Aircraft Freight Container Cooling Station for Zoned Temperature Control
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Solution Overview
Problem
Current aircraft cooling systems for freight are inefficient, complex, and costly, with limitations in temperature control and capacity, leading to suboptimal freight transport and safety concerns due to the use of dry ice, which also restricts the loading capacity and requires hazardous material handling.
Innovation Solution
A system comprising a refrigerating device and a cooling station connected via a refrigerant medium, such as CO2 or R134A, that can be integrated into the aircraft's central cooling system to provide precise and efficient cooling to freight compartments or containers, eliminating the need for aircraft air-conditioning units and reducing the reliance on dry ice.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Temperature
If the air-conditioning unit of the aircraft is used to cool the freight compartment, then cooling capability is provided, but the system becomes complex and expensive with increased weight and energy consumption
Solution Approach 1:
The air-conditioning system is divided into two independent climate-control systems: a first system dedicated to the aircraft cabin and a second system dedicated to the freight compartment. This segmentation allows each system to operate independently without interfering with the other, resolving the contradiction by eliminating the need for complex priority management while providing dedicated cooling for freight.
Solution Approach 2:
The second climate-control system is designed with dual capability: it can assist the first climate-control system when the cabin has heightened cooling requirements, or it can independently air-condition the freight compartment. This multi-functionality allows the system to adapt to different operational scenarios without requiring separate dedicated systems for each function.
2Temperature
If the second climate-control system assists the first climate-control system for cabin cooling, then cabin cooling is improved, but adequate air conditioning of the freight compartment can no longer be ensured
Solution Approach 1:
The second climate-control system is designed to dynamically switch between two operational modes: assisting the first climate-control system when the cabin has heightened cooling requirements, or independently air-conditioning the freight compartment when needed. This dynamic adaptability allows the system to prioritize appropriately based on operational conditions while maintaining reliability for both functions.
3Area of stationary object
If the entire freight compartment is cooled with the aid of the air-conditioning unit, then cooling coverage is maximized, but items of freight that have to be transported at relatively high temperatures cannot be loaded
Solution Approach 1:
Instead of cooling the entire freight compartment uniformly, the system provides localized cooling to specific zones or containers within the freight compartment. This allows different temperature conditions to be maintained in different areas, enabling the simultaneous transport of temperature-sensitive goods requiring cold storage and goods requiring higher temperatures.
4Temperature
If dry ice-based special containers are used for cooling, then cooling capability is provided, but the empty weight increases and loading capacity diminishes
Solution Approach 1:
The invention replaces the mechanical cooling system based on dry ice (which requires heavy insulation and storage tanks) with a thermoelectric cooling system using Peltier elements. These solid-state devices provide efficient cooling with minimal weight, directly resolving the contradiction between cooling capability and empty weight.
5Temperature
If dry ice is used as heat-sink, then cooling is achieved, but inhomogeneous temperature distribution occurs in the container
Solution Approach 1:
Instead of using a single large dry ice block that creates temperature gradients, the system employs multiple distributed Peltier cooling elements arranged throughout the container. This distributed approach creates multiple localized cooling zones that collectively provide homogeneous temperature distribution, resolving the contradiction between cooling effectiveness and temperature uniformity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution enables reliable, energy-efficient, and flexible temperature control within a broader range, reducing the load on aircraft air-conditioning units and increasing freight capacity while avoiding the limitations and hazards associated with dry ice, ensuring consistent and safe freight cooling.
Implementation Method 1
a system (10) for cooling items of freight on board an aircraft comprises a refrigerating device (12) and a cooling station (14) to which cooling energy generated by the refrigerating device (12) is supplied by means of a refrigerant medium
Implementation Method 2
The cooling station (14) is capable of being connected to a freight compartment (24) or a freight-compartment zone (24') or to a freight container (26)
Implementation Method 3
a refrigerating device (12) and a cooling station (14) to which cooling energy generated by the refrigerating device (12) is supplied by means of a refrigerant medium
Implementation Method 4
The cooling station (14) is capable of being connected to a freight compartment (24) or a freight-compartment zone (24') or to a freight container (26)
Data Source
AI summary
A system (10, 10′) for cooling items of freight on board an aircraft includes a refrigerating device and also a cooling station (14, 14′) to which cooling energy generated by the refrigerating device is supplied by means of a refrigerant medium. The cooling station (14, 14′) is capable of being connected to a freight compartment (24) of the aircraft or to a freight container (26′) on board the aircraft, in order to lead the cooling energy supplied to the cooling station (14, 14′) away into the freight compartment (24) or into the freight container (26′). A freight container (26′) for receiving items of freight designated for transportation on board an aircraft is capable of being connected to a cooling station (14′) of a system (10′) for cooling items of freight on board an aircraft, so that the cooling energy supplied to the cooling station (14′) is capable of being led away into the freight container (26′). An alternative system (10″) for cooling items of freight on board an aircraft includes a refrigerating device that is capable of being connected to a cooling station (14″), in order to supply cooling energy generated by the refrigerating device to the cooling station (14″) by means of a refrigerant medium. The cooling station (14″) is integrated into a freight container (26″) for receiving items of freight designated for transportation on board an aircraft and is set up to lead the cooling energy supplied to the cooling station (14″) away into the freight container (26″). A corresponding freight container (26″) includes a cooling station (14″) integrated into the freight container (26″), said cooling station being capable of being connected to a refrigerating device of a system for cooling items of freight on board an aircraft, in order to supply cooling energy generated by the refrigerating device to the cooling station (14″) by means of a refrigerant medium, said cooling energy being capable of being led away through the cooling station (14″) into the freight container (26″).