Thermal management system with fuel cooling

Abstract

Systems and methods for operating a system are provided. For example, the system includes: a coolant flow path having a coolant flowing therethrough; a cooling system for cooling the coolant disposed along the coolant flow path; a fuel flow path having a fuel flowing therethrough; a heat exchanger fluidly connected to the coolant flow path and the fuel flow path for heat transfer between the coolant and the fuel to cool the fuel; and a fuel tank for cumulative cooling of the fuel. The fuel is thermally connected to a first heat load to cool the load. An exemplary method includes: flowing a heat exchange fluid along the flow path; flowing the fuel along the fuel flow path including the fuel tank; passing both the heat exchange fluid and the fuel through the heat exchanger to cool the fuel; and controlling the flow of fuel from the heat exchanger to the fuel tank for cumulative cooling of the fuel.

Description

Technical Field

[0001] The present subject matter relates generally to power and / or thermal management systems and, more particularly, to thermal management systems that utilize fuel of an engine and / or vehicle for regenerative cooling capacity. Background Art

[0002] Vehicles such as aircraft, and engines such as gas turbine engines that may be used, for example, for power generation of such vehicles or for other applications, typically have one or more systems that generate heat. Typically, a thermal management system (TMS) is provided to manage heat generation of the vehicle and / or engine. However, the TMS tends to generate cooling capacity during periods of low cooling demand (i.e., when heat generation is low), and may not generate sufficient cooling capacity during periods of high cooling demand. As a result, excess cooling capacity is typically lost and unavailable when increased cooling capacity is needed. Therefore, improvements in vehicles such as aircraft, engines (including vehicle engines), and thermal management systems that help overcome these problems and / or exploit potential opportunities (such as the thermal capacity of the engine and / or vehicle fuel) would be useful. Summary of the invention

[0003] Aspects and advantages of the invention will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the invention.

[0004] In an exemplary embodiment of the present subject matter, a system is provided. The system includes: a coolant flow path having a coolant flowing therethrough; a cooling system for cooling the coolant disposed along the coolant flow path; a fuel flow path having a fuel flowing therethrough; and a coolant-fuel heat exchanger for heat transfer between the coolant and the fuel to cool the fuel. The coolant-fuel heat exchanger is fluidly connected to both the coolant flow path and the fuel flow path. The system further includes a fuel tank for accumulating cooled fuel. The fuel is in thermal communication with a first heat load to cool the first heat load.

[0005] In another exemplary embodiment of the present subject matter, a system is provided. The system includes: a coolant flow path having a coolant flowing therethrough; a fuel flow path having a fuel flowing therethrough; a heat transfer flow path having a heat transfer fluid flowing therethrough; a fuel transfer heat exchanger for heat transfer between the fuel and the heat transfer fluid to cool the fuel, the fuel transfer heat exchanger being fluidly connected to both the fuel flow path and the heat transfer flow path; and a fuel tank for accumulating cooled fuel, wherein the fuel is in thermal communication with a first heat load to cool the first heat load, and the heat transfer fluid is in thermal communication with a second heat load to cool the second heat load.

[0006] In another exemplary embodiment of the present subject matter, a method of operating a system is provided. The method includes: flowing a coolant along a coolant flow path, the coolant flow path including a cooling system, such that the coolant passes through the cooling system to cool the coolant, the coolant flow path further including a heat load L cooled by the coolant cool ; The fuel flows along a fuel flow path, the fuel flow path includes a fuel tank for accumulating fuel and a heat load L for cooling the fuel fuel ; passing both coolant and fuel through a coolant-fuel heat exchanger to cool the fuel; and controlling the flow of fuel from the coolant-fuel heat exchanger to a fuel tank for accumulating cooled fuel. The coolant has a heat capacity TC cool , and the fuel has a heat capacity TC fuel .

[0007] These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims.The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present invention and, together with the description, serve to explain the principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In the specification with reference to the accompanying drawings, a complete and enabling disclosure of the present invention including its best mode is set forth for those skilled in the art, wherein:

[0009] Figure 1A is a top view of an aircraft vehicle according to an exemplary embodiment of the present subject matter.

[0010] Figure 1B yes Figure 1A A side view of an exemplary aircraft vehicle.

[0011] Figure 1C is a schematic cross-sectional view of a gas turbine engine according to an exemplary embodiment of the present subject matter.

[0012] Figure 2A-9B is a flow chart of a thermal management system according to various exemplary embodiments of the present subject matter. DETAILED DESCRIPTION

[0013] Reference will now be made in detail to embodiments of the present invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter references to the features in the drawings. The same or similar references in the drawings and description have been used to refer to the same or similar parts of the present invention.

[0014] The word “exemplary” is used herein to mean “serving 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.

[0015] As used herein, the terms “first,” “second,” and “third” may be used interchangeably to distinguish one component from another, and are not intended to indicate the position or importance of each component.

[0016] The terms "forward" and "rearward" refer to relative positions within a gas turbine engine or vehicle and refer to the normal operating attitude of the gas turbine engine or vehicle. For example, for a gas turbine engine, forward refers to a position closer to the engine inlet, and rearward refers to a position closer to the engine nozzle or exhaust.

[0017] The terms "upstream" and "downstream" refer to relative directions relative to the flow of a fluid in a fluid path. For example, "upstream" refers to the direction from which the fluid is flowing, and "downstream" refers to the direction toward which the fluid is flowing.

[0018] Unless otherwise specified herein, the terms "coupled," "fixed," "attached to," and the like refer to both being directly coupled, fixed, or attached, as well as being indirectly coupled, fixed, or attached via one or more intermediate components or features.

[0019] The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise.

[0020] Approximate language used herein throughout the specification and claims is applied to modify any quantitative representation that can be allowed to vary without causing a change in the basic function associated therewith. Therefore, the value modified by one or more terms such as "approximately", "approximately" and "substantially" is not limited to the specified precise value. In at least some instances, approximate language can correspond to the accuracy of an instrument used to measure a value, or the accuracy of a method or machine used to construct or manufacture a component and / or system. Approximate language can refer to within a margin of + / - 1, 2, 4, 10, 15 or 20% of any of the endpoints of a single value, a range of values ​​and / or a range of defined values.

[0021] Here and throughout the specification and claims, range limitations are combined and interchanged, and unless context or language indicates otherwise, these ranges are identified and include all sub-ranges contained therein. For example, all ranges disclosed herein include the endpoints, and the endpoints are independently combinable with each other.

[0022] Reference is now made to the drawings, wherein like numerals refer to like elements throughout. Figure 1A A top view of an exemplary aircraft vehicle 10 is provided that may be incorporated into various embodiments of the present subject matter. Figure 1B Provide as Figure 1A FIG. 2 is a view of the port side 24 of the aircraft 10 shown. Figure 1A and1B As shown collectively, the aircraft 10 defines a longitudinal direction L, a vertical direction V, a lateral direction T extending therethrough. V , a forward end 14 and a rearward end 16.

[0023] Furthermore, the aircraft 10 includes a fuselage 20 extending longitudinally from the forward end 14 of the aircraft 10 toward the rearward end 16 of the aircraft 10, 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 transverse direction T relative to the longitudinal direction L. V The second wing 22B similarly extends outward from the fuselage 20 . Further, the second wing 22B similarly extends from the starboard side 26 of the fuselage 20 generally along the transverse direction T relative to the longitudinal direction L. V Extending outwardly from the fuselage 20 . Each wing 22A, 22B of the depicted exemplary embodiment includes one or more leading edge flaps 28 and one or more trailing edge flaps 30 .

[0024] Still refer to Figure 1A and 1B The exemplary aircraft 10 of the present disclosure further includes a vertical stabilizer 32 and a pair of horizontal stabilizers 36, the vertical stabilizer 32 having a rudder flap 34 for yaw control, and each horizontal stabilizer 36 having an elevator flap 38 for pitch control. The fuselage 20 further includes an outer surface 40. However, it should be understood that in other exemplary embodiments of the present disclosure, the aircraft 10 may additionally or alternatively include a vertical stabilizer 32 that can be directly along the vertical direction V or the horizontal / lateral direction T. V The extension may or may not be directly along the vertical direction V or the horizontal / lateral direction T V Any other suitable configuration of the extended stabilizer. Additionally, alternative stabilizers may be of any suitable shape, size, configuration, or orientation while remaining within the scope of the present subject matter.

[0025] Figure 1A and 1B The exemplary aircraft 10 also includes a propulsion system. The depicted exemplary propulsion system includes a plurality of aircraft engines, at least one of which is mounted to each wing 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 below the wings 22A, 22B in an underwing configuration (see, e.g., Figure 1C). However, 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 turbojets, turboshaft engines, turboprop engines, etc. Further, in still other exemplary embodiments, the propulsion system may include one or more electric or hybrid electric aircraft engines (e.g., electric fans).

[0026] Reference now Figure 1C , a schematic cross-sectional view of a gas turbine engine according to an exemplary embodiment of the present disclosure is provided. More specifically, for Figure 1C In some embodiments, the gas turbine engine is a high bypass turbofan jet engine 200, referred to herein as "turbofan engine 200" or "engine 200". It is worth noting that in at least some embodiments, Figure 1A and 1B The aircraft engines 42, 44 may be used in conjunction with the aircraft engines discussed below. Figure 1C The exemplary turbofan engine 200 depicted in FIG. 2 is constructed in substantially the same manner.

[0027] like Figure 1C As shown, the turbofan engine 200 defines an axial direction A (extending parallel to a longitudinal centerline 201 provided for reference), a radial direction R, and a circumferential direction (extending about the axial direction A; Figure 1C Generally, the turbofan engine 200 includes a fan section 202 and a turbine 204 disposed downstream of the fan section 202 .

[0028] The depicted exemplary turbomachine 204 generally includes a substantially tubular casing 206 defining an annular inlet 208. The casing 206 surrounds, in serial flow relationship, a compressor section including a supercharger or low pressure (LP) compressor 210 and a high pressure (HP) compressor 212; a combustion section 214; a turbine section including a high pressure (HP) turbine 216 and a low pressure (LP) turbine 218; and an ejection exhaust nozzle section 220. The compressor section, the combustion section 214, and the turbine section together at least partially define a core air flow path 221 extending from the annular inlet 208 to the ejection exhaust nozzle section 220. The turbofan engine 200 further includes one or more drive shafts. More specifically, turbofan engine 200 includes a high pressure (HP) shaft or spool 222 drivingly connecting HP turbine 216 to HP compressor 212 and a low pressure (LP) shaft or spool 224 drivingly connecting LP turbine 218 to LP compressor 210 .

[0029] For the depicted embodiment, fan section 202 includes a fan 226 having a plurality of fan blades 228 coupled to disk 230 in a spaced-apart manner. As depicted, fan blades 228 extend outwardly from disk 230 generally in a radial direction R. Fan blades 228 and disk 230 are rotatable together about longitudinal axis 201 via LP shaft 224. In some embodiments, a power gearbox having a plurality of gears may be included for stepping down the rotational speed of LP shaft 224 to a more efficient rotational fan speed.

[0030] Still refer to Figure 1C In an exemplary embodiment of the present invention, the disk 230 is covered by a rotatable forward hub or nacelle 236 having an aerodynamic profile to facilitate airflow through a plurality of fan blades 228. In addition, the exemplary fan section 202 includes an annular fan case or outer nacelle 238 that circumferentially surrounds the fan 226 and / or at least a portion of the turbine 204. It should be understood that the nacelle 236 can be configured to be supported relative to the turbine 204 by a plurality of circumferentially spaced outlet guide vanes 240. In addition, a downstream section 242 of the nacelle 238 can extend over the exterior of the turbine 204 so as to define a bypass airflow passage 244 therebetween.

[0031] During operation of turbofan engine 200, a volume of air 246 enters turbofan engine 200 through nacelle 238 and / or associated inlet 248 of fan section 202. As volume of air 246 passes through fan blades 238, a first portion of air 246, indicated by arrow 250, is directed or directed into bypass airflow passage 244, and a second portion of air 246, indicated by arrow 252, is directed or directed to LP compressor 210. The ratio between first portion of air 250 and second portion of air 252 is generally referred to as a bypass ratio. When second portion of air 252 is directed through high pressure (HP) compressor 212 and into combustion section 214, the pressure of second portion of air 252 is subsequently increased, and second portion of air 252 is mixed with fuel and combusted in combustion section 214 to provide combustion gases 254.

[0032] The combustion gases 254 are directed through the HP turbine 216 where a portion of the heat and / or kinetic energy from the combustion gases 254 is extracted via successive stages of HP turbine stator blades coupled to the housing 206 and HP turbine rotor blades coupled to the HP shaft or spool 222, thereby causing the HP shaft or spool 222 to rotate, thereby supporting the operation of the HP compressor 212. The combustion gases 254 are then directed through the LP turbine 218 where a second portion of the heat and kinetic energy is extracted from the combustion gases 254 via successive stages of LP turbine stator blades coupled to the housing 206 and LP turbine rotor blades coupled to the LP shaft or spool 224, thereby causing the LP shaft or spool 224 to rotate, thereby supporting the operation of the LP compressor 212 and / or the rotation of the fan 226.

[0033] The combustion gases 254 are then directed through the jet exhaust nozzle section 220 of the turbine 204 to provide propulsive thrust. At the same time, the pressure of the first portion of air 250 is significantly increased when it is directed through the bypass airflow passage 244 before being discharged from the fan nozzle exhaust section 256 of the turbofan engine 200, also providing propulsive thrust. The HP turbine 216, the LP turbine 218, and the jet exhaust nozzle section 220 at least partially define a core air flow path 221 for directing the combustion gases 254 through the turbine 204.

[0034] As described above, the second portion of air 252 is mixed with fuel in the combustion section 214 to produce combustion gases 254. Figure 1C 2, engine 200 may include a fuel delivery system 260 for providing fuel to combustion section 214 of engine 200. Fuel delivery system 260 may include a fuel tank 262 and one or more fuel delivery lines 264 that may form a fuel flow path from a fuel source (fuel tank 262) to combustion section 214. However, in other embodiments, fuel delivery system 260 may be considered as part of a vehicle, such as aircraft 10, in which engine 200 is installed, rather than as part of engine 200. Further, it should be understood that, although not described herein, exemplary aircraft 10 may include a fuel delivery system, such as fuel delivery system 260, for providing fuel to engines 42, 44, which may or may not be configured as described with respect to engine 200.

[0035] It should be understood that Figure 1CThe exemplary turbofan engine 200 depicted in FIG. 2 is provided as an example only. In other exemplary embodiments, any other suitable engine may be used with aspects of the present 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 manner, it should be further understood that in other embodiments, the gas turbine engine may have any other suitable configuration, such as any other suitable number or arrangement of shafts, compressors, turbines, fans, etc. In addition, although Figure 1C The exemplary gas turbine engine depicted in FIG. 2 is schematically illustrated as a direct drive, fixed pitch turbofan engine 200, but in other embodiments, the gas turbine engine of the present disclosure may be a geared gas turbine engine (i.e., including a gearbox between a fan 226 and a shaft driving the fan (such as LP shaft 224)), a variable pitch gas turbine engine (i.e., including a fan 226 having a plurality of fan blades 228 that are rotatable about their respective pitch axes P), a mixed flow turbofan engine, a turbojet engine, a non-ducted fan architecture, etc. Further, 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. Still further, in alternative embodiments, aspects of the present disclosure may be incorporated into or otherwise used with any other type of engine (such as a reciprocating engine).

[0036] Now go to Figure 2A and 2B , the present subject matter also provides a TMS, such as may be used with an engine 200. More specifically, a thermal management system 100 (TMS 100 or system 100) may manage thermal transients of one or more systems and / or devices of an engine 200 and / or a vehicle 10 in which the engine 200 is installed. For example, the TMS 100 may be used to cool one or more thermal loads of an engine 200 or a vehicle 10 including the engine 200 in order to manage thermal transients.

[0037] like Figure 2AAs shown, the TMS 100 may generally include a coolant flow path 102 having a coolant C flowing therethrough, a fuel flow path 104 having a fuel F flowing therethrough, and a coolant-fuel heat exchanger 106 for heat transfer between the coolant C and the fuel F. It should be understood that the coolant-fuel heat exchanger 106 may be fluidly connected to both the coolant flow path 102 and the fuel flow path 104 to place the coolant C and the fuel F in thermal communication with each other. In the exemplary embodiment depicted, the fuel F (i.e., the mass flow of the fuel) is used to cool the thermal load 108 before flowing to a fuel usage location 110 downstream of the thermal load 108 cooled by the fuel. The fuel usage location 110 may be, for example, a combustor or combustion section of an engine, such as the combustion section 214 of the engine 200. In other embodiments, the fuel usage location 110 may be one or more fuel-driven actuators, one or more fuel recirculation loops, and / or an afterburner or booster on the engine 200 and / or the vehicle 10.

[0038] like Figure 2A As further illustrated in FIG. 2 , in some exemplary embodiments, the system 100 may also include a cooling system 112 for cooling the coolant C in the coolant flow path 102. That is, as shown in FIG. 2 , the cooling system 112 may receive a cooling input 114, such as a flow of coolant C from a coolant source. The coolant C flows through the cooling system 112 to reduce its temperature from an input temperature at an inlet 112a of the cooling system 112 to a lower output temperature at an outlet 112b of the cooling system 112. More specifically, the cooling system 112 may be configured to reduce the temperature of the coolant C to a temperature lower than that of the fuel F, that is, the output temperature of the coolant C from the cooling system 112 may be lower than the temperature of the fuel F flowing through the fuel flow path 104.

[0039] The coolant C at the lower output temperature flows from the cooling system outlet 112b along the coolant flow path 102 to the coolant fuel heat exchanger 106. Therefore, the TMS 100 thermally couples the cold section or coolant C output from the cooling system 112 to the fuel flow path 104 via the coolant fuel heat exchanger 106. Additionally or alternatively, at least a portion of the coolant C output from the cooling system 112 may flow to the thermal load 116 to cool the thermal load 116. The refrigerant switching valve 118 may be positioned in the coolant flow path 102 to control the amount of coolant C flowing to the coolant fuel heat exchanger 106 and / or the coolant-cooled thermal load 116. That is, the refrigerant switching valve 118 may be a flow splitter or a regulating valve capable of controlling the flow split between the coolant fuel heat exchanger 106 and the coolant-cooled thermal load 116.

[0040] A variety of coolants C may be suitable for use in TMS 100. Figure 2A In the exemplary embodiment illustrated in FIG. 1 , the cooling system 112 and the coolant flow path 102 may form a closed loop flow path. In such an embodiment, the cooling system 112 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 refrigerant.

[0041] In other embodiments, the cooling input 114 is a source of engine bleed air and the cooling system 112 is an air-based cooling system, such as an air cycle machine (ACM). Figure 2B An exemplary ACM cooling system 112 utilizing airflow from an exemplary engine 200 is shown. Figure 2B As shown, the ACM cooling system 112 may include a fan duct heat exchanger 160, a turbine 162, a cooling load heat exchanger 164, and a compressor 166, wherein a shaft 168 couples the turbine 162 to the compressor 166. The fan duct heat exchanger 160 may be positioned in a bypass airflow passage or duct 244 of the engine 200, and may cool an airflow (e.g., engine bleed air) by heat exchange with another airflow (i.e., fan flow) (e.g., from the bypass airflow passage 244 of the engine 200). The cooled engine bleed air flows through the turbine 162, which drives the ACM cooling system 112. Next, the air flows through the cooling load heat exchanger 164, where the air is warmed by heat exchange with the coolant C, which has been warmed by heat exchange with the fuel F in the coolant fuel heat exchanger 106. Thus, in the cooling load heat exchanger 164, the coolant C is cooled by the air flowing through the ACM cooling system 112 so that the coolant C can cool the fuel F by heat exchange in the coolant fuel heat exchanger 106 as described herein. From the cooling load heat exchanger 164, the air flows to the compressor 166, which is driven by the turbine 162 via the shaft 168, where the air can be compressed as understood by those of ordinary skill in the art. The compressed air can flow back to the fan flow to complete the circuit of the ACM cooling system 112.

[0042] In some embodiments, the cooling input 114 is a source of engine bleed air, such that the coolant C is air. It should be understood that in embodiments where the coolant C is air, the coolant fuel heat exchanger 106 is a direct air fuel heat exchanger. In other embodiments, the cooling input 114 may be mechanical shaft power or electrical power. Furthermore, in suitable embodiments, the coolant flow path 102 may be an open loop, for example, the coolant C flows through the cooling system 112 and the coolant flow path 102 to the exhaust location 136 ( Figure 4). Exemplary embodiments of various open loop and closed loop systems and exemplary coolants are described in more detail below. 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.

[0043] Refrigeration cycles, such as may be used in and / or driven by cooling system 112, are most efficient when operated to a constant heat load, as thermal efficiency can drop rapidly under partial power conditions. Thus, cooling system 112 may be operated to a constant cooling or heat capacity TC cool , where the refrigerant switching valve or diverter valve 118 allocates the cooling capacity (i.e., coolant mass flow at a temperature) between the coolant fuel heat exchanger 106 and the coolant cooled heat load 116. Thus, as described in more detail below, the system will functionally operate to meet the heat load of 116 at any time, where the spare cooling capacity TC cool The cooling capacity is stored in the fuel tank or accumulator 120. The cooling system 112 can be sized relative to the coolant cooling load 116 and the total cooling requirement of the coolant fuel heat exchanger 106, and for a given application, the heat load can be optimally distributed between the coolant circuit 102 and the fuel circuit 104, where the heat load on the coolant circuit 102 can be referred to as the heat load L cool , and the heat load on the fuel circuit 104 may be referred to as the heat load L fuel It will be appreciated that the cooling or thermal capacity TC of the coolant C or coolant circuit 102 cool is a measure of the maximum possible heat transfer rate of the coolant C or coolant circuit 102 .

[0044] and Figure 2A and 2B In accordance with the above, the system 100 may also include a fuel tank 120. The fuel tank 120 may be used as an accumulator. More specifically, as Figure 2A and 2B As shown, the cooled fuel exiting the coolant fuel heat exchanger 106 may flow along the fuel flow path 104 to cool the fuel cooling heat load 108, or be stored in the fuel tank 120 for later use. That is, the spare cooling capacity generated by the cooling system 112 may be accumulated in the fuel F stored in the fuel tank 120 for later use, for example, in response to an increased cooling demand. Thus, the fuel circuit 104 has a fuel system heat capacity TC fuel , which may be understood as a measure of the maximum possible heat transfer rate of the fuel circuit 104 at the heat load 108 , for example, cooled by the fuel.

[0045] For example, during certain operating modes of the engine 200, such as during power output of the engine 200 of the aircraft, the cooling capacity of the cooling system 112 may be relatively high, while the cooling requirements of the heat loads 108 for fuel cooling and / or the heat loads 116 for coolant cooling, for example, may be relatively low. More specifically, the power generated by the engine 200 during operating modes such as takeoff of the aircraft may result in a relatively large or high cooling input 114 and a relatively large fuel flow rate, but the engine 200 and / or the components of the aircraft that require cooling have not yet been heated to a level that requires a large amount of cooling, that is, the cooling requirements of typical heat loads (such as heat loads 108, 116) are relatively low. By receiving a relatively high or large cooling input 114, the cooling system 112 can generate a corresponding cooling capacity in the coolant C flowing through the coolant flow path 102. That is, the increased cooling input 114 can increase the cooling capacity of the coolant C. However, because the cooling demand is relatively low, the increased cooling capacity may be wasted unless it is stored for later use. Further, it should be understood that during other operating modes of the engine 200 (such as cruising, etc.), the cooling input 114 may be reduced (e.g., may be relatively low or small compared to the cooling input 114 provided to the cooling system 112 during other operating modes), while the cooling demand of, for example, the thermal load 108 and / or the thermal load 116 may be increased (e.g., may be relatively high or large compared to the thermal loads 108, 116 during other operating modes).

[0046] In other words, the thermal capacity of the cooling system 112 is generally proportional to the engine power because the cooling system 112 ultimately discharges heat to, for example, a fan flow or duct (such as the bypass airflow channel 244 of the engine 200). The fuel cooling capacity is also generally proportional to the engine power because the fuel flow rate is proportional to the engine power. However, not all contributions of the thermal load 108 for fuel cooling and the thermal load 116 for coolant cooling are proportional to the engine power. For example, engine idling on a hot day may generate excess heat in the engine lubricating oil system because the engine fuel flow is too low to absorb all the oil heat. Further, an aircraft system may utilize a combination of coolant and fuel cooling, but such a system may be a power generation and / or military system that operates a high level of heat dissipation independent of engine power. Therefore, a mismatch may occur between the cooling capacity and the cooling demand, for example, the cooling capacity of the cooling system 112 may be relatively high, while the cooling demand of the thermal loads 108, 116 is relatively low, or vice versa.

[0047] Therefore, it may be advantageous to store excess cooling capacity generated during some operating modes for use during other operating modes, for example, to increase the efficiency of the engine 200 and / or vehicle 10 by not letting excess cooling capacity go to waste and / or to meet the required cooling capacity to meet cooling demands during periods of reduced cooling generation. As described herein, the fuel F circulating through the system 100 may provide such cooling storage. More specifically, excess cooling capacity may be accumulated in the fuel F circulating within the system 100, and such accumulated cooling capacity may be used during periods of increased cooling demand.

[0048] Figure 2A and 2B The system 100 is shown to include a fuel recirculation valve 122 for controlling the flow of fuel F between the coolant fuel heat exchanger 106 and the fuel-cooled heat load 108. Similar to the refrigerant switching valve 118, the fuel recirculation valve 122 may be a flow divider or a regulating valve capable of controlling the flow between the fuel tank 120 and the fuel-cooled heat load 108, that is, the fuel recirculation valve 122 may be positioned in the fuel flow path 104 to control the flow of fuel F (which may be referred to as the fuel flow F) to the fuel tank 120. tank ) and / or the amount of fuel F (which may be referred to as fuel flow F) flowing to the fuel-cooled heat load 108 cool More specifically, the fuel recirculation valve 122 may be fluidly connected to the fuel flow path 104 upstream of the fuel tank 120 for controlling the fuel flow F to the fuel tank 120. tank and / or fuel flow F to the fuel cooling heat load 108 cool Additionally, a refrigerant switching valve 118 may be fluidly connected to the coolant flow path 102 upstream of the coolant fuel heat exchanger 106 for controlling the flow of coolant C to the coolant fuel heat exchanger 106 and / or the flow of coolant C to the coolant cooled heat load 116 .

[0049] Thus, using one or both of the valves 118, 122, the flow of fluid provided for cooling the heat loads 108, 116 can be controlled to distribute the corresponding fluid between the cooling demand (heat loads 108 and / or 116) and / or cooling storage. For example, the refrigerant switching valve 118 can be used to control how much coolant C passes from the cooling system 112 to cool the coolant-cooled heat load 116, or to exchange heat with the fuel F to store the cooling capacity of the coolant in the fuel F. Similarly, the fuel recirculation valve 122 can be used to control how much fuel F passes from the coolant-fuel heat exchanger 106 to cool the fuel-cooled heat load 108, or to control how much fuel F passes to the fuel tank 120 to store the fuel F cooled by heat exchange with the coolant C in the coolant-fuel heat exchanger 106.

[0050] As an operation Figure 2A and 2B In an example of the method of the system 100 shown in FIG. 1 , during a period of relatively low cooling demand of the coolant cooled heat load 116, the refrigerant switching valve 118 may be fully or substantially closed such that all or substantially all of the coolant C flows to the coolant fuel heat exchanger 106. Thus, excess capacity of the cooling system 112 may be stored in the fuel tank 120 by exchanging heat with the fuel F in the coolant fuel heat exchanger 106. During a period of relatively high cooling demand of the coolant cooled heat load 116, the refrigerant switching valve 118 may be fully or substantially opened such that all or substantially all of the coolant C flows to the coolant cooled heat load 116 to cool the load 116. Further, a portion of the heat added to the coolant C by the coolant cooled heat load 116 may be rejected to the fuel F by mixing with the outlet flow from the coolant fuel heat exchanger 106, effectively combining with the cooling capacity stored in the fuel F to unload the cooling system 112.

[0051] As described above, an exemplary embodiment of system 100 includes fuel tank 120. In some embodiments, fuel tank 120 may be an accumulator for returning fuel locally to or within TMS 100. In other embodiments, fuel tank 120 is an additional or auxiliary fuel tank separate from the "main" fuel tank of engine 200 or vehicle 10. For example, Figure 2A and 2B As shown, fuel F may be provided to the fuel flow path 104 from a main fuel tank (e.g., fuel tank 262), and the fuel F cooled by the coolant C may be stored in a separate additional or auxiliary fuel tank 120 disposed in the fuel flow path 104. More specifically, the fuel F may flow from the main fuel tank 262 to the fuel flow path 104 along a fuel line 123, for example, the fuel F from the main fuel tank 262 may enter the fuel flow path 104 by flowing into the fuel tank 120. A valve 125 may be disposed along the fuel line 123 to control the flow of fuel F from the main fuel tank 262 to the fuel flow path 104. For example, the valve 125 may be used to adjust the flow rate of the fuel F from the main fuel tank 262 so that during periods of higher fuel demand at the fuel use location 110, a higher flow rate F may be supplied to the fuel flow path 104. use is sent to the fuel usage location 110. That is, valve 125 may be a splitter or diverter valve that splits or redirects the flow of fuel F between the fuel usage location 110 (eg, engine combustion) and the fuel flow path 104. However, in still other embodiments, fuel tank 120 is a primary fuel tank.

[0052] Further Figure 2A and 2BAs shown, the fuel cooling heat load 108 can be set at the fuel flow F from the main fuel tank 262 to the fuel use location 110 controlled by valve 125. use More specifically, if Figure 2A As shown, in any position of valve 125, heat load 108 is arranged downstream of valve 125. Figure 2B As shown, the heat load 108 is provided for the fuel flow F from the main fuel tank 262 to the fuel use location 110 without passing through the fuel tank 120 and / or the coolant fuel heat exchanger 106. use upstream of valve 125.

[0053] Also like Figure 2A and 2B As shown, a pump 124 can be disposed in the fuel flow path 104, for example, to drive the fuel F along the fuel flow path 104. It should be appreciated that in at least some embodiments, a pump can also be included in the coolant flow path 102 to help drive the coolant C along the coolant flow path 102. The pump 124, as well as any other pumps included in the system 100, can have any suitable configuration. For example, the pump 124 can be powered by an electrical input, can be a turbopump (including a turbine and a pump), and the like.

[0054] Furthermore, it should be understood that, although sometimes described in the singular, the fuel-cooled heat load 108 and / or the coolant-cooled heat load 116 may represent one or more heat loads that need to be cooled by the fuel F and the coolant C, respectively. For example, the fuel-cooled heat load 108 may be two or more systems, components, etc. of the engine 200 and / or the vehicle 10 that are cooled by thermal communication with the fuel F. As another example, the coolant-cooled heat load 116 may be two or more systems, components, etc. of the engine 200 and / or the vehicle 10 that are cooled by thermal communication with the coolant C.

[0055] Now go to Figure 3A , illustrates another exemplary embodiment of TMS 100. Figure 3AAs shown, the system 100 may also include a heat transfer flow path 126 having a heat transfer fluid T flowing therethrough, and a coolant transfer heat exchanger 128 for heat transfer between the coolant C and the heat transfer fluid T. Thus, the coolant transfer heat exchanger 128 may be fluidly connected to both the coolant flow path 102 and the heat transfer flow path 126. In addition, similar to the fuel F and the coolant C, the heat transfer fluid T may be used to cool a heat load 130, which may represent one or more heat loads from systems, components, etc. of the engine 200 and / or vehicle 10 in which the system 100 is used. For example, the heat load 130 that transfers cooling may include a fuel tank, a precooler, and / or other such components or systems of the engine and / or vehicle (such as the engine 200 and the vehicle 10). It should be understood that, for example, in an embodiment where the heat transfer loop or flow path 126 is inserted between the coolant C and the heat load as a buffer between two media (such as air and fuel), the heat load 130 may be the same as the heat load 116. Further, a pump 132 may be provided in the heat transfer flow path 126 to drive the heat transfer fluid T along the heat transfer flow path 126. The pump 132 may be configured similarly to the pump 124 provided in the fuel flow path 104 and described above.

[0056] In some embodiments, a cooling system 134, such as a vapor compression system or other cooling system, may be disposed in the heat transfer flow path 126. Similar to the cooling system 112, the cooling system 134 may reduce the temperature of the heat transfer fluid T from the inlet to the outlet of the cooling system 134. In certain embodiments, the cooling system 134 may be used to cool specific components and / or systems of the engine 200 and / or the vehicle 10. For example, the cooling system 134 may be used to cool the avionics system of the vehicle 10. In other embodiments, the cooling system 134 may be omitted.

[0057] like Figure 3A As shown, the transfer cooling heat load 130 can be in thermal communication with the fuel cooling heat load 108. More specifically, some heat transfer can occur between the heat transfer flow path 126 in which the heat loads 130, 108 are arranged and the fuel flow path 104 to help cool the transfer cooling heat load 130 and / or the fuel cooling heat load 108. Further, the transfer cooling heat load 130 and the fuel cooling heat load 108 can represent the total cooling requirements of the engine 200 and / or the vehicle 10 in which the system 100 is used. For example, the heat loads 108, 130 can represent the total aircraft cooling requirements of the aircraft (such as the vehicle 10) in which the system 100 is installed. Therefore, the heat transfer fluid F and the fuel F can provide cooling for the total heat load of the aircraft.

[0058] Reference now Figure 3BIt should be appreciated that in some embodiments, the coolant fuel heat exchanger 106 and the coolant transfer heat exchanger 128 may be arranged in series with respect to the coolant flow path 102, rather than in series. Figure 3A More specifically, refer to Figure 3B , the coolant fuel heat exchanger 106 and the coolant transfer heat exchanger 128 may be arranged such that the coolant C passes through one of the heat exchanger 106 and the heat exchanger 128 before flowing through the other of the heat exchanger 106 and the heat exchanger 128. A pair of three-way switching valves 115a, 115b may be used to reverse the flow direction of the coolant C relative to the heat exchangers 106, 128, for example, depending on the cooling demand of the coolant cooled heat load 116 and / or the transfer cooled heat load 130. For example, during a period of low cooling demand, the first three-way switching valve 115a disposed adjacent to the coolant transfer heat exchanger 128 is arranged such that the coolant C flows from the cooling system 112 to the coolant transfer heat exchanger 128, and the second three-way switching valve 115b disposed adjacent to the coolant fuel heat exchanger 106 is arranged such that the coolant C flows from the coolant transfer heat exchanger 128 to the coolant fuel heat exchanger 106. It will be appreciated that during periods of low cooling demand, coolant C may flow through the coolant transfer heat exchanger 128 without significant loss of cooling capacity, and thus may also be used to cool the fuel F and accumulate additional cooling system capacity in the fuel tank 120. A coolant pump 137 may be included in the coolant flow path 102, for example, for driving the coolant C along the flow path 102 in a manner similar to the pumps 124, 132 described herein.

[0059] Further, during periods of high cooling demand, the three-way switching valves 115a, 115b are arranged such that the coolant C first flows through the coolant fuel heat exchanger 106 and then flows to the coolant transfer heat exchanger 128. Thus, in high cooling demand situations, the coolant circuit or flow path 102 may be reversed (compared to low cooling demand situations) to supplement the cooling capacity of the cooling system 112, thereby utilizing the cold sink of the cold or cold fuel F from the fuel tank 120 to cool the coolant C before flowing to the coolant transfer heat exchanger 128. Furthermore, it should be understood that the sink temperature of the cooling system or coolant C will vary with engine power, independent of the fuel cooling load 108, the coolant cooling heat load 116, and / or the transfer cooling heat load 130. Thus, "low cooling demand" and "high cooling demand" may correspond to engine operating modes (indicative of engine power), and therefore to the cooling capacity of the coolant C, rather than to the actual cooling demand of the heat loads (e.g., loads 108, 116, 130).

[0060] It should be understood that the boxes 108, 116, 130 shown in the figure can represent heat exchangers. For example, the fuel-cooled heat load 108 shown as being disposed along the fuel flow path 104 can be a fuel-cooled load heat exchanger for cooling one or more heat loads by heat exchange between the fuel F and the fluid of the heat load. More specifically, the box 108 in the figure can represent the fuel F cooling the heat load via heat exchange between the cooler or cold fuel F and the warmer or hot heat load. Similarly, the box 116 can represent the coolant C cooling the heat load via heat exchange between the cooler or cold coolant C and the warmer or hot heat load, and the box 130 can represent the heat transfer fluid T cooling the heat load via heat exchange between the cooler or cold heat transfer fluid T and the warmer or hot heat load. Thus, while each of boxes 108, 116, 130 may be referred to as a heat load, boxes 108, 116, 130 may represent heat exchangers for exchanging heat between the respective fluid (fuel F, coolant C, heat transfer fluid T) and another fluid that is warmer or hotter than the respective fluid F, C, T.

[0061] Reference now Figure 4 In some embodiments, the TMS 100 may include a coolant flow path 102, a fuel flow path 104, and a heat transfer flow path 126, as well as a cooling system 112, a fuel tank 120, a coolant transfer heat exchanger 128, a fuel cooling heat load 108, and a transfer cooling heat load 130. Each of these components 102, 104, 126, 112, 120, 128, 108, and 130 may be constructed as described herein. For example, the coolant transfer heat exchanger 128 may be fluidly connected to both the coolant flow path 102 and the heat transfer flow path 126 for heat exchange between the coolant C and the heat transfer fluid T.

[0062] Figure 4The illustrated exemplary system 100 also includes a fuel transfer heat exchanger 138 for heat transfer between the fuel F and the heat transfer fluid T. The fuel transfer heat exchanger 138 is fluidly connected to both the fuel flow path 104 and the heat transfer flow path 126. Further, the system 100 may include a valve 140 positioned upstream of the fuel transfer heat exchanger 138. The valve 140 may control the flow of the heat transfer fluid T between the fuel transfer heat exchanger 138 and the transfer-cooled heat load 130. For example, the valve 140 may be used to bypass the fuel transfer heat exchanger 138 (i.e., completely stop or substantially eliminate the flow of the heat transfer fluid T to the heat exchanger 130), such as when the cooling demand of the transfer-cooled heat load 130 is relatively high. Conversely, for example, when the cooling demand of the transfer-cooled heat load 130 is relatively low, the valve 140 may be fully or substantially open to allow the heat transfer fluid T to flow through the fuel transfer heat exchanger 138, thereby unloading cooling capacity to the fuel circuit 104. Thus, heat exchange between the heat transfer fluid T and the fuel F in the fuel transfer heat exchanger 138 can regenerate cooling capacity of the fuel, and such fuel cooling capacity can be accumulated in the fuel tank 120, for example for use during periods of relatively high cooling demand for one or more heat loads 108 and / or 130.

[0063] It should be understood that Figure 4 The exemplary system 100 shown eliminates direct heat exchange between the fuel F and the coolant C. This separation between the fuel F and the coolant C can prevent safety issues. For example, in some applications, it may not be desirable to directly heat exchange the fuel F with the air coolant C. That is, for safety reasons, such as from failed heat exchanger components, direct air-fuel heat exchangers should be avoided for at least some embodiments. Therefore, Figure 4 The configuration shown may allow the use of air as the coolant C while eliminating direct heat exchange between the air and the fuel F by directly exchanging heat between the fuel F and the heat transfer fluid T. It should be understood that the heat transfer fluid T may be the working fluid selected to eliminate safety issues when used in a direct fuel heat transfer fluid heat exchanger.

[0064] and Figure 4 Consistently, the exemplary system 100 is illustrated in parallel with respect to the transport cooling heat load 130. However, it should be understood that the system 100 may also be arranged in a serial flow order. More specifically, the system 100 may be configured such that the coolant transport heat exchanger 128, the pump 132, the fuel transport heat exchanger 138, and the transport cooling heat load 130 are arranged in series.

[0065] In various embodiments, the coolant loop 102 of the system 100 may be an open loop that discharges to a discharge location 136, or a closed loop that omits the discharge 136. The discharge 136 may be directed to an engine and / or vehicle in which the system 100 is used, such as to the engine 200 and / or to other heat loads of the vehicle 10. It should be appreciated that, as Figure 4 The cooling system 112 in the open loop system shown may be an air-based cooling system such as Figure 2B The exemplary ACM cooling system 112 is shown. For example, as described with respect to Figure 2B As described, the fan duct heat exchanger 160 may be positioned in a bypass airflow passage or duct 244 of the engine 200 and may cool an airflow (e.g., engine bleed air) by exchanging heat with another airflow (i.e., fan air) (e.g., from the bypass airflow passage 244 of the engine 200). The cooled engine bleed air flows through the turbine 162, which drives the ACM cooling system 112. Next, the air flows through the cooling load heat exchanger 164, where the air is warmed by exchanging heat with the cooling input 114, which is heated at the cooling load heat exchanger 164. Figure 4 , is coolant C (and may be, for example, engine bleed air). Thus, in cooling load heat exchanger 164, coolant C is cooled by air flowing through ACM cooling system 112, such that coolant C may cool heat transfer fluid T by heat exchange in coolant transfer heat exchanger 128 as described herein. From cooling load heat exchanger 164, air flows to compressor 166, which is driven by turbine 162 via shaft 168, where the air may be compressed as will be appreciated by one of ordinary skill in the art. The compressed air may flow back to the fan stream to complete the circuit of ACM cooling system 112. At the same time, in Figure 4 In the exemplary embodiment of , the coolant C flows from the ACM cooling system 112 along the coolant flow path 102 to the coolant transfer heat exchanger 128 to cool the heat transfer fluid T and then is discharged at the discharge location 136 .

[0066] Now go to Figure 5A and 5B , illustrates an exemplary embodiment of load balancing of TMS 100. More specifically, Figure 5A An embodiment is illustrated in which the cooling capacity of the cooling system 112 is relatively low, while the cooling demand (eg, heat load 108 from fuel cooling and / or heat load 130 from transport cooling) is relatively high, which may be referred to as a high demand / low capacity embodiment. Figure 5BAn embodiment is illustrated in which the cooling capacity of the cooling system 112 is relatively high, while the cooling demand (e.g., the heat load 108 from fuel cooling and / or the heat load 130 from transport cooling) is relatively low, which may be referred to as a low demand / high capacity embodiment. Figure 5A and 5B In all of the figures of FIG. 1 , dashed lines represent portions of the associated flow path through which little associated fluid flows. That is, dashed lines in the figures, such as Figure 5A and 5B The dashed lines in the figure may represent portions of the associated flow paths where the valves have closed or substantially restricted fluid flow to those portions.

[0067] Further, Figure 5A and 5B The exemplary embodiment shown in uses a closed loop cooling cycle, i.e., the coolant flow path 102 is a continuous loop, rather than being open with a cooling input 114 and a discharge 136. Thus, the cooling system 112 may be a refrigeration cycle, and the coolant C may be an inert working fluid, such as carbon dioxide (CO2) or other refrigerant.

[0068] like Figure 5A As shown in the exemplary high demand / low capacity embodiment of the system 100, various valves of the system 100 may be used to direct the flow of cooling fluid to meet the cooling demand of the thermal loads 108 and / or 130. More specifically, the fuel F in the fuel tank 120 may be relatively cold, such that the fuel F will help meet the cooling demand of the fuel-cooled thermal load 108. The fuel flow path 104 may include a fuel recirculation valve 122 and a fuel cooler bypass valve 142 to direct the flow of fuel F from the fuel tank 120 through the fuel flow path 104. The fuel cooler bypass valve 142 may allow the fuel F flowing in the fuel flow path 104 to bypass the coolant fuel heat exchanger 106, for example, so that most or substantially all of the fuel F flowing out of the fuel tank 120 is directed to the fuel-cooled thermal load 108. Similarly, the fuel recirculation valve 122 may allow the flow of most or substantially all of the fuel F in the fuel flow path 104 to forgo recirculation to the fuel tank 120 and instead flow to the fuel-cooled thermal load 108 to meet the cooling demand of the thermal load 108.

[0069] In other embodiments, the fuel cooler bypass valve 142 may be omitted. For example, the fuel F may continue to flow through the coolant fuel heat exchanger 106 without any negative impact on the system 100, making the fuel cooler bypass valve 142 unnecessary. Therefore, in at least some embodiments, the fuel cooler bypass valve 142 and its associated fuel cooler bypass branch 104a of the fuel flow path 104 may be omitted.

[0070] Further, the coolant flow path 102 may include a refrigerant switching valve 118 that may allow most or substantially all of the coolant C to bypass the coolant fuel heat exchanger 106 and flow to the coolant transfer heat exchanger 128. As described herein, through heat exchange in the coolant transfer heat exchanger 128, the coolant C may cool the heat transfer fluid T, which in turn may be used to meet the cooling requirements of the transfer-cooled heat load 130. Thus, by directing the flow of the coolant C between the coolant fuel heat exchanger 106 and the coolant transfer heat exchanger 128, the coolant switching valve 118 may determine the cooling split between the transfer-cooled load 120 and the fuel-cooled heat load 108.

[0071] In some embodiments, Figure 5A During the illustrated high demand / low capacity operating mode of the system 100, a relatively small amount of the cooling capacity of the coolant C may be supplied to the fuel F. For example, the refrigerant switching valve 118 may be in a partially open position to allow a small portion of the coolant flow C to pass to the coolant fuel heat exchanger 106 while a large or majority of the coolant C flows to the coolant transfer heat exchanger 128. Likewise, in embodiments including valve 142, the fuel cooler bypass valve 142 may be partially open to allow a small portion of the fuel flow F to pass to the coolant fuel heat exchanger 106 to exchange heat with the coolant C. Thus, through the coolant fuel heat exchanger 106, the coolant C may supply some of its cooling capacity to the fuel F. The fuel recirculation valve 122 may also be in a partially open position to allow the fuel F to be recirculated to the fuel tank 120, for example, for storing the fuel F during periods of low cooling demand for regenerating its cooling capacity, and / or for using the fuel F to meet the cooling demand of the fuel-cooled heat load 108 in the event that a relatively high cooling demand of such heat load 108 persists.

[0072] Reference now Figure 5B , illustrating an exemplary low demand / high capacity embodiment, various valves of the system 100 may be used to direct cooling fluid flow to regenerate cooling capacity of the fuel F stored in the fuel tank 120. More specifically, the fuel F in the fuel tank 120 may be relatively warm, such that excess cooling capacity generated by the cooling system 112 (due to the relatively low cooling demand of the heat loads 108, 130) may be transferred to the fuel F stored in the fuel tank 120, for example, for later use during a high cooling demand period. Thus, with Figure 5AUnlike the embodiments of the present invention, the fuel recirculation valve 122 and the fuel cooler bypass valve 142 may allow most or substantially all of the fuel F flowing through the fuel flow path 102 to flow through the coolant fuel heat exchanger 106 and be recirculated back to the fuel tank 120. That is, the fuel cooler bypass valve 142 may be in a closed or substantially closed position to eliminate fuel bypass of the heat exchanger 106. In addition, the fuel recirculation valve 122 may be in an open or substantially open position to allow most or substantially all of the fuel F that has been cooled by heat exchange with the coolant C to flow back to the fuel tank 120. It should be understood that the fuel recirculation valve 122 may be in an appropriate position to allow a portion of the fuel F to flow as fuel flow F. cool to the fuel-cooled heat load 108, for example, to meet the relatively low cooling requirements of the heat load 108, and / or as a fuel flow F use Flows to a fuel usage location 110 .

[0073] Further Figure 5B As shown, the refrigerant switching valve 118 can be in an appropriate position to allow most or substantially all of the coolant C to flow to the coolant fuel heat exchanger 106 to cool the fuel F, and thus, transfer the cooling capacity of the coolant C to the fuel F. A portion of the coolant C can be allowed to flow to the coolant transfer heat exchanger 128, for example, to cool the heat transfer fluid T, thereby meeting the relatively low cooling demand of the transfer cooling heat load 130. Figure 5B An exemplary embodiment is depicted in which a majority or substantially all of the cooling capacity generated by the cooling system 112 is transferred to the fuel F, e.g., to regenerate the cooling capacity of the fuel F. Thus, the cooling capacity generated by the cooling system 112 during periods of relatively low cooling demand need not be wasted, but can be stored in the fuel, e.g., for use during periods of higher cooling demand.

[0074] It should be appreciated that for embodiments in which system 100 is used with an engine (such as engine 200) or in a vehicle having an engine (such as aircraft 10), the cooling capacity of cooling system 112 may be determined by engine power and / or airflow. More specifically, the cooling capacity of cooling system 112 may be relatively high during periods of high engine power and / or airflow, but the cooling capacity of cooling system 112 may be relatively high during periods of low engine power and / or airflow. For example, the cooling capacity of cooling system 112 may be limited by the cooling flow provided by the engine bleed air. However, the cooling requirements of various engine and / or vehicle systems may not match the engine power and / or airflow, for example, the cooling requirements may be relatively high during periods of relatively low engine power and / or airflow. Thus, Figure 5A and 5BThe embodiment depicted in provides an exemplary configuration of system 100 for meeting the cooling needs of an engine and / or vehicle system during a given period despite a mismatch in cooling capacity generated by engine power and / or airflow during that period. As described above, cooling capacity generated during periods of high engine power / airflow and low cooling needs can be transferred to fuel F in system 100 for storage until a period of low engine power / airflow and high cooling needs. Thus, Figure 5A and 5B The embodiment of FIG. 1 illustrates an exemplary configuration of a system 100 for balancing loads on a TMS 100 .

[0075] Now go to Fig. 6A and 6B In some embodiments, the fuel tank 120 may be used as a heat exchanger, for example, to eliminate an intermediate heat exchanger from the TMS 100. As described above, in some embodiments, it may be desirable to isolate the fuel F from direct heat exchange with the engine bleed air. Fig. 6A and 6B The direct tank cooling embodiment shown in may be best suited for use with an inert working fluid, for example, where the coolant C and / or the heat transfer fluid T is an inert working fluid. Such working fluids are described in more detail below and are typically working fluids other than air (e.g., engine bleed air) or fuel F (e.g., a fuel used in the propulsion system of the engine 200 and / or vehicle 10 and in the system 100). It should be understood that Fig. 6A and 6B The exemplary embodiment of illustrative embodiment illustrates a closed coolant loop and omits the cooling input 114 and the coolant drain 136 .

[0076] Special References Fig. 6A , illustrates a direct fuel cooling embodiment in which heat exchange between the coolant C and the fuel F occurs at the fuel tank 120. That is, the fuel tank 120 may also be configured as a heat exchanger having the ability to exchange heat with the coolant C and store the fuel F. Therefore, the separate coolant-fuel heat exchanger 106 shown in the exemplary embodiments of, for example, FIGS. 2 and 3 may be eliminated. Fig. 6AAs shown, the fuel tank 120 may be an auxiliary fuel tank that receives fuel from, for example, a fuel tank 262 of the fuel delivery system 200, which may be referred to as a main fuel tank. The refrigerant switching valve 118 may divide the flow of the coolant C into two parts, a first part and a second part. The first part of the coolant C may flow from the cooling system 112 to the fuel tank 120, where the coolant C cools the fuel F by heat exchange with the fuel F. As described herein, in order to increase the safety of the system 100, the coolant C in these embodiments may be an inert working fluid, such as an inert refrigerant, because of the direct heat exchange relationship between the coolant C and the fuel F.

[0077] like Fig. 6A As further shown in the exemplary embodiment of the present invention, a second remaining portion of the coolant C can flow to the coolant transfer heat exchanger 128 for heat exchange with the heat transfer fluid T, as described herein. The fuel F can flow from the fuel tank 120 to the fuel-cooled heat load 108, for example, to cool such heat load 108 before flowing to the fuel use location 110. The heat transfer fluid T can be circulated in the heat transfer flow path 126 to cool the transfer-cooled heat load 130, for example, using the heat transfer fluid T cooled by heat exchange with the coolant C in the coolant transfer heat exchanger 128. As described herein, one or more transfer-cooled heat loads 130 can be in thermal communication with one or more fuel-cooled loads, for example, for heat exchange therebetween. The system 100 can also include one or more pumps, such as the pump 124 in the fuel flow path 104 and the pump 132 in the heat transfer flow path 126, to help drive the associated fluids along their flow paths.

[0078] Reference now Figure 6B , illustrates an integrated fuel cooling embodiment, wherein heat exchange occurs between the heat transfer fluid T and the fuel F at the fuel tank 120. More specifically, Figure 6B An exemplary embodiment of may illustrate an air-based cooling system 112, such as an air cycle machine that utilizes engine bleed air to generate cooling capacity. Instead of direct heat exchange between the air coolant C and the fuel F, Figure 6B The exemplary system 100 of FIG. 1 employs heat exchange between a heat transfer fluid T and a fuel F at a fuel tank 120 . That is, as described with respect to FIG. Fig. 6A As described above, the fuel tank 120 may also be configured as a heat exchanger. For example, the fuel tank 120 may have the ability to exchange heat with the heat transfer fluid T and store the fuel F. Therefore, the fuel tank 120 (or more specifically, the fuel F therein) is heated by the heat transfer fluid T instead of by the heat transfer fluid T. Fig. 6A The coolant C is shown being cooled.

[0079] and Figure 6BIn accordance with the exemplary system 100, the exemplary system 100 may also include a second coolant transfer heat exchanger 144. More specifically, the second coolant transfer heat exchanger 144 may be disposed in the heat transfer flow path 126, downstream of the load 130 to be cooled. Figure 6B As shown, the heat transfer fluid T may exchange heat with the coolant C in the second coolant transfer heat exchanger 144, that is, the heat transfer fluid T may be cooled by the coolant C. Then, the heat transfer fluid T may flow to the fuel tank 120, which is configured as a heat exchanger as described above, for heat exchange with the fuel F, that is, the heat transfer fluid T may cool the fuel F. The heat transfer fluid T may flow from the fuel tank 120 to the first coolant transfer heat exchanger 128 for heat exchange with the coolant C before flowing to the heat load 130 for transmission cooling to cool the heat load 130, that is, the heat transfer fluid T may be cooled by the coolant C before flowing to the heat load 130 to meet the cooling demand of the heat load 130. Therefore, as shown in FIG. Figure 6B As shown in the exemplary embodiment of FIG. 1 , a second coolant transfer heat exchanger 144 may be disposed between the coolant flow path 102 and the fuel flow path 104 to transfer the cooling capacity of the coolant C to the fuel F via the heat transfer fluid T. Figure 6B As further shown, using the refrigerant switching valve 118, the flow of coolant C may be split between the first coolant transfer heat exchanger 128 and the second coolant transfer heat exchanger 144, which may degrade the capacity of the coolant transfer heat exchanger 128. However, any degradation in heat exchange capacity may be compensated by heat exchange between the transfer-cooled heat load 130 and the fuel-cooled heat load 108 and / or by heat exchange at the second coolant transfer heat exchanger 144.

[0080] Fig. 6A and 6B The exemplary embodiment of has a parallel first coolant transfer heat exchanger 128 and fuel cooling via heat exchange at the fuel tank 120. Fig. 7A and 7B , the exemplary direct fuel cooling TMS 100 may also be arranged in series. For example, Fig. 7A As shown in the exemplary embodiment of FIG. 1 , upstream of the coolant transfer heat exchanger 128, the fuel F can be cooled via heat exchange with the coolant C at the fuel tank 120. More specifically, the coolant C first flows to the fuel tank 120 heat exchanger and then flows to the coolant transfer heat exchanger 128, rather than Fig. 6A The heat exchanger at the fuel tank 120 and the coolant transfer heat exchanger 128 are shown flowing substantially simultaneously.

[0081] Figure 7BA coolant bypass line 102a of the coolant flow path 102 is illustrated, which may allow for regulation of the flow of coolant C to the heat exchanger at the fuel tank 120. For example, using a regenerator regulating valve 146 disposed in the coolant flow path 102, the coolant C may be allowed to flow to the fuel tank 120, for example, at a flow rate determined by the degree to which the valve 146 is opened or closed, or the coolant C may be substantially prohibited from flowing to the fuel tank 120. The flow of the coolant C may be regulated based on the cooling requirements of the heat loads 108, 130, for example, fuel cooling and / or transport cooling.

[0082] therefore, Fig. 7A and 7B 7A ), or where the cooling of the fuel tank 120 is regulated (e.g., using a flow control system such as FIG. 7A ). Figure 7B 14 and coolant bypass line 102a). It should be understood that as used herein, more specifically, the term "cooling the fuel tank 120" and the like refers to cooling the fuel F by heat transfer with a working fluid such as the coolant C and / or the heat transfer fluid T. As described herein, the fuel F can be cooled by heat exchange with one or more working fluids, and the cooling capacity given to the fuel F can be stored and / or accumulated in the fuel tank 120. Therefore, "cooling the fuel tank 120" can mean the accumulation of cooling capacity in the fuel tank 120.

[0083] Reference now Fig. 8A and 8B , an exemplary embodiment of fuel transfer capacity sharing will be described in more detail. As discussed herein, cooling capacity can be accumulated and / or stored in fuel F, for example, for use during periods when cooling demand is relatively high but the cooling capacity of a working fluid such as coolant C and / or heat transfer fluid T is relatively low. Fig. 8A and 8B An exemplary embodiment of the TMS 100 is illustrated in which a fuel transfer heat exchanger 138 is disposed downstream of the coolant transfer heat exchanger 128, which can further cool the heat transfer fluid T, for example, when the fuel F is cooler than the coolant C exhausted from the cooling system 112 and the cooling demand of the transfer-cooled heat load 130 is higher or greater than the cooling demand of the fuel-cooled heat load 108. More specifically, Fig. 8A An exemplary embodiment is illustrated in which fuel F is drained from fuel tank 120 when the cooling capacity of cooling system 112 is relatively low relative to the cooling demand. Figure 8B An exemplary embodiment of fuel tank cooling / regeneration is illustrated when the cooling capacity of the cooling system 112 is relatively high relative to the cooling demand. Fig. 8A and 8BThe exemplary embodiment of illustrative embodiment illustrates a closed coolant loop and omits the cooling input 114 and the coolant drain 136 .

[0084] Special References Fig. 8A To help meet the relatively high cooling demand, coolant C may bypass fuel tank 120 (where coolant C would otherwise exchange heat with fuel F at fuel tank 120), for example, by regulation of regenerator regulating valve 146. Thus, all or substantially all of coolant C may flow to coolant transfer heat exchanger 128, bypassing fuel tank 120 via coolant bypass line 102a, such that cooling capacity may be transferred from coolant C to heat transfer fluid T. Further, fuel F may flow to fuel transfer heat exchanger 138, such that cooling capacity accumulated in fuel F may be transferred to heat transfer fluid T. Thus, heat transfer fluid T may be cooled by heat exchange with coolant C and / or fuel F to help meet the cooling demand of the heat load 130 of the transfer cooling.

[0085] like Fig. 8A As shown, a transfer regulating valve 148 may be disposed in the heat transfer flow path 126 upstream of the fuel transfer heat exchanger 138 to regulate the flow of the heat transfer fluid T between the fuel transfer heat exchanger 138 and the transfer cooled heat load 130. For example, the transfer regulating valve 148 may be used to direct all or substantially all of the heat transfer fluid T to the fuel transfer heat exchanger 138 for heat exchange with the fuel F. Additionally, a fuel regulating valve 150 may be disposed in the fuel flow path 104 upstream of the fuel transfer heat exchanger 138 to regulate the flow of the fuel F to the fuel transfer heat exchanger 138. For example, Fig. 8A As shown, the fuel regulating valve 150 may be used to direct all or substantially all of the fuel F to the fuel transfer heat exchanger 138 for heat exchange with the heat transfer fluid T. Thus, the valves 148, 150 may help place the heat transfer fluid T in thermal communication with the fuel F for sharing cooling capacity between the fuel F and the heat transfer fluid T.

[0086] Go to Figure 8B , when the cooling demand is relatively low, the excess cooling capacity may be transferred to the fuel F for accumulating cooling capacity in the fuel tank 120, for example, until the excess cooling capacity is needed during a period of higher cooling demand. Fig. 8AUnlike the embodiment of the present invention, in order to transfer the cooling capacity to the fuel F, the regenerator regulating valve 146 directs the flow of the coolant C to the fuel tank 120 for heat exchange with the fuel F. That is, the coolant C can be directed from the cooling system 112 to the fuel tank 120 to cool the fuel F by heat exchange with the fuel F in the heat exchanger of the fuel tank 120. Further, the transfer regulating valve 148 and the fuel regulating valve 150 can respectively direct the heat transfer fluid T and the fuel F away from the fuel transfer heat exchanger 138. More specifically, the fuel transfer heat exchanger 138 can be bypassed by both the heat transfer fluid T and the fuel F to avoid heat exchange between the heat transfer fluid T and the fuel F. Figure 8B As shown, the transfer regulating valve 138 can direct the heat transfer fluid T to the transfer bypass line 126a, which bypasses the fuel transfer heat exchanger 138 so that the heat transfer fluid T can flow from the coolant transfer heat exchanger 128 to the transfer cooling heat load 130. Therefore, during periods of relatively low cooling demand, the cooling capacity of the coolant C can be transferred to the fuel F, for example, for storage and / or accumulation in the fuel tank 120, for periods of higher cooling demand and / or lower cooling generation of the cooling system 112.

[0087] Reference now Fig.9A and 9B , an exemplary embodiment of coolant fuel capacity sharing of TMS 100 will be described in more detail. Fig. 8A , Fig.9A The low cooling capacity relative to the cooling demand embodiment is illustrated, where cold or chilled fuel is drained from the fuel tank 120 to help meet the cooling demand. Figure 8B Same, Fig. 9B The high cooling capacity relative to the cooling demand embodiment is illustrated wherein regeneration of chilled / cold fuel occurs, ie, fuel F is cooled and stored in the fuel tank 120 for later use (eg, for use during a high cooling demand period). Fig.9A and 9B The exemplary embodiment of illustrative embodiment illustrates a closed coolant loop and omits the cooling input 114 and the coolant drain 136 .

[0088] like Fig.9A and 9B As shown. At both the coolant fuel heat exchanger 106 and the fuel tank 120, heat exchange may occur between the coolant C and the fuel F. Further, the two heat exchangers, namely the coolant fuel heat exchanger 106 and the fuel tank 120, may be positioned downstream of the cooling system 112 and upstream of the coolant transport heat exchanger 128. With particular reference to Fig.9A, when the cooling demand is relatively high compared to the cooling capacity, the fuel tank 120 can be isolated from the heat exchange of the coolant C by operating the refrigerant switching valve 118 in the coolant flow path 102. Therefore, all or substantially all of the coolant C can flow to the coolant-fuel heat exchanger 106 for heat exchange with the fuel F. It should be understood that the fuel F can have excess cooling capacity stored and / or accumulated therein, and the cooling capacity of the cooling system 112 can be relatively low, so that the fuel F imparts cooling capacity to the coolant C through heat exchange in the coolant-fuel heat exchanger 106. The fuel F can then flow to the fuel-cooled heat load 108, for example, to meet the cooling demand of such load.

[0089] The coolant C, which may have been cooled by the fuel F as described above, may flow from the coolant-fuel heat exchanger 106 to the coolant-transfer heat exchanger 128 for heat exchange with the heat transfer fluid T. It should be appreciated that the coolant C may cool the heat transfer fluid T by heat exchange with the heat transfer fluid T in the coolant-transfer heat exchanger 128. The coolant C may then be circulated back to the cooling system 112, and the heat transfer fluid T may flow along the transfer flow path 126 to the transfer-cooled heat load 130, for example, to meet the cooling requirements of the heat load 130 before being circulated back to the coolant-transfer heat exchanger 128.

[0090] Go to Fig. 9B During periods of relatively low cooling demand, the coolant C may have excess cooling capacity, which may be wasted unless the excess cooling capacity is stored or accumulated, for example, in the fuel F as described herein. Fig. 9B The exemplary embodiment of FIG. 1 illustrates that the refrigerant switching valve 118 and the fuel regulating valve 150 may be used to regulate the flow of the coolant C and the fuel F so that excess cooling capacity may be accumulated in the fuel tank 120. Fig. 9BAs shown, the refrigerant switching valve 118 directs the flow of coolant C to the fuel tank 120, where the heat exchange between the coolant C and the fuel F cools the fuel F, and the cooled fuel F can be stored and / or accumulated in the fuel tank 120. The coolant C can flow from the fuel tank 120 to the coolant transfer heat exchanger 128. The fuel regulating valve 150 can direct the flow of the fuel F from the fuel tank 120 to the fuel-cooled heat load 108, which can be relatively low if the cooling demand of the fuel-cooled heat load 108 is relatively low. In some embodiments, the flow rate of the fuel F from the fuel tank 120 to the fuel-cooled heat load 108 can be specified by the amount of fuel required at the fuel use location 110, for example, enough fuel F to meet the fuel combustion demand at the fuel use location 110 can flow out of the fuel tank 120, while the remaining fuel F is stored / accumulated in the fuel tank 120. Therefore, each of the coolant C and the fuel F can bypass the coolant fuel heat exchanger 106. In this way, cooling capacity generated by the cooling system 112 during relatively low cooling demand periods of the transport cooling heat load 130 and / or the fuel cooling heat load 108 may be stored and / or accumulated in the fuel F held in the fuel tank 120 .

[0091] It should be understood that the foregoing description of the system 100 may also be understood to describe one or more methods of operating the system 100, for example, for storing and / or accumulating cooling capacity in a fuel cell of a vehicle. Figure 3A , an exemplary method of operating the system 100 may include directing the flow of the coolant C to the coolant flow path 102 and causing the coolant C to flow along the coolant flow path 102. The method may also include operating a cooling system 112 disposed in the coolant flow path 102 to cool the coolant C. Figure 3A As further shown, the method may include flowing fuel F through a fuel flow path 104, and the fuel flow path 104 may include a fuel tank 120 for accumulating fuel F. As described herein, flowing fuel F may include pumping fuel F, wherein fuel F may be pumped through a fuel tank 120. Figure 3A A pump 124 is shown pumping or inducing flow through the fuel flow path 104 .

[0092] also, Figure 3A The illustrated method of operating the TMS 100 may include controlling the flow of coolant C to the coolant-fuel heat exchanger 106 and passing both the coolant C and the fuel F through the coolant-fuel heat exchanger 106. Figure 3AAs shown, the coolant fuel heat exchanger 106 can be arranged so that both the coolant flow path 102 and the fuel flow path 104 pass therethrough. Therefore, as described herein, the method can include using the refrigerant switching valve 118 to adjust or control the flow of the coolant C between the coolant fuel heat exchanger 106 and the coolant transfer heat exchanger 128.

[0093] The method may further include controlling the flow of fuel F from the coolant fuel heat exchanger 106 such that the fuel F flows to the fuel tank 120, e.g., for accumulating and / or storing cooled fuel F therein, and / or flows to one or more fuel-cooled heat loads 108, e.g., for cooling such loads. As described herein, using a fuel recirculation valve 122, the fuel F may flow to the fuel tank 120 or the fuel-cooled heat loads 108, or the valve 122 may direct a portion of the fuel F to the fuel tank 120 and the remainder of the fuel F to the fuel-cooled heat loads 108. Further, Figure 3A The method of operation shown in FIG. 1 may include flowing fuel F from a fuel-cooled heat load 108 to a fuel-using location 110 .

[0094] like Figure 3A As shown, the method may further include flowing the heat transfer fluid T along the heat transfer flow path 126. In addition, the method may include flowing the coolant C to the coolant transfer heat exchanger 128, and flowing the heat transfer fluid T to the coolant transfer heat exchanger 128, wherein the coolant transfer heat exchanger 128 is configured such that both the coolant flow path 102 and the heat transfer flow path 126 pass therethrough. Figure 3A As further shown, the method may also include flowing the heat transfer fluid T to one or more heat loads 130 for transfer cooling, such as for cooling these loads.

[0095] Although the above Figure 3A Detailed description is given, but it should be understood that the method of operating the TMS 100 can be described with respect to each of the various exemplary TMSs 100 described herein and shown in the figures. That is, the method can be changed according to the various embodiments of the TMS 100 shown in Figures 2-9B, but the method of operation can be understood with respect to each of the various embodiments. In general, each method of operating the corresponding TMS 100 can include operating the cooling system 112 to provide additional cooling capacity relative to various thermal loads under various operating conditions of, for example, the engine and / or the vehicle. The additional cooling capacity can be used to cool the fuel F, which can be accumulated in the fuel tank 120, for example, to provide the required cooling capacity for the various thermal loads during operating conditions when the cooling system 112 cannot supply the required cooling capacity.

[0096] As described herein, fuel F entering the system 100 does not return to its source; fuel F entering the fuel flow path 104 is recirculated through the fuel flow path 104 or flows to a fuel use location 110, such as for engine combustion. cool = equal to the fuel flow F to the fuel usage location 110 use , that is, the fuel F flows from the fuel cooling heat load 108 to the fuel use location 110, so that F cool =F use . Further, for example, Figure 2A and 2B As shown, at least a portion of the fuel flow entering the system 100 from the main fuel tank 262 may be provided as the fuel flow F use The fuel flow rate F of the system 100 is thus diverted to the fuel use location 110 via valve 125 without passing through the fuel circuit 104. total is the fuel flow F to the fuel tank 120 tank With the fuel flow F to the heat load 108 cool or the fuel flow F to the fuel usage location 110 use The sum of F total =F tank +F cool or F total =F tank +F use For the fuel flow in the system 100, the F tank With F use The fuel split between the fuel flow F and the fuel flow F may be a 1:1 ratio, a 2:1 ratio, or a ratio of 1:1 to the fuel tank 120. tank and the fuel flow F to the fuel use location 110 use The total fuel flow F between total any other appropriate diversion.

[0097] Furthermore, as described herein, when the cooling capacity TC cool Exceeding cooling load L cool When the cooling capacity TC is cool Exceeding cooling load L cool When the fuel flow F to the fuel tank 120 is tank is greater than zero (0), so that when TC cool >L cool When F tank >0. Further, filling the fuel tank 120 means that more fuel F enters the fuel tank 120 than enters the fuel use location 110, i.e., when the cooling capacity TC cool Exceeding cooling load L cool When the fuel flow Ftank With fuel flow F use is greater than one (1), or when TC cool >L cool When F tank / F use >1. On the contrary, when the fuel is cooled or the heat load L fuel Exceeding the fuel cooling or heat capacity TC fuel When the heat load L is fuel Greater than the fuel heat capacity TC fuel When the fuel flow F tank is less than zero (0), indicating a fuel flow from the fuel tank 120, such that when TC fuel <L fuel When F tank <0. In addition, when the fuel heat load L fuel Exceeds the fuel heat capacity TC fuel , the discharge of the fuel tank 120 means that more than half or 50% of the fuel flow F use The fuel flow F flows out from the fuel tank 120. tank With fuel flow F use When the ratio of L is less than -50% (negative fifty percent, where a negative value indicates a fuel flow from or away from the fuel tank 120), or when L fuel >TC fuel When F tank / F use >-0.50. As described herein, one or more valves, such as valves 122, 125, may be adjusted to control the flow of fuel F to the fuel tank 120 and the fuel usage location 110. Thus, one or more valves, such as valves 122, 125, may be positioned to control the flow of fuel F such that when TC cool >L cool When F tank / F use >1, and can be positioned to control the fuel flow F so that when L fuel >TC fuel When F tank / F use >-0.50.

[0098] As further described herein, the heat load L on the coolant circuit 102 cool Independent of the heat load L on the fuel circuit 104 fuel For example, the heat load may be oil cooling, avionics / electronic equipment, vehicle environmental control, etc. However, the heat capacity TC of the coolant loop 102 cool can be compared with the heat capacity TC of the fuel circuit 104 fuelThis is relevant, for example, because the engine 200 (which burns the fuel F) is also the power plant of the vehicle and provides energy or mass flow input to the coolant system 112 of the coolant loop 102. In addition, the fuel cooling or thermal capacity TC fuel Depending on the fuel flow F to the fuel usage location 110 use (e.g., the combustion flow rate of fuel F) and the fuel supply temperature.

[0099] In at least some embodiments of the system 100 shown in the figures, valves and in some cases additional fluid conduits are included to bypass each heat exchanger and / or other components of the system 100. However, it should be understood that in some embodiments, it may be desirable to minimize the valves and / or conduits. For example, reducing the number of valves and / or conduits can reduce the complexity, weight, etc. of the system 100. Reduced system complexity can provide manufacturing, installation, and service advantages (such as reducing the time and cost of manufacturing, installation, and / or service, and requiring a smaller installation envelope compared to more complex systems). Reduced weight can provide advantages such as increased 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, so 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, Figure 5A and 5B The fuel cooler bypass valve 142 shown in FIG. 1 may be omitted along with the fuel cooler bypass line 104 a of the fuel flow path 104 , wherein the fuel F instead always passes through the coolant fuel heat exchanger 106 .

[0100] Further, in some embodiments, the system 100 may include a control system 300, for example, for opening and / or closing one or more valves 118, 122, 140, 142, 146, 148, 150 that may be included in the corresponding configuration of the system 100 and / or for adjusting the pump speed of one or more pumps 124, 132 that may be included in the system 100. An exemplary control system 300 is shown in FIG. 2. It should be understood that any embodiment of the system 100 shown in FIGS. 3-9B may also include a control system 300. In addition, the valves 118, 122, 140, 142, 146, 148, 150 and / or the pumps 124, 132 may also be controlled in other ways. For example, in appropriate embodiments, one or more valves 118, 122, 140, 142, 146, 148, 150 may be passively actuated, for example, by temperature and / or pressure within and / or outside the system 100. Thus, one or more valves 118, 122, 140, 142, 146, 148, 150 of system 100 can be referred to as active systems (e.g., controlled by control system 300 or other actuation systems or components) or passive systems (e.g., passive actuation as described) for controlling fluid flow in system 100 (e.g., flow of coolant C and / or flow of fuel F).

[0101] As shown in FIG. 2 , the exemplary control system 300 includes a controller 302, wherein the controller 302 is operably connected to each valve 118, 122 and pump 124. Specifically, the controller 302 generally includes a network interface 304. The network interface 304 can operate with any suitable wired or wireless communication network for communicating data with, for example, the TMS 100, other components of the engine 200, and / or other components or systems not shown. As shown using dashed lines, for the exemplary embodiment of FIG. 2 , the network interface 304 utilizes a wireless communication network 306 to communicate data with other components. More specifically, through the network interface 304 and the wireless communication network 306 of the controller 302, the controller 302 can be operably connected to each of the one or more valves 118, 122, 140, 142, 146, 148, 150 and / or pumps 124, 132 included in a particular embodiment of the system 100. Of course, it should be understood that while network interface 304 uses wireless communication network 306 for the exemplary embodiment of FIG. 2 , in other embodiments, network interface 304 may instead use a wired communication network or a combination of wired and wireless communication networks.

[0102] Still referring to FIG. 2 , the controller 302 further includes one or more processors 308 and a memory 310. The memory 310 stores data 312 and instructions 314 that can be accessed by the one or more processors 308. The one or more processors 208 may include any suitable processing device, such as a microprocessor, a microcontroller, an integrated circuit, a logic device, and / or other suitable processing devices. The one or more memory devices 310 may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, a hard drive, a flash drive, and / or other memory devices. When the instruction 314 is executed by the one or more processors 308, the instruction 314 causes the control system 300 to perform a function. The instruction 314 in the memory 310 may be any instruction set that, when executed by the one or more processors 308, causes the one or more processors 308 to perform operations, such as one or more operations described herein. In certain exemplary embodiments, the instruction 314 in the memory 310 may be software written in any suitable programming language, or may be implemented in hardware. Additionally and / or alternatively, the instruction may be executed in a logical and / or virtual separate thread on the processor 308. The memory device 310 may further store other data 314 that is accessible by the processor 308 .

[0103] In this manner, it should be understood that in at least some exemplary embodiments, the controller 302 may be configured to receive data from one or more sensors and / or components, and may control the operation of the TMS 100 in response to the data received from the one or more sensors and / or components. For example, the exemplary controller 302 may be configured to operate the refrigerant switching valve 118 in response to data received from the coolant-cooled thermal load 116 and / or the fuel-cooled thermal load 108 (e.g., increase the flow of coolant C to the coolant-cooled thermal load 116 in response to receiving data indicating an increased cooling demand of the coolant-cooled thermal load 116). Additionally and / or alternatively, the exemplary controller 302 may be configured to operate the fuel pump 124 in response to receiving data indicating a desired fuel flow at the fuel-using location 110. The controller 302 may use other data to control one or more valves and / or one or more pumps of a particular configuration of the system 100, wherein various exemplary configurations of the system 100 are illustrated in FIGS. 2-9B .

[0104] In some embodiments, control system 300 and / or controller 302 may be part of an automatic digital control (e.g., a full authority digital engine control (FADEC) on an aircraft) that controls one or more aspects of an engine, such as engine 200. For example, controller 302 may be, for example, an electronic engine controller (EEC) or electronic control unit (ECU) of a FADEC, and in addition to the functions described herein, may control fuel flow, engine geometry, and other parameters to optimize the performance of engine 200 during operation, such as during takeoff, flight, and landing of an aircraft. Various parameters, such as flight status, aircraft system status, and pilot commands may be communicated to controller 302 using digital signals from systems, such as avionics systems. As described herein, controller 302 may include various components, such as one or more processors 308 and one or more memory devices 310, for performing various operations and functions. In other embodiments, controller 302 may perform specific functions described herein, and one or more other controllers may control various parameters to optimize the performance of engine 200 in addition to those specific functions.

[0105] It should be understood that the fuel F can be any suitable or appropriate fuel, for example, for use in the engine 200 and / or the vehicle 10. For example, in some embodiments, the fuel can be jet fuel or jet propellant (JP). In further embodiments, for example, when the engine 100 is a hypersonic propulsion engine and / or the vehicle 200 is a hypersonic vehicle, the fuel can be cryogenic or near cryogenic.

[0106] Further, coolant C may be any suitable or appropriate coolant for use in cooling system 112. For example, the cooling system 112 module of system 100 may be a refrigeration cycle, and coolant C may be a refrigerant. In other embodiments, as described herein, system 100 may be an open system that utilizes air (such as bleed air from engine 200 and / or vehicle 10) as coolant C in cooling system 112, and air coolant may enter system 100 and be exhausted from system 100, rather than continuing to circulate through system 100 in coolant flow path loop 102.

[0107] Furthermore, in some embodiments, the working fluids used in the system 100 - coolant C and heat transfer fluid T - can be dependent on the fuel F and / or each other, for example, a particular coolant C can be selected for use with a particular heat transfer fluid T in the coolant transfer heat exchanger 128. Typically, each working fluid, i.e., each of the coolant C and heat transfer fluid T (when used in the system 100), can be a fire extinguishing fluid, for example, to enable a layer of redundancy in the system 100 to prevent volatile mixing of the fuel F and working fluids C, T flowing in the respective coolant flow paths 102 and heat transfer flow paths 126. Example working fluids C, T can include, but are not limited to, the following: thermal oils; supercritical fluids such as supercritical carbon dioxide (sCO2); liquid metals; standard industrial refrigerants (R-### ANSI / ASHRAE designations), for example, R-410a; and rare gases, which also carry refrigerant designations. As an example, where the fuel F is liquid hydrogen fuel (LH2 or refrigerant name R-702), the coolant C and / or the heat transfer fluid T may be helium (R-704) or neon (R-720), and more specifically, may be supercritical helium, subcooled liquid neon, transcritical neon, or supercritical neon. As another example, where the fuel F is methane (R-50), the coolant C and / or the heat transfer fluid T may be nitrogen (R-728), argon (R-740), or krypton (R-784). More specifically, the working fluids C, T in the corresponding coolant flow path 102 and heat transfer flow path 126 may be transcritical or supercritical nitrogen, transcritical or supercritical argon, or subcooled liquid krypton, transcritical krypton, or supercritical krypton. As yet another example, where the fuel F is jet fuel or jet propellant (JP), the coolant C and / or heat transfer fluid T may be a 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, the coolant C and / or heat transfer fluid T may be supercritical pentafluoroethane or supercritical carbon dioxide (sCO2). Further, in the event of a leak or other malfunction where the fuel F and the working fluids C, T may come into contact or mix together, a fire extinguishing working fluid C, T such as supercritical carbon dioxide may be selected for fuel inerting or otherwise extinguishing a fire. Other working fluids C, T for use in the respective flow paths 102, 126 may also be used.

[0108] In addition, it should be understood that although described with respect to the vehicle 10 and the gas turbine engine 200, the thermal management system 100 described herein may have other applications. That is, the system 100 is not limited to use with a gas turbine engine and / or a vehicle such as an aircraft. For example, in some embodiments, the system 100 may be incorporated into any other suitable aviation propulsion system, such as a hypersonic propulsion system, a turbofan engine, a turboshaft engine, a turboprop engine, a turbojet engine, a ramjet engine, a scramjet engine, or the like, or a combination thereof, such as a combined cycle propulsion system. In addition, in certain embodiments, the system 100 may be incorporated into a non-aviation propulsion system, such as a land-based power generation propulsion system, an aero-derivative propulsion system, or the like. Further, in certain embodiments, the system 100 may be incorporated into any other suitable propulsion system or vehicle, such as a manned or unmanned aircraft, or the like.

[0109] Thus, the present subject matter provides a thermal management system (TMS) that utilizes heat exchange between at least one working fluid and a fuel to accumulate cooling capacity in the fuel, for example, during periods of relatively high cooling generation and relatively low cooling demand, and to extract cooling capacity from the fuel, for example, during periods of relatively low cooling generation and relatively high cooling demand. For example, a TMS for an aircraft can be configured such that additional cooling capacity available when the main load cooling demand is relatively low and the fan duct cooling capacity (i.e., bleed air cooling capacity) is relatively high is unloaded to a fuel tank or container, effectively using the aircraft fuel for thermal energy storage. As described herein, a TMS can incorporate a cooling system that is, for example, associated with an operating condition of an engine (e.g., engine power, etc.) such that the cooling capacity of the cooling system varies, 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 the cooling capacity is readily available, and store the cooling capacity for use when the cooling capacity is not readily available but the cooling demand is relatively high. Thus, any excess cooling capacity may be used to cool the fuel tank or container rather than attempting to balance heat generation and heat rejection capabilities in a steady-state sense (eg, rather than balancing aircraft heat generation and engine heat rejection capabilities).

[0110] In some embodiments, the heat transfer fluid or bus loop or heat transfer capacity can be reduced by shifting loads that would otherwise be cooled by the heat transfer loop to the fuel system. More specifically, more loads can be cooled by the fuel flowing through the fuel flow path of the TMS described herein compared to the typical distribution of heat loads between transfer or bus cooled loads and fuel cooled loads. As a result, the heat transfer flow path may require less or reduced cooling capacity, which can increase the efficiency of the system, reduce the complexity of the system, etc. Additionally or alternatively, the exemplary systems described herein can extend the fuel cooling architecture on the lower end to increase capacity for lower temperature heat generation.

[0111] As described herein, the cooling system may utilize air, refrigerant, supercritical carbon dioxide (sCO2), etc. as a coolant. The cooling system may be an open loop or a closed loop; a closed loop may provide a more constant capacity operation and may not require humidity management, but an open loop may be useful for some embodiments, such as when it is desired to use air as a coolant. The cooling system may be run or operated whenever possible, for example, to keep the fuel cool so that more heat can be transferred to or put into the fuel during periods of high cooling demand.

[0112] As further described herein, a fuel tank from which excess cooling capacity has been unloaded can be used as an accumulator for local fuel return within a TMS, and can be an auxiliary TMS tank downstream of a "main" fuel tank (e.g., an aircraft fuel tank), or can be the "main" fuel tank itself. Thus, the fuel tank of the TMS can be a TMS container or can be a fuel source for an engine and / or vehicle using the TMS. In addition, the TMS described herein utilizes fuel as a heat storage mechanism, providing a regenerative TMS solution that utilizes an available heat sink. Thus, additional thermal energy storage systems such as wax or liquid metal can be avoided or eliminated, which also eliminates the disadvantages associated with such systems, for example, wax requires too much volume to be a viable thermal energy storage system, and liquid metal is heavy and corrosive.

[0113] In addition, another benefit or advantage of the TMS described herein is that the fuel flow path or fuel circuit can be designed to have a fast transient response capability. For example, to help cool the mission system of the aircraft, the fuel flow path transient can be designed to exceed the time constant for the air cycle machine (ACM) (such as an air-based refrigerator). Further, it should be understood that the TMS described herein can effectively utilize existing systems to obtain frozen fuel in operation. Colder fuel can improve dynamic temperature response during rapid deceleration or chopping, which risks exceeding the effective, stable or operating temperature limit of the fuel because the metal parts of the fuel system are still hot and may offset the heat generation of the fuel pump. In addition, when the airflow cooling flow is reduced and / or stopped, but the metal parts of the fuel system remain hot, the colder fuel can, for example, provide a back-absorption heat management function to reduce and / or prevent fuel nozzle coking, etc. by burning the cooled fuel during aircraft landing, taxiing and shutdown. Therefore, the present subject provides benefits and advantages of various thermal transient problems that may be encountered in engines and / or vehicles (such as aircraft) in which TMS can be used.

[0114] Other benefits and advantages of the systems described herein may also occur to those of ordinary skill in the art.

[0115] Further aspects of the invention are provided by the subject matter of the following clauses:

[0116] 1. A system comprising: a coolant flow path having a coolant flowing therethrough; a cooling system for cooling the coolant arranged along the coolant flow path; a fuel flow path having a fuel flowing therethrough; a coolant-fuel heat exchanger for transferring heat between the coolant and the fuel to cool the fuel, the coolant-fuel heat exchanger being fluidly connected to both the coolant flow path and the fuel flow path; and a fuel tank for accumulating cooled fuel, wherein the fuel is thermally connected to a first heat load to cool the first heat load.

[0117] 2. The system of any preceding clause, wherein the coolant is in thermal communication with a second heat load to cool the second heat load.

[0118] 3. The system of any preceding clause, further comprising: a second fuel tank, the fuel flowing from the second fuel tank to the fuel flow path.

[0119] 4. The system of any of the preceding clauses, further comprising: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a coolant transfer heat exchanger for heat transfer between the coolant and the heat transfer fluid, the coolant transfer heat exchanger being fluidically connected to both the coolant flow path and the heat transfer flow path, wherein the heat transfer fluid is thermally connected to a third heat load to cool the third heat load.

[0120] 5. The system of any preceding clause, wherein the coolant fuel heat exchanger and the coolant transfer heat exchanger are arranged in series with respect to the coolant flow path.

[0121] 6. The system of any of the preceding clauses, further comprising: a first three-way switching valve, the first three-way switching valve being arranged adjacent to the coolant transfer heat exchanger; and a second three-way switching valve, the second three-way switching valve being arranged adjacent to the coolant fuel heat exchanger, wherein the position of each of the first three-way switching valve and the second three-way switching valve can be changed to reverse the flow direction of the coolant relative to the coolant transfer heat exchanger and the coolant fuel heat exchanger.

[0122] 7. The system of any preceding clause, wherein the cooling system is a refrigeration system and the coolant is a refrigerant.

[0123] 8. The system of any preceding clause, wherein the cooling system is configured to reduce the temperature of the coolant to below the temperature of the fuel.

[0124] 9. The system of any preceding clause, further comprising: a fuel valve disposed in the fuel flow path, wherein the fuel valve is configured to control fuel flow between the fuel tank and the first heat load.

[0125] 10. The system of any of the preceding clauses, further comprising: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a second heat exchanger for cooling the heat transfer fluid, wherein the heat transfer fluid is thermally connected to a third heat load to cool the third heat load, and wherein the first heat exchanger and the second heat exchanger are arranged in parallel.

[0126] 11. The system of any of the preceding clauses, further comprising: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a second heat exchanger for cooling the heat transfer fluid, wherein the heat transfer fluid is used to cool a third heat load, and wherein the first heat exchanger and the second heat exchanger are arranged in series.

[0127] 12. The system of any preceding clause, wherein the coolant flow path is a closed loop flow path.

[0128] 13. The system of any preceding clause, wherein said coolant fuel heat exchanger comprises said fuel tank for accumulating said cooling fuel.

[0129] 14. The system of any preceding clause, wherein the cooling system is an air-based cooling system and the coolant is air.

[0130] 15. A system as claimed in any of the preceding clauses, wherein the system is disposed in a vehicle, the vehicle comprising: a turbine engine comprising a compressor section, a combustion section and a turbine section arranged in a serial flow order, the turbine engine defining a turbine engine inlet upstream of the compressor section and a turbine engine exhaust downstream of the turbine section; and a fuel delivery system for providing a flow of the fuel to the combustion section of the turbine engine, the fuel delivery system comprising a main fuel tank, wherein the system is connected to the main fuel tank and to an engine bleed air flow from the turbine engine.

[0131] 16. A system comprising: a coolant flow path having a coolant flowing therethrough; a fuel flow path having a fuel flowing therethrough; a heat transfer flow path having a heat transfer fluid flowing therethrough; a fuel transfer heat exchanger for transferring heat between the fuel and the heat transfer fluid to cool the fuel, the fuel transfer heat exchanger being fluidly connected to both the fuel flow path and the heat transfer flow path; and a fuel tank for accumulating cooled fuel, wherein the fuel is thermally connected to a first heat load to cool the first heat load, and the heat transfer fluid is thermally connected to a second heat load to cool the second heat load.

[0132] 17. The system of any preceding clause, wherein the first load is in thermal communication with the second heat load for heat transfer between the fuel flow path and the heat transfer flow path.

[0133] 18. The system of any preceding clause, wherein the fuel transfer heat exchanger comprises the fuel tank.

[0134] 19. The system of any of the preceding clauses, further comprising: a coolant transfer heat exchanger for heat transfer between the coolant and the heat transfer fluid, the coolant transfer heat exchanger being fluidly connected to both the coolant flow path and the heat transfer flow path.

[0135] 20. A method of operating a system, the method comprising: flowing a coolant along a coolant flow path, the coolant flow path comprising a cooling system, such that the coolant passes through the cooling system to cool the coolant, the coolant flow path further comprising a heat load L cooled by the coolant cool ; The fuel flows along a fuel flow path, the fuel flow path including a fuel tank for accumulating the fuel and a heat load L for cooling the fuel fuel ; passing both the coolant and the fuel through a coolant-fuel heat exchanger to cool the fuel; and controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank for accumulating the cooled fuel, wherein the coolant has a heat capacity TC cool , and the fuel has a heat capacity TC fuel .

[0136] 21. The method of any preceding clause, wherein controlling the flow of the fuel from the coolant-fuel heat exchanger comprises controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank, and controlling the flow of the fuel from the coolant-fuel heat exchanger to a fuel usage location, wherein the flow of the fuel comprises the flow of the fuel to the fuel tank. tank and the flow of the fuel to the fuel usage location F use , and wherein the flow of the fuel is controlled so that when TC cool >L cool When F tank / F use >1.

[0137] 22. The method of any preceding clause, wherein controlling the flow of the fuel from the coolant-fuel heat exchanger comprises controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank, and controlling the flow of the fuel from the coolant-fuel heat exchanger to a fuel usage location, wherein the flow of the fuel comprises the flow of the fuel to the fuel tank. tank and the flow of the fuel to the fuel usage location F use , and wherein the flow of the fuel is controlled so that when L fuel >TC fuel When F tank / F use >-0.50.

[0138] 23. The method of any preceding clause, wherein controlling the flow of the fuel from the coolant fuel heat exchanger comprises adjusting a fuel recirculation valve.

[0139] 24. The method of any preceding clause, further comprising controlling the flow of said fuel from said coolant fuel heat exchanger to a fuel cooled heat load.

[0140] 25. The method of any preceding clause, further comprising utilizing said flow of said fuel to bypass said coolant fuel heat exchanger.

[0141] 26. The method of any preceding clause, wherein bypassing the coolant fuel heat exchanger comprises adjusting a fuel cooler bypass valve disposed in the fuel flow path upstream of the coolant fuel heat exchanger.

[0142] 27. The method of any preceding clause, further comprising controlling said flow of said coolant from said coolant fuel heat exchanger to a coolant cooled heat load.

[0143] 28. The method of any preceding clause, further comprising controlling the flow of the coolant from the coolant system to the coolant fuel heat exchanger and a heat load cooled by the coolant.

[0144] 29. The method of any preceding clause, wherein controlling the flow of the coolant from the cooling system comprises adjusting a refrigerant switching valve.

[0145] 30. The method of any preceding clause, further comprising flowing a heat transfer fluid along a heat transfer flow path; and passing both the coolant and the heat transfer fluid through a coolant transfer heat exchanger to cool the heat transfer fluid.

[0146] 31. The method of any preceding clause, further comprising controlling said flow of said heat transfer fluid from said coolant transfer heat exchanger to a heat load for transfer cooling.

[0147] 32. The method of any preceding clause, wherein controlling the flow of the heat transfer fluid comprises regulating a valve.

[0148] 33. The method of any preceding clause, wherein the coolant flows from the cooling system through the coolant transfer heat exchanger prior to flowing through the coolant fuel heat exchanger.

[0149] 34. The method of any preceding clause, wherein the coolant flows from the cooling system through the coolant fuel heat exchanger prior to flowing through the coolant transport heat exchanger.

[0150] 35. The method of any of the preceding clauses, wherein the coolant fuel heat exchanger and the coolant transfer heat exchanger are arranged in series, and further comprising utilizing a pair of three-way valves to control the flow direction of the coolant through the coolant fuel heat exchanger and the coolant transfer heat exchanger.

[0151] 36. The method of any preceding clause, further comprising using a pump to drive said flow of said coolant along said coolant flow path.

[0152] 37. The method of any preceding clause, wherein the system is provided in a vehicle comprising a turbine engine, and wherein the cooling system is an air cycle machine.

[0153] 38. The method of any of the preceding clauses, further comprising cooling engine bleed air in a fan duct heat exchanger by heat exchange with a fan flow; passing the cooled engine bleed air through a turbine of the air cycle machine; passing the cooled engine bleed air through a cooling load heat exchanger to cool the coolant, thereby warming the engine bleed air; passing the warmed engine bleed air through a compressor driven by the turbine of the air cycle machine; and passing the compressed engine bleed air toward the fan flow.

[0154] 39. The method of any preceding clause, wherein the coolant fuel heat exchanger and the fuel tank are single component tank exchangers that both exchange heat and accumulate the fuel.

[0155] 40. The method of any preceding clause, using a refrigerant switching valve disposed in the coolant flow path to control the flow of the coolant between the single component tank exchanger and the coolant transfer heat exchanger.

[0156] 41. The method of any preceding clause, wherein said single component tank exchanger and said coolant transfer heat exchanger are arranged in series.

[0157] 42. The method of any preceding clause, further comprising utilizing said flow of said coolant to bypass said single component tank exchanger.

[0158] 43. The method of any preceding clause, wherein bypassing the single component tank exchanger comprises regulating a regenerator regulating valve disposed in the coolant flow path upstream of the single component tank exchanger.

[0159] 44. The method of any preceding clause, further comprising controlling the flow of coolant between the single component tank exchanger and the coolant transfer heat exchanger using a regenerator regulating valve and a coolant bypass line extending around the single component tank exchanger.

[0160] 45. A method according to any of the preceding clauses, wherein the fuel tank is a single-component tank exchanger, the single-component tank exchanger including a coolant-fuel heat exchanger formed together with the fuel tank for heat exchange between the coolant and the fuel, and the method further includes, if the cooling capacity of the cooling system is low relative to the cooling demand, utilizing the flow of the coolant to bypass the single-component tank exchanger, if the cooling capacity of the cooling system is not low relative to the cooling demand, utilizing both the flow of the coolant and the flow of the fuel to bypass the coolant-fuel heat exchanger.

[0161] 46. ​​A method as in any of the preceding clauses, wherein utilizing the flow of the coolant to bypass the single component tank exchanger includes adjusting a refrigerant switching valve, and wherein utilizing both the flow of the coolant and the flow of the fuel to bypass the coolant-fuel heat exchanger includes adjusting the refrigerant switching valve and a fuel regulating valve.

[0162] 47. A method for operating an operating system, the method comprising: causing a heat exchange fluid to flow along a heat exchange fluid flow path; causing fuel to flow along a fuel flow path, the fuel flow path comprising a fuel tank for accumulating the fuel; passing both the heat exchange fluid and the fuel through a heat exchanger to cool the fuel; and controlling the flow of the fuel from the heat exchanger to the fuel tank for accumulating the cooled fuel.

[0163] 48. The method of any preceding clause, wherein controlling the flow of the fuel from the heat exchanger comprises adjusting a fuel recirculation valve.

[0164] 49. The method of any preceding clause, wherein the heat exchange fluid is a coolant and the heat exchange fluid flow path is a coolant flow path.

[0165] 50. The method of any preceding clause, wherein the coolant flow path comprises a cooling system such that the coolant passes through the cooling system to cool the coolant.

[0166] 51. The method of any preceding clause, further comprising controlling said flow of said coolant from said heat exchanger to a heat load that the coolant cools.

[0167] 52. The method of any preceding clause, wherein the heat exchange fluid is a heat transfer fluid and the heat exchange fluid flow path is a heat transfer flow path.

[0168] 53. The method of any preceding clause, further comprising controlling said flow of said heat transfer fluid between said heat exchanger and a heat load for transfer cooling.

[0169] 54. The method of any preceding clause, wherein controlling the flow of the heat transfer fluid comprises adjusting a valve positioned in the heat transfer flow path, upstream of the heat exchanger.

[0170] 55. The method of any preceding clause, further comprising flowing a heat transfer fluid along a heat transfer flow path; and passing both the coolant and the heat transfer fluid through a coolant transfer heat exchanger to cool the heat transfer fluid.

[0171] 56. The method of any preceding clause, further comprising controlling said flow of said heat transfer fluid from said coolant transfer heat exchanger to a heat load for transfer cooling.

[0172] 57. The method of any preceding clause, wherein the heat exchange fluid is the heat transfer fluid and the heat exchanger is a fuel transfer heat exchanger.

[0173] 58. The method of any preceding clause, wherein the fuel transfer heat exchanger and the fuel tank are a single component that both exchanges heat and accumulates the fuel.

[0174] 59. The method of any preceding clause, further comprising passing both the coolant and the heat transfer fluid through a second coolant transfer heat exchanger disposed in the heat transfer flow path downstream of the transfer cooled load.

[0175] 60. The method of any preceding clause, wherein the coolant transport heat exchanger, the fuel transport heat exchanger and the transport cooling heat load are arranged in series.

[0176] 61. A method according to any of the preceding clauses, wherein the heat exchange fluid is the heat transfer fluid, the heat exchanger is a fuel transfer heat exchanger, wherein the fuel tank is a single-component tank exchanger, the single-component tank exchanger includes a coolant-fuel heat exchanger formed together with the fuel tank for heat exchange between the coolant and the fuel, and the method further includes, if the cooling capacity of the cooling system is low relative to the cooling demand, utilizing the flow of the coolant to bypass the single-component tank exchanger and passing both the heat transfer fluid and the fuel through the fuel transfer heat exchanger, and if the cooling capacity of the cooling system is not low relative to the cooling demand, utilizing the flow of the fuel and the flow of the heat transfer fluid to bypass the fuel transfer heat exchanger and passing both the coolant and the fuel through the single-component tank exchanger.

[0177] 62. The method of any of the preceding clauses, wherein bypassing the single component tank exchanger with the coolant includes adjusting a regenerator regulating valve, wherein bypassing the fuel transfer heat exchanger with the fuel includes adjusting a fuel regulating valve, and wherein bypassing the fuel transfer heat exchanger with the heat transfer fluid includes adjusting a transfer regulating valve.

[0178] 63. The method of any preceding clause, further comprising driving said flow of said heat transfer fluid along said heat transfer flow path using a pump.

[0179] 64. The method of any preceding clause, further comprising driving said flow of said fuel along said fuel flow path using a pump.

[0180] 65. The method of any preceding clause, further comprising controlling said flow of said fuel from said heat exchanger to a fuel cooled heat load.

[0181] 66. A system comprising: a coolant flow path, the coolant flow path comprising a cool The coolant flow path includes a cooling system and a heat load L cooled by the coolant. cool , the cooling system is configured to cool the coolant; a fuel flow path, the fuel flow path comprising a heat capacity TC fuel The fuel flow path includes a fuel tank for accumulating the fuel and a heat load L for cooling the fuel. fuel a coolant-fuel heat exchanger in thermal communication with the fuel and the coolant so 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 fuel tank for accumulating cooled fuel. tank , and the flow of the fuel to the fuel usage location F use , so that when TC cool >L cool When F tank / F use >1, and when L fuel >TC fuel When F tank / F use >-0.50.

[0182] 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 combined method. The patentable scope of the invention is defined by the claims and may include other examples that occur to those skilled in the art. If these other examples include structural elements that do not differ from the literal language of the claims, or if these examples include equivalent structural elements that do not differ substantially from the literal language of the claims, then these examples will be within the scope of the claims.

Claims

1. A thermal management system, characterized in that: include: A coolant flow path having a coolant flowing therethrough, the coolant flow path including a coolant having a heat capacity TC cool The coolant flow path includes a cooling system and a heat load L cooled by the coolant. cool , the cooling system is configured to cool the coolant; a cooling system for cooling the coolant disposed along the coolant flow path; A fuel flow path having a fuel flowing therethrough, the fuel flow path including a heat capacity TC fuel The fuel flow path includes a fuel tank for accumulating the fuel and a heat load L for cooling the fuel. fuel ; a coolant-fuel heat exchanger for heat transfer between the coolant and the fuel to cool the fuel, the coolant-fuel heat exchanger being fluidly connected to both the coolant flow path and the fuel flow path, the coolant-fuel heat exchanger being in thermal communication with the fuel and the coolant such that heat flows from the fuel to the coolant to cool the fuel; and a fuel tank for accumulating cooled fuel, wherein the fuel is in thermal communication with a first heat load to cool the first heat load; a controller configured to control the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank and to control the flow of the fuel from the coolant-fuel heat exchanger to a fuel use location, the controller controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank for accumulating cooling fuel; tank , and the flow of the fuel to the fuel usage location F use , so that when TC cool >L cool When F tank / F use >1, and when L fuel >TC fuel When F tank / F use >-0.

50.

2. The system according to claim 1, characterized in that The coolant is in thermal communication with a second heat load to cool the second heat load.

3. The system according to claim 1, characterized in that Further including: A second fuel tank from which the fuel flows to the fuel flow path.

4. The system according to claim 1, characterized in that Further including: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a coolant transfer heat exchanger for heat transfer between the coolant and the heat transfer fluid, the coolant transfer heat exchanger being fluidly connected to both the coolant flow path and the heat transfer flow path, Wherein the heat transfer fluid is in thermal communication with a third heat load to cool the third heat load.

5. The system according to claim 4, characterized in that Wherein the coolant fuel heat exchanger and the coolant transport heat exchanger are arranged in series with respect to the coolant flow path.

6. The system according to claim 5, characterized in that Further including: a first three-way switching valve disposed adjacent to the coolant transport heat exchanger; and a second three-way switching valve, the second three-way switching valve being disposed adjacent to the coolant-fuel heat exchanger, Wherein the position of each of the first three-way switching valve and the second three-way switching valve can be changed to reverse the flow direction of the coolant relative to the coolant transfer heat exchanger and the coolant fuel heat exchanger.

7. The system according to claim 1, characterized in that Wherein the cooling system is a refrigeration system, and the coolant is a refrigerant.

8. The system according to claim 1, characterized in that The cooling system is configured to reduce the temperature of the coolant to a temperature lower than the temperature of the fuel.

9. The system according to claim 1, characterized in that Further including: a fuel valve disposed in the fuel flow path, The fuel valve is configured to control fuel flow between the fuel tank and the first heat load.

10. The system according to claim 1, characterized in that Further including: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a second heat exchanger for cooling the heat transfer fluid, wherein the heat transfer fluid is used to cool a third heat load, and Wherein the coolant-fuel heat exchanger and the second heat exchanger are arranged in parallel.

11. The system according to claim 1, characterized in that Further including: a heat transfer flow path having a heat transfer fluid flowing therethrough; and a second heat exchanger for cooling the heat transfer fluid, wherein the heat transfer fluid is in thermal communication with a third heat load to cool the third heat load, and Wherein the coolant-fuel heat exchanger and the second heat exchanger are arranged in series.

12. The system according to claim 1, characterized in that Wherein the coolant flow path is a closed loop flow path.

13. The system according to claim 1, characterized in that The coolant-fuel heat exchanger includes the fuel tank for accumulating the cooling fuel.

14. The system according to claim 13, characterized in that Wherein the cooling system is an air-based cooling system and the coolant is air.

15. The system of claim 1, wherein the system is disposed in a vehicle, wherein: The vehicle comprises: a turbine engine including a compressor section, a combustion section, and a turbine section arranged in serial flow order, the turbine engine defining a turbine engine inlet upstream of the compressor section and a turbine engine exhaust downstream of the turbine section; and a fuel delivery system for providing a flow of the fuel to the combustion section of the turbine engine, the fuel delivery system comprising a main fuel tank, Wherein the system is in flow communication with the main fuel tank and engine bleed air from the turbine engine.

16. A thermal management system, characterized in that: include: A coolant flow path having a coolant flowing therethrough, the coolant flow path including a coolant having a heat capacity TC cool The coolant flow path includes a cooling system and a heat load L cooled by the coolant. cool , the cooling system is configured to cool the coolant; A fuel flow path having a fuel flowing therethrough, the fuel flow path including a heat capacity TC fuel The fuel flow path includes a fuel tank for accumulating the fuel and a heat load L for cooling the fuel. fuel ; a heat transfer flow path having a heat transfer fluid flowing therethrough; a fuel transfer heat exchanger for heat transfer between the fuel and the heat transfer fluid to cool the fuel, the fuel transfer heat exchanger being fluidly connected to both the fuel flow path and the heat transfer flow path; a coolant-fuel heat exchanger in thermal communication with the fuel and the coolant such that heat flows from the fuel to the coolant to cool the fuel; and a fuel tank for accumulating cooled fuel, wherein the fuel is in thermal communication with a first heat load to cool the first heat load, and the heat transfer fluid is in thermal communication with a second heat load to cool the second heat load; a controller configured to control the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank and to control the flow of the fuel from the coolant-fuel heat exchanger to a fuel use location, the controller controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank for accumulating cooling fuel; tank , and the flow of the fuel to the fuel usage location F use , so that when TC cool >L cool When F tank / F use >1, and when L fuel >TC fuel When F tank / F use >-0.

50.

17. The system according to claim 16, characterized in that The first heat load is in thermal communication with the second heat load for heat transfer between the fuel flow path and the heat transfer flow path.

18. The system according to claim 16, characterized in that Wherein the fuel transfer heat exchanger includes the fuel tank.

19. The system according to claim 16, characterized in that Further including: A coolant transfer heat exchanger for heat transfer between the coolant and the heat transfer fluid is fluidly connected to both the coolant flow path and the heat transfer flow path.

20. A method of operating a thermal management system, characterized in that The method comprises: The coolant is caused to flow along a coolant flow path, the coolant flow path including a cooling system such that the coolant passes through the cooling system to cool the coolant, the coolant flow path further including a heat load L cooled by the coolant. cool ; The fuel is caused to flow along a fuel flow path including a fuel tank for accumulating the fuel and a heat load L for cooling the fuel. fuel ; passing both the coolant and the fuel through a coolant-fuel heat exchanger to cool the fuel; and controlling the flow of the fuel from the coolant fuel heat exchanger to the fuel tank for accumulating cooling fuel, The coolant has a heat capacity TC cool , and the fuel has a heat capacity TC fuel ; wherein controlling the flow of the fuel from the coolant-fuel heat exchanger includes controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank, and controlling the flow of the fuel from the coolant-fuel heat exchanger to a fuel use location, wherein the flow of the fuel includes the flow of the fuel to the fuel tank. tank and the flow of the fuel to the fuel usage location F use , and wherein the flow of the fuel is controlled so that when TC cool >L cool When F tank / F use >1.

21. The method according to claim 20, characterized in that wherein controlling the flow of the fuel from the coolant-fuel heat exchanger includes controlling the flow of the fuel from the coolant-fuel heat exchanger to the fuel tank, and controlling the flow of the fuel from the coolant-fuel heat exchanger to a fuel use location, wherein the flow of the fuel includes the flow of the fuel to the fuel tank. tank and the flow of the fuel to the fuel usage location F use , and wherein the flow of the fuel is controlled so that when L fuel >TC fuel When F tank / F use >-0.50.

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