US20190383568A1 - Cooling system with two heat exchangers and vehicle with a cooling system - Google Patents

Cooling system with two heat exchangers and vehicle with a cooling system Download PDF

Info

Publication number
US20190383568A1
US20190383568A1 US16/439,085 US201916439085A US2019383568A1 US 20190383568 A1 US20190383568 A1 US 20190383568A1 US 201916439085 A US201916439085 A US 201916439085A US 2019383568 A1 US2019383568 A1 US 2019383568A1
Authority
US
United States
Prior art keywords
heat exchanger
coolant
cooling system
temperature
heat
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US16/439,085
Other languages
English (en)
Inventor
Robert SCHOELL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Defence and Space GmbH
Original Assignee
Airbus Defence and Space GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Defence and Space GmbH filed Critical Airbus Defence and Space GmbH
Assigned to Airbus Defence and Space GmbH reassignment Airbus Defence and Space GmbH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SCHOELL, ROBERT
Publication of US20190383568A1 publication Critical patent/US20190383568A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F19/00—Preventing the formation of deposits or corrosion, e.g. by using filters or scrapers
    • F28F19/006—Preventing deposits of ice
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F27/00—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT 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
    • B64D2013/0674—Environmental Control Systems comprising liquid subsystems
    • 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 invention relates to a cooling system with two heat exchangers and to a vehicle with such a cooling system.
  • the invention relates to a cooling system with a control device which makes it possible to supply a volumetric flow of a coolant in the cooling system to the second heat exchanger in such a manner that the coolant downstream of the first and/or second heat exchanger does not fall below a temperature which corresponds to a predetermined viscosity of the coolant.
  • heat sources In vehicles, such as, for example, aircraft, buses, trains, ships, etc., many heat sources are installed, with passengers or freight also being able to generate and/or output heat.
  • a cooling system which comprises a coolant which absorbs heat from the heat sources and outputs same to a heat sink.
  • Ambient air which is thermally coupled to the coolant by means of heat exchangers is generally used as the heat sink.
  • the cooling system firstly has to be configured to be able to output the maximum waste heat from the heat source(s) to the heat sink depending on the temperature of the ambient air and waste heat generated by the heat source(s), and secondly has to be configured to prevent the coolant from being too severely cooled.
  • the viscosity of the coolant may greatly increase after cooling in the heat exchanger. However, this impairs the possibility of conveying the coolant by means of a conveyor device or may even damage the conveyor device.
  • the invention is based on an object of providing an improved cooling system which is capable of using simple means to avoid overcooling of the coolant. Furthermore, the invention is based on an object of providing a vehicle with such a cooling system.
  • a cooling system with icing protection for a coolant flowing in the cooling system comprises a first heat exchanger which is configured to withdraw thermal energy from the coolant, wherein the first heat exchanger uses a first fluid flow as a heat sink, and a second heat exchanger which is configured to withdraw thermal energy from the coolant, wherein the second heat exchanger uses a second fluid flow, which differs from the first fluid flow, as a heat sink.
  • the first and second fluid flow can involve the same fluid or a different fluid.
  • both the first heat exchanger and the second heat exchanger can use air as a heat sink, wherein the air flows flow parallel to one another.
  • the first and second heat exchangers are arranged parallel to each other with regard to the fluid flow/flows used as a heat sink.
  • one of the two fluid flows can be an air flow while the other is formed from water or from another liquid, or the two fluid flows comprises a liquid.
  • the cooling system can furthermore comprise a conveyor device, which is configured to supply the coolant to the first heat exchanger and to the second heat exchanger.
  • the conveyor device can be provided in the form of a pump for conveying a liquid or gaseous coolant.
  • the conveyor device can also be provided in the form of a compressor which supplies gaseous coolant to the first and second heat exchangers.
  • the cooling system comprises a valve which is configured to regulate a volumetric flow of the coolant which is supplied to the second heat exchanger.
  • the valve can (infinitely variably) change a cross section of a valve portion, through which the coolant flows, in such a manner that the valve completely closes or completely opens the cross section or, in an intermediate position, leaves part of the cross section open for the throughflow with coolant.
  • the cooling system furthermore contains at least one temperature sensor which is configured to measure a temperature of the coolant downstream of the first heat exchanger and/or of the second heat exchanger, and a control unit which is configured to control a delivery rate of the conveyor device and/or the volumetric flow regulated by the valve in such a manner that the temperature measured by the temperature sensor does not fall below a threshold value which corresponds to a predetermined viscosity of the coolant.
  • the conveyor device and the valve are regulated by the control unit in such a manner that the coolant downstream of the two heat exchangers always has a certain temperature, and therefore the viscosity of the coolant has an upwards limit.
  • the viscosity of the coolant decreases, and therefore the coolant downstream of the two heat exchangers and therefore upstream of the conveyor device is likewise present with the viscosity having an upwards limit.
  • a water-based coolant This includes ethylene glycol water (EGW) in a mixture ratio of, for example, 50/50, or propylene glycol water (PGW) in a mixture ratio of 60/40.
  • EGW ethylene glycol water
  • PGW propylene glycol water
  • These coolants are distinguished by good heat transport capacity with a conveying capability at low temperatures, and also by high burst protection, i.e., the coolant does not expand further even at lower temperatures and with possible freezing, and therefore the coolant-containing devices are not damaged.
  • the temperature level at which the mixtures may lose their normal fluid property and, in particular, can no longer be expediently conveyed by centrifugal pumps is at approx. ⁇ 32° C. to ⁇ 34° C. for EGW and approx. ⁇ 43° C. to ⁇ 45° C. for PGW, at the mixture ratios specified.
  • the arrangement of a bypass line conducting the coolant past the generally single heat exchanger can lead to the coolant being virtually completely guided through the bypass line when little cooling is required and/or at very low temperatures of the heat sink.
  • Coolant remaining in the heat exchanger may be overcooled here, i.e., the coolant is cooled to such an extent that the viscosity of the coolant increases such that the coolant can no longer be conveyed in the cooling system, or leads to such high pressure losses in the heat exchanger that the flow rate is greatly impaired.
  • the coolant can freeze in the heat exchanger or can crystalize or freeze on the walls of the coolant-guiding lines in the heat exchanger such that the cross section of the heat exchanger is greatly restricted or is entirely closed.
  • the cooling system can fail since no more cooling at all takes place when a certain viscosity value is exceeded and when icing occurs. As a consequence, the heat source will overheat. De-icing (thawing) of the heat exchanger can be impossible because of the bypass line since, although closing of the bypass line increases the pressure of the coolant in the inlet region of the heat exchanger, the latter is not necessarily de-iced if no throughflow of coolant is possible.
  • shut-off apparatus for example a flap
  • the fluid flow serving as a heat sink
  • the resistance leading to a reduction in the energy efficiency of the overall system for example of a vehicle
  • the fluid flow is generated, for example, by the movement of the vehicle, for example ambient air which is guided through a ram air duct
  • the shut-off apparatus when the shut-off apparatus is closed the flow at the input of the ram air duct changes, as a result of which unfavorable flows may arise and therefore the aerodynamics of the vehicle may be impaired.
  • the cooling system described here affords the advantage that the control unit prevents overcooling of the coolant.
  • Overcooling is understood here as meaning the exceeding of a threshold value of the viscosity of the coolant, and also freezing or crystallizing of at least part of the coolant within or downstream of the heat exchanger.
  • the first heat exchanger can be of smaller dimensions than in conventional cooling systems, and therefore, when the fluid serving as a heat sink is at customary temperatures which can be anticipated and in the event of customary cooling powers which can be anticipated, the heat exchanger cannot cool the coolant in such a manner that the viscosity exceeds the threshold value.
  • An increased cooling power of the cooling system is made possible by opening the valve and/or increasing the delivery rate through the conveyor device.
  • the cooling system can furthermore comprise a first coolant line which is configured to conduct coolant heated by a heat source to the first heat exchanger, and a second coolant line which branches off from the first coolant line and is configured to at least partially conduct the coolant heated by the heat source to the second heat exchanger.
  • the valve is arranged in the second coolant line, in this case, and is configured to regulate the volumetric flow of the coolant flowing through the second coolant line. This arrangement permits the use of a single valve (a valve with only an input and an output) which is arranged within the second coolant line and regulates the flow through the second coolant line.
  • the cooling system can furthermore comprise a first coolant line which is configured to conduct coolant heated by a heat source to the first heat exchanger, a third coolant line which is configured to conduct coolant cooled by the first heat exchanger to the second heat exchanger, and a fourth coolant line, which branches off from the third coolant line and is configured to guide coolant past the second heat exchanger.
  • the valve is arranged in the fourth coolant line and is configured to regulate the volumetric flow of the coolant flowing through the fourth coolant line such that the volumetric flow of the coolant supplied to the second heat exchanger is regulated.
  • a simple and cost-effective valve which merely regulates the flow through the fourth coolant line can be used.
  • the at least one temperature sensor can comprise at least one of the following sensors:
  • Directly upstream or “directly downstream” here means an arrangement of the sensor in the direct vicinity of the respective cooling system component. That is to say, a short section of a coolant line or fluid line can be located between sensor and component, or the sensor is arranged in the region of a connection of the coolant line or fluid line to the component. The purpose of this arrangement is to measure the temperature of the coolant or fluid at the point where a significant temperature change no longer takes place because of a further conduction by line as far as the component.
  • each sensor can be replaced or supplemented by a pressure sensor.
  • the control unit here can be configured to receive corresponding signals from each of the temperature and/or pressure sensors, the signals representing the temperature/pressure of the coolant prevailing at the respective temperature and/or pressure sensor.
  • the control unit can receive analogue and/or digital signals from at least one of the sensors in order to determine the temperature/pressure of the coolant and/or fluid flow.
  • the control unit can draw at least conclusions regarding a possible temperature of the coolant after the latter has passed through the associated heat exchanger. For example, from the customarily known power parameters of the associated heat exchanger and the received sensor signal, the control unit can determine the lowest possible temperature of the coolant after the latter has passed through the associated heat exchanger.
  • the cooling system can furthermore comprise a fluid flow line which is configured to branch off at least part of the first fluid flow downstream of the first heat exchanger and to supply same to the second fluid flow upstream of the second heat exchanger.
  • the cooling system can also comprise a fluid flow line which is configured to branch off at least some of the second fluid flow downstream of the second heat exchanger and to supply same to the first fluid flow upstream of the first heat exchanger.
  • the cooling system can optionally also comprise at least one control apparatus which is configured to regulate a volumetric flow of the fluid flow branched off, or of the two fluid flows branched off, through the respective fluid flow line. In this variant configuration, it is possible to provide a fluid flow having an increased temperature to one of the two heat exchangers.
  • a heat exchanger which is still frozen can thereby thaw because of the heated fluid flow after the latter has passed through the other heat exchanger.
  • the control device can be configured to regulate the control apparatus for controlling the volumetric flow of the branched-off fluid flow in order to heat the other fluid flow.
  • the first and/or second heat exchanger is designed in such a manner that the coolant enters on a side of the respective heat exchanger on which the fluid flow exits, and exits on a side of the respective heat exchanger on which the fluid flow enters.
  • the opposed passage by the coolant flow and the fluid flow through the heat exchanger increases the efficiency of the cooling system.
  • the required fluid flow can thereby be reduced, which also permits a reduction in the necessary cross section for the fluid flow and the associated reduction in vortexes on a skin of the vehicle.
  • the first heat exchanger and/or the second heat exchanger can be a matrix heat exchanger, a skin heat exchanger or a combination of a matrix heat exchanger and a skin heat exchanger.
  • a matrix heat exchanger permits a more compact design since a larger surface between coolant flow and fluid flow is made possible.
  • the skin heat exchanger does not require any fluid inlet and fluid outlet in a skin of the vehicle, as a result of which vortexes are reduced in comparison to a matrix heat exchanger.
  • a vehicle comprises a cooling system according to the first aspect or one of the associated variant refinements.
  • the vehicle can comprise a heat source which is cooled by the cooling system.
  • the heat source can be, for example, a passenger cabin, a freight hold, a cockpit, an avionics component, a hydraulic component and/or an electronic component.
  • FIG. 1 schematically shows a conventional cooling system with a bypass line
  • FIG. 2 schematically shows a conventional cooling system with a shut-off apparatus in a cooling air line
  • FIG. 3 schematically shows a cooling system according to the present disclosure
  • FIG. 4 schematically shows a variant of the cooling system according to the present disclosure
  • FIG. 5 schematically shows a fluid flow control for a cooling system
  • FIG. 6 schematically shows a vehicle with a cooling system.
  • the present invention describes a cooling system with a control device which makes it possible to supply a volumetric flow of a coolant in the cooling system to a second heat exchanger in such a manner that the coolant downstream of a first and/or the second heat exchanger does not exceed a predetermined viscosity, and also a vehicle with such a cooling system.
  • FIG. 1 schematically shows a conventional cooling system 300 with a heat exchanger 301 and a heat source 302 .
  • the heat exchanger 301 is thermally coupled to a heat sink, for example an air flow 303 , in order to output thermal energy generated by the heat source 302 .
  • coolant is moved in the flow direction, illustrated by an arrow, by a conveyor device 304 , and therefore the coolant after absorbing thermal energy from the heat source 302 is supplied by a coolant line 305 to the heat exchanger 301 .
  • a bypass line 306 is provided which conducts the coolant past the heat exchanger 301 and, upstream of the conveyor device 304 , brings the coolant together with the cooled coolant from the heat exchanger 301 .
  • the coolant flowing to the conveyor device 304 has a higher temperature, and therefore, for example, a viscosity of the coolant can be limited.
  • the rate of the coolant flowing through the bypass line 306 is controlled by a three-way valve 307 .
  • the valve 307 permits complete or partial deflection of the coolant from the line 305 into the bypass line 306 and/or the heat exchanger 301 .
  • FIG. 2 schematically shows another conventional cooling system 310 that generally corresponds to the cooling system 300 from FIG. 1 .
  • the coolant line 305 leads directly into the heat exchanger 301 .
  • a cooling air line 311 through which the air flow 303 flows and is supplied to the heat exchanger 301 can be equipped with a shut-off apparatus 312 .
  • the shut-off apparatus 312 for example a flap, can limit the air flow 303 or even stop same entirely, i.e., can completely close the cooling air line 311 .
  • the amount of heat which can be absorbed by the air flow 303 acting as a heat sink is limited, and therefore the coolant after leaving the heat exchanger 301 does not fall below a desired temperature.
  • FIG. 3 schematically shows an improved cooling system 10 which can transport away waste heat generated by a heat source 20 .
  • the cooling system 10 has a first heat exchanger 101 .
  • the latter can withdraw thermal energy from a coolant flowing through the cooling system, wherein the heat exchanger 101 uses a first fluid flow 201 as a heat sink.
  • the fluid flow 201 can be an air flow or else a liquid which is capable of absorbing thermal energy and optionally of transporting same away.
  • the fluid flow 201 can thus be an air flow into a ram air duct, the air flow being guided past or through the heat exchanger 101 by means of the movement of a vehicle, or stationary air in a region of the vehicle that outputs heat to the environment via the skin of the vehicle, such as, for example, a stowage space.
  • the liquid used can be a coolant from a different cooling circuit or a stationary fluid, such as, for example, a fresh water tank or a fuel tank.
  • a conveyor device 105 drives the coolant such that the latter can continuously absorb thermal energy from the heat source 20 and can continuously output thermal energy to the fluid flow 201 .
  • the lines necessary for this purpose are illustrated in FIG. 3 , but are not all explained in detail since they are conventional coolant lines of a cooling system.
  • the coolant lines form a circuit, as is shown in FIG. 3 .
  • a second heat exchanger 102 is provided in the cooling system 10 .
  • the second heat exchanger 102 is configured to withdraw thermal energy from the coolant and, for this purpose, uses a second fluid flow 202 as a heat sink.
  • the second fluid flow 202 differs from the first fluid flow 201 .
  • the first heat exchanger 101 can therefore be of smaller dimensions than in conventional systems since the second heat exchanger 102 can be “switched to” if a greater cooling power is required. It can thereby be ensured that coolant leaving the first and second heat exchanger 102 is not overcooled.
  • the first fluid flow 201 can be an air flow (for example in a ram air duct) while the second fluid flow 202 is a liquid which acts as a heat sink.
  • the liquid here does not have to form any moving fluid flow as such, but rather can be a liquid reservoir, such as, for example, a fresh water tank.
  • first and second fluid flow 201 , 202 can also have the same origin.
  • first and second fluid flow 201 , 202 can each be part of an air flow in a ram air duct, wherein the ram air duct has only one inlet and one outlet.
  • the two heat exchangers 101 , 102 are arranged parallel to each other with respect to the fluid flows 201 , 202 in the cooling system 10 illustrated in FIG. 3 .
  • the cooling system 10 illustrated in FIG. 3 also has a parallel arrangement of the heat exchangers 101 , 102 with respect to the coolant flow.
  • the conveyor device 105 supplies the coolant both to the first heat exchanger 101 and to the second heat exchanger 102 , wherein a valve 111 can regulate a volumetric flow of the coolant which is supplied to the second heat exchanger 102 .
  • the valve 111 regulates the volumetric flow of the coolant which is cooled by the second heat exchanger 102 .
  • the valve 111 could indeed be designed as a three-way valve, and therefore the valve 111 conducts a coolant flowing through a coolant line 141 coming from the heat source 20 either to the first heat exchanger 101 or to the second heat exchanger 102 or to the two heat exchangers 101 , 102 .
  • a more cost-effective “normal” valve is arranged in a coolant line 142 which branches off from the coolant line 141 coming from the heat source 20 and leads to the second heat exchanger 102 .
  • the coolant is guided exclusively through the first heat exchanger 101 and the second heat exchanger 102 is “disconnected.”
  • a control unit 130 is provided in the cooling system 10 in order to control the conveyor device 105 and/or the valve 111 .
  • the control unit 130 can thus send a signal to the conveyor device 105 in order to determine a delivery rate of the conveyor device 105 , i.e. a volumetric flow of the coolant moved by the conveyor device 105 in the cooling system 10 .
  • the valve 111 can be regulated by the control unit 130 to the effect that a throughflow cross section of the valve 111 is set, after which a volumetric flow of the coolant through the second heat exchanger 102 is regulated.
  • the control unit 130 is configured to control the delivery rate of the conveyor device 105 and/or the volumetric flow regulated by the valve 111 in such a manner that a temperature of the coolant does not fall below a threshold value which corresponds to a predetermined viscosity of the coolant. It is thereby prevented that the coolant can be moved only very poorly, if at all, by the conveyor device 105 , and therefore the conveyor device 105 is saved from damage.
  • the control unit 130 here can be configured in such a manner that the coolant temperature downstream of the first heat exchanger 101 and/or of the second heat exchanger 102 or (directly) upstream of the conveyor device 105 does not fall below the threshold value.
  • at least one temperature sensor 121 can be arranged in the cooling system 10 and measures a temperature of the coolant.
  • control unit 130 can be configured in such a manner that a coolant pressure downstream of the first heat exchanger 101 and/or of the second heat exchanger 102 or (directly) upstream of the conveyor device 105 does not fall below a threshold value.
  • at least one pressure sensor (not illustrated separately) can be arranged in the cooling system 10 and measures a pressure of the coolant.
  • the system properties described below for temperature sensors apply equally to pressure sensors.
  • the temperature sensor 121 can be arranged upstream of the conveyor device 105 .
  • the one temperature sensor or an additional temperature sensor 122 can be arranged (shortly or directly) downstream of the first heat exchanger 101 and/or a temperature sensor 123 can be arranged (shortly or directly) downstream of the second heat exchanger 102 in the cooling system 10 .
  • Further temperature sensors 124 and 125 can be arranged (shortly or directly) upstream of the heat source 20 and/or (shortly or directly) downstream of the heat source 20 in the cooling system 10 .
  • the temperature of at least one of the fluid flows 201 , 202 can also be measured.
  • temperature sensors 126 and 127 can be provided in the cooling system 10 , the temperature sensors respectively measuring a temperature of the first fluid flow 201 (shortly or directly) upstream of the first heat exchanger 101 and a temperature of the second fluid flow 202 (shortly or directly) upstream of the second heat exchanger 102 .
  • the control unit 130 can be connected to each of the sensors in order to draw conclusions regarding the viscosity of the coolant on the basis of the temperature and/or the pressure. On the basis of the determined temperature and/or pressure, the control unit 130 can determine and regulate the delivery rate of the conveyor device 105 and/or the volumetric flow of the coolant which flows from the valve 111 to the second heat exchanger 102 . The control unit 130 can thereby prevent the viscosity of the coolant from exceeding a critical value in which the cooling system no longer functions correctly.
  • FIG. 4 schematically shows a variant of the cooling system 10 according to the present disclosure, wherein the coolant line 142 does not branch off from the coolant line 141 .
  • the cooling system 10 comprises a third coolant line 143 in order to conduct coolant cooled by the first heat exchanger 101 to the second heat exchanger 102 .
  • the first and second heat exchanger 101 , 102 are accordingly connected in series with respect to the coolant flow.
  • a fourth coolant line 144 is provided in the cooling system 10 , the coolant line branching off from the third coolant line 143 and guiding coolant past the second heat exchanger 102 .
  • valve 111 is arranged in the fourth coolant line 144 in order to regulate the volumetric flow of the coolant flowing through the fourth coolant line 144 .
  • This likewise permits regulation of the volumetric flow of the coolant through the second heat exchanger 102 by means of the control unit 130 .
  • FIG. 5 schematically shows a fluid flow control system for a cooling system 10 , wherein only the first and second heat exchanger 101 , 102 of the cooling system 10 are illustrated.
  • the other elements of the cooling system 10 can correspond to those of the variants illustrated in FIGS. 3 and 4 .
  • the fluid flow control system can provide a fluid line 203 through which at least some of the first fluid flow 201 is branched off downstream of the first heat exchanger 101 and is supplied to the second fluid flow 202 upstream of the second heat exchanger 102 .
  • a fluid duct 204 in which the first heat exchanger 101 is arranged and the first fluid flow 201 flows, can have a branch downstream (with respect to the fluid flow 201 ) from which the fluid line 203 extends.
  • a fluid duct 205 in which the second heat exchanger 102 is arranged and the second fluid flow 202 flows can have a branch or opening to which the fluid line 203 extends.
  • the fluid line 203 forms a connection of the fluid ducts 204 and 205 , wherein portions of the fluid ducts 204 and 205 are connected to each other downstream or upstream of the respective heat exchanger 101 , 102 .
  • the fluid line 203 can also be provided in the reverse direction (not illustrated).
  • a portion of the fluid duct 205 of the second fluid flow 202 would be connected downstream of the second heat exchanger 102 to a portion of the fluid duct 204 of the first fluid flow 201 upstream of the first heat exchanger 101 by the fluid line 203 .
  • the fluid line 203 can comprise a control apparatus 210 which regulates a volumetric flow of the fluid flow branched off through the fluid line 203 .
  • the control apparatus 210 can be a valve, a flap or another shut-off member which is capable of closing or opening a cross section of the fluid flow line 203 .
  • heated fluid can be supplied to the heat exchanger 101 , 102 connected downstream in each case.
  • the control apparatus 210 can furthermore comprise a conveyor device (not illustrated separately) in order to move the fluid heated by a heat exchanger 101 , 102 through the fluid flow line 203 to the other heat exchanger 101 , 102 upstream in the direction of the respective fluid flow 201 , 202 .
  • a conveyor device not illustrated separately
  • FIG. 6 schematically shows a vehicle 11 with a cooling system 10 .
  • vehicle 11 is illustrated as an aircraft, it can also be a bus, a train, a ship or another vehicle.
  • a heat source 20 which is cooled by the cooling system 10 is arranged in the vehicle 11 .
  • the heat source 20 can be a passenger cabin, a cargo hold, a cockpit, an avionics component, a hydraulic component and/or an electronic component.
  • the first and/or second heat exchanger 101 , 102 of the cooling system 10 can be implemented as a matrix heat exchanger or as a skin heat exchanger or in the form of a combination of a matrix heat exchanger with a skin heat exchanger.
  • the first and/or second heat exchanger 101 , 102 can thus form a skin heat exchanger on a skin of the vehicle 11 , as is illustrated in FIG. 6 .
  • the first and/or second heat exchanger 101 , 102 can also be arranged in the interior of the vehicle 11 and can be implemented in the form of a matrix heat exchanger.
  • the coolant of the cooling system 10 is thermally coupled to a fluid flow 201 , 202 or to a static fluid.
  • the fluid flows 201 , 202 can be ambient air which flows along a skin of the vehicle 11 and/or flows through an inlet into a fluid duct 204 , 205 into the interior of the vehicle 11 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
US16/439,085 2018-06-15 2019-06-12 Cooling system with two heat exchangers and vehicle with a cooling system Abandoned US20190383568A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018114353.2A DE102018114353A1 (de) 2018-06-15 2018-06-15 Kühlsystem mit zwei Wärmetauschern und Fahrzeug mit einem Kühlsystem
DE102018114353.2 2018-06-15

Publications (1)

Publication Number Publication Date
US20190383568A1 true US20190383568A1 (en) 2019-12-19

Family

ID=66776100

Family Applications (1)

Application Number Title Priority Date Filing Date
US16/439,085 Abandoned US20190383568A1 (en) 2018-06-15 2019-06-12 Cooling system with two heat exchangers and vehicle with a cooling system

Country Status (3)

Country Link
US (1) US20190383568A1 (de)
EP (1) EP3581497B1 (de)
DE (1) DE102018114353A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113654396A (zh) * 2021-08-24 2021-11-16 珠海格力电器股份有限公司 板式换热器防冻控制方法、板式换热器和空调
WO2024023316A1 (en) * 2022-07-29 2024-02-01 Heart Aerospace AB Thermal management system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3107343A1 (fr) 2020-02-14 2021-08-20 Airbus Operations Sas Systeme d’echangeur comportant deux echangeurs thermiques
CN111457091B (zh) * 2020-04-14 2022-03-01 诺兰特新材料(北京)有限公司 具有稳固结构的密封组件

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10143092A1 (de) * 2001-09-03 2003-03-20 Att Automotivethermotech Gmbh Gegenstromwärmetauscher mit thermischer Schichtung zur Kabinenbeheizung von Kraftfahrzeugen
DE102008025951B4 (de) * 2008-05-30 2010-10-28 Airbus Deutschland Gmbh Kühlen einer elektronischen Einrichtung in einem Luftfahrzeug durch eine fallweise einphasige oder zweiphasige Kühlung
JP6155907B2 (ja) * 2012-08-28 2017-07-05 株式会社デンソー 車両用熱管理システム
CN105307883B (zh) * 2013-06-04 2017-04-12 株式会社电装 车辆用热管理系统
FR3051894B1 (fr) * 2016-05-30 2019-04-26 Liebherr Aerospace Toulouse Sas Procede et dispositif de refroidissement d'au moins une charge chaude a bord d'un vehicule tel qu'un aeronef a boucle fluide partiellement reversible

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113654396A (zh) * 2021-08-24 2021-11-16 珠海格力电器股份有限公司 板式换热器防冻控制方法、板式换热器和空调
WO2024023316A1 (en) * 2022-07-29 2024-02-01 Heart Aerospace AB Thermal management system

Also Published As

Publication number Publication date
EP3581497B1 (de) 2022-10-19
EP3581497A1 (de) 2019-12-18
DE102018114353A1 (de) 2019-12-19

Similar Documents

Publication Publication Date Title
US20190383568A1 (en) Cooling system with two heat exchangers and vehicle with a cooling system
US7380408B2 (en) Integrated control system for combined galley refrigeration unit and cabin air conditioning system
US8857767B2 (en) De-icing system for an aircraft
US8516792B2 (en) System for managing the heat fluxes of an aircraft
US10071807B2 (en) Method and device for controlling an aircraft air conditioning system
US9656756B2 (en) Turbo-compressor system and method for extracting energy from an aircraft engine
ES2715843T3 (es) Sistemas de intercambio de calor y métodos para controlar el enfriamiento de flujo de aire
US8397487B2 (en) Environmental control system supply precooler bypass
US10011361B2 (en) Aircraft environmental control system providing improved performance and backup temperature control
US9303549B2 (en) Engine cooling system and method for an engine
US10125683B2 (en) De-icing and conditioning device for an aircraft
US20080223064A1 (en) Cooling system for a motor vehicle
CA2655324C (en) Air-conditioning system with icing protection for an aircraft
CN103314196A (zh) 热管理系统和方法
CA2726433A1 (en) System for ventilating an aircraft area
US20180038280A1 (en) Turbomachine comprising a heat management system
US11511865B2 (en) Air supply management system for auxiliary power unit
DE102007014002B4 (de) Kühlsystem und Frachtcontainer
US10892665B2 (en) Variable speed constant frequency (VSCF) generator system
CN102374008A (zh) 带废气再循环系统的车辆的冷却系统和冷却该车辆的方法
US20140345305A1 (en) Aircraft cooling system and method for operating an aircraft cooling system
CN111852638A (zh) 用于燃烧发动机的冷却系统
RU2449925C2 (ru) Система охлаждения и вентиляции набегающим потоком воздуха для воздушного судна
US20090255277A1 (en) Optimized defrosting regulation of parallel arranged fresh air outlets of air conditioners
US20180051946A1 (en) Heat exchanger arrangements and related methods

Legal Events

Date Code Title Description
AS Assignment

Owner name: AIRBUS DEFENCE AND SPACE GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SCHOELL, ROBERT;REEL/FRAME:049451/0030

Effective date: 20190520

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION