US4776536A
Expired / Lapsed
US
⏱️ 0.0 years remaining
Integrated aircraft fuel thermal management system
Assignee: Boeing North American Inc
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Filing: 1987-05-19
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Granted: 1988-10-11
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Expires: 2007-05-19
Abstract
Abstract Aircraft thermal management is optimized by integration of normally separate airframe and engine fuel transfer/heat sink systems into a composite heat sink and secondary power source. Fuel temperature is controlled to limits set by coking and varnishing within the engine fuel nozzles. Fuel in excess of engine demand is returned to the aircraft's main fuel tank after being cooled by either aerodynamic surfaces or by a "fuel to ram-air" heat exchanger. Airframe and engine systems are cooled through use of fuel as coolant passing through heat exchangers mounted in the feed line from the "cool" main tank to the engines. The Engine Electronic Control Unit (ECU) is cooled by the airframe Environmental Control System (ECS) increasing its operational reliability. Controlling engine burn fuel to nozzle temperature limits results in lower main tank fuel temperature, less fuel boiloff, smaller sized ECS, greater heat sink capacity and less dependence on supplemental ram air.
Inventors
- 👤 William A. Hudson
- 👤 Mark L. Levin
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-10-30 07:57
CPC Classifications
B; B64; B64D; B64D37/00; B64D37/34
Claims Analysis
Total Claims: 3
Claim 1
Independent Claim
275 words
An integrated aircraft fuel thermal management system for an aircraft having, an engine with an engine gas generator, an engine fuel boost pump and an electric control unit (ECU); an airframe; a main fuel tank; fuel-cooled airframe and engine subsystems, each subsystem having a heat exchanger associated therewith, one of said airframe subsystems being an environmental control system (ECS); a fuel cooling heat exchanger for transferring heat from fuel to ram air; and, airframe and engine fuel pumps, the integrated aircraft fuel thermal management system, comprising: (a) first conduit means for directing fuel from said main fuel tank to said engine fuel boost pump, said first conduit means bypassing the heat exchangers associated with the fuel-cooled airframe subsystems to prevent excess pressures in those heat exchangers during after-burner operation; (b) second conduit means for directing fuel from said main fuel tank through the heat exchangers associated with the fuel-cooled airframe subsystems and to said engine fuel boost pump; (c) third conduit means for directing fuel from said engine gas generator through said fuel cooling heat exchanger to said main fuel tank; (d) a temperature control valve located on said third conduit means upstream of said fuel cooling heat exchanger for controlling the temperature of fuel flowing into said engine gas generator to the fuel coking temperature limit by regulating the flow in excess of engine demand through said third conduit means, thereby maximizing the amount of heat rejected to the engine; and, (c) fourth conduit means for directing coolant from the ECS to the ECU to provide independent cooling of the ECU at reduced temperatures thereby enhancing ECU reliablility and increasing allowable engine inlet temperatures.
Claim 2
Dependent Claim
275 words
An integrated aircraft fuel thermal management system for an aircraft having, an engine with an engine gas generator, an engine fuel boost pump and an electric control unit (ECU); an airframe; a main fuel tank; fuel-cooled airframe and engine subsystems, each subsystem having a heat exchanger associated therewith, one of said airframe subsystems being an environmental control system (ECS); a fuel cooling heat exchanger for transferring heat from fuel to ram air; and, airframe and engine fuel pumps, the integrated aircraft fuel thermal management system, comprising: (a) first conduit means for directing fuel from said main fuel tank to said engine fuel boost pump, said first conduit means bypassing the heat exchangers associated with the fuel-cooled airframe subsystems to prevent excess pressures in those heat exchangers during after-burner operation; (b) second conduit means for directing fuel from said main fuel tank through the heat exchangers associated with the fuel-cooled airframe subsystems and to said engine fuel boost pump; (c) third conduit means for directing fuel from said engine gas generator through said fuel cooling heat exchanger to said main fuel tank; (d) a temperature control valve located on said third conduit means upstream of said fuel cooling heat exchanger for controlling the temperature of fuel flowing into said engine gas generator to the fuel coking temperature limit by regulating the flow in excess of engine demand through said third conduit means, thereby maximizing the amount of heat rejected to the engine; and, (c) fourth conduit means for directing coolant from the ECS to the ECU to provide independent cooling of the ECU at reduced temperatures thereby enhancing ECU reliablility and increasing allowable engine inlet temperatures.
Claim 3
Dependent Claim
47 words
The system of claim 1, further including a turbine located within said third conduit means and upstream of said fuel cooling heat exchanger for providing mechanical power to other aircraft systems while necessarily reducing inlet pressure to said fuel cooling heat exchanger and said main fuel tank.
References Cited (Backward Citations)
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US4020632A
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USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1991-10-11 | 1992-04-11 | 1992-10-11 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1995-10-11 | 1996-04-11 | 1996-10-11 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 1999-10-11 | 2000-04-11 | 2000-10-11 | $7700.00 | Window Closed / Lapsed |