55 results about "Heat rejection" patented technology

A system may include a first heat rejection unit including a first set of fans and coils and a second heat rejection unit configured to be stacked on top of the first heat rejection unit, where the second heat rejection unit includes a second set of fans and coils. The system may include one or more central passages configured to connect the first heat rejection unit to the second heat rejection unit, where the one or more central passages separate the first heat rejection unit into a first section and a second section. The system may include an inlet duct configured communicate with outside and receive fresh ambient air via an opening in the inlet duct, where the inlet duct is configured to divert the fresh ambient air to at least one of the first heat rejection unit or the second heat rejection unit to be exhausted outside.

The invention relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of aircrafts. The electric propulsion cooling system comprises propellers, arms, power motors and radiators, the electric propulsion cooling system is fixedly connected to an aircraft body structure of the aircraft through the arms, the propellers are arranged at the output ends of the power motors, and the power motors are installed on the arms and can drive the propellers to rotate around the axes of the power motors. The radiator dissipates heat of the power motor through cooling liquid circulation, the vehicle arms are provided with heat dissipation grooves and air outlets, the radiator is installed in the heat dissipation grooves, and orthographic projections of blades of the propeller on the corresponding surfaces of the vehicle arms at least partially cover the radiator, so that airflow generated by the propeller can penetrate through the radiator and then enter the external space through the air outlets. According to the electric propulsion heat dissipation system, the power device and the aircraft, the problem that the lightweight design of the aircraft is affected due to the fact that a current cooling system is large in size and weight is solved.

The invention relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of aircrafts. The electric propulsion heat dissipation system comprises a propeller, a machine arm and an electric engine, the machine arm is fixedly connected to a machine body structure of the aircraft, the propeller is arranged at the output end of the electric engine, the machine arm is provided with an assembling space, and the electric engine is installed in the assembling space and can drive the propeller to rotate around the axis of the electric engine; a flow inlet is formed in the surface of the side, facing the propeller, of the vehicle arm, airflow generated when the propeller rotates can at least partially cover the flow inlet, a flow outlet is formed in the surface of the side, deviating from the propeller, of the vehicle arm, and the airflow can flow through the electric engine arranged in the assembling space through the flow inlet and enter the external space through the flow outlet. According to the electric propulsion heat dissipation system, the power device and the aircraft provided by the invention, the problem that the heat dissipation capability of the electric propulsion heat dissipation system is poor under the flight working conditions of hovering or vertical take-off and landing and the like of the existing aircraft is solved.

A drift elimination system for evaporative heat rejection equipment. The drift elimination system includes a first and second set of electrodes positioned apart from one-another in the air flow downstream of the fill and spray system. The first set of electrodes, optionally in the form of needles or thin plates are energized with a positive or negative charge. The second set of electrodes, optionally in the form of wavy plates or a wire mesh are energized with the opposite charge. Water droplets passing over or through the first set of electrodes accept a charge from the first set of electrodes and are attracted to the second set of electrodes where they are collected, removing the charged droplets from the airflow, reducing water loss and abating plume formation.

A multi-temperature hydronic system (MTHS) (10) comprises a plurality of heat rejection devices including at least two of an evaporative fluid cooler (28), a dry cooler (30), or a heat recovery heat exchanger (32). The MTHS (10) also includes an MTHS skid (11) having a plurality of valves (50, 52, 54, 58, 60, 61, 62, 64, 66, 74, 76, and / or 78) controllable to adjust fluid flows of a fluid between the plurality of heat rejection devices, a chiller oil cooler (16a), and a chiller condenser (14a). The MTHS (10) also includes a controller (34) configured to control the plurality of valves (50, 52, 54, 58, 60, 61, 62, 64, 66, 74, 76, and / or 78) to selectively engage at least one heat rejection device of the plurality of heat rejection devices to achieve a target temperature of the fluid at the chiller oil cooler (16a), and to optimize a temperature of the fluid at the chiller condenser (14a). Other features may include a spray water circuit (175) of the evaporative fluid cooler (28) and control features related to the evaporative fluid cooler (28) and configured to, among other things, periodically replace water in the spray water circuit (175).

This invention relates to the field of building energy conservation and refrigeration technology, and provides a building heat dissipation system combining organic Rankine cycle and nighttime radiative heat dissipation. The system includes an evaporator, a generator set, a nighttime radiative heat dissipation device, a working fluid pump, a working fluid storage device, and an electricity storage device. This system absorbs the heat transferred to the indoor side by the phase change material layer during summer nights and dissipates the heat to the external environment in the form of thermal radiation. This achieves cooling of the phase change material layer during summer nights, ensuring the phase change material's effect of reducing indoor temperature rise during the day, while maintaining indoor thermal comfort at night. Through the organic Rankine cycle, it achieves the purpose of generating electricity using a low-temperature heat source, fully utilizing the waste heat of the phase change material layer, improving the system's energy utilization rate, achieving self-sustaining operation, and exhibiting good stability. This effectively improves the building energy conservation technology of applying phase change materials in walls and contributes to achieving energy conservation goals.

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of the aircraft. The electric propulsion heat dissipation system comprises an electric motor, a propeller and a movable nacelle, the propeller is connected to the output end of the electric motor, and the movable nacelle is rotatably connected to the body structure of the aircraft; the movable nacelle is provided with a nacelle cavity, the electric motor is installed in the nacelle cavity, the head part of the nacelle is provided with a head part air inlet communicating with the nacelle cavity, and the tail part of the nacelle is provided with a tail part air outlet communicating with the nacelle cavity. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that the existing nacelle is more difficult to effectively discharge hot air, thereby causing the electric propulsion system to overheat.

The present application provides a method of controlling a vehicle thermal management system, the method comprising the steps of: determining a vehicle required heat based on a cabin heating required heat and a battery warming required heat when a heating, ventilation, and air conditioning (HVAC) subsystem is in a heating mode; controlling operation of the HVAC subsystem and a coolant subsystem based on the determined vehicle required heat being greater than a predetermined threshold to minimize compressor work of the HVAC subsystem and to minimize heat rejection of a refrigerant circulating in the HVAC subsystem; determining a refrigerant heat absorption, wherein the refrigerant heat absorption is heat absorbed by the refrigerant from the coolant, outdoor air, and the compressor; and increasing the compressor work of the HVAC subsystem by a predetermined value based on the determined refrigerant heat absorption being greater than the refrigerant heat rejection.

The invention relates to a heat rejection system and a cooling system. The heat rejection system may include: a first heat rejection unit including a first set of fans and coils; and a second heat extraction unit configured to be stacked on top of the first heat extraction unit, where the second heat extraction unit includes a second set of fans and coils. The system may include one or more central passages configured to connect the first heat rejection unit to the second heat rejection unit, where the one or more central passages divide the first heat rejection unit into a first section and a second section. The system may include an inlet conduit configured to communicate with the outside and receive new ambient air via an opening in the inlet conduit, where the inlet conduit is configured to divert the new ambient air to at least one of the first heat rejection unit or the second heat rejection unit to be discharged to the outside.

A heat transfer system (200) for high transient heat loads includes a fluid, a heat exchanger (204); a compressor (206) downstream of the heat exchanger outlet (260); a condenser (208) downstream of the compressor outlet (266), and a thermal energy storage (TES) section (210) downstream of the condenser outlet (272) and upstream of the heat exchanger (204). The TES section (210) may include a first pressure regulating valve (222) downstream of a TES unit (220); and a second pressure regulating valve (216) upstream of the first pressure regulating valve (222).

A component includes a body and an additively manufactured (AM) metal coupon that includes a primary member having a member porosity between 2% to 50% open space volume to total volume of the primary member. The primary member includes a first portion and a second portion distanced from the first portion by a gap. At least one thermal transfer structure, such as pin(s) and / or fin(s), extends between the first and second portions across the gap. A braze material couples the AM metal coupon in a coupon opening in the body, and infiltrates into the primary member based at least on a characteristic of the member porosity. The braze material may also infiltrate the thermal transfer structure(s), which may have the same or different porosity from the primary member. The thermal transfer structure(s) exhibit enhanced heat rejection, reduce weight of the component, and may improve component vibratory response.

An aircraft propulsion system includes an engine, a propulsor drive shaft drivingly engaged with the engine, a propulsor for propelling the aircraft, and a fan driving cooling air along a flow path in thermal communication with the engine. The engine can be an internal combustion engine or other engine type having heat rejection requirements, and the fan can facilitate cooling of the engine. The propulsion system can have a propulsor configuration.

The invention relates to a heat extraction fan assembly, a heat extraction unit and a fan motor cooling subsystem. The heat extraction fan assembly may include a set of fan blades. The heat rejection fan assembly may include a fan motor coupled to a set of fan blades via a motor shaft and configured to cause the set of fan blades to: move a first air volume through the heat exchanger; and moving the first air volume through the shroud opening. The heat rejection fan assembly may include a fan motor cooling subsystem configured to cool a fan motor.

Disclosed herein are systems and methods for providing hot air or hot dehumidified air to a facility using an energy recovery high efficiency dehumidification system. The energy recovery high efficiency dehumidification system can include an air filter bank that receives air from a first inlet source, a supply fan that causes the air to flow from the first inlet source, a cooling coil configured to cool and reduce a relative humidity of the air that passes over the cooling coil, a cooling recovery coil coupled with the cooling coil and configured to heat the cooled air to generate cooled dehumidified reheated air in a cooling recovery coil plenum, an equipment room configured to surround mechanical and electrical equipment and further heat received cooled dehumidified reheated air, and a heat rejection coil that rejects heat from one or more components of the mechanical and electrical equipment to further heat the air.

The hot wall heat rejection system may include a first heat rejection unit including at least a first set of one or more first fans and a first coil. The system may also include a second heat rejection unit disposed proximate to the first heat rejection unit. The second heat rejection unit may also include a second set of one or more second fans and a second coil. The one or more first fans of the first heat rejection unit may face the one or more second fans of the second heat rejection unit to define a heat outlet channel. The first coil of the first heat rejection unit may face the second coil of the second heat rejection unit to define a cold inlet passage.

A thermal wall heat rejection system may include a first heat rejection unit including at least a first set of one or more first fans and a first coil. The system may further include a second heat rejection unit arranged proximate to the first heat rejection unit. The second heat rejection unit may further include a second set of one or more second fans and a second coil. The one or more first fans of the first heat rejection unit may face the one or more second fans of the second heat rejection unit to define a hot outlet aisle. The first coil of the first heat rejection unit may face the second coil of the second heat rejection unit to define a cold inlet aisle.

An aircraft propulsion system includes a core engine that includes a main compressor where an inlet airflow is compressed and communicated to a combustor to generate an exhaust gas flow that is expanded through a main turbine section to generate power that is used to drive the main compressor and a propulsive fan, a bottoming cycle where a working fluid is heated and expanded through a bottom turbine to generate shaft power, the bottoming cycle includes a primary compressor loop that includes a first bottoming compressor and a secondary compressor loop that includes a second bottoming compressor and the flow of working fluid flow is adjusted to flow through at least one of the primary compressor loop and the secondary compressor loop, an exhaust gas heat exchanger where heat from the exhaust gas flow heats the working fluid of the bottoming cycle, a cryogenic fuel system that includes a cryogenic fuel storage tank, a fuel flow path for routing the cryogenic fuel to the combustor of the core engine, and a fuel / working fluid heat exchanger for cooling the working fluid within the primary compressor loop. The secondary compressor loop bypasses the fuel / working fluid heat exchanger.

A fuel tank heat rejection system for an aircraft. The fuel tank heat rejection system includes a fuel tank compartment in the aircraft and a fuel tank having an exterior surface and storing fuel therein. The fuel tank is located in the fuel tank compartment. The fuel tank heat rejection system includes one or more air valves that provide fluid communication to the fuel tank compartment. The one or more air valves opening to operably direct cooling air into the fuel tank compartment through the one or more air valves, the cooling air contacting the exterior surface of the fuel tank such that heat from the fuel is rejected from the fuel tank.

A drift elimination system for evaporative heat rejection equipment. The drift elimination system includes a first and second set of electrodes positioned apart from one-another in the air flow downstream of the fill and spray system. The first set of electrodes, optionally in the form of needles or thin plates are energized with a positive or negative charge. The second set of electrodes, optionally in the form of wavy plates or a wire mesh are energized with the opposite charge. Water droplets passing over or through the first set of electrodes accept a charge from the first set of electrodes and are attracted to the second set of electrodes where they are collected, removing the charged droplets from the airflow, reducing water loss and abating plume formation.

This application discloses a method, system, and medium for monitoring the health status of the cooling system of operating machinery. The method includes: acquiring multi-dimensional monitoring data of the cooling system, including coolant filling parameters, coolant temperature parameters, coolant quality parameters, and cooling system pressure parameters; determining the state type of each monitoring data point based on the corresponding baseline parameters; and determining the status monitoring result of the cooling system based on a preset collaborative diagnostic model and the combination of state types of the monitoring data. This application improves the accuracy of the cooling system health status monitoring results by integrating multi-dimensional monitoring data of coolant filling frequency, coolant temperature, coolant quality, and system pressure, and performing collaborative diagnosis based on the combination of state types.

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of the aircraft. The electric propulsion heat dissipation system comprises an electric motor, a propeller and a movable nacelle, the propeller is connected to the output end of the electric motor, and the movable nacelle is rotatably connected to the body structure of the aircraft; the movable nacelle is provided with a nacelle cavity, the electric motor is installed in the nacelle cavity, the head part of the nacelle is provided with a head part air inlet communicating with the nacelle cavity, and the tail part of the nacelle is provided with a tail part air outlet communicating with the nacelle cavity. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that the existing nacelle is more difficult to effectively discharge hot air, thereby causing the electric propulsion system to overheat.

An aircraft propulsion system includes a core engine that includes a main compressor where an inlet airflow is compressed and communicated to a combustor to generate an exhaust gas flow that is expanded through a main turbine section to generate power that is used to drive the main compressor and a propulsive fan, a bottoming cycle where a working fluid is heated and expanded through a bottom turbine to generate shaft power, the bottoming cycle includes a primary compressor loop that includes a first bottoming compressor and a secondary compressor loop that includes a second bottoming compressor and the flow of working fluid flow is adjusted to flow through at least one of the primary compressor loop and the secondary compressor loop, an exhaust gas heat exchanger where heat from the exhaust gas flow heats the working fluid of the bottoming cycle, a cryogenic fuel system that includes a cryogenic fuel storage tank, a fuel flow path for routing the cryogenic fuel to the combustor of the core engine, and a fuel / working fluid heat exchanger for cooling the working fluid within the primary compressor loop. The secondary compressor loop bypasses the fuel / working fluid heat exchanger.

Embodiments of the invention provide a high density liquid cooling system and various monitoring and control methods. Some methods include calculating a heat transfer efficiency of a heat exchanger based on a temperature difference and calculating a total heat rejection value based on the heat transfer efficiency. Some methods include increasing a secondary flow rate in a secondary coolant loop as a maximum allowable pressure is approached to extend an operating time period and avoid thermal shut down of the high density liquid cooling system.

The present invention provides a snow melting system using heat rejection and a snow melting method using heat rejection, which achieve both efficient cooling of a stationary battery and reduction of the load of a structure by snow melting. A snow melting system using heat dissipation includes a heat recovery unit, a natural heat dissipation unit, and a cooling path in a structure that houses a stationary battery. The heat recovery unit recovers heat of the stationary battery. The natural heat dissipation unit naturally dissipates the recovered heat to the external environment. The cooling path connects the heat recovery unit and the natural heat dissipation unit and circulates the refrigerant. The natural heat dissipation section has a heat pipe provided in the vicinity of the snow accumulation section of the structure, and melts the snow in the snow accumulation section when the heat pipe is used to dissipate heat.

A fuel tank heat rejection system (403, 503) for an aircraft (10). The fuel tank heat rejection system (403, 503) includes a fuel tank compartment (460, 560) in the aircraft (10) and a fuel tank (46, 282, 304, 404, 504, 604, 704, 804) having an exterior surface (617, 717, 817) and storing fuel (267) therein. The fuel tank (46, 282, 304, 404, 504, 604, 704, 804) is located in the fuel tank compartment (460, 560). The fuel tank heat rejection system (403, 503) includes one or more air valves (462, 562) that provide fluid communication to the fuel tank compartment (460, 560). The one or more air valves (462, 562) opening to operably direct cooling air into the fuel tank compartment (460, 560) through the one or more air valves (462, 562), the cooling air contacting the exterior surface (617, 717, 817) of the fuel tank (46, 282, 304, 404, 504, 604, 704, 804) such that heat from the fuel (267) is rejected from the fuel tank (46, 282, 304, 404, 504, 604, 704, 804).

A radiator assembly having a plurality of thermally conductive layers arranged in a stack of layers and a heat transfer clamping bracket operably coupled to a first end of the layers of the stack, the clamping bracket being configured to deliver heat from a heat source to the layers. Each stack of layers has a tapered overall shape in cross section due to sequentially shorter lengths of the thermally conductive layers exposing a second end of each layer to a surrounding environment for heat rejection, a total thickness of the stack diminishing with distance away from said heat transfer clamping bracket.

A data center cooling system includes a technical fluid system, a liquid cooling system, and an air cooling system. The technical fluid system includes a primary heat exchanger (PHEX), a heat rejection unit, and a technical fluid circuit. The PHEX is configured to transfer heat from a technical fluid to a cooling fluid and hydraulically isolate the technical fluid from the cooling fluid. The technical fluid circuit includes one or more pumps configured to circulate the cooling fluid between the PHEX and the heat rejection unit. The liquid cooling system includes one or more liquid cooling connectors fluidically coupled to the PHEX and configured to fluidically couple to a server heat exchanger (SHEX). The air cooling system includes one or more computer room air conditioning (CRAC) units fluidically coupled to the PHEX and configured to cool supply air.

The present disclosure relates to a cooling system of a heating, ventilation, air conditioning, and refrigeration (HVAC&R) system. The cooling system includes an enclosure defining a fluid chamber, and the enclosure includes an evaporating surface configured to be in thermal communication with a liquid fluid in the fluid chamber and with an electronic component coupled to the enclosure, where the evaporating surface is configured to transfer thermal energy from the electronic component to the liquid fluid, such that the liquid fluid transitions to a vapor fluid within the fluid chamber, and includes a condensing surface configured to absorb thermal energy from the vapor fluid, such that the vapor fluid condenses into the liquid fluid within the fluid chamber. The cooling system also includes a heat rejection system coupled to an exterior surface of the enclosure, where the heat rejection system is configured to absorb thermal energy from the condensing surface.

A kind of refrigerator hot end and its heat dissipation method, two-phase heat exchange structure based on capillary structure will be coupled with refrigerator hot end, form the light and efficient heat transfer refrigerator hot end;Adopt gas-liquid two-phase heat transfer working medium under the driving of capillary force realizes the long-distance high-efficiency dissipation of the heat of refrigerator hot end, can ensure the long-distance dissipation of the large power heat generated by refrigerator hot end under the condition of reducing the weight, size and heat transfer temperature difference of traditional refrigerator hot end, can be applied to space cryogenic refrigerator hot end high-efficiency heat dissipation.

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of the aircraft. The electric propulsion heat dissipation system comprises an electric motor, a propeller, a movable cabin body, a fixed cabin body and a tilting mechanism, the movable cabin body is installed with the electric motor; the tilting mechanism is installed on the fixed cabin body, and the tilting mechanism can drive the electric motor, the propeller and the movable cabin body to tilt relative to the body structure of the aircraft; the movable cabin body is provided with a movable cavity, when the aircraft is in a level flight state, the connecting part of the movable cabin body and the fixed cabin body forms a gap-shaped first air outlet, and the movable cavity can be communicated with the external space through the first air outlet, when the aircraft is in a non-level flight state, the movable cavity can be communicated with the external space through the opening on the side of the movable cabin body away from the propeller. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that hot air in the power nacelle of the existing aircraft is difficult to discharge in the level flight mode.