초록 ▼

A fuel based thermal management system includes a fuel stabilization system which permits the fuel to exceed the traditional coking temperatures. High temperature components are arranged along the fuel flow path such that even at the higher operating temperatures the fuel operates as a heat sink to

A fuel based thermal management system includes a fuel stabilization system which permits the fuel to exceed the traditional coking temperatures. High temperature components are arranged along the fuel flow path such that even at the higher operating temperatures the fuel operates as a heat sink to transfer heat from high temperature components to the fuel. An optimal high temperature ester-based oil permits an oil-loop to exceed current oil temperature limits and achieve a high temperature to permit efficient rejection of heat to the fuel late in the fuel flow path.

대표청구항 ▼

What is claimed is: 1. A method of thermal management within a vehicle having a gas turbine engine comprising the steps of: (1) deoxygenating a fuel onboard the vehicle to provide a deoxygenated fuel; (2) communicating the fuel through a first liquid-to-liquid heat exchanger system operable at a fi

What is claimed is: 1. A method of thermal management within a vehicle having a gas turbine engine comprising the steps of: (1) deoxygenating a fuel onboard the vehicle to provide a deoxygenated fuel; (2) communicating the fuel through a first liquid-to-liquid heat exchanger system operable at a first maximum temperature; (3) communicating the deoxygenated fuel through a second liquid-to-liquid heat exchanger system operable at a second maximum temperature, said second maximum temperature greater than said first maximum temperature; communicating the deoxygenated fuel and an oil through the second liquid-to-liquid heat exchanger, the oil effective above approximately 325 degrees Fahrenheit and permitting the deoxygenated fuel to exceed 325 degrees Fahrenheit. 2. A method as recited in claim 1, wherein said step (2) farther comprises the step of: communicating the deoxygenated fuel and an oil through the first liquid-to-liquid heat exchanger, the oil effective above approximately 325 degrees Fahrenheit. 3. A method as recited in claim 1, wherein said step (2) further comprises the step of: communicating the deoxygenated fuel and an oil through the first liquid-to-liquid heat exchanger and preventing the oil from exceeding approximately 325 degrees Fahrenheit. 4. A method as recited in claim 3, further comprises the step of: communicating the oil through an oil loop in communication with a subsystem which can not exceed approximately 325 degrees Fahrenheit. 5. A method as recited in claim 1, wherein said step (1) occurs prior to said step (2). 6. A method as recited in claim 1, further comprises the step of: communicating the deoxygenated fuel through a fuel pump after said step (2). 7. A method as recited in claim 1, further comprises the step of: communicating the deoxygenated fuel from the first liquid-to-liquid heat exchanger to the second liquid-to-liquid heat exchanger. 8. A method as recited in claim 1 further comprising the step of: (4) communicating the deoxygenated fuel to the gas turbine engine during operation of the gas turbine engine after said step (3). 9. A method of thermal management within an aircraft fuel system comprising the steps of: (1) communicating fuel from aircraft fuel tank; (2) deoxygenating the fuel on-board the aircraft to provide a deoxygenated fuel; (3) communicating the fuel through a first liquid-to-liquid heat exchanger system in communication with a first oil loop operable at a first maximum temperature; (4) communicating the deoxygenated fuel through a second liquid-to-liquid heat exchanger system in communication with a second oil loop operable at a second maximum temperature after said steps (2) and (3), said second maximum temperature greater than said first maximum temperature; communicating the deoxygenated fuel and an oil effective above approximately 325 degrees Fahrenheit in the second oil loop through the second liquid-to-liquid heat exchanger; and permitting the deoxygenated fuel to exceed a temperature of approximately 325 degrees Fahrenheit. 10. A method as recited in claim 9, wherein said step (3) further comprises the steps of: (a) communicating the deoxygenated fuel and an oil effective above approximately 325 degrees Fahrenheit in the first oil loop through the first liquid-to-liquid heat exchanger; and (b) communicating the oil within the first oil loop with a subsystem which can not exceed approximately 325 degrees Fahrenheit. 11. A method as recited in claim 10, wherein said step (b) further comprises the step of: (i) communicating the oil within the first oil loop with an aircraft generator subsystem. 12. A method as recited in claim 10, wherein said step (b) further comprises the step of: (i) communicating the oil within the first oil loop with an engine fan gear subsystem. 13. A method as recited in claim 10, wherein said step (a) further comprises the step of: (i) maintaining the deoxygenated fuel at a temperature below approximately 325 degrees Fahrenheit. 14. A method as recited in claim 9, further comprising the steps of: (5) maintaining the deoxygenated fuel at a temperature below approximately 325 degrees Fahrenheit prior to said step (4); and (6) communicating the deoxygenated fuel through a fuel pump prior to said step (4). 15. A method as recited in claim 9, wherein said step (4) further comprises the steps of: (a) communicating the deoxygenated fuel and an oil effective above approximately 325 degrees Fahrenheit in the second oil loop through the second liquid-to-liquid heat exchanger; and (b) communicating the oil within the second oil loop with an aircraft subsystem which operates in excess of approximately 325 degrees Fahrenheit. 16. A method as recited in claim 15, wherein said step (b) further comprises the step of: (ii) communicating the oil within the second oil loop with an engine oil loop. 17. A method as recited in claim 15, further comprising the steps of: (c) communicating the deoxygenated fuel through a fuel pump prior to said steps (a) and (b). 18. A method as recited in claim 9, further comprising the step of: (5) communicating the deoxygenated fuel to the gas turbine engine during operation of the gas turbine engine after said step (4). 19. A method of thermal management within an aircraft fuel system comprising the steps of: (1) deoxygenating the fuel on-board the aircraft to provide a deoxygenated fuel; (2) communicating the fuel through a first liquid-to-liquid heat exchanger system in communication with a first oil loop operable at a temperature below approximately 325 degrees Fahrenheit; and (3) communicating the deoxygenated fuel through a second liquid-to-liquid heat exchanger system in communication with a second oil loop operable at a temperature above approximately 325 degrees Fahrenheit after said steps (1) and (2) and permitting the deoxygenated fuel to exceed a temperature of approximately 325 degrees Fahrenheit. 20. A method as recited in claim 19, wherein said step (1) occurs prior to said step (2) such that deoxygenated fuel is communicated through the first liquid-to-liquid heat exchanger system. 21. A method as recited in claim 19 further comprising the step of: (5) communicating the deoxygenated fuel to the gas turbine engine during operation of the gas turbine engine after said step (3). 22. A method as recited in claim 19, further comprising the steps of: (4) communicating the deoxygenated fuel through a fuel pump prior to said step (3).