Regenerative thermal management system

Abstract

Systems and methods of operating a system are provided. For example, a system includes a fuel cooling loop including a cold fuel flow path having fuel flowing therethrough, a fuel cooler heat exchanger for cooling the fuel in fluid communication with the cold fuel flow path, and a cold fuel tank disposed along the cold fuel flow path for accumulating at least a portion of the cooled fuel. The system further includes a fuel heating loop including a hot fuel flow path for flow of the fuel, a fuel heater heat exchanger for heating the fuel in fluid communication with the hot fuel flow path, and a hot fuel tank disposed along the hot fuel flow path for accumulating at least a portion of the heated fuel. The fuel cooling loop is coupled to the fuel heating loop such that the fuel circulates through both the fuel cooling loop and the fuel heating loop.

Description

Technical Field

[0001] This topic generally relates to power and / or thermal management systems, and more specifically, to thermal management systems that utilize fuel from engines and / or vehicles for regenerative cooling capacity and regenerative fuel heating. Background Technology

[0002] Vehicles such as aircraft, and engines such as gas turbine engines that can be used for power generation or other applications, typically have one or more systems that generate heat. A thermal management system (TMS) is usually provided to manage the heat generation of the vehicle and / or engine. For example, a cooling system can be used to cool one or more thermal loads. Furthermore, the heat generated by the vehicle and / or engine, or by one or more systems of such a vehicle and / or engine, can be used to heat the fuel consumed by the vehicle and / or engine, because burning fuel at higher temperatures can, for example, provide greater propulsion efficiency for the aircraft.

[0003] However, thermal management systems often exhibit a mismatch between capacity and demand. For example, a thermal management system may generate cooling capacity during periods of low cooling demand (i.e., when heat generation is low) and may fail to generate sufficient cooling capacity during periods of high cooling demand. Consequently, excess cooling capacity is typically lost and becomes unavailable when additional cooling capacity is needed. As another example, more fuel heating capacity may be generated during certain operating conditions or modes (such as aircraft takeoff) than is required during those conditions, while less fuel heating capacity may be generated during operating conditions with higher or greater demands on heating fuel.

[0004] Therefore, improvements to vehicles, engines (including vehicles' engines), and thermal management systems that help overcome these problems and / or take advantage of potential opportunities (such as the thermal capacity of engine and / or vehicle fuel) would be useful. Summary of the Invention

[0005] Aspects and advantages of the invention will be set forth in part in the description which follows, or may be apparent from the description, or may be learned by practice of the invention.

[0006] In one exemplary embodiment of this subject matter, a system is provided. The system includes a fuel cooling circuit comprising a cold fuel flow path, a fuel cooler heat exchanger, and a cold fuel tank. The cold fuel flow path has fuel flowing through it. The fuel cooler heat exchanger is used to cool the fuel and is in fluid communication with the cold fuel flow path. The cold fuel tank is disposed along the cold fuel flow path for accumulating at least a portion of the cooled fuel. The system further includes a fuel heating circuit comprising a hot fuel flow path, a fuel heater heat exchanger, and a hot fuel tank. The hot fuel flow path is used for fuel flow. The fuel heater heat exchanger is used to heat the fuel and is in fluid communication with the hot fuel flow path. The hot fuel tank is disposed along the hot fuel flow path for accumulating at least a portion of the heated fuel. The fuel cooling circuit is coupled to the fuel heating circuit such that fuel circulates through both the fuel cooling circuit and the fuel heating circuit.

[0007] In another exemplary embodiment of this subject matter, a method of operating an operating system is provided. The method includes: selectively operating a fuel cooling circuit in thermal communication with a cooling system to cool fuel flowing through the fuel cooling circuit and accumulating the cooled fuel in a cold fuel tank; selectively operating the fuel cooling circuit to cool a heat load cooled by the cooled fuel and directing the fuel to a fuel heating circuit; selectively operating a fuel heating circuit in thermal communication with a heat source to heat fuel flowing through the fuel heating circuit and accumulating the heated fuel in a hot fuel tank; and selectively operating the fuel heating circuit to direct at least a portion of the fuel to a fuel combustion location for consumption and to recirculate the remaining fuel through the fuel heating circuit.

[0008] In yet another exemplary embodiment of this subject matter, a system is provided. The system includes: a cold fuel tank for accumulating fuel; a hot fuel tank for accumulating fuel at a temperature higher than that of the fuel in the cold fuel tank; and a heat transfer flow path thermally connected to both the cold fuel tank and the hot fuel tank. Fuel flows along the flow path to fluidly connect the cold fuel tank and the hot fuel tank.

[0009] These and other features, aspects, and advantages of the invention will become better understood with reference to the following description and the appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. Attached Figure Description

[0010] In the description with reference to the accompanying drawings, a complete and implementable disclosure of the invention, including its preferred mode, is set forth for those skilled in the art, wherein:

[0011] Figure 1AThis is a top view of an aircraft carrier according to an exemplary embodiment of the subject matter.

[0012] Figure 1B yes Figure 1A A side view of an exemplary aircraft carrier.

[0013] Figure 1C This is a schematic cross-sectional view of a gas turbine engine according to an exemplary embodiment of the subject matter.

[0014] Figure 2-7B This is a flowchart of a thermal management system according to various exemplary embodiments of this subject. Detailed Implementation

[0015] Reference will now be made in detail to embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. Detailed descriptions use numerical and alphabetic designations to refer to features in the figures. The same or similar designations in the figures and description are used to refer to the same or similar parts of the invention.

[0016] The term “exemplary” is used herein to mean “served as an example, instance, or illustration.” Any implementation described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other implementations.

[0017] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of a single component.

[0018] The terms "forward" and "rearward" refer to relative positions within a gas turbine engine or vehicle, and to the normal operating posture of the gas turbine engine or vehicle. For example, for a gas turbine engine, forward refers to the position closer to the engine inlet, and rearward refers to the position closer to the engine nozzle or exhaust port.

[0019] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction from which the fluid flows.

[0020] Unless otherwise specified herein, the terms “connection,” “fixation,” “attachment to,” etc., refer to direct connection, fixation, or attachment of two things, as well as indirect connection, fixation, or attachment through one or more intermediate parts or features.

[0021] Unless the context clearly indicates otherwise, the singular forms “a,” “a,” and “the” include the plural reference.

[0022] The approximate language used throughout this specification and claims is applied to modify any quantitative expression that may allow for variation without altering the underlying functional characteristics. Therefore, values ​​modified by one or more terms such as “approximately,” “about,” and “substantially” are not limited to specified exact values. In at least some instances, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. Approximate language may refer to a margin of + / - 1, 2, 4, 10, 15, or 20% at any of the endpoints of a single value, a range of values, and / or a defined range of values.

[0023] Throughout this specification and claims, scope limitations are combined and interchanged, and unless the context or language otherwise indicates otherwise, these scopes are identified and include all subscopes contained herein. For example, the entire scope disclosed herein includes endpoints, and endpoints can be combined independently of each other.

[0024] Generally, this subject matter provides a system for simultaneously recirculating both cold and hot fuel, wherein the cold fuel can be used, for example, to manage thermal system capacity, and the hot fuel can be used, for example, to improve propulsion efficiency. An exemplary system includes a fuel cooling circuit in which fuel is recirculated and a fuel heating circuit in which fuel is recirculated, wherein the fuel connects the fuel cooling and fuel heating circuits, and the temperature of the fuel varies between each of the fuel cooling and fuel heating circuits. The fuel cooling circuit includes a cold fuel tank for accumulating cooled fuel, and the fuel heating circuit includes a hot fuel tank for accumulating heated fuel. Thus, the benefits of cooling fuel and heating fuel can be realized, for example, during operating periods or modes of the vehicle and / or engine using the fuel (where the ability to cool and / or heat the fuel is reduced, diminished, or absent). A heat transfer bus for facilitating the transfer of thermal energy with the fuel can be provided in both the fuel cooling and fuel heating circuits, such that the bus is shared for both circuits.

[0025] Referring now to the accompanying drawings, in which the same numbers denote the same elements throughout the drawings. Figure 1A A top view of an exemplary aircraft vehicle 10, which can be incorporated into various embodiments of this subject, is provided. Figure 1B Provide such as Figure 1A A view of the port side 24 of the aircraft 10 shown. Figure 1A and 1B As shown, the aircraft 10 defines the longitudinal direction L, the vertical direction V, and the lateral direction T extending through it. V Forward end 14 and backward end 16.

[0026] Furthermore, the aircraft 10 includes a fuselage 20 extending longitudinally from its forward end 14 toward its rearward end 16, and a pair of wings 22, or more precisely, a first wing 22A and a second wing 22B. The first wing 22A extends from the port side 24 of the fuselage 20 generally along a lateral direction T relative to the longitudinal direction L. V Extending outward from the fuselage 20. Furthermore, the second wing 22B similarly extends from the starboard side 26 of the fuselage 20 generally along the lateral direction T relative to the longitudinal direction L. V Extending outward from the fuselage 20. Each wing 22A, 22B of the exemplary embodiment depicted includes one or more leading-edge flaps 28 and one or more trailing-edge flaps 30.

[0027] Still referencing Figure 1A and 1B An exemplary aircraft 10 further includes a vertical stabilizer 32 and a pair of horizontal stabilizers 36. The vertical stabilizer 32 has rudder flaps 34 for yaw control, and each horizontal stabilizer 36 has elevator flaps 38 for pitch control. The fuselage 20 also includes an outer surface 40. However, it should be understood that in other exemplary embodiments of this disclosure, the aircraft 10 may additionally or alternatively include components that can be directly along the vertical direction V or the horizontal / lateral direction T. V The extension may not be directly along the vertical direction V or the horizontal / lateral direction T. V Any other suitable construction of the extended stabilizer. Furthermore, alternative stabilizers can be of any suitable shape, size, construction, or orientation, while remaining within the scope of this subject matter.

[0028] Figure 1A and 1B The exemplary aircraft 10 further includes a propulsion system. The depicted exemplary propulsion system includes a plurality of aircraft engines, at least one of which is mounted to each of a pair of wings 22A, 22B. Specifically, the plurality of aircraft engines includes a first aircraft engine 42 mounted to the first wing 22A and a second aircraft engine 44 mounted to the second wing 22B. In at least some exemplary embodiments, the aircraft engines 42, 44 may be configured as turbofan jet engines suspended under the wings 22A, 22B in an underwing configuration (see, for example...). Figure 1CHowever, alternatively, in other exemplary embodiments, any other suitable aircraft engine may be provided. For example, in other exemplary embodiments, the first and / or second aircraft engines 42, 44 may be configured as turbojet engines, turboshaft engines, turboprop engines, etc. Furthermore, in other exemplary embodiments, the propulsion system may include one or more electric or hybrid electric aircraft engines (e.g., electric fans).

[0029] Now for reference Figure 1C A schematic cross-sectional view of a gas turbine engine according to exemplary embodiments of the present disclosure is provided. More specifically, for Figure 1C In one embodiment, the gas turbine engine is a high-bypass turbofan jet engine 46, referred to herein as "turbofan engine 46" or "engine 46". It is noteworthy that, in at least some embodiments, Figure 1A and 1B The aircraft engines 42 and 44 can be used in conjunction with those discussed below. Figure 1C The exemplary turbofan engine 46 depicted in the image is constructed in essentially the same manner.

[0030] like Figure 1C As shown, the turbofan engine 46 defines an axial direction A (extending parallel to a longitudinal centerline 47 provided for reference), a radial direction R, and a circumferential direction (extending around the axial direction A). Figure 1C (Not depicted in the text). Typically, the turbofan engine 46 includes a fan section 48 and a turbine 50 disposed downstream of the fan section 48.

[0031] The depicted exemplary turbine 50 generally includes a substantially tubular housing 51 defining an annular inlet 52. The housing 51 surrounds, in a series flow relationship, a compressor section including a turbocharger or low-pressure (LP) compressor 54 and a high-pressure (HP) compressor 56; a combustion section 58; a turbine section including a high-pressure (HP) turbine 60 and a low-pressure (LP) turbine 62; and an exhaust nozzle section 64. The compressor section, combustion section 58, and turbine section together at least partially define a core airflow path 65 extending from the annular inlet 52 to the exhaust nozzle section 64. The turbofan engine 46 further includes one or more drive shafts. More specifically, the turbofan engine 46 includes a high-pressure (HP) shaft or spool 66 and a low-pressure (LP) shaft or spool 68, the high-pressure (HP) shaft or spool 66 drivingly connecting the HP turbine 60 to the HP compressor 56, and the low-pressure (LP) shaft or spool 68 drivingly connecting the LP turbine 62 to the LP compressor 54.

[0032] In the depicted embodiment, fan section 48 includes a fan 70 having a plurality of fan blades 72 spaced apart and coupled to disk 74. As depicted, the fan blades 72 extend generally outward from disk 74 along a radial direction R. The fan blades 72 and disk 74 are rotatable together about longitudinal axis 47 via LP shaft 68. In some embodiments, a power gearbox with multiple gears may be included for progressively reducing the rotational speed of LP shaft 68 to a more efficient fan rotation speed.

[0033] Still referencing Figure 1C In an exemplary embodiment, the disk 74 is covered by a rotatable front hub or nacelle 75, which has an aerodynamic profile to facilitate airflow through a plurality of fan blades 72. Additionally, the exemplary fan section 48 includes an annular fan housing or outer nacelle 76 circumferentially surrounding at least a portion of the fan 70 and / or turbine 50. It should be understood that the nacelle 75 may be configured to be supported relative to the turbine 50 by a plurality of circumferentially spaced outlet guide blades 78. Furthermore, a downstream section 80 of the nacelle 76 may extend externally onto the turbine 50 to define a bypass airflow passage 82 therebetween.

[0034] During operation of the turbofan engine 46, a certain amount of air 84 enters the turbofan engine 46 through the associated inlet 85 of the nacelle 76 and / or fan section 48. As the certain amount of air 84 passes through the fan blades 76, a first portion of the air 84, indicated by arrow 86, is directed or directed into the bypass airflow passage 82, and a second portion of the air 84, indicated by arrow 88, is directed or directed into the LP compressor 54. The ratio between the first portion of air 86 and the second portion of air 88 is commonly referred to as the bypass ratio. As the second portion of air 88 is directed through the high-pressure (HP) compressor 56 and into the combustion section 58, the pressure of the second portion of air 88 subsequently increases, and the second portion of air 88 mixes with fuel and burns in the combustion section 58 to provide combustion gases 90.

[0035] Combustion gas 90 is directed through HP turbine 60, where a portion of the thermal and / or kinetic energy from the combustion gas 90 is extracted at HP turbine 60 via a continuous stage of HP turbine stator blades connected to housing 51 and HP turbine rotor blades connected to HP shaft or spool 66, thereby causing HP shaft or spool 66 to rotate and thus supporting the operation of HP compressor 56. Combustion gas 90 is then directed through LP turbine 62, where a second portion of thermal and kinetic energy is extracted from the combustion gas 90 via a continuous stage of LP turbine stator blades connected to housing 51 and LP turbine rotor blades connected to LP shaft or spool 68, thereby causing LP shaft or spool 68 to rotate and thus supporting the operation of LP compressor 54 and / or fan 70.

[0036] Combustion gas 90 is then directed through the injector exhaust nozzle section 64 of turbine 50 to provide propulsive thrust. Simultaneously, the pressure of the first portion of air 86 increases significantly as it is directed through bypass airflow passage 82 before being discharged from the fan nozzle exhaust section 92 of turbofan engine 46, also providing propulsive thrust. HP turbine 60, LP turbine 62, and injector exhaust nozzle section 64 at least partially define the core airflow path 65 for directing combustion gas 90 through turbine 50.

[0037] As described above, the second portion of air 88 mixes with fuel in the combustion section 58 to produce combustion gases 90. Figure 1C The diagram schematically illustrates that engine 46 may include a fuel delivery system 94 for supplying fuel to combustion section 58 of engine 46. Fuel delivery system 94 may include a fuel tank 95 and one or more fuel delivery lines 96 that may form a fuel flow path from a fuel source (fuel tank 95) to combustion section 58. However, in other embodiments, fuel delivery system 94 may be considered as part of a vehicle (such as aircraft 10) in which engine 46 is mounted, rather than as part of engine 46. Furthermore, it should be understood that, although not described herein, exemplary aircraft 10 may include a fuel delivery system, such as fuel delivery system 94, for supplying fuel to engines 42, 44, and engines 42, 44 may be configured as described with respect to engine 46 or may not be configured as described with respect to engine 46.

[0038] It should be understood that Figure 1C The exemplary turbofan engine 46 depicted is provided by way of example only. In other exemplary embodiments, any other suitable engine may be used with aspects of this disclosure. For example, in other embodiments, the engine may be any other suitable gas turbine engine, such as a turboshaft engine, a turboprop engine, a turbojet engine, etc. In this way, it should be further understood that in other embodiments, the gas turbine engine may have any other suitable construction, such as any other suitable number or arrangement of shafts, compressors, turbines, fans, etc. Furthermore, although Figure 1CThe exemplary gas turbine engine depicted herein is schematically shown as a direct-drive, fixed-pitch turbofan engine 46. However, in other embodiments, the gas turbine engine of this disclosure may be a geared gas turbine engine (i.e., including a gearbox between a fan 70 and a shaft (such as LP shaft 68) driving the fan), a variable-pitch gas turbine engine (i.e., including a fan 70 having a plurality of fan blades 72 rotatable about their respective pitch axes P), a mixed-flow turbofan engine, a turbojet engine, a non-ducted fan architecture, etc. Furthermore, although not depicted herein, in other embodiments, the gas turbine engine may be any other suitable type of gas turbine engine, such as an industrial gas turbine engine incorporated into a power generation system, a marine gas turbine engine, etc. Even further, in alternative embodiments, aspects of this disclosure may be incorporated into any other type of engine (such as a reciprocating engine) or otherwise used with any other type of engine (such as a reciprocating engine).

[0039] Now go to Figures 2 to 7B This topic also provides a TMS, such as one that can be used with engine 46. More specifically, thermal management system 100 (TMS 100 or system 100) can manage thermal transients of engine 46 and / or one or more systems and / or equipment of vehicle 10 in which engine 46 is mounted. For example, to manage thermal transients, TMS 100 can be used to cool engine 46 or one or more thermal loads of vehicle 10 including engine 46. As another example, to improve propulsion efficiency, TMS 100 can be used to heat fuel and store heated fuel for use during certain operating modes of engine 46 or vehicle 10 including engine 46.

[0040] More specifically, in the embodiments described and illustrated herein, the TMS 100 both cools and stores cooling fuel, and heats and stores heating fuel. See also: Figure 2 The TMS 100 includes a fuel cooling circuit 102 and a fuel heating circuit 104, wherein fuel F circulates through both the fuel cooling circuit 102 and the fuel heating circuit 104. That is, the fuel cooling circuit 102 is connected to the fuel heating circuit 104 such that fuel F circulates through both the fuel cooling circuit 102 and the fuel heating circuit 104 as described herein.

[0041] The fuel cooling circuit 102 includes a coolant fuel heat exchanger 106 and a cold fuel tank 108 disposed along a cold fuel flow path 110 through which fuel F flows. The coolant fuel heat exchanger 106 may also be referred to as a fuel cooler heat exchanger 106, or simply as a fuel cooler 106. The fuel cooling circuit further includes a cold fuel recirculation valve 112, which can be used to regulate the flow of fuel F to the cold fuel tank 108. More specifically, the cold fuel recirculation valve 112 can be used to regulate the flow of fuel F between the cold fuel tank 108 and the fuel heating circuit 104. For example, the cold fuel recirculation valve 112 may be capable of controlling the flow of fuel F from the cold fuel tank 108 (which may be referred to as fuel flow F). Ctank ) and fuel heating circuit 114 (which can be referred to as fuel flow F) cool A flow splitter or regulating valve between the fuel tank 108 and the cold fuel recirculation valve 112 can be fluidly connected to the fuel cooling circuit 102 upstream of the cold fuel tank 108 for controlling the flow of fuel F. Ctank Flow to cold fuel tank 108, and / or fuel F cool The flow to the fuel heating circuit 104. The fuel cooling circuit 102 also includes one or more fuel-cooled heat loads 114. That is, in Figure 2 In an exemplary embodiment, fuel F (i.e., the mass flow of fuel) is used to cool the heat load 114 before flowing to the fuel heating circuit 104 downstream of the fuel-cooled heat load 114.

[0042] Figure 2 An exemplary embodiment of the fuel heating circuit 104 includes a fuel heater heat exchanger 116 and a hot fuel tank 118 disposed along a hot fuel flow path 120 through which fuel F flows. The fuel heating circuit 104 further includes a hot fuel recirculation valve 122, which can be used to regulate the flow of fuel F to the hot fuel tank 118 (which may be referred to as fuel flow F). Htank The fuel heating circuit 104 may also include a fuel heater valve 124, which can be used to regulate the flow of fuel F between accumulation in the hot fuel tank 118 and heating in the fuel heater heat exchanger 116, as described in more detail below. Fuel F can flow from the fuel heating circuit 104 to the fuel combustion position 126 (which may be referred to as fuel flow F). burn Fuel combustion location 126 may be, for example, a combustor or combustion section of an engine, such as combustion section 58 of engine 46, and in these embodiments, the fuel flow to fuel combustion location 126 may be referred to as engine combustion flow. In other embodiments, fuel combustion location 126 may be one or more fuel-driven actuators, one or more fuel recirculation loops, and / or afterburners or boosters on engine 46 and / or vehicle 10.

[0043] Therefore, as Figure 2 As shown, the hot fuel recirculation valve 122 can control the flow of fuel F between the hot fuel tank 118 and the fuel combustion position 126. Similar to the cold fuel recirculation valve 112, the hot fuel recirculation valve 122 can be a diverter or regulating valve capable of controlling the flow between the hot fuel tank 118 and the fuel combustion position; that is, the hot fuel recirculation valve 122 can be positioned in the fuel heating circuit 104 to control the amount of fuel F flowing to the hot fuel tank 118 and / or the fuel combustion position 126. More specifically, the hot fuel recirculation valve 122 can be fluidly connected to the fuel heating circuit 104 upstream of the hot fuel tank 118 for controlling the flow of fuel F to the hot fuel tank 118 and / or the flow of fuel F to the fuel combustion position 126. Similarly, the fuel heater valve 124 may be a diverter or regulating valve capable of controlling the flow between the hot fuel tank 118 and the fuel heater 116. That is, the fuel heater valve 124 may be fluidly connected to the fuel heating circuit 104 downstream of the hot fuel tank 118 and upstream of the fuel heater 116 to control the flow of fuel F from the hot fuel tank 118 to the fuel heater 116.

[0044] like Figure 2 As further shown, TMS 100 may include a fuel pump 128 to drive fuel F along fuel cooling circuit 102 and fuel heating circuit 104. Fuel pump 128, as well as any other pumps included in system 100, may have any suitable configuration. For example, fuel pump 128 may be powered by an electrical input and may be a turbopump (including a turbine and a pump), etc.

[0045] As described herein, fuel pump 128 may be disposed in fuel cooling circuit 102 or fuel heating circuit 104, and in some embodiments, more than one fuel pump 128 may be included to ensure that fuel F flows at an appropriate or desired flow rate along cold fuel flow path 110 and hot fuel flow path 120. In an exemplary embodiment, fuel pump 128 may be disposed downstream of cold fuel flow path 110, for example, along hot fuel flow path 120 in fuel heating circuit 104, to optimize the thermal contribution of fuel pump 128. That is, fuel pump 128 can heat fuel F as fuel flows through it; therefore, fuel pump 128 may be located downstream of fuel cooling circuit 102, for example in fuel heating circuit 104 where fuel F is heated, to avoid or eliminate any heat addition by fuel pump 128 in fuel cooling circuit 102 where fuel F is cooled.

[0046] Figure 2 The diagram also illustrates the transfer of heat to and from fuel F in exemplary fuel cooling circuit 102 and fuel heating circuit 104. More specifically, as shown... Figure 2Arrow Q at block 106 of the heat exchanger out This indicates that heat is removed from the fuel F via heat exchange in the fuel cooler heat exchanger 106. This is illustrated by arrow Q at the heat load block 114 and the fuel heater heat exchanger block 116. in This indicates that heat is added to the fuel F via heat load 114 cooled by the fuel and heat exchange in the fuel heater heat exchanger 116. It should be understood that the fuel cooling circuit 102 and the fuel heating circuit 104 can use any potential heat transfer source to remove heat from the fuel F or add heat to the fuel F; some examples of heat sources include engine bleed air, one or more mechanical systems, etc.

[0047] As described in more detail herein, each of the cold fuel tank 108 and the hot fuel tank 118 can be used as an energy storage device, such that by removing heat Q... out And cooled and by adding heat Q in The heated fuel F can be accumulated or stored in the corresponding fuel tanks 108, 118 for later use. For example, the spare cooling capacity generated by the cooling system can be accumulated in the fuel F stored in the cold fuel tank 108 for use in response to increased cooling demand. More specifically, for example, the cooling demand of the fuel-cooled load 114 may not correspond to the cooling capacity generated by the cooling system at a given time, but if the cooling demand exceeds the cooling capacity, the excess demand can be met by supplying accumulated cooling or cold fuel F from the cold fuel tank 108. The cooling or cold fuel F can be accumulated during the period when the cooling capacity exceeds the cooling demand; otherwise, the cooling capacity would be wasted and unavailable during the period when the cooling demand exceeds the cooling capacity.

[0048] Fuel heater valve 124 can be used to control the flow of heated fuel F supplied to fuel combustion position 126, and more specifically, to control the temperature of fuel F supplied to fuel combustion position 126. However, in some embodiments, fuel heater valve 124 may be omitted. In such embodiments, the flow of fuel F supplied to fuel combustion position 126 and the temperature of fuel F can be controlled using hot fuel recirculation valve 122 and the discharge temperature of fuel heater heat exchanger 116. For example, in an exemplary fuel heating circuit 104 that omits fuel heater valve 124, hot fuel recirculation valve 122 may be closed when fuel F has the desired temperature for use at fuel combustion position 126 once it is discharged from fuel heater heat exchanger 116. More specifically, fuel recirculation valve 122 may be closed to direct the flow of fuel F to fuel combustion position 126 (instead of hot fuel tank 118) when the discharge temperature of fuel F from fuel heater heat exchanger 116 is within the optimal temperature range for use of fuel F at fuel combustion position 126. For example, fuel combustion position 126 may be, for example, the burner of engine 46 and / or vehicle 10, wherein fuel F is burned to provide combustion gases from which thermal and / or kinetic energy can be extracted, and the optimal temperature range of fuel F corresponds to an increase in energy within the thermodynamic cycle without damaging fuel F (e.g., causing coking or other unwanted chemical reactions due to excessively high fuel temperatures) or fuel system components. In some embodiments, a control system, such as control system 200 described herein, may be used to operate fuel heater valve 124 and / or fuel recirculation valve 122, for example, to direct fuel F to fuel combustion position 126 at a temperature within the optimal temperature range and / or at a desired fuel flow rate. Alternatively or additionally, the control system may ensure that fuel F is not excessively hot when directed to fuel combustion position 126.

[0049] As described herein, each of the fuel cooling circuit 102 and the fuel heating circuit 104 is a regenerative circuit. That is, fuel cooling circuit 102 is a regenerative fuel cooling circuit, and fuel heating circuit 104 is a regenerative fuel heating circuit. It should be understood that, as used herein, "regenerative" means the ability or capacity of the respective fuel circuit to replenish its cold or hot fuel storage during system operation, and more specifically, to replenish its accumulated thermal energy in the respective fuel tanks 108, 118. For example, during the operation of the engine 46, fuel F can be cooled by heat exchange with a working fluid (such as refrigerant or engine bleed air), wherein at least a portion of the cooled fuel F flows to the cold fuel tank 108 for storage therein, thereby regenerating the storage of cold fuel in the system. Although during some operating periods, such as due to increased cooling demand and reduced cooling capacity from other cooling sources, more cooled or cold fuel F may flow out of the cold fuel tank 108 compared to the amount flowing to the cold fuel tank 108, the storage of cooled or cold fuel F can be replenished during other operating periods, such as when cooling demand is relatively low compared to cooling capacity. The regenerative fuel heating circuit 104 can operate in a similar manner, wherein the heated or hot fuel F in the hot fuel tank 118 is alternately depleted or replenished, for example, depending on the operating mode of the vehicle 10 and / or the engine 46, which may determine the heating capacity. It should be understood that the regenerative fuel cooling circuit 102 and the regenerative fuel heating circuit 104 not only replace the mass or volume of fuel F in the respective fuel tanks 108, 118, but also replenish the storage of thermal energy by changing the temperature of the contents of the respective fuel storage tanks 108, 118 (lowering the temperature in the cold fuel tank 108 and raising the temperature in the hot fuel tank 118), and then maintaining the fuel tanks 108, 118 at the changed temperature.

[0050] Now go to Figure 3 The illustration shows another exemplary embodiment of the TMS 100. More specifically, Figure 3 An exemplary cooling source for cooling fuel F in a fuel cooling circuit 102 and an exemplary heating source for heating fuel F in a fuel heating circuit 104 are illustrated. In the depicted embodiment, the fuel cooling circuit 102 includes a coolant flow path 130 through which coolant C flows and a cooling system 132 for cooling the coolant C. A fuel cooler heat exchanger 106 is in fluid communication with both the cold fuel flow path 110 and the coolant flow path 130 for heat transfer between the coolant C and the fuel F to cool the fuel.

[0051] Cooling system 132 can receive cooling input from a coolant source, such as the flow of coolant C. Coolant C flows through cooling system 132 to reduce its temperature from the input temperature at the coolant inlet to the output temperature at the coolant outlet. More specifically, cooling system 132 can be configured to reduce the temperature of coolant C to below the temperature of fuel F, i.e., the output temperature of coolant C from cooling system 132 can be lower than the temperature of fuel F flowing through cold fuel flow path 110.

[0052] Coolant C at a lower output temperature flows from the cooling system 132 to the fuel cooler heat exchanger 106 along the coolant flow path 130. Therefore, the TMS 100 thermally connects the cold section or coolant C output from the cooling system 132 to the cold fuel flow path 110 via the fuel cooler 106. Alternatively, at least a portion of the coolant C output from the cooling system 132 may flow to one or more heat loads 134 to cool the heat loads 134. A refrigerant switching valve 136 may be positioned in the coolant flow path 130 to control the amount of coolant C flowing to the fuel cooler 106 and / or the coolant-cooled heat loads 134. That is, the refrigerant switching valve 136 may be a diverter or regulating valve capable of controlling the flow between the fuel cooler 106 and the coolant-cooled heat loads 134. The additional coolant-cooled heat load 134 can be a vehicle load and / or engine load that can be cooled directly by coolant C or through an intermediate heat circuit. For example, coolant C can provide cooling for lubricating oil and / or other engine heat loads.

[0053] Various coolants C are suitable for use in the TMS 100. In some embodiments, the cooling system 132 and the coolant flow path 130 may form a closed-loop coolant flow path, i.e., the coolant flow path 130 is a continuous loop, rather than an open loop with a cooling inlet and an outlet 138 (i.e., the coolant C is not recirculated in the open loop, but flows from the cooling inlet through the flow path to the outlet 138, where it exits the coolant flow path). In this embodiment, the cooling system 132 may be a refrigeration system, such as a closed-loop vapor compression system, and the coolant C may be a refrigerant. More specifically, the coolant C may be an inert working fluid, such as carbon dioxide (CO2) or another refrigerant.

[0054] Refrigeration cycles, such as those used in and / or driven by cooling system 132, are most efficient when operating under constant heat loads because thermal efficiency can drop rapidly under partial power conditions. Therefore, cooling system 132 can be operated to a constant cooling or heat capacity TC. coolThe refrigerant switching valve or diverter valve 136 distributes the cooling capacity (i.e., the mass flow of the refrigerant at temperature) between the fuel cooler heat exchanger 106 and the heat load 134 cooled by the refrigerant. Therefore, as described in more detail below, the system will be functionally operated to meet the heat load of 134 at any time, wherein a spare cooling capacity TC is used. cool The cooling capacity is stored in the fuel tank or accumulator 108. The cooling system 132 can be sized relative to the heat load 134 of the coolant cooling and the total cooling demand of the fuel cooler 106, and for a given application, the heat load can be optimally distributed between the coolant circuit 130 and the cold fuel circuit 110, wherein the heat load on the coolant circuit 130 can be referred to as the heat load L. cool Furthermore, the heat load on the fuel circuit 110 can be referred to as the heat load L. fuel It should be understood that the cooling or heat capacity TC of coolant C or coolant circuit 130... cool It is a measure of the maximum possible heat transfer rate of coolant C or coolant circuit 130.

[0055] In other embodiments, the cooling input to the cooling system 132 is a source of engine bleed air, such as airflow from engine 46, and the cooling system 132 is an air-based cooling system, such as an air circulator (ACM) in which the coolant C is air. It should be understood that in embodiments where the coolant C is air, the fuel cooler 106 is a direct air-fuel heat exchanger. In other embodiments, the cooling input to the cooling system 132 may be mechanical shaft power or electrical power. Furthermore, in suitable embodiments, the coolant flow path 130 may be an open loop, for example, coolant C flows through the cooling system 132 and the coolant flow path 130 to the coolant discharge location 138. Exemplary embodiments of various open-loop and closed-loop systems and exemplary coolants are described herein. It should be understood that other suitable means of reducing the temperature of the coolant C to below the temperature of the fuel F may also be used.

[0056] As previously mentioned, the cold fuel tank 108 can be an accumulator for cooling or chilling fuel F. More specifically, such as Figure 3 As shown, the cooled fuel leaving the fuel cooler 106 can flow along the cold fuel flow path 110 to cool the fuel-cooled heat load 114, or it can be stored in the cold fuel tank 108 for later use. That is, the reserve cooling capacity generated by the cooling system 132 can be accumulated in the fuel F stored in the cold fuel tank 108 for later use, for example, in response to increased cooling demand. Therefore, the fuel circuit 104 has a fuel system heat capacity TC. fuel The thermal capacity TC of this fuel system fuelIt can be understood as a measure of the maximum possible heat transfer rate at the fuel circuit 104, for example, at the heat load 108 of fuel cooling.

[0057] For example, during certain operating modes of engine 46, such as during takeoff of an aircraft utilizing engine 46, the cooling capacity of cooling system 132 may be relatively high, but the cooling requirements of heat loads such as fuel cooling 114 and / or coolant cooling 134 may be relatively low. More specifically, the power generated by engine 46 during operating modes such as aircraft takeoff may result in a relatively large or high cooling input and a relatively large or high fuel flow rate for cooling system 132, but the components of engine 46 and / or aircraft that need cooling have not yet been heated to a level requiring significant cooling; that is, the cooling requirements of typical heat loads such as heat loads 114, 134 are relatively low. By receiving a relatively high or large cooling input, cooling system 132 can generate a corresponding cooling capacity in coolant C flowing through coolant flow path 130. That is, increased cooling input can increase the cooling capacity of coolant C. However, since the cooling requirements are relatively low, the increased cooling capacity may be wasted unless it is stored for later use. Furthermore, it should be understood that during other operating modes of engine 46, such as cruise, the cooling input may be reduced (e.g., relatively low or small compared to the cooling input supplied to cooling system 132 during other operating modes), while the cooling demand for heat loads 114 and / or 134 may be increased (e.g., relatively high or large compared to heat loads 114, 134 during other operating modes).

[0058] In other words, the heat capacity TC of the cooling system 132 cool Generally proportional to engine power, because the cooling system 132 ultimately dissipates heat to, for example, fan flow or ductwork, such as the bypass airflow passage 82 of the engine 46. Fuel cooling capacity TC fuel It is generally proportional to engine power, because fuel flow rate is proportional to engine power. However, the heat load 114 (L) is not related to fuel cooling. fuel ) and the heat load cooled by the coolant 134 (L cool The entire contribution of cooling capacity is proportional to engine power. For example, engine idling on a hot day may generate excessive heat in the engine lubrication system because the engine fuel flow is too low to absorb all the oil heat. Furthermore, aircraft systems can utilize a combination of coolant and fuel cooling, but such systems can be power generation and / or aircraft systems operating independently of engine power at high heat dissipation levels. Therefore, a mismatch may occur between cooling capacity and cooling requirements; for example, the cooling capacity TC of cooling system 132... cool The cooling requirements for heat loads of 114 and 134 L are likely relatively high.fuel L cool Relatively low, and vice versa.

[0059] Therefore, it may be advantageous to store the excess cooling capacity TC generated during some operating modes. cool This is intended for use during other operating modes, for example, to increase the efficiency of engine 46 and / or vehicle 10 by preventing excessive cooling capacity from being wasted and / or to ensure that the required cooling capacity meets cooling demands during periods of reduced cooling generation. As described herein, this cooling storage can be provided by the fuel F circulating through system 100. More specifically, excess cooling capacity TC cool The accumulated cooling capacity can be used in the fuel F circulating within the fuel cooling circuit 102, and this accumulated cooling capacity can be used during periods of increased cooling demand.

[0060] Compare Figure 2 and 3 The heat load 114 for fuel cooling can be set on the fuel flow F from the fuel tank 95 to the heating circuit 104. source Upstream or downstream of the fuel flow F source Controlled by a diverter valve 113, the diverter valve 113 diverts or separates the flow of fuel F between the cold fuel flow path 130 and the connector line 144 having the heating circuit 104. More specifically, as Figure 2 As shown, at any position of valve 113, thermal load 114 is positioned downstream of valve 113. Figure 3 As shown, thermal load 114 is positioned upstream of valve 113 for fuel flow F source The fuel flows from the fuel tank 95 to the heating circuit 104, without passing through the cooling circuit 102.

[0061] Special Reference Figure 3 The depicted fuel heating circuit 104 includes a hot fluid flow path 140 and a heat source 142 for providing flow of hot fluid H along the hot fluid flow path 140. Figure 3 As shown, the fuel heater heat exchanger 116 is in fluid communication with both the hot fuel flow path 120 and the hot fluid flow path 140 to heat the fuel F. Further, the fuel heater heat exchanger 116 is downstream of the fuel cooling heat load 114 and receives the flow of fuel F from the fuel cooling circuit 102 after the fuel F exchanges heat with the heat load 114 to cool the heat load 114, which heats the fuel F. More specifically, as... Figure 2 and 3As shown. Fuel connector line 144 fluidly connects or links the cold fuel flow path 110 and the hot fuel flow path 120. Therefore, fuel F in fuel heating circuit 104 flows downstream from fuel cooling circuit 102 to fuel heating circuit 104, and from fuel heating circuit 104 to fuel combustion position 126 for consumption of fuel F, and fuel F thermally connects cold fuel tank 108 and hot fuel tank 118.

[0062] Still referencing Figure 3 Fuel pump 128 may be disposed in or along fuel connector line 144 for driving fuel F between cold fuel flow path 110 and hot fuel flow path 120, or for driving fuel F from fuel cooling circuit 102 to fuel heating circuit 104. In some embodiments, fuel pump 128 is disposed downstream of fuel-cooled heat load 114 and cold fuel flow path 110 along fuel connector line 144. For example, as Figure 3 As shown, fuel pump 128 can be part of fuel heating circuit 104, so that any heat contributed to fuel F by fuel pump 128 can be more effectively utilized by heating fuel F in the part of system 100 where heat is to be added to fuel F.

[0063] In various embodiments, the heat source 142 is an airflow at an elevated temperature (e.g., above the maximum fuel temperature), which may be the pyrolysis limit of the fuel F, and in exemplary embodiments, the maximum fuel temperature may be in the range of 600°F to 1000°F. For example, the heat fluid H may be engine bleed air from a gas turbine engine such as engine 46. In some embodiments, system 100 includes a power unit comprising a turbine and a generator, and the heat fluid H is exhaust air from the turbine. It should be understood that the power unit may be an auxiliary power unit for generating power for a specific system, unit, etc., of vehicle 10 and / or engine 46. In such embodiments, the turbine may receive a combustion product stream, for example, from a combustor. More specifically, the combustor may receive engine bleed air and fuel, for example, from a fuel source (such as fuel tank 95), which mix and burn in the combustor to form combustion products. In other embodiments, the heat fluid H may be exhaust air from other engines and / or vehicle heat loads. For example, the heat source 142 for an aircraft carrier can be cooled air, an environmental control system (ECS) precooler, a waste heat recovery loop, etc.

[0064] like Figure 3As further shown, once the hot fluid H exits the fuel heater heat exchanger 116, it can be used for cooling or other thermal management purposes at a downstream location 146. For example, if the hot fluid H is air (such as engine bleed air), the air may become colder as it exits the fuel heater heat exchanger 116 due to heat exchange with the colder fuel F than when it enters the fuel heater heat exchanger 116. Therefore, the exiting air can be used to cool one or more components of the device in which the system 100 is installed (such as vehicle 10 and / or engine 46). As an example, the air discharged or exhausted from the fuel heater heat exchanger 116 can be used for turbine cooling of the turbine sections 60, 62 of engine 46. If the air is engine bleed air, it may already be used for turbine cooling without the system 100. Passing the engine bleed air through the system 100 can further cool the air, i.e., it can be cooled before it is used for turbine cooling, which can increase the turbine cooling capacity of the air, etc. In other embodiments, the hot fluid H can be used in other ways once it leaves the fuel heater heat exchanger 116.

[0065] As previously described, the hot fuel tank 118 can be an accumulator of hot or heated fuel F. More specifically, the hot fuel tank 118 is configured to accumulate at least a portion of the heated fuel F discharged from the fuel heater heat exchanger 116. That is, at least a portion of the fuel F heated in the fuel heater heat exchanger 116 can flow from the fuel heater heat exchanger 116 to the hot fuel tank 118 along the hot fuel flow path 120, and the heated fuel F can be stored in the hot fuel tank 118 for use during certain operating modes, such as those of the vehicle 10 and / or the engine 46. Thus, the hot fuel tank 118 can be a fuel tank operated as an accumulator of heated fuel. Further, it should be understood that the term "heated fuel F" as used herein refers to fuel F that has been heated by, for example, heat exchange with the heat load 114, the hot fluid H, etc. Thus, "heated fuel" can refer to fuel F that is at a higher temperature after heat exchange with a hot fluid (such as the hot fluid H from the heat source 142) than before the heat exchange with the hot fluid. Furthermore, as further described herein, the heated fuel F is at a higher or greater temperature than the fuel F stored in the main fuel tank 95 and / or the fuel F delivered from the cold fuel flow path 110 to the hot fuel flow path 120.

[0066] Such as about Figure 2 As described, the remaining portion of the heating fuel F (i.e., the portion of fuel F that does not flow to the hot fuel tank 118) can flow to the fuel combustion location 126 downstream of the fuel heater heat exchanger 116. Therefore, fuel F can flow to the hot fuel tank 118 (which may be referred to as fuel flow F). Htank) and / or fuel combustion location 126 (which may be referred to as fuel flow F) burn Previously, the heated fuel F was heated through heat exchange with the hot fluid H and stored in the hot fuel tank 118 for later use. The heated fuel F is available for consumption by the vehicle 10 and / or the engine 46 at the fuel combustion position 126. That is, the standby heating capacity HC generated by the heat source 142 heat This could be in response, for example, to increased fuel demand D. fuel The fuel F is accumulated in the thermal fuel accumulator or tank 118 for later use. Therefore, the fuel heating circuit 104 has a fuel system heating capacity HC. fuel Fuel system heating capacity HC fuel It can be understood as a measure of the maximum possible heat transfer rate in the fuel heating circuit 104, for example, at the fuel heater heat exchanger 116.

[0067] Therefore, similar to the fuel cooling circuit 102, the fuel heating circuit 104 can utilize the heat capacity of the fuel F, for example, to improve the efficiency of the engine and / or vehicle including system 100. More specifically, the fuel heating circuit 104 can be regeneratively operated to heat the fuel F therein during periods of additional heat generation (e.g., high-power mode of the gas turbine engine and / or aircraft) and accumulate the heated fuel F in the hot fuel tank 118, for example, to provide fuel at the desired elevated temperature during operating conditions when the heat source 142 cannot heat the fuel F to the desired elevated temperature. For example, during the high-power takeoff mode or operating condition of aircraft 10 (or engine 46 used in the aircraft), heat can be stored in the fuel F. The stored fuel F heated during high-power mode can be used during low-power mode or operating conditions such as cruise. Therefore, the benefits of hot fuel can be realized by using the heat stored during high-power or takeoff conditions in low-power or cruise conditions.

[0068] Go to Figure 4 Referring to Figure 7, in some embodiments, system 100 may include a hot-transfer bus. Therefore, Figure 4 The exemplary system 100 shown in Figure 7 utilizes a heat transfer fluid T to cool and heat fuel F, instead of directly cooling fuel F with coolant C and / or directly heating fuel F with hot fluid H. Instead, the heat transfer fluid T is cooled at least partially by coolant C and fuel F, and is heated at least partially by hot fluid H from heat source 142. Heat source 142 has a heating capacity HC. heat Heating capacity HC heatIt can fluctuate, for example, based on the operating conditions of the engine 46, vehicle 10, etc., and can be understood as a measure of the maximum possible heat transfer rate of the heat source 142 at a given time. Therefore, it is the heat transfer flow path 150, rather than the hot fuel flow path 120, that places the heating demand D on the heat source 142. heat Separating fuel F from coolant C and / or hot fluid H may be desirable, for example, to increase the safety of system 100 by reducing the risk of fuel ignition due to accidental exposure to air, which is a non-inert fluid and may be at elevated temperatures. More specifically, the heat transfer fluid T may be an inert working fluid that may have reduced flammability, thereby reducing the fire risk if exposed to fuel F, coolant C, and / or hot fluid H.

[0069] Special Reference Figure 4 and Figure 5 , Figure 4 A system 100 with a closed coolant circuit and heat exchange via a heat transfer bus is schematically illustrated. Figure 5 A system 100 with an open coolant flow path 130 and heat exchange via a heat transfer bus is schematically illustrated. Therefore, the coolant flow path 130 in... Figure 4 In the embodiment, it is a closed loop, but in Figure 5 In this embodiment, the coolant is discharged at coolant discharge point 138. As described above, coolant C, such as an inert refrigerant, can be used for... Figure 4 In the closed system shown, and where coolant C, such as air (e.g., engine bleed air), can be used as... Figure 5 The open system of system 100 shown.

[0070] Figure 4 and Figure 5 Each of the illustrations depicts an exemplary system 100, which includes a heat transfer flow path 150 through which a heat transfer fluid T flows. The heat transfer flow path 150 extends in a closed loop through both a fuel cooling circuit 102 and a fuel heating circuit 104. In the fuel cooling circuit 102, a coolant transfer heat exchanger 152 is in fluid communication with both the coolant flow path 130 and the heat transfer flow path 150 to cool the heat transfer fluid T. The cooled heat transfer fluid T can then flow along the heat transfer flow path 150 to cool one or more heat loads 154, which may be referred to as bus-cooled heat loads 154. It should be understood that as the heat transfer fluid T leaves the fuel cooling circuit 102 and flows toward the fuel heating circuit 104, the one or more heat loads 154 can transfer heat Q. in It is transferred to the heat transfer fluid T, causing the heat transfer fluid T to heat up.

[0071] A refrigerant switching valve 136 is disposed between the fuel cooler heat exchanger 106 and the coolant transfer heat exchanger 152. Using valve 136, the flow of coolant C can be regulated to distribute coolant C between the cooling demand of the bus-cooled heat load 154 and / or the coolant storage. For example, refrigerant switching valve 136 can be used to control how much coolant C is transferred from the cooling system 132 to the coolant transfer heat exchanger 152 to cool the heat transfer fluid T, or how much coolant C is transferred to the fuel cooler 106 to exchange heat with fuel F, thereby storing the cooling capacity of coolant C in fuel F. Similarly, cold fuel recirculation valve 112 can be used to control how much fuel F is used as fuel flow F. cool The heat load 114, which is cooled by the fuel cooler 106 (and then reaches the fuel heating circuit 104), is transmitted from the fuel cooler 106, or how much fuel F is used as fuel flow F. Ctank The fuel F, cooled by heat exchange with coolant C, is stored in cold fuel tank 108.

[0072] As an operation Figure 4 and 5 In an example of the method of system 100 shown, during periods of relatively low cooling demand of the bus-cooled heat load 154, the refrigerant switching valve 136 can be fully or substantially closed, allowing all or almost all of the refrigerant C to flow to the fuel cooler 106. Thus, by exchanging heat with the fuel F in the fuel cooler 106, excess capacity of the cooling system 132 can be stored in the cold fuel tank 108. During periods of relatively high cooling demand of the bus-cooled heat load 154, the refrigerant switching valve 136 can be fully or substantially open, allowing all or almost all of the refrigerant C to flow to the bus-cooled heat load 154 to cool the load 154.

[0073] Furthermore, in Figure 4 and 5In an exemplary embodiment, heat exchanger 156 is disposed downstream of the heat load 154 cooled by the bus along the heat transfer flow path 150. Therefore, heat transfer fluid T flows from the heat load 154 to the heat exchanger 156, and the heat transfer fluid T can be heated at the heat exchanger 156 by exchanging heat with the heat transfer fluid T exiting the fuel heater heat exchanger 116. More specifically, after exchanging heat with the fuel F in the fuel heater heat exchanger 116, the exiting heat transfer fluid T remains at a higher temperature than the heat transfer fluid T entering the fuel heating circuit 104 from the fuel cooling circuit 102. Therefore, heat that would otherwise be waste heat in the heat transfer fluid T exiting both the heat exchanger 116 and the fuel heating circuit 104 is transferred to the entering heat transfer fluid T, i.e., the heat transfer fluid T entering the fuel heating circuit 104. Thus, heat exchanger 156 can help reduce heat waste and reduce heat discharged from the heat transfer bus to the vehicle 10 and / or engine 46. Furthermore, preheating the heat transfer fluid T entering the fuel heating circuit 104 can reduce the demand on the heat source 142, for example, by reducing the engine bleed air required to heat the heat transfer fluid T used to heat the fuel F, and / or by reducing the heat load required to cool the cooling system 132 due to the heat being discharged from the heat transfer bus.

[0074] and Figure 4 and 5 Consistently, the heat transfer fluid T flowing from the fuel cooling circuit 102 flows from the heat exchanger 156 into the bus heater heat exchanger 158, which may also be referred to as the bus heater 158. Figure 4 and 5 In an exemplary embodiment, it is the bus heater 158, rather than the fuel heater heat exchanger 116, that receives the flow of hot fluid H, such that the heat transfer fluid T is heated by heat exchange with the hot fluid H flowing from the heat source 142. In an exemplary embodiment, the hot fluid H is engine bleed air as described herein. After exchanging heat with the heat transfer fluid T to heat the transfer fluid T, the hot fluid H may be discharged at a location 159 downstream of the bus heater 158. The discharged hot fluid H, which has been cooled by heat transfer with the heat transfer fluid T, can be used to cool one or more components and / or sections of the vehicle 10 and / or engine 46. For example, the hot fluid H discharged from the bus heater 158 can be used for turbine cooling in the engine 46.

[0075] Then, the heated heat transfer fluid T flows from the bus heater 158 to the fuel heater heat exchanger 116, where it exchanges heat with the fuel F to heat the fuel F. That is, the fuel heater heat exchanger 116 is a fuel transfer heat exchanger in fluid communication with both the heat transfer flow path 150 and the hot fuel flow path 120, used for heat transfer between the heat transfer fluid T and the fuel F to heat the fuel F. The heated fuel F can flow to the fuel combustion location 126 and / or the hot fuel tank 118, as per [reference needed]. Figure 2 and 3 Described.

[0076] As previously described, the heat transfer fluid T flows from the fuel heater 116 along the heat transfer flow path 150 to the heat exchanger 156, such that the heat transfer fluid T leaving the fuel heating circuit 104 can be used to preheat the heat transfer fluid T entering the fuel heating circuit 104. (See also: Special Reference) Figure 4 A bus cooler heat exchanger 160 (also referred to as bus cooler 160) may be located downstream of heat exchanger 156 and upstream of coolant transfer heat exchanger 152. It should be understood that bus cooler 160 can further cool the heat transfer fluid T, which has already been cooled by heat exchange in heat exchanger 156 before entering coolant transfer heat exchanger 152, where it is further cooled by coolant C. Therefore, as described with respect to heat exchanger 156, heat transfer fluid T can be pre-cooled, for example, to reduce the cooling requirement of cooling system 132 for cooling heat transfer fluid T. In an exemplary embodiment, air may be used as the heat exchange fluid in bus cooler 160 to cool heat transfer fluid T. More specifically, bus cooler 160 may be a fan flow or TMS duct heat exchanger, fan outlet guide vane (OGV) heat exchanger, surface cooler, vehicle radiator, fuel deaerator, etc., leading to heat input.

[0077] The bus cooler bypass line 162, equipped with the bus cooler bypass valve 164, can extend from the heat transfer flow path 150 around the bus cooler 160 to allow the heat transfer fluid T to bypass the bus cooler 160. That is, in some operating modes, it may be desirable to bypass the bus cooler 160, and the bus cooler bypass valve 164 can be opened to allow the heat transfer fluid T to flow along the bus cooler bypass line 162 instead of through the bus cooler 160. The bus cooler bypass valve 164 can be a diverter or regulating valve for controlling the flow of the heat transfer fluid T between the flow path 150 and the bypass line 162.

[0078] exist Figure 5In an exemplary embodiment, the bus cooler 160 is omitted. In this embodiment, coolant C is discharged from the fuel cooler heat exchanger 106 and flows to the coolant transfer heat exchanger 152 for heat exchange with the heat transfer fluid T, which can serve as a bus cooler. This configuration may require additional radiators and / or a larger cooling system 132 to adequately cool the coolant C so that the coolant C can absorb sufficient heat from the heat transfer fluid T. Further, as Figure 5 As shown, a coolant transfer bypass line 166 extends from the heat transfer flow path 150 around the coolant transfer heat exchanger 152. A coolant transfer bypass valve 168 is disposed in the bypass line 166. The coolant transfer bypass line 166 and the bypass valve 168 allow the heat transfer fluid T to bypass the coolant transfer heat exchanger 152. Similar to a bus cooler bypass including line 162 and valve 164, in some operating modes it may be desirable to bypass the coolant transfer heat exchanger 152, and the coolant transfer bypass valve 168 can be opened to allow the heat transfer fluid T to flow along the coolant transfer bypass line 166 instead of through the coolant transfer heat exchanger 152. For example, the heat transfer fluid T can be arranged in the fuel heating cycle to bypass the coolant transfer heat exchanger 152, and when the fuel F in the hot fuel tank 118 is sufficiently hot, the coolant transfer bypass valve 168 can be closed (i.e., to prevent bypassing the heat exchanger 152) to cool the heat transfer fluid T. The cooler transfer fluid T is beneficial to the bus-cooled load 154. The coolant transfer bypass valve 168 can be a diverter or regulating valve for controlling the flow of the heat transfer fluid T between the flow path 150 and the bypass line 166.

[0079] like Figure 4 and 5 As shown, the TMS 100 may include a transfer pump 169 disposed in the heat transfer flow path 150. The transfer pump 169 facilitates driving the heat transfer fluid T along the heat transfer flow path 150. Although illustrated in the fuel cooling circuit 102 portion of the transfer bus, it should be understood that the transfer pump 169 can be disposed at any suitable location along the heat transfer flow path 150. For example, the transfer pump 169 may be positioned in the fuel heating circuit 104 portion of the transfer bus, such as upstream of the bus heater 158, to utilize or use any heat transferred to the heat transfer fluid T via the transfer pump 169. Of course, the location of the transfer pump 169 may also be determined based on the flow characteristics of the heat transfer flow path 150, etc.

[0080] Now go to Figure 6 The illustration shows an exemplary system 100 having a fuel pump 128 disposed in a fuel heating circuit 104. Figure 4 and 5The exemplary system 100 includes a fuel pump 128 in a fuel cooling circuit 102. However, as previously described, placing the fuel pump 128 in a fuel heating circuit 104 can advantageously eliminate the pumping heat addition to the fuel cooling circuit 102. Further, a fuel heater valve 124 can be used to manage the volume of hot fuel F in a hot fuel tank 118. For example, the fuel heater valve 124 can be closed to shut off the hot fuel tank 118, thereby accumulating or storing hot fuel F for later use. The fuel heater valve 124 can be opened to allow fuel F to circulate through the fuel heating circuit 104, for example, for further heating in the fuel heater heat exchanger 116 and / or for consumption at the fuel combustion position 126.

[0081] Figure 6 The diagram illustrates the relationship with Figure 4 The closed cooling circuit system shown is similar to the closed cooling circuit TMS 100. However, apart from repositioning the fuel pump 128 and including the fuel heater valve 124, Figure 6 The TMS 100 shown omits Figure 4 The heat exchanger 156 is shown. Therefore, direct heat exchange is omitted between the heat transfer fluid T flowing out of the load 154 cooled from the bus and the heat transfer fluid T leaving the fuel heater 116. However, in some embodiments, the heat transfer flow path 150 may be configured such that the heat transfer fluid T flowing into the fuel heating circuit 104 is sufficiently close to the heat transfer fluid T flowing out of the fuel heating circuit 104 for heat exchange between the leaving heat transfer fluid T and the entering heat transfer fluid T. Furthermore, it should be understood that in other embodiments, Figure 6 The system 100 shown may include a heat exchanger 156. In other embodiments, Figure 6 The system 100 shown can utilize an open cooling loop (e.g., similar to...). Figure 5 It uses an open cooling loop, rather than a closed cooling loop.

[0082] refer to Figure 7A and 7B Other exemplary embodiments of system 100 may include an intermediate bus heater to preheat the heat transfer fluid T entering the fuel heating circuit 104. More specifically, Figure 7A and 7B The diagram illustrates the relationship with Figure 4 and 6 The closed-loop cooling system is similar to the closed-loop cooling system 100; however, it is similar to... Figure 5 The open cooling loop system shown in system 100 can be combined with, for example, Figure 7A and 7B The intermediate bus heater shown. Figure 7AAs shown, the exemplary system 100 includes a second hot fluid flow path and a second heat source 172, which supplies a second hot fluid flow H2 to an intermediate bus heater heat exchanger 174 or an intermediate bus heater 174 along the second hot fluid flow path 170. The intermediate bus heater 174 is disposed downstream of a bus-cooled load 154 and upstream of a bus heater 158 along a heat transfer flow path 150. That is, the heat transfer fluid T flows along the heat transfer flow path 150 from the bus-cooled load 154 to the intermediate bus heater 174, and then to the bus heater 158. The intermediate bus heater 174 is in fluid communication with the heat transfer flow path 150 and the second hot fluid flow path 170 to heat the heat transfer fluid T.

[0083] In some embodiments, the second heat source 172 may be a heat source at a lower temperature than the heat source 142. More specifically, the second heat fluid H2 supplied from the second heat source 172 may be at a lower temperature than the heat fluid H supplied from the heat source 142. For example, each heat fluid H, H2 may be engine bleed air, but the heat fluid H may be supplied from a first section of engine 46, where the temperature is higher than that of a second section of engine 46. The second section of engine 46 provides the second heat fluid H2 at a lower temperature. For example, the second heat fluid H2 may be interstage compressor bleed air supplied from a stage in a compressor section earlier than the heat fluid H, and the heat fluid H may be supplied from a downstream stage following the compressor section. Therefore, the intermediate bus heater 174 receiving the second heat fluid H2 for heat exchange with the heat transfer fluid T may be referred to as a low-temperature bus heater, and the bus heater 158 receiving the heat fluid H for heat exchange with the heat transfer fluid T may be referred to as a high-temperature bus heater. As previously described, the intermediate or low-temperature bus heater 174 preheats the heat transfer fluid T upstream of the high-temperature bus heater 158, for example, to increase the efficiency of the system 100.

[0084] like Figure 7AAs further shown, once the second hot fluid H2 exits the intermediate bus heater 174, it can be used for cooling or other thermal management purposes at a downstream location 176, which may be the same as or different from downstream location 146. For example, if the second hot fluid H2 is air (such as engine bleed air), the air may be colder as it exits the intermediate bus heater 174 due to heat exchange with the cooler heat transfer fluid T than when it enters the intermediate bus heater 174. Therefore, the exiting air can be used to cool one or more components of the device (such as vehicle 10 and / or engine 46) in which system 100 is installed. As an example, the air discharged or vented from the intermediate bus heater 174 can be used for turbine cooling of the turbine sections 60, 62 of engine 46. In cases where the air is engine bleed air that may have already been used for turbine cooling without system 100, passing the engine bleed air through system 100 can further cool the cooling air, i.e., it can be cooled before it is used for turbine cooling, which can increase the turbine cooling capacity of the air, etc. In other embodiments, the second hot fluid H2 can be used in other ways once it leaves the intermediate bus heater 174.

[0085] Special Reference Figure 7B In some embodiments, system 100 may include a heat source regulating valve 178 and a second heat source regulating valve 179. Heat source regulating valve 178 is disposed in the hot fluid flow path 140, between heat source 142 and bus heater 158, and the second heat source regulating valve 179 is disposed in the second hot fluid flow path 170, between the second heat source 172 and intermediate bus heater 174. More specifically, as previously described, the heat source 142 for hot fluid H can be supplied from different parts of the vehicle 10 and / or engine 46, and / or can be supplied at different times during operation of the vehicle 10 and / or engine 46 than the second heat source for the second hot fluid H2. For example, heat sources 142 and 172 can supply hot fluid at different temperatures; for example, hot fluid H can be hotter, or at a temperature greater or higher than that of the second hot fluid H2. Heat source regulating valves 178 and 179 can control the amount of heating (i.e., the flow of hot fluids H and H2) from heat sources 142 and 172 at different temperatures based on, for example, the source temperature of the respective heat sources 142 and 172, fuel heating requirements, and / or downstream turbine cooling requirements (or other radiator requirements) such as at downstream locations 146 and 176. That is, each heat source regulating valve 178 and 179 can be regulated between fully open, partially open, or fully closed during different operating modes or conditions, for example, to change the flow of the respective hot fluids H and H2 based on the corresponding source temperature, fuel heating requirements, and / or radiator requirements during the corresponding operating mode.

[0086] In at least some embodiments of system 100 as described herein, fuel F may be deoxygenated fuel, and fuel cooling circuit 102 and fuel heating circuit 104 may be deoxygenated fuel circuits disposed between the main engine fuel tank 95 and the combustor 58 of engine 46. More specifically, as described herein, fuel for gas turbine engines and / or vehicles (such as aircraft) may be highly efficient heat sinks to receive at least some of the heat generated during engine and / or vehicle operation, at least in part due to the heat capacity of the fuel and the increased engine power operating efficiency resulting from providing additional heat energy to the thermodynamic cycle by heating the fuel. However, heating fuel without proper fuel conditioning can lead to fuel “coking” or the formation of solid particles that may clog certain components of the fuel system, such as fuel nozzles. Reducing the oxygen content in the fuel can effectively reduce the likelihood of fuel coking exceeding unacceptable levels. Therefore, engines and / or vehicles may include fuel oxygen reduction units for this purpose. In some deoxygenated fuel embodiments, bus cooler 160 may also be used to supply heat input to the fuel oxygen reduction unit. As used herein, the term "fuel oxygen reduction unit" generally refers to a device that can reduce the free oxygen content of fuel, such as a fuel deoxygenation unit or a fuel oxygen conversion unit.

[0087] like Figure 2 As shown, when the fuel F is a deoxygenated fuel, the system 100 may further include an inert gas source 182 and an inert gas flow path 180 extending from the inert gas source 182. The inert gas flow path 180 is in fluid communication with the hot fuel tank 118 to provide an inert gas ullage G to the hot fuel tank 118. More specifically, the inert gas G is provided to the hot fuel tank 118 to prevent the hot fuel tank 118 from filling with air when it is emptied, for example when the heated fuel F flows out of the hot fuel tank 118 during a low-power operating mode as described herein, because the mixing of fuel F with air would create a fire risk.

[0088] As previously mentioned, deoxygenated fuel F can be a product of the fuel oxygen reduction unit and can be used when it is desired to burn fuel at elevated temperatures, for example, to prevent coking of one or more fuel system components. Figure 2 As shown, in some embodiments, system 100 may include a deoxygenated fuel source 184, which does not necessarily have to be a fuel tank or the like. Instead, deoxygenated fuel source 184 may schematically represent a deoxygenated fuel stream F from a fuel oxygen reduction unit.

[0089] The fuel oxygen reduction unit generally includes a contactor, a fuel gas separator, and a recirculating gas flow path extending from the fuel gas separator to the contactor. The fuel oxygen reduction unit generally provides a stripping gas flow through the recirculating gas flow path during operation. It should be understood that the term "stripping gas" is used herein as a convenient term to refer to a gas generally capable of performing the functions described herein. The stripping gas flowing through the stripping gas flow path / recirculating gas flow path can be an actual stripping gas whose function is to strip oxygen from the fuel within the contactor. Alternatively, the stripping gas flowing through the flow path can be a jet gas bubbled through liquid fuel to reduce the oxygen content of such fuel. For example, the stripping gas can be an inert gas (such as nitrogen or carbon dioxide (CO2)), an inert gas mixture, or some other gas or gas mixture having a relatively low oxygen content. Therefore, in some embodiments, an inert gas source 182 can also be used as a stripping gas source.

[0090] Furthermore, the exemplary fuel oxygen reduction unit may further include a gas booster pump, a gas oxygen reduction unit or catalyst, and a preheater. The catalyst may be positioned in the circulating gas flow path to reduce the oxygen content of the stripping gas stream flowing through the circulating gas flow path. The preheater may be positioned in thermal communication with the circulating gas flow path upstream of the catalyst to increase oxygen reduction by the catalyst. In other embodiments, the preheater and catalyst may be formed as a single unit, such that the unit heats the stripping gas to increase oxygen reduction through the unit. The gas booster pump may be positioned in gas flow communication with the circulating gas flow path to increase the pressure of the stripping gas stream flowing into the circulating gas flow path. Of course, it should be understood that any suitable fuel oxygen reduction unit with any suitable construction can be used to generate or produce, for example, deoxygenated fuel flowing from deoxygenated fuel source 184.

[0091] In at least some embodiments of the system 100 shown in the figure, valves and, in some cases, additional fluid conduits are included to bypass heat exchangers and / or other components of system 100. However, it should be understood that in some embodiments, minimizing valves and / or conduits may be desirable. For example, reducing the number of valves and / or conduits can reduce the complexity, weight, etc., of system 100. Reduced system complexity can provide manufacturing, installation, and servicing advantages (such as reduced time and cost of manufacturing, installation, and / or servicing, and a smaller installation envelope required compared to more complex systems). Weight reduction can provide advantages such as improved engine efficiency and reduced fuel combustion requirements. Therefore, for at least some embodiments, the number of valves and / or conduits can be optimized, for example, such that a bypass line is not provided for each heat exchanger, but the corresponding fluid is allowed to flow through the corresponding heat exchanger. As an example, in some embodiments, the bus cooler bypass line 162 and its associated bypass valve 164 can be omitted, and instead, fuel F always passes through bus cooler 160.

[0092] Furthermore, it should be understood that although sometimes described in the singular, the heat load 114 for fuel cooling, the heat load 134 for coolant cooling, and / or the heat load 154 for bus cooling can each represent one or more heat loads that need to be cooled by fuel F, coolant C, and heat transfer fluid T. For example, the heat load 114 for fuel cooling can be two or more systems, components, etc. of engine 46 and / or vehicle 10 that are cooled by thermal communication with fuel F. As another example, the heat load 134 for coolant cooling can be two or more systems, components, etc. of engine 46 and / or vehicle 10 that are cooled by thermal communication with coolant C. As yet another example, the heat load 154 for bus cooling can be two or more systems, components, etc. of engine 46 and / or vehicle 10 that are cooled by thermal communication with heat transfer fluid T. Further, the heat load 154 for bus cooling can include fuel tanks, precoolers, and / or other such components or systems of the engine and / or vehicle (such as engine 46 and / or vehicle 10). It should be understood that, for example, in an embodiment in which a heat transfer loop or flow path 150 is inserted between the coolant C and the heat load as a buffer between two media (e.g., air and fuel), the heat load 154 may be the same as the heat load 134.

[0093] The foregoing description of system 100 can also be understood as describing one or more methods of operating system 100, such as storing and / or accumulating cooling capacity in fuel of a vehicle and / or engine, while also storing and / or accumulating heating fuel consumed by the vehicle and / or engine. For example, the method of operating system 100 may include selectively operating a fuel cooling circuit 102 thermally connected to cooling system 132 to cool fuel F flowing through fuel cooling circuit 102 and accumulating cooled fuel F in cold fuel tank 108. The method may further include selectively operating fuel cooling circuit 102 to direct fuel F to fuel heating circuit 104. The method may also include selectively operating fuel heating circuit 104 thermally connected to heat sources 142, 172 to heat fuel F flowing through fuel heating circuit 104 and accumulating heated fuel F in hot fuel tank 118. Additionally, the method may include selectively operating the fuel heating circuit 104 to direct at least a portion of the fuel F to the fuel combustion location 126 for consumption of the fuel F, and to recirculate the remaining portion of the fuel F through the fuel heating circuit 104.

[0094] It should be understood that, as described herein, "selective operation" refers to the regulation of fluid flow along a flow path. For example, a cold fuel recirculation valve 112 may be provided in the fuel cooling circuit 102 to selectively operate the fuel cooling circuit 102. More specifically, the cold fuel recirculation valve 112 may be selectively opened or closed, such that the valve 112 is fully open, partially open, or fully closed, to regulate the flow of fuel F along the cold fuel flow path 110. The cold fuel recirculation valve 112 may use all fuel F, a portion of fuel F, or no fuel F as fuel flow F. Ctank The fuel F is directed to the cold fuel tank 108, which is located in the cold fuel flow path 110, downstream of the cold fuel recirculation valve 112. The fuel F directed out of the cold fuel tank 108 can be used as fuel stream F. cool Fuel flows along fuel cooling circuit 102 to cool one or more fuel cooling loads 114 that are in thermal communication with fuel cooling circuit 102. Fuel F flows from fuel cooling load 114 to fuel heating circuit 104, which is downstream of fuel cooling circuit 102.

[0095] Similar to the cold fuel recirculation valve 112, the hot fuel recirculation valve 122 can be disposed in the fuel heating circuit 104 for selectively operating the fuel heating circuit 104. Further, a fuel heater valve 124 can be disposed in the fuel heating circuit 104 for selectively operating the fuel heating circuit 104 to accumulate heated fuel F in the hot fuel tank 118. As described herein, the hot fuel recirculation valve 122 can be selectively opened or closed, such that the valve 122 is fully open, partially open, or fully closed to regulate the flow of fuel F along the hot fuel flow path 120. The hot fuel recirculation valve 122 receives all fuel F, a portion of fuel F, or no fuel F as fuel flow F. Htank The fuel F is directed to the hot fuel tank 118, which is located in the hot fuel flow path 120, downstream of the hot fuel recirculation valve 122. The fuel F directed out of the hot fuel tank 118 can be used as fuel stream F. burn The fuel flows along the fuel heating circuit 104 to the fuel combustion position 126, where the heating fuel (fuel F via the fuel heater 116 upstream of the fuel combustion position 126) can be consumed. The fuel heater valve 124 can be selectively opened or closed, such that the valve 124 is fully open, partially open, or fully closed, to regulate the flow of fuel F between accumulation in the hot fuel tank 118 and recirculation through the fuel heater 116.

[0096] In some embodiments, the cold fuel tank 108 and / or the hot fuel tank 118 may be used as heat exchangers, for example, to eliminate intermediate heat exchangers (such as fuel cooler 106 and / or fuel heater 116) from system 100. For example, coolant C may flow through the cold fuel tank 108 to directly cool fuel F, and / or hot fluid H or heat transfer fluid T may flow through the hot fuel tank 118 to directly heat fuel F. In such embodiments, it may be desirable to isolate fuel F from direct heat exchange with air (particularly engine bleed air), for safety reasons, such as from a faulty heat exchanger component. Therefore, direct fuel tank cooling embodiments in which the fuel cooler and cold fuel tank are single components and direct fuel tank heating embodiments in which the fuel heater and hot fuel tank are single components may be best suited for use with inert working fluids, for example, where coolant C and / or heat transfer fluid T are inert working fluids. This working fluid is described in more detail below and is generally not air (e.g., engine bleed air) or fuel F (e.g., the propulsion system of engine 46 and / or vehicle 10 and the fuel used in system 100).

[0097] In some embodiments, the operation of system 100 may further include selectively operating a heat transfer loop 150 in thermal communication with a heat load 154 and a heat source (such as a bus heater 158) that is being transferred to cool the heat load 154 and heat the fuel F, such that the heat transfer loop cools the heat load 154 and heats the fuel F. More specifically, a heat transfer fluid T may flow through the heat transfer loop 150. The heat transfer fluid T may be cooled by a coolant C in a coolant transfer heat exchanger 152 and subsequently heated by heat transfer with the heat load 154, wherein the cooled transfer fluid T absorbs heat from the heat load 154 to cool the heat load, and this also transfers heat to the fluid T, which can be stored in the fuel F, when the fluid T and the fuel F are in thermal communication downstream of the heat load 154. The heat transfer fluid T may be further heated by heat transfer with a hot fluid H in the bus heater 158 before exchanging heat with the fuel F, and then cooled by heat exchange with the fuel F when the heat in the heat transfer fluid T is transferred to the fuel F.

[0098] In other embodiments, the method of operating system 100 may include selectively flowing coolant C along coolant flow path 130, wherein coolant flow path 130 includes cooling system 132, such that coolant C passes through cooling system 132 to cool coolant C. The method may further include selectively flowing fuel F along cold fuel flow path 110, which includes a cold fuel tank 108 for accumulating fuel F, and passing both coolant C and fuel F through fuel cooler heat exchanger 106 to cool fuel F. The method may also include controlling the flow of fuel F from fuel cooler heat exchanger 106 to cold fuel tank 108 for accumulating cooled fuel F. Further, the method may include selectively flowing heat transfer fluid T along heat transfer flow path 150, and selectively flowing fuel F along hot fuel flow path 120, which includes hot fuel tank 118 for accumulating fuel F. The method further includes passing both the heat transfer fluid T and the fuel F through a fuel heater heat exchanger 116 to heat the fuel F, and controlling the flow of fuel F from the fuel heater heat exchanger 116 to a hot fuel tank 118 for accumulating heated fuel F. As described herein, a cold fuel flow path 110 is fluidly coupled to a hot fuel flow path 120, and fuel F is recirculated through system 100 along both the cold fuel flow path 110 and the hot fuel flow path 120. Further, the cold fuel flow path 110 is part of a fuel cooling circuit 102, and the hot fuel flow path 120 is part of a fuel heating circuit 104, and fuel F flows from the fuel cooling circuit 102 to the fuel heating circuit 104 before at least a portion of fuel F flows to the fuel combustion location 126 for consumption of fuel F.

[0099] Although the above description does not refer to the specific accompanying drawings, it should be understood that the method of the operating system 100 can be described with respect to each of the various exemplary systems 100 described herein and shown in the figures. That is, the method can be based on... Figure 2-7B The system 100 shown varies with various embodiments, but the method of operation can be understood with respect to each of the various embodiments. Generally, each method of operating the respective system 100 may include operating the fuel cooling circuit 102 to store cooling capacity in fuel F by accumulating fuel in the cold fuel tank 108, and operating the fuel heating circuit 104 by directing some of the fuel F to the fuel heating circuit 104, in which the fuel F is heated and immediately consumed or stored for later use. Thus, the system 100 can provide the required cooling capacity for various heat loads during operating conditions when the cooling system cannot supply the required cooling capacity, and / or can provide heated fuel for consumption by vehicles and / or engines during operating conditions when the heat source cannot supply sufficient heat to raise the fuel temperature to improve fuel combustion efficiency.

[0100] As described herein, fuel F entering system 100 does not return to its source; fuel F entering cold fuel flow path 110 is recirculated through cold fuel flow path 110 (including as fuel flow F). Ctank Flowing to the cold fuel tank 108), or to the hot fuel flow path 120 (as fuel flow F). cool ), wherein fuel F is recycled (including as fuel stream F) Htank Flowing to the hot fuel tank 118) or to the fuel combustion location 126 (as fuel flow F) burn Therefore, the fuel flow F to the fuel heating circuit 104 cool The fuel flow F to the hot fuel tank 118 is equal to Htank And the fuel flow F to fuel combustion position 126 burn The sum, that is, fuel F flows from fuel cooling circuit 102 to fuel heating circuit 104, such that F cool =F Htank +F burn Furthermore, for example in Figure 2-4 As shown, the fuel flow F entering system 100 from main fuel tank 95 or deoxygenated fuel source 184. source At least a portion of it can be diverted through valve 113 to the fuel heating circuit 104 without passing through the cold fuel flow path 110. As shown, fuel flow F source Whether it is diverted from or flows through the cold fuel flow path 110, it will be treated as fuel flow F. cool At least a portion of the fuel enters the fuel heating circuit 104. Therefore, the total fuel flow F in the fuel cooling circuit 102... CtotalThe fuel flow F to the cold fuel tank 108 Ctank And the fuel flow F to the fuel heating circuit 104 cool The sum, that is, F Ctotal =F Ctank +F cool The total fuel flow F in the fuel heating circuit 104 Htotal The fuel flow F to the hot fuel tank 118 Htank And the fuel flow F to fuel combustion position 126 burn The sum, that is, F Htotal =F Htank +F burn Therefore, the total fuel flow F of system 100 total It is the total fuel flow F of each fuel loop 102, 104 Ctotal F Htotal The sum, i.e. F total =F Ctotal +F Htotal or F total =F Ctank +F cool +F Htank +F burn For the fuel flow within system 100, fuel storage (i.e., F) Ctank F Htank 、 or F Ctank and F Htank Both) and F burn The fuel split between them can be at a 1:1 ratio, a 2:1 ratio, or the fuel flow F to the corresponding fuel tanks 108 and 118 can be... Ctank F Htank Fuel flow F to fuel combustion position 126 burn The total fuel flow F between total Any other appropriate diversion.

[0101] Furthermore, as described in this article, when the cooling capacity TC cool Exceeding the cooling load L cool At that time, the cold fuel tank 108 is filled with or accumulates fuel F. That is, when the cooling capacity TC... cool Exceeding the cooling load L cool At that time, the fuel flow F to the cold fuel tank 108 Ctank Greater than zero (0), such that when TC cool >L cool At that time, F Ctank >0. Furthermore, charging the cold fuel tank 108 means that more fuel F enters the cold fuel tank 108 compared to the fuel heating circuit 104; that is, when the cooling capacity TC... cool Exceeding the cooling load L cool At that time, fuel flow F CtankWith fuel flow F cool The ratio is greater than one (1), or when TC cool >L cool At that time, F Ctank / F cool >1. Conversely, when the fuel is cooled or the heat load L fuel Exceeding fuel cooling or heat capacity TC fuel At this time, the cold fuel tank 108 is discharged, or cooling fuel F flows out of the cold fuel tank 108. That is, when the heat load L... fuel Greater than the fuel heat capacity TC fuel At that time, fuel flow F Ctank Less than zero (0) indicates the fuel flow from the cold fuel tank 108, such that when TC fuel <L fuel At that time, F Ctank <0. Additionally, when the fuel heat load L fuel Exceeding fuel heat capacity TC fuel At that time, emitting cold fuel tank 108 means more than half or 50% of the fuel flow F cool Fuel flows out from the cold fuel tank 108, i.e., fuel flow F Ctank With fuel flow F cool The ratio is less than -50% (negative fifty percent, where a negative value indicates fuel flow from or from cold fuel tank 108), or when L fuel >TC fuel At that time, F Ctank / F cool >-0.50. As described herein, one or more valves, such as valves 112 and 113, can be adjusted to control the flow of fuel F to the cold fuel tank 108 and the fuel heating circuit 104. Therefore, one or more valves, such as valves 112 and 113, can be positioned to control the fuel flow F such that when TC... cool >L cool At that time, F Ctank / F cool >1, and can be positioned to control the fuel flow F, such that when L fuel >TC fuel At that time, F Ctank / F cool >-0.50.

[0102] Additionally, as described in this article, when the heating capacity HC heat Exceeding heating requirements D heat At that time, the hot fuel tank 118 is filled with or accumulates fuel F. That is, when the heating capacity HC... heat Exceeding heating requirements D heat At that time, the fuel flow F to the hot fuel tank 118 Htank Greater than zero (0), such that when HC heat >Dheat At that time, F Htank >0. Furthermore, charging the hot fuel tank 118 means that more fuel F enters the hot fuel tank 118 compared to entering the fuel combustion position 126; that is, when the heating capacity HC... heat Exceeding heating requirements D heat At that time, fuel flow F Htank With fuel flow F burn The ratio is greater than one (1), or when HC heat >D heat At that time, F Htank / F burn >1. Conversely, when the fuel demand for heating is D fuel Exceeding fuel heating or heat capacity HC fuel At that time, the hot fuel tank 118 is discharged, or the heating fuel F flows out of the hot fuel tank 118. That is, when the heating fuel demand D... fuel Greater than the fuel heat capacity HC fuel At that time, fuel flow F Htank Less than zero (0) indicates the fuel flow from the hot fuel tank 118, such that when HC fuel <D fuel At that time, F Htank <0. Additionally, when the fuel demand for heating D... fuel Exceeding the fuel heat capacity HC fuel At that time, the discharge hot fuel tank 118 means more than half or 50% of the fuel flow F burn Fuel flows out from the hot fuel tank 118, i.e., fuel flow F Htank With fuel flow F burn The ratio is less than -50% (negative fifty percent, where a negative value indicates fuel flow from or from hot fuel tank 118), or when D fuel >HC fuel At that time, F Htank / F burn >-0.50. As described herein, one or more valves, such as valves 122 and 124, can be adjusted to control the flow of fuel F to the hot fuel tank 118 and the fuel combustion position 126. Therefore, one or more valves, such as valves 122 and 124, can be positioned to control the fuel flow F such that when HC heat >D heat At that time, F Htank / F burn >1, and can be positioned to control the fuel flow F, such that when D fuel >HC fuel At that time, F Htank / F burn >-0.50.

[0103] As further described herein, the heat load L on coolant circuit 130cool Independent of the heat load L on the cold fuel circuit 110 fuel For example, the heat load could be oil cooling, avionics / electronics, vehicle environmental control, etc. However, the heat capacity TC of the coolant circuit 130... cool It can be used with the heat capacity TC of the cold fuel circuit 110. fuel For example, because engine 46 (which burns fuel F) is also the power unit of the vehicle, and provides energy or mass flow input to the coolant system 132 of coolant circuit 130. Furthermore, fuel cooling or heat capacity TC... fuel Depends on the fuel flow F to the fuel heating circuit 104 cool And fuel supply temperature.

[0104] In addition, the heating requirement D on the heat transfer bus loop 150 heat Independent of heating fuel demand D on the thermal fuel circuit 120 fuel That is, heating demand D heat The hot fluid flow H is used to heat the heat transfer fluid T, while the heating fuel demand D is used for heating. fuel The heating fuel flow F to the fuel combustion position 126 burn For example, it is used for combustion in engine 46. However, the heat capacity or heating capacity of the hot fluid H HC heat It can be connected to the heat capacity or heating capacity HC of the heat fuel circuit 120. fuel For example, since engine 46 (which burns fuel F) is also the power unit for vehicle 10 and provides energy or mass flow input to heat source 142, heat source 142 heats the heat transfer fluid T flowing in heat transfer bus loop 150. Furthermore, fuel heating or heat capacity HC... fuel Depends on the fuel flow F to fuel combustion position 126 burn (e.g., the combustion flow rate of fuel F) and fuel supply temperature.

[0105] Furthermore, in some embodiments, system 100 may include control system 200, for example, for opening and / or closing one or more valves 112, 122, 124, 136, 164, 168, 178, 179 that may be included in a corresponding configuration of system 100, and / or for regulating the pump speed of one or more pumps 128, 169 that may be included in system 100. Exemplary control system 200 in... Figure 2 As shown in the image. It should be understood that... Figure 3-7BAny embodiment of system 100 shown may further include control system 200. Furthermore, valves 112, 122, 124, 136, 164, 168, 178, 179 and / or pumps 128, 169 may also be controlled in other ways. For example, in suitable embodiments, one or more valves 112, 122, 124, 136, 164, 168, 178, 179 may be passively actuated, for example, by temperature and / or pressure within and / or outside system 100. Thus, one or more valves 112, 122, 124, 136, 164, 168, 178, 179 of system 100 may be referred to as active systems (e.g., controlled by control system 200 or other actuation systems or components) or passive systems (e.g., passively actuated as described) for controlling fluid flow (e.g., flow of fuel F, flow of coolant C, flow of hot fluid H, and / or flow of heat transfer fluid T) in system 100.

[0106] like Figure 2 As shown, the exemplary control system 200 includes a controller 202 operatively connected to each of the valves 112, 122, 124 and the pump 128. Specifically, the controller 202 generally includes a network interface 204. The network interface 204 can operate with any suitable wired or wireless communication network for communicating data with, for example, the TMS 100, other components of the engine 46, and / or other components or systems not shown. As indicated by dashed lines, for Figure 2 In an exemplary embodiment, network interface 204 utilizes wireless communication network 206 to communicate data with other components. More specifically, through network interface 204 and wireless communication network 206, controller 202 can be operatively coupled to each of one or more valves 112, 122, 124, 136, 164, 168, 178, 179 and / or pumps 128, 169 included in a particular embodiment of system 100. Of course, it should be understood that while network interface 204 is for... Figure 2 The exemplary embodiment uses a wireless communication network 206, but in other embodiments, the network interface 204 may be replaced by a wired communication network or a combination of wired and wireless communication networks.

[0107] Still referencing Figure 2The controller 202 further includes one or more processors 208 and memory 210. Memory 210 stores data 212 and instructions 214 accessible by the one or more processors 208. The one or more processors 202 may include any suitable processing device, such as a microprocessor, microcontroller, integrated circuit, logic device, and / or other suitable processing device. The one or more memory devices 210 may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and / or other memory devices. When the instructions 214 are executed by the one or more processors 208, the instructions 214 cause the control system 200 to perform a function. The instructions 214 within memory 210 may be any set of instructions that, when executed by the one or more processors 208, cause the one or more processors 208 to perform an operation, such as one or more operations described herein. In some exemplary embodiments, the instructions 214 within memory 210 may be software written in any suitable programming language or may be implemented in hardware. Additionally and / or alternatively, the instructions may be executed in logical and / or virtual decoupled threads on the processor 208. The memory device 210 may further store other data 214 that can be accessed by the processor 208.

[0108] In this way, it should be understood that, in at least some exemplary embodiments, controller 202 may be configured to receive data from one or more sensors and / or components, and may control the operation of TMS 100 in response to data received from one or more sensors and / or components. For example, exemplary controller 202 may be configured to operate refrigerant switching valve 136 in response to data received from a refrigerant-cooled heat load 134 and / or a fuel-cooled heat load 114 (e.g., to increase the flow of coolant C to the refrigerant-cooled heat load 134 in response to receiving data indicating an increased cooling demand for the refrigerant-cooled heat load 134). Additionally and / or alternatively, exemplary controller 202 may be configured to operate fuel pump 128 in response to receiving data indicating the required fuel flow at fuel combustion position 126. Controller 202 may use other data to control one or more valves and / or one or more pumps of a particular configuration of system 100, wherein various exemplary configurations of system 100 are illustrated in Figure 2-7B middle.

[0109] In some embodiments, control system 200 and / or controller 202 may be part of an automated digital control system (e.g., full authority digital engine control (FADEC) on an aircraft) that controls one or more aspects of an engine (such as engine 46). For example, controller 202 may be, for instance, an electronic engine controller (EEC) or electronic control unit (ECU) of a FADEC, and may control fuel flow, engine geometry, and other parameters in addition to the functions described herein to optimize the performance of engine 46 during operation, such as during takeoff, flight, and landing of the aircraft. Various parameters, such as flight status, aircraft system status, and pilot commands, may be communicated to controller 202 using digital signals from systems such as avionics systems. As described herein, controller 202 may include various components for performing various operations and functions, such as one or more processors 208 and one or more memory devices 210. In other embodiments, controller 202 may perform specific functions described herein, and one or more other controllers may control various parameters to optimize the performance of engine 46 in addition to those specific functions. Therefore, the control system 200 (e.g., aircraft controller, FADEC, etc.) can control the storage or consumption of thermal energy in the control system 100 by controlling the accumulation and distribution of cooling and heating fuel F as described herein.

[0110] It should be understood that boxes 114, 134, and 154 shown in the figures (and described as heat loads) can represent heat exchangers. For example, heat load 114 shown as being disposed in fuel cooling circuit 102 for fuel cooling can be a fuel-cooled load heat exchanger for cooling one or more heat loads via heat exchange between fuel F and the heat load fluid. More specifically, box 114 in the figures can represent heat loads cooled by fuel F via heat exchange between a cooler or colder fuel F and a warmer or hotter heat load. Similarly, box 134 can represent heat loads cooled by coolant C via heat exchange between a cooler or colder coolant C and a warmer or hotter heat load, and box 154 can represent heat transfer fluid T cooling heat loads via heat exchange between a cooler or colder heat transfer fluid T and a warmer or hotter heat load. Therefore, although each of boxes 114, 134, and 154 may be referred to as a heat load, boxes 114, 134, and 154 may represent a heat exchanger for heat exchange between the corresponding fluid (fuel F, coolant C, heat transfer fluid T) and another fluid that is warmer or hotter than the corresponding fluid F, C, or T.

[0111] Furthermore, it should be understood that fuel F can be any suitable or appropriate fuel, for example, for use in engine 46 and / or vehicle 10. For example, in some embodiments, the fuel can be jet fuel or jet propellant (JP). In further embodiments, for example, when engine 100 is a hypersonic propulsion engine and / or vehicle 46 is a hypersonic vehicle, the fuel can be cryogenic or near-cryogenic.

[0112] Furthermore, the coolant C can be any suitable or appropriate coolant used in the cooling system 132. For example, the cooling system 132 module of system 100 can be a refrigeration cycle, and the coolant C can be a refrigerant. In other embodiments, as described herein, system 100 can be an open system that utilizes air (such as bleed air from engine 46 and / or vehicle 10) as the coolant C in the cooling system 132, and the air coolant can enter and be discharged from system 100 instead of continuing to circulate through system 100 in the coolant flow path loop 130.

[0113] Furthermore, in some embodiments, the working fluids used in system 100—coolant C and heat transfer fluid T—may depend on fuel F and / or each other. For example, a particular coolant C may be selected for use with a particular heat transfer fluid T in coolant transfer heat exchanger 152. Typically, each working fluid, i.e., each of coolant C and heat transfer fluid T (when used in system 100), may be an inert fluid, for example, to allow redundancy layers in system 100 to prevent volatile mixing of fuel F and working fluids C, T flowing in the respective coolant flow path 130 and heat transfer flow path 150. Examples of working fluids C, T may include, but are not limited to, the following: hot oil; supercritical fluids such as supercritical carbon dioxide (sCO2); liquid metals; standard industrial refrigerants (R-###ANSI / ASHRAE names), e.g., R-410a; and rare gases, which also carry refrigerant names. As an example, where fuel F is liquid hydrogen fuel (LH2 or refrigerant name R-702), coolant C and / or heat transfer fluid T can be helium (R-704) or neon (R-720), and more specifically, can be supercritical helium, supercooled liquid neon, transcritical neon, or supercritical neon. As another example, where fuel F is methane (R-50), coolant C and / or heat transfer fluid T can be nitrogen (R-728), argon (R-740), or krypton (R-784). More specifically, the working fluids C and T in the corresponding coolant flow path 130 and heat transfer flow path 150 can be transcritical or supercritical nitrogen, transcritical or supercritical argon, or supercooled liquid krypton, transcritical krypton, or supercritical krypton. As yet another example, where fuel F is jet fuel or jet propellant (JP), coolant C and / or heat transfer fluid T can be pentafluoroethane (R-410a) extinguishing medium, a near-azeotropic mixture of difluoromethane (R-32) and pentafluoroethane (R-125), carbon dioxide (CO2 or R-744), or a binary gas complex such as xenon plus another gas. More specifically, coolant C and / or heat transfer fluid T can be supercritical pentafluoroethane or supercritical carbon dioxide (sCO2). Further, in the event of a leak or other malfunction where fuel F and working fluids C and T may come into contact or mix together, extinguishing working fluids C and T such as supercritical carbon dioxide can be selected for fuel inerting or otherwise extinguishing the fire. Other working fluids C and T used in the corresponding flow paths 102, 126 may also be used.

[0114] Furthermore, it should be understood that although the vehicle 10 and the gas turbine engine 46 have been described, the thermal management system 100 described herein can have other applications. That is, the system 100 is not limited to use with gas turbine engines and / or vehicles such as aircraft. For example, in some embodiments, the TMS 100 can be incorporated into any other suitable aerospace propulsion system, such as hypersonic propulsion systems, turbofan engines, turboshaft engines, turboprop engines, turbojet engines, ramjet engines, supersonic ramjet engines, etc., or combinations thereof, such as combined cycle propulsion systems. Furthermore, in some embodiments, the TMS 100 can be incorporated into non-aerospace propulsion systems, such as land-based power generation propulsion systems, aerospace-derived propulsion systems, etc. Even further, in some embodiments, the TMS 100 can be incorporated into any other suitable propulsion system or vehicle, such as manned or unmanned aircraft.

[0115] Therefore, this subject matter provides systems and methods for accumulating cooled fuel and accumulating heated fuel by utilizing heat exchange between at least one working fluid and fuel. For example, this subject matter provides a single regenerative system that cools fuel to expand the heat capacity of the fuel cooling load, heats the fuel using a low-temperature heat source, and then utilizes additional vehicle and / or engine heat loads to raise the fuel temperature to the maximum temperature-related deoxygenated fuel benefit. The exemplary systems and methods described herein simultaneously recycle cold fuel for the cooling capacity of the thermal management system (TMS) and hot fuel for engine or propulsion efficiency. In other words, the exemplary systems and methods utilize a combined regenerative fuel cooling circuit and a regenerative fuel heating circuit, which are operated to maintain a cold fuel tank as a heat storage for the fuel cooling load and a hot fuel tank as a high-temperature storage for supplying heated fuel to the fuel combustion location (e.g., supplying heated deoxygenated fuel to the engine combustor). The operation of such a system can be substantially independent of vehicle TMS requirements and engine power; for example, the exemplary system can be operated to cool and / or heat the fuel based on the cooling system and heat source capacity. Therefore, the system described herein can effectively decouple the power / thermal management system (PTMS) load from engine thermal management while increasing the thermal load capacity for fuel cooling. In some embodiments, a single heat transfer bus combines cold and hot fuel loops with energy recovery potential, which can improve system efficiency.

[0116] As described herein, for example, during periods of relatively high cooling generation and relatively low cooling demand, cooling fuel is the accumulation of cooling capacity in the fuel, and during periods of relatively low cooling generation and relatively high cooling demand, the cooling capacity stored in the fuel can be extracted from the fuel. For example, an aircraft's thermal management system (TMS) can be configured such that when the primary thermal load cooling demand is relatively low and the fan duct cooling capacity (i.e., bleed air cooling capacity) is relatively high, additional cooling capacity available is offloaded to the fuel tank or container, effectively using the aircraft fuel for thermal energy storage. Furthermore, the TMS can be incorporated into a cooling system that is associated, for example, with engine operating conditions (e.g., engine power), causing the cooling capacity of the cooling system to vary, and the variable cooling capacity may not correspond to the cooling demand of one or more systems cooled via the TMS. Thus, embodiments of the TMS described herein capture the cooling capacity of the cooling system when cooling capacity is readily available and store cooling capacity for use when cooling capacity is not readily available but cooling demand is relatively high. Therefore, any excess cooling capacity can be used to cool the fuel tank or container, rather than attempting to balance heat generation and dissipation capabilities in a steady-state sense (e.g., rather than balancing aircraft heat generation and engine dissipation capabilities).

[0117] In some embodiments, heat transfer capacity can be reduced by diverting loads that would otherwise be cooled by heat transfer or bus loop cooling to the fuel system. More specifically, compared to a typical distribution of heat load between transfer- or bus-cooled loads and fuel-cooled loads, more load can be cooled by the fuel flowing through the fuel flow path of the TMS described herein. Therefore, the heat transfer flow path may require less or reduced cooling capacity, which can increase system efficiency, reduce system complexity, etc. Alternatively or additionally, the exemplary system described herein may extend the fuel cooling architecture at the lower end to increase the capacity for lower-temperature heat generation.

[0118] As described herein, cooling systems can utilize air, refrigerant, supercritical carbon dioxide (sCO2), etc., as coolants. Cooling systems can be open-loop or closed-loop; closed-loop systems can provide more constant capacity operation and may not require humidity management, but open-loop systems can be useful for some embodiments, such as when air is desired as the coolant. Cooling systems can operate or function under any possible conditions, for example, to keep the fuel cool, allowing more heat to be transferred to or contained within the fuel during periods of high cooling demand.

[0119] As further described herein, a cold fuel tank with excess cooling capacity unloaded can be used as an accumulator for localized fuel recirculation within the TMS. This can be an auxiliary TMS fuel tank downstream of the "main" fuel tank (e.g., an aircraft fuel tank), or it can be the "main" fuel tank itself. Therefore, the cold fuel tank of the TMS can be a TMS container or a fuel source for the engine and / or vehicle using the TMS. Furthermore, the system described herein utilizes fuel as a heat storage mechanism, providing a regenerative TMS solution utilizing available radiators. Therefore, additional heat storage systems such as wax or liquid metal can be avoided or eliminated, which also eliminates the disadvantages associated with such systems, such as wax requiring too much volume to be a viable heat storage system, and liquid metal being heavy and corrosive.

[0120] Another benefit or advantage of the system described herein is that the fuel flow path or fuel loop can be designed with rapid transient response capabilities. For example, to aid in cooling the aircraft's mission systems, the transient response of the cold fuel flow path can be designed to exceed the time constant used for air cycle machines (ACMs) (such as air-based coolers). Furthermore, it should be understood that the system described herein can effectively utilize existing systems to obtain chilled fuel during operation. Colder fuel can improve the dynamic temperature response during rapid deceleration or chopping, risking exceeding the effective, stable, or operating temperature limits of the fuel, as the metal components of the fuel system remain hot and may offset fuel pump heat generation. Additionally, when the airflow cooling flow decreases and / or stops, but the metal components of the fuel system remain hot, colder fuel can provide a backflow thermal management function, for example, by burning cooled fuel during aircraft landing, taxiing, and shutdown, to reduce and / or prevent fuel nozzle scorching, etc. Furthermore, additional thermal hysteresis can aid fuel power, for example, by preventing overheating of small or reduced fuel flows during engine chopping. Therefore, this topic provides the benefits and advantages of discussing the various thermal transient problems that may be encountered in the engines and / or vehicles (e.g., aircraft) in which systems can be used.

[0121] Furthermore, through heat transfer between the hot fluid (i.e., the fluid that provides fuel heating capacity) and the fuel, the systems and methods described herein can also provide cooling benefits by cooling the hot fluid, which can then be used to cool one or more other systems or components. For example, in the case where the hot fluid is engine bleed air used for turbine cooling, the systems and methods described herein can provide the benefit of cooled air as a result of heating the fuel to provide heated fuel for engine consumption.

[0122] Furthermore, the systems and methods described herein provide a fuel heating loop that regeneratively stores heat, such as engine and / or vehicle heat, in fuel stored in a fuel accumulator or fuel tank (which may be an intermediate fuel tank of the engine and / or vehicle) within the fuel system. This allows the heat stored in the fuel to be discharged back into the combustion stream, for example, to optimize specific fuel consumption (SFC) benefits of the heated fuel. That is, the systems and methods described herein can utilize heat stored during high-power or takeoff conditions to provide thermal fuel benefits under low-power or cruise conditions. For example, typical aircraft missions seek to optimize fuel combustion at low power (e.g., cruise), but aircraft engine exhaust heat is highest at power (e.g., takeoff), resulting in a persistent mismatch between fuel heating potential and thermal fuel demand. The heated fuel regeneration described herein provides a solution to this mismatch because the heated fuel can be stored, for example, in an intermediate thermal fuel tank local to the engine and / or TMS, instead of being returned to the fuel tank (e.g., the main fuel tank). Furthermore, known Brayton cycle thermal loops attempt to heat the heat transfer bus for heat transfer with fuel using multiple bleed air coolers and core flow path waste heat recovery to adequately heat the fuel to the desired fuel temperature. In contrast, the systems and methods described herein eliminate the need for heat exchange systems that operate only on specific aircraft mission segments and for heated fuel when bleed air coolers provide reduced cooling under low-power operating conditions. Further, as discussed in the section on fuel cooling loops of this subject, the systems and methods described herein can be advantageous compared to typical thermal energy storage media (such as waxes, liquid metals, and fusible alloys) that lack sufficient power density and / or are too corrosive or toxic. Utilizing fuel as a regenerative storage medium, as described herein, overcomes both of these problems, providing a thermal energy storage medium with sufficient power density and less corrosiveness and toxicity.

[0123] Furthermore, the systems and methods described herein can be implemented with or without a heat transfer bus; for example, direct fuel-air heat exchange is possible in embodiments of the systems and methods described herein. Further, this subject provides embodiments combining a cold fuel tank and a fuel cooler into a single component and / or combining a hot fuel tank and a fuel heater into a single component, either or both of which can simplify the thermal management system (e.g., requiring less space and / or fewer parts) and / or allow additional fuel cooling and / or heating as part of a closed system. Additionally, the bus cooler and fuel transfer (or bus fuel) heat exchanger described herein can be a regenerative heat exchanger that stores additional thermal energy, increasing the capacity and / or efficiency of the exemplary system.

[0124] Other benefits and advantages of the system described herein may also be apparent to those skilled in the art.

[0125] Other aspects of the invention are provided by the subject matter of the following provisions:

[0126] 1. A system comprising: a fuel cooling circuit including a cold fuel flow path, a fuel cooler heat exchanger, and a cold fuel tank, the cold fuel flow path having fuel flowing through it, the fuel cooler heat exchanger for cooling the fuel, the fuel cooler heat exchanger being in fluid communication with the cold fuel flow path, and the cold fuel tank being disposed along the cold fuel flow path for accumulating at least a portion of the cooled fuel; and a fuel heating circuit including a hot fuel flow path, a fuel heater heat exchanger, and a hot fuel tank, the hot fuel flow path for the flow of the fuel, the fuel heater heat exchanger for heating the fuel, the fuel heater heat exchanger being in fluid communication with the hot fuel flow path, and the hot fuel tank being disposed along the hot fuel flow path for accumulating at least a portion of the heated fuel, wherein the fuel cooling circuit is coupled to the fuel heating circuit such that the fuel circulates through both the fuel cooling circuit and the fuel heating circuit.

[0127] 2. The system of any of the preceding clauses, wherein the fuel connector line fluidly connects the cold fuel flow path and the hot fuel flow path.

[0128] 3. The system of any of the preceding clauses further includes a fuel pump disposed along the fuel connector line for driving the fuel from the cold fuel flow path to the hot fuel flow path.

[0129] 4. The system of any of the preceding clauses further includes a coolant flow path through which coolant flows and a cooling system for cooling the coolant, wherein the fuel cooler heat exchanger is in fluid communication with both the coolant flow path and the cold fuel flow path for heat exchange between the coolant and the fuel.

[0130] 5. The system of any of the preceding clauses further includes a first heat source for providing a flow of a first hot fluid, wherein the fuel heater heat exchanger is in fluid communication with both the flow of the first hot fluid and the hot fuel flow path for heat transfer between the first hot fluid and the fuel.

[0131] 6. The system of any of the preceding clauses further includes a heat transfer flow path having a heat transfer fluid flowing through it, the heat transfer flow path extending as a closed loop through both the fuel cooling circuit and the fuel heating circuit; and a heat exchanger disposed along the heat transfer flow path.

[0132] 7. The system of any of the preceding clauses further includes a heat transfer flow path having a heat transfer fluid flowing through it, the heat transfer flow path extending in a closed loop through both the fuel cooling circuit and the fuel heating circuit, wherein the fuel heater heat exchanger is in fluid communication with both the heat transfer flow path and the hot fuel flow path.

[0133] 8. The system of any of the preceding clauses further includes a bus cooler heat exchanger disposed downstream of the fuel heater heat exchanger, the bus cooler heat exchanger being in fluid communication with both a cooling source and the heat transfer flow path to cool the heat transfer fluid upstream of the fuel cooling circuit.

[0134] 9. The system of any of the preceding clauses further includes a first heat source for providing flow of a first hot fluid; a second heat source for providing flow of a second hot fluid; a heat transfer flow path having a heat transfer fluid flowing through it, the heat transfer flow path extending as a closed loop through both the fuel cooling circuit and the fuel heating circuit; an intermediate bus heater heat exchanger in fluid communication with both the second heat source and the heat transfer flow path to heat the heat transfer fluid; and a bus heater heat exchanger in fluid communication with both the first heat source and the heat transfer flow path downstream of the intermediate bus heater heat exchanger to heat the heat transfer fluid.

[0135] 10. The system of any of the preceding clauses further includes a first heat source regulating valve disposed between the first heat source and the bus heater heat exchanger for controlling the flow of the first hot fluid; and a second heat source regulating valve disposed between the second heat source and the intermediate bus heater heat exchanger for controlling the flow of the second hot fluid.

[0136] 11. The system of any of the preceding clauses further includes a bus cooler heat exchanger, the bus cooler heat exchanger being in fluid communication with both the heat transfer flow path downstream of the fuel heater heat exchanger and the cooling source to cool the heat transfer fluid, wherein the fuel heater heat exchanger is in fluid communication with both the heat transfer flow path and the hot fuel flow path.

[0137] 12. The system of any of the preceding clauses, wherein the fuel is used to cool the heat load upstream of the fuel heating circuit.

[0138] 13. The system of any of the preceding clauses further includes a cold fuel recirculation valve disposed in the cold fuel flow path, wherein the cold fuel recirculation valve is configured to regulate fuel flow between the cold fuel tank and the fuel heating circuit.

[0139] 14. The system of any of the preceding clauses further includes a hot fuel recirculation valve disposed in the hot fuel flow path, wherein the fuel is configured to flow to a fuel combustion position downstream of the fuel heating circuit, and wherein the hot fuel recirculation valve is configured to regulate fuel flow between the hot fuel tank and the fuel combustion position.

[0140] 15. The system of any of the preceding clauses, wherein the fuel is a deoxygenated fuel.

[0141] 16. The system of any of the preceding clauses, wherein the fuel cooler heat exchanger and the cold fuel tank are a single component.

[0142] 17. The system of any of the preceding clauses, wherein the fuel heater heat exchanger and the hot fuel tank are a single component.

[0143] 18. A method of operating an operating system, comprising: selectively operating a fuel cooling circuit in thermal communication with a cooling system to cool fuel flowing through the fuel cooling circuit and accumulating the cooled fuel in a cold fuel tank; selectively operating the fuel cooling circuit to cool a heat load cooled by the cooled fuel and directing the fuel to a fuel heating circuit; selectively operating the fuel heating circuit in thermal communication with a heat source to heat the fuel flowing through the fuel heating circuit and accumulating the heated fuel in a hot fuel tank; and selectively operating the fuel heating circuit to direct at least a portion of the fuel to a fuel combustion location for consumption of the fuel and to recirculate the remaining portion of the fuel through the fuel heating circuit.

[0144] 19. The method of any of the preceding clauses, wherein a cold fuel recirculation valve is disposed in the fuel cooling circuit for selectively operating the fuel cooling circuit, and wherein a hot fuel recirculation valve is disposed in the fuel heating circuit for selectively operating the fuel heating circuit.

[0145] 20. The method of any of the preceding clauses, wherein a fuel heater valve is disposed in the fuel heating circuit for selectively operating the fuel heating circuit to accumulate heated fuel in the hot fuel tank.

[0146] 21. The method of any of the preceding clauses further comprises: selectively operating one or more valves to adjust the flow F of the fuel to the hot fuel tank. HtankThe flow F of the fuel to the fuel combustion location burn The flow of the heating fuel is controlled between these points, wherein the fuel has a heating capacity HC. fuel And the fuel combustion location has a heating requirement D fuel And wherein the flow of the fuel is controlled such that when D fuel >HC fuel At that time, F Htank / F burn <-0.50.

[0147] 22. The method of any of the preceding clauses further comprises: selectively operating a heat transfer circuit thermally connected to both the heat transfer cooled load and the heat source, such that the heat transfer circuit cools the heat transfer cooled load and heats the fuel; and selectively operating one or more valves to control the flow F of the fuel to the hot fuel tank. Htank The flow F of the fuel to the fuel combustion location burn The flow of the heating fuel is controlled between the two fluids, wherein the hot fluid has a heating capacity HC. heat Furthermore, the heat transfer circuit has a heating requirement D. heat And wherein the flow of the fuel is controlled such that when HC heat >D heat At that time, F Htank / F burn >1.

[0148] 23. The method of any of the preceding clauses further comprises: selectively operating one or more valves to adjust the flow F of the fuel to the cold fuel tank. Ctank The flow F of the fuel to the fuel heating circuit cool The flow of the cooling fuel is controlled between the cooling systems, wherein the cooling system uses a coolant flowing along a coolant flow path to cool the fuel, the coolant having a heat capacity TC. cool And the fuel has a heat capacity TC fuel The fuel cooling circuit includes a heat load L cooled by the coolant. cool and the heat load L cooled by the fuel fuel The flow of the fuel is controlled such that when TC cool >L cool At that time, F Ctank / F cool >1.

[0149] 24. The method of any of the preceding clauses further comprises: selectively operating one or more valves to adjust the flow F of the fuel to the cold fuel tank. CtankThe flow F of the fuel to the fuel heating circuit cool The flow of the cooling fuel is controlled between the cooling systems, wherein the cooling system uses a coolant flowing along a coolant flow path to cool the fuel, the coolant having a heat capacity TC. cool And the fuel has a heat capacity TC fuel The fuel cooling circuit includes a heat load L cooled by the coolant. cool and the heat load L cooled by the fuel fuel The flow of the fuel is controlled such that TC cool >L cool At that time, F Ctank / F cool >-0.50.

[0150] 25. A system comprising: a cold fuel tank for accumulating fuel; a hot fuel tank for accumulating fuel at a temperature higher than that of the fuel in the cold fuel tank; and a heat transfer flow path thermally connected to both the cold fuel tank and the hot fuel tank, wherein the fuel flows along the flow path to fluidly connect the cold fuel tank and the hot fuel tank.

[0151] 26. The system of any of the preceding clauses further includes: a coolant flow path, said coolant flow path comprising a heat capacity TC cool The coolant, the coolant flow path including the cooling system and the heat load L cooled by the coolant. cool The cooling system is configured to cool the coolant; a cold fuel flow path is provided for the fuel to flow along, the fuel having a heat capacity TC. fuel The cold fuel flow path includes the cold fuel tank and the heat load L for fuel cooling. fuel ; a coolant-fuel heat exchanger, which is in thermal communication with the fuel and coolant, such that heat flows from the fuel to the coolant to cool the fuel; and an active or passive system configured to control the flow of the fuel from the coolant-fuel heat exchanger to the cold fuel tank for accumulating cooled fuel. Ctank and the flow F of the fuel to hot fuel flow path cool This makes when TC cool >L cool At that time, F Ctank / F cool >1, and when L fuel >TC fuel At that time, F Ctank / F cool>-0.50.

[0152] 27. The system of any of the preceding clauses further includes: a heat source, said heat source providing a heating capacity HC heat A hot fluid; a heat transfer fluid, the heat transfer fluid flowing along the heat transfer flow path, the heat transfer fluid being in thermal communication with the hot fluid, such that heat flows from the hot fluid to the heat transfer fluid to heat the heat transfer fluid, the heat transfer fluid being placed on the heat source to meet the heating requirement D. heat ; a fuel heater heat exchanger, which is in thermal communication with the fuel and the heat transfer fluid, such that heat flows from the heat transfer fluid to the fuel to heat the fuel; a hot fuel flow path, along which the fuel has a heating capacity HC heat The hot fuel flow path includes the hot fuel tank; and an active or passive system configured to control the flow of fuel from the fuel heater heat exchanger to the hot fuel tank for accumulating heated fuel. Htank and the flow F of the fuel to the fuel combustion location burn , so that when HC heat >D heat At that time, F Htank / F burn >1, and when D fuel >HC fuel At that time, F Htank / F burn <-0.50.

[0153] This written description uses examples to disclose the invention, including the best mode, and also enables those skilled in the art to practice the invention, including making and using any device or system and performing any combination of methods. The scope of patentability of the invention is defined by the claims, but may include other examples that would occur to those skilled in the art. Such other examples will be within the scope of the claims if they comprise structural elements that are not different from the wording of the claims, or if they comprise equivalent structural elements that are not substantially different from the wording of the claims.

Claims

1. A system, characterized in that, include: Fuel cooling circuit, the fuel cooling circuit including A cold fuel flow path through which fuel flows. A fuel cooler heat exchanger, wherein the fuel cooler heat exchanger is used to cool the fuel, and the fuel cooler heat exchanger is in fluid communication with the flow path of the cold fuel. A cold fuel tank, disposed along the cold fuel flow path, for accumulating at least a portion of the cooling fuel; Fuel heating circuit, the fuel heating circuit including A thermal fuel flow path, wherein the thermal fuel flow path is used for the flow of the fuel. A fuel heater heat exchanger, used to heat the fuel, wherein the fuel heater heat exchanger is in fluid communication with the hot fuel flow path, and A hot fuel tank, disposed along the hot fuel flow path, for accumulating at least a portion of the heating fuel; and A heat transfer flow path through which a heat transfer fluid flows, the heat transfer flow path extending as a closed loop through both the fuel cooling circuit and the fuel heating circuit. The fuel cooling circuit is connected to the fuel heating circuit, such that the fuel circulation passes through both the fuel cooling circuit and the fuel heating circuit.

2. The system according to claim 1, characterized in that, The fuel connector pipeline fluidly connects the cold fuel flow path and the hot fuel flow path.

3. The system according to claim 2, characterized in that, Further includes: A fuel pump, disposed along the fuel connector line, is used to drive the fuel from the cold fuel flow path to the hot fuel flow path.

4. The system according to claim 1, characterized in that, Further includes: It has a coolant flow path through which the coolant flows and a cooling system for cooling the coolant. The fuel cooler heat exchanger is in fluid communication with both the coolant flow path and the cold fuel flow path for heat exchange between the coolant and the fuel.

5. The system according to claim 1, characterized in that, Further includes: A first heat source, which provides the flow of a first hot fluid. The fuel heater heat exchanger is in fluid communication with both the flow path of the first hot fluid and the flow path of the hot fuel, for heat transfer between the first hot fluid and the fuel.

6. The system according to claim 1, characterized in that, Further includes: A heat exchanger, which is disposed along the heat transfer flow path.

7. The system according to claim 1, characterized in that, The fuel heater heat exchanger is in fluid communication with both the heat transfer flow path and the hot fuel flow path.

8. The system according to claim 1, characterized in that, Further includes: A bus cooler heat exchanger is disposed downstream of the fuel heater heat exchanger and is in fluid communication with both the cooling source and the heat transfer flow path to cool the heat transfer fluid upstream of the fuel cooling circuit.

9. The system according to claim 1, characterized in that, Further includes: A first heat source, wherein the first heat source is used to provide the flow of a first hot fluid; A second heat source, which provides the flow of a second hot fluid; An intermediate bus heater heat exchanger is in fluid communication with both the second heat source and the heat transfer flow path to heat the heat transfer fluid. and A bus heater heat exchanger is in fluid communication with both the first heat source and the heat transfer flow path downstream of the intermediate bus heater heat exchanger to heat the heat transfer fluid.

10. The system according to claim 9, characterized in that, Further includes: A first heat source regulating valve is disposed between the first heat source and the bus heater heat exchanger, and is used to control the flow of the first heat fluid. and The second heat source regulating valve is disposed between the second heat source and the intermediate bus heater heat exchanger, and is used to control the flow of the second heat fluid.

11. The system according to claim 9, characterized in that, Further includes: A bus cooler heat exchanger is in fluid communication with both the heat transfer flow path downstream of the fuel heater heat exchanger and the cooling source to cool the heat transfer fluid. The fuel heater heat exchanger is in fluid communication with both the heat transfer flow path and the hot fuel flow path.

12. The system according to claim 1, characterized in that, The fuel is used to cool the heat load upstream of the fuel heating circuit.

13. The system according to claim 1, characterized in that, Further includes: A cold fuel recirculation valve is disposed in the cold fuel flow path. The cold fuel recirculation valve is configured to regulate the flow of fuel between the cold fuel tank and the fuel heating circuit.

14. The system according to claim 1, characterized in that, Further includes: A hot fuel recirculation valve is disposed in the hot fuel flow path. The fuel is configured to flow to a fuel combustion location downstream of the fuel heating circuit, and The hot fuel recirculation valve is configured to regulate the flow of fuel between the hot fuel tank and the fuel combustion position.

15. The system according to claim 1, characterized in that, The fuel mentioned therein is a deoxygenated fuel.

16. A method of operating the system according to any one of claims 1-15, characterized in that, include: Selectively operate the fuel cooling circuit to cool the fuel flowing through the fuel cooling circuit and accumulate the cooled fuel in the cold fuel tank; Selectively operate the fuel cooling circuit to cool the fuel-cooled heat load with the cooling fuel and direct the fuel to the fuel heating circuit; The fuel heating circuit is selectively operated to heat the fuel flowing through the fuel heating circuit and to accumulate the heated fuel in the hot fuel tank; and The fuel heating circuit is selectively operated such that at least a portion of the fuel flows to the fuel combustion location for consumption, and the remainder of the fuel is recirculated through the fuel heating circuit.

17. The method according to claim 16, characterized in that, The cold fuel recirculation valve is disposed in the fuel cooling circuit for selectively operating the fuel cooling circuit, and the hot fuel recirculation valve is disposed in the fuel heating circuit for selectively operating the fuel heating circuit.

18. The method according to claim 16, characterized in that, Further includes: Selectively operate one or more valves to control the flow F of fuel to the hot fuel tank. Htank The flow F of the fuel to the fuel combustion location burn Between, control the flow of the heating fuel, The fuel has a heating capacity of HC fuel And the fuel combustion location has a heating requirement D fuel ,and The flow of the fuel is controlled such that when D fuel > HC fuel At that time, F Htank / F burn < -0.

50.

19. The method according to claim 16, characterized in that, Further includes: Selectively operate a heat transfer circuit that is thermally connected to both the load being cooled and the heat source, such that the heat transfer circuit cools the load being cooled and heats the fuel; and Selectively operate one or more valves to control the flow F of fuel to the hot fuel tank. Htank The flow F of the fuel to the fuel combustion location burn Between, control the flow of the heating fuel, The heat source provides a heat fluid with a heating capacity of HC. heat Furthermore, the heat transfer circuit has a heating requirement D. heat ,and The flow of the fuel is controlled such that when HC heat > D heat At that time, F Htank / F burn > 1.

20. The method according to claim 16, characterized in that, Further includes: Selectively operate one or more valves to control the flow F of fuel to the cold fuel tank. Ctank The flow F of the fuel to the fuel heating circuit cool In between, the flow of the cooling fuel is controlled. The fuel cooler heat exchanger uses a coolant flowing along a coolant flow path to cool the fuel, the coolant having a heat capacity TC. cool And the fuel has a heat capacity TC fuel , The fuel cooling circuit includes a heat load L cooled by the coolant. cool and the heat load L cooled by the fuel fuel , The flow of the fuel is controlled such that when TC cool > L cool At that time, F Ctank / F cool > 1.

21. The method according to claim 16, characterized in that, Further includes: Selectively operate one or more valves to control the flow F of fuel to the cold fuel tank. Ctank The flow F of the fuel to the fuel heating circuit cool In between, the flow of the cooling fuel is controlled. The fuel cooler heat exchanger uses a coolant flowing along a coolant flow path to cool the fuel, the coolant having a heat capacity TC. cool And the fuel has a heat capacity TC fuel , The fuel cooling circuit includes a heat load L cooled by the coolant. cool and the heat load L cooled by the fuel fuel , The flow of the fuel is controlled such that TC cool > L cool At that time, F Ctank / F cool > -0.

50.

22. A system, characterized in that, include: Fuel cooling circuit, the fuel cooling circuit including A cold fuel flow path through which fuel flows, the fuel having a heating capacity HC fuel , A fuel cooler heat exchanger, wherein the fuel cooler heat exchanger is used to cool the fuel, and the fuel cooler heat exchanger is in fluid communication with the flow path of the cold fuel. A cold fuel tank, disposed along the cold fuel flow path, for accumulating at least a portion of the cooling fuel; Fuel heating circuit, the fuel heating circuit including A thermal fuel flow path through which the fuel flows. A fuel heater heat exchanger, used to heat the fuel, wherein the fuel heater heat exchanger is in fluid communication with the hot fuel flow path, and A hot fuel tank, disposed along the hot fuel flow path, is used to accumulate at least a portion of the heating fuel. The fuel cooling circuit is connected to the fuel heating circuit, such that the fuel circulation passes through both the fuel cooling circuit and the fuel heating circuit. A heat source, the heat source providing a heating capacity HC heat The flow of hot fluids; A heat transfer flow path is provided, through which a heat transfer fluid flows, the heat transfer fluid being in thermal communication with a heat source, allowing heat to flow from the heat source to the heat transfer fluid to heat the heat transfer fluid, and the heat transfer fluid generating a heating demand D on the heat source. heat The heat transfer flow path is in fluid communication with the fuel heater heat exchanger, such that heat flows from the heat transfer fluid to the fuel to heat the fuel; and One or more valves, the one or more valves being configured to control the flow of the heating fuel from the fuel heater heat exchanger to the hot fuel tank to accumulate the flow of the heating fuel F Htank And the flow F of the heated fuel to the fuel combustion location burn This makes when HC heat > D heat At that time, F Htank / F burn > 1, and when D fuel > HC fuel At that time, F Htank / F burn < -0.50.

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