying ram air.
  • the extension of the skin-section heat exchanger into the air duct means that the skin-section heat exchanger can not only dissipate heat on the outside of the aircraft, but also comprises lamellae, ribs or other air-permeable structures towards the interior of the aircraft, which structures make it possible to dissipate heat to the ambient air.
  • an air flow through the air duct can be enforced by operating the conveying device.
  • the air duct on openings that are directed towards the surroundings the air duct comprises closing elements, which during adequate flight speed of the aircraft can be closed in order to eliminate the additional aerodynamic resistance.
  • the closing elements may, for example, be designed in the form of flaps or rotary-closure screens.
  • the drive is to be implemented by electric, pneumatic, or hydraulic actuators that are customary in this special field.
  • the coolant circuit is an open circulation system. This provides an advantage in that air can be used as a coolant. Since a certain air volume flow needs to be removed anyway from the cabin of the aircraft to the environment, at least part of this can be used as coolant for the system.
  • the temperature spreading device comprises a first coolant medium circuit with a condenser and an evaporator.
  • the condenser can be cooled with air from an additional air source.
  • the air source is situated in the interior of the aircraft and/or is implemented with the use of ambient air and/or bleed air. In this manner, still further improved temperature spreading is achieved. This suggests itself in those cases where air is used as a coolant, and in particular, where the coolant circuit is open.
  • the condenser is arranged at the return line of the coolant circuit. In this manner, at the same time, the temperature reduction that can be achieved by the evaporator is improved and consequently the overall efficiency of the system is improved.
  • the evaporator too can be arranged at the return line of the coolant circuit.
  • the condenser is not to be arranged at the feed line of the coolant circuit, but instead may, for example, be directly connected to the heat dissipation device or to some other heat dissipating element.
  • the condenser can be connected to a heat exchanger that is subjected to air from an air source.
  • the air source is located in the interior of the aircraft, and/or is implemented by ambient air. Consequently, in this embodiment, too, the heat of the condenser can be dissipated by means of the heat exchanger to the through-flowing air from the air source.
  • the temperature spreading device may comprise a first heat exchanger for cooling coolant from the return line of the coolant circuit with air from an air source.
  • the air source is situated in the interior of the aircraft, and/or is implemented by ambient air. In this manner, at least in the case where the air conditioning system of the aircraft is already in operation, or in the case of adequately low ambient temperatures, reliable operation of the system can be achieved.
  • the temperature spreading device should then in addition comprise further measures at least for cooling the coolant in the feed line.
  • a method for cooling at least one heat producing device by the use of a system for cooling at least one heat producing device in an aircraft, and by an aircraft comprising at least one heat producing device and at least one system for cooling a heat producing device in an aircraft.
  • FIG. 1 shows a diagrammatic view of a first exemplary embodiment of the system.
  • FIG. 2 shows a diagrammatic view of a second exemplary embodiment of the system.
  • FIG. 3 shows a diagrammatic view of a third exemplary embodiment of the system.
  • FIG. 4 shows a diagrammatic view of a fourth exemplary embodiment of the system.
  • FIG. 5 shows a diagrammatic view of a fifth exemplary embodiment of the system.
  • FIG. 6 shows a diagrammatic view of a sixth exemplary embodiment of the system.
  • FIG. 7 shows a diagrammatic view of a skin-section heat exchanger according to an embodiment.
  • FIG. 8 shows a diagrammatic view of a method according to an embodiment.
  • FIG. 9 shows an aircraft comprising at least one system according to an embodiment.
  • FIG. 1 a first exemplary embodiment of a system 2 is shown for cooling at least one heat producing device 4 in an aircraft.
  • a space 6 is shown in which the heat producing devices 4 are accommodated.
  • the design of this space 6 which can, for example, be an avionics compartment, does not form part of the embodiments and accordingly is not described in detail.
  • the heat producing devices 4 comprise suitable means with which heat can be dissipated to a coolant. These means can be of any design, for example heat exchangers, cooling elements or cooling fins around which air or the like flows.
  • the system 2 further comprises a heat dissipation device 8 , which with a feed line 10 and a return line 12 of the space 6 or the heat producing device 4 forms a closed circulation system.
  • a coolant circulates that flows from the feed line 10 to the heat producing devices 4 where it absorbs heat.
  • the coolant subsequently flows into the return line 12 to the heat dissipation device 8 where it dissipates heat to the environment of the aircraft, and subsequently again flows to the feed line 10 where it is again available for heat absorption.
  • Efficient heat dissipation by the heat dissipation device 8 to the environment, and particularly efficient heat absorption from a heat producing device 4 by the coolant from the feed line 10 can be achieved only in those cases where there is a corresponding temperature gradient to the environment or to the coolant.
  • it can be difficult or entirely impossible to achieve a correspondingly high heat dissipation temperature in the heat dissipation device 8 which makes possible a heat flow to the environment in the first place.
  • the temperature of the coolant in the feed line 10 would be so high that there is no adequate temperature difference for cooling the heat producing devices 4 , and in turn as a result of this a very high volume flow of the coolant becomes necessary. If the temperature of the environment is too high, even the highest coolant flow may not be sufficient to dissipate the heat.
  • the system 2 comprises a temperature spreading device 14 , which as an example is designed as a cooling medium circuit with a condenser 16 , a flow control valve 18 , an evaporator 20 , and a compressor 22 .
  • This cooling medium circuit which is also referred to as a cold-vapor cooling machine, is able to increase the temperature of the coolant from the return line 12 by means of the condenser 16 , and to lower said temperature by means of the evaporator 20 . This means that the coolant from the return line 12 , which has already absorbed heat, is heated still further so that the heat dissipation temperature in the heat dissipation device 8 is clearly increased.
  • the coolant flowing to the feed line 10 is cooled to a significantly lower temperature by the evaporator 20 so that, as a result, efficient absorption of heat from the heat producing device 4 can take place.
  • a bypass 24 can be arranged on the condenser 16 so that at least part of the coolant flowing into the return line 12 can flow directly to the heat dissipation device 8 .
  • FIG. 2 shows a modification in the form of a system 26 , where here again the temperature spreading device 14 is designed as a cooling medium circuit; however, in this embodiment the overarching coolant circuit is not closed.
  • the system 26 comprises an optional further air source 28 , which introduces air into the return line 12 of the coolant circuit.
  • an optional bypass 24 shown in a dashed line in the illustration, serves to maintain the volume flow balance, and possibly for the exclusive use of air from the air source 28 for cooling the condenser 16 , should this air be cooler than the temperature in the return line 12 of the coolant circuit.
  • the system 26 thus comprises, for example, two conveying devices 30 and 32 by means of which fresh air from the surroundings of the aircraft is channeled to the evaporator 20 in the direction of the feed line 10 and is then conveyed from the aircraft to the outside.
  • the conveying devices 30 and 32 are located on suitable air openings 34 and 36 , which, for example, in flight can be closed by means of closing elements 38 and 40 , and on the ground, can be opened again.
  • FIG. 3 shows a further embodiment of the system 42 , in which system 42 a liquid coolant, conveyed by means of a conveying device 62 , may be used in a closed circulation system.
  • the closed circulation system comprises a heat dissipation device 44 which, for example, implemented by combining a heat exchanger 46 and a fan 48 in a ram air duct 50 .
  • a temperature spreading device 52 in the form of a cooling medium circuit is used, with the latter comprising an evaporator 54 , a compressor 56 , a condenser 58 , and a flow control valve 60 .
  • the evaporator 54 is arranged between the feed line 10 and the return line 12 so that consequently the temperature of the coolant flowing from the return line 12 to the feed line 10 is reduced. Since already upstream of the evaporator 54 a heat dissipation device 44 can dissipate heat from the return line 12 , with the use of the cooling medium circuit 52 , the temperature in the feed line 10 can be further reduced to a significant extent.
  • the condenser 58 is cooled in a ram air duct or from an additional air source 28 , for example, with the use of extraction air that also, for example, originates from the avionics compartment, from the cockpit, or from the cabin.
  • the alternative air source 28 can be implemented by means of an inlet valve for ambient air on the aircraft fuselage, or by means of bleed air from one or several engines 130 .
  • FIG. 4 shows a further embodiment of the system 64 , where in the previously mentioned, the coolant circuit can be constructed to be either closed or open.
  • a conveying device 66 conveys the coolant from the return line 12 to the feed line 10 , where the coolant flows through an evaporator 68 of a temperature spreading device 70 that is implemented as a cooling medium circuit that also comprises a compressor 72 , a condenser 74 , and a flow control valve 76 .
  • the temperature of the coolant in the feed line 10 is significantly reduced, which results in improved heat absorption of the heat from the heat producing devices 4 .
  • the condenser 74 of the cooling medium circuit 70 is cooled by means of a secondary cooling device 78 , where the latter may, for example, comprise a conveying device 80 , a heat exchanger 82 , and a fan 84 in a ram air duct 86 .
  • a temperature spreading device for example the temperature spreading device 52 of FIG. 3 , may partially or completely be accommodated in a non-pressurized region of the aircraft, which may simplify the installation when compared to integration of the temperature spreading device 52 in the non-pressurized region.
  • this may be unfavorable for maintenance purposes, because the cooling medium circuit would have to be interrupted for maintenance purposes.
  • the two conveying devices 30 and 32 shown in FIG. 2 may be arranged upstream of the feed line 10 and downstream of the return line 12 .
  • air from the environment or from the interior of the aircraft as a coolant.
  • the coolant circuit is designed to be closed, any suitable coolant can be used.
  • FIG. 5 shows a combination of two systems 42 according to FIG. 3 , albeit without the ram air duct 50 , the heat exchanger 46 arranged therein, and the fan 48 .
  • This embodiment of a system 88 thus comprises two coolant circuits, each being cooled by a temperature spreading device 90 implemented as a cooling medium circuit.
  • the two coolant circuits are thermally interconnected by valves 92 and 94 as well as/or by a heat exchanger 96 . It should be pointed out that the illustration is symmetrical, i.e., the upper coolant circuit in the drawing plane is shown in a mirror-inverted manner relative to the lower coolant circuit.
  • the return lines 12 of the two coolant circuits may be pneumatically interconnected by means of the valve 92
  • the feed lines 10 of the two coolant circuits may be pneumatically interconnected by means of a valve 94 .
  • heat it is also possible for heat to be transferred by way of the heat exchanger 96 from one coolant circuit to the other coolant circuit. This ensures that, for example, two spaces 6 with several heat producing devices 4 in an aircraft, which spaces are positioned at locations that are situated apart from each other, can be cooled adequately, also on the ground, also if one of the temperature spreading devices 90 were to fail.
  • FIG. 6 diagrammatically shows a generalized embodiment of the system 98 , which embodiment can relate to all the above-described embodiments.
  • a temperature spreading device 100 which can be implemented in any desired manner, is integrated in a coolant circuit that is connected to a special form of a heat dissipation device 8 in the form of a skin-section heat exchanger 102 .
  • the skin-section heat exchanger 102 comprises not only flow ducts 103 that for convective heat dissipation to the environment are thermally connected to an outer skin area 104 , through which flow ducts 103 coolant or cooling media flow, but also a ram air duct 108 as illustrated in FIG. 7 .
  • the ram air duct 108 which comprises a first opening 110 and a second opening 112 , is located between the outer skin 104 of the skin-section heat exchanger 102 and the aircraft interior, which in the diagram is designated by reference character 106 .
  • first opening 110 air can flow into the ram air duct 108 , and through the opening 112 said air can leave said ram air duct 108 again.
  • Heat dissipation elements 114 which as an example are designed as cooling ribs, extend from the skin-section heat exchanger 102 to the ram air duct 108 , around which heat dissipation elements 114 air flowing through the duct 108 flows. In this manner, the efficiency of heat transfer to the environment can be improved.
  • the skin-section heat exchanger 102 is not limited to heat transfer by convection on the outer skin 104 .
  • the openings 110 and 112 can be closed by mechanically driven closing elements 118 .
  • heat from heat producing devices is absorbed 120 by means of a coolant flowing into a return line of a coolant circuit, and subsequently the temperature of the coolant in the return line is increased 122 .
  • heat from the coolant whose temperature has been increased is dissipated 124 , and subsequently the temperature of the coolant flowing into a feed line of the coolant circuit is reduced 126 .
  • FIG. 9 shows an aircraft 128 that is equipped with at least one system according to the invention for cooling at least one heat producing device.

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  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)
US13/409,955 2009-09-02 2012-03-01 System and method for cooling at least one heat producing device in an aircraft Abandoned US20120175080A1 (en)

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Application Number Priority Date Filing Date Title
US13/409,955 US20120175080A1 (en) 2009-09-02 2012-03-01 System and method for cooling at least one heat producing device in an aircraft

Applications Claiming Priority (5)

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US23924409P 2009-09-02 2009-09-02
DE102009039814.7 2009-09-02
DE102009039814A DE102009039814A1 (de) 2009-09-02 2009-09-02 System und Verfahren zum Kühlen mindestens einer Wärme erzeugenden Einrichtung in einem Flugzeug
PCT/EP2010/062734 WO2011026844A2 (de) 2009-09-02 2010-08-31 System und verfahren zum kühlen mindestens einer wärme erzeugenden einrichtung in einem flugzeug
US13/409,955 US20120175080A1 (en) 2009-09-02 2012-03-01 System and method for cooling at least one heat producing device in an aircraft

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/062734 Continuation WO2011026844A2 (de) 2009-09-02 2010-08-31 System und verfahren zum kühlen mindestens einer wärme erzeugenden einrichtung in einem flugzeug

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US20120175080A1 true US20120175080A1 (en) 2012-07-12

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US (1) US20120175080A1 (de)
EP (1) EP2473406B1 (de)
CN (1) CN102625765B (de)
CA (1) CA2772268C (de)
DE (1) DE102009039814A1 (de)
WO (1) WO2011026844A2 (de)

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US11261889B2 (en) 2019-12-12 2022-03-01 The Boeing Company Thermal management for aircraft hydraulic systems
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WO2011026844A2 (de) 2011-03-10
DE102009039814A1 (de) 2011-03-10
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EP2473406B1 (de) 2015-11-04
CN102625765B (zh) 2016-06-29
WO2011026844A3 (de) 2011-08-11
CA2772268A1 (en) 2011-10-31
CA2772268C (en) 2017-09-19

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