Inline Cross Flow Heat Exchangers

Abstract

Apparatus and methods provide for the exchange of heat in a cross flow heat exchanger having heat exchanger sub-chambers in an inline configuration. According to embodiments described herein, the heat exchanger sub-chambers may be arranged in an inline configuration, where two or more of the sub-chambers are positioned generally along a linear axis. In further configurations, to accommodate the linear configuration of two or more sub-chambers, inlet fluid flows to subsequent or downstream sub-chambers are directed to the sub-chambers using bypasses around the upstream or prior sub-chambers. Various configurations may reduce or minimize pressure losses of one or more of the fluids moving through the heat exchanger.

Description

BACKGROUND

Heat exchangers in aircraft transfer heat energy across an energy boundary from a fluid at a higher temperature to a fluid at lower temperature. Heat exchangers are typically categorized based on the relationship between the relative directions of the flow paths of the fluids moving through the heat exchanger. Examples of heat exchangers include concurrent flow (fluids move in relatively the same direction), counter flow (fluids move in opposing directions) and cross flow (one fluid flow direction is perpendicular to another fluid flow direction). The choice of heat exchanger is based on design considerations within the system, with each type providing various advantages and suffering from various deficiencies.

Along with design considerations, the location and/or use of a heat exchanger can modify the engineering of the heat exchanger. For example, the choice and configuration of a heat exchanger used in a land-based power plant may have different factors than the choice and configuration of a heat exchanger used in an aircraft. In the land-based power plant, weight, size and other physical considerations may only be economic factors, whereas in an aircraft, weight, size and other physical considerations may be both economic and critical design factors. Economical operation of an aircraft relies on the costs to build and operate the aircraft. The costs to operate the aircraft increase as the size and weight of the mechanical components of the aircraft increase.

It is with respect to these and other considerations that the disclosure made herein is presented.

SUMMARY

It should be appreciated that this Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to be used to limit the scope of the claimed subject matter.

According to one aspect of the disclosure herein, an aircraft heat exchanger is provided. The heat exchanger may include a cold fluid input and a first partition. The first partition may split the cold fluid input into a first cold fluid input and a second cold fluid input. The aircraft heat exchanger may also include a hot fluid input and a second partition. The second partition may split the hot fluid input into a first hot fluid input and a second hot fluid input. The aircraft heat exchanger may further include a first heat exchanger sub-chamber that exchanges heat energy in a cross flow configuration between the first cold fluid input and the first hot fluid input. The aircraft heat exchanger may also include a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber. The second heat exchanger sub-chamber may exchange heat energy in a cross flow configuration between the second cold fluid input and the second hot fluid input. A bypass may direct the second cold fluid input around the first heat exchanger sub-chamber.

According to another aspect, a method for exchanging heat between aircraft components is provided. The method may include receiving a cold fluid input, partitioning the cold fluid input into a first cold fluid input and a second cold fluid input, receiving a hot fluid input, partitioning the hot fluid input into a first hot fluid input and a second hot fluid input, exchanging heat energy in a first heat exchanger sub-chamber in a cross flow configuration between the first cold fluid input and the first hot fluid input, exchanging heat energy in a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber in a cross flow configuration between the second cold fluid input and the second hot fluid input, and directing the second cold fluid input around the first heat exchanger sub-chamber in a bypass.

According to yet another embodiment, an aircraft is provided. The aircraft may include an engine having a precooler fan air supply as a cold fluid supply, an engine bleed air supply as a hot air supply and a cross flow heat exchanger. The cross flow heat exchanger may include a cold fluid input for receiving the precooler fan air supply, a first partition for splitting the cold fluid input into a first cold fluid input and a second cold fluid input. The cross flow heat exchanger may also include a hot fluid input, a second partition for splitting the hot fluid input into a first hot fluid input and a second hot fluid input. The cross flow heat exchanger may include a first heat exchanger sub-chamber for exchanging heat energy in a cross flow configuration between the first cold fluid input and the first hot fluid input, a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber for exchanging heat energy in a cross flow configuration between the second cold fluid input and the second hot fluid input. A bypass may direct the second cold fluid input around the first heat exchanger sub-chamber.

The features, functions, and advantages that have been discussed can be achieved independently in various embodiments of the present disclosure or may be combined in yet other embodiments, further details of which can be seen with reference to the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a conventional heat exchanger.

FIG. 2A is a perspective view of a cross flow heat exchanger, in accordance with various embodiments presented herein.

FIG. 2B is a perspective exploded view of a cross flow heat exchanger, in accordance with various embodiments presented herein.

FIG. 3 is a top view of a cross flow heat exchanger, in accordance with various embodiments presented herein.

FIG. 4 is a side view of a heat exchanger mounting system, in accordance with various embodiments presented herein.

FIG. 5 is a system diagram of a cross flow heat exchanger in use in an aircraft, in accordance with various embodiments presented herein.

FIG. 6 is a process flow diagram illustrating a method for using a cross flow heat exchanger having inline sub-chambers, in accordance with various embodiments presented herein.

DETAILED DESCRIPTION

The following detailed description provides for an aircraft cross flow heat exchanger having an inline arrangement. As discussed briefly above, aircraft commonly use heat exchangers to cool various aircraft components, including some parts of the aircraft engine. Because weight and size can be factors when selecting and designing aircraft components, the type of heat exchanger used can be limited. Because of those limitations, the efficiency or effectiveness of conventional heat exchangers used on aircraft may be limited, diminishing the capacity of the heat exchanger to adequately reduce the temperature, or in the alternative, increase the temperature, of certain fluids in the aircraft. For example, a conventional cross flow heat exchanger used to reduce the temperature of engine bleed air may be limited in its ability to reduce the temperature to a desired temperature because of design limitations such as size and weight. Other limitations of conventional aircraft heat exchangers may be present as well.

Utilizing the concepts described herein, an aircraft cross flow heat exchanger is provided that, in some configurations, can achieve an increased efficiency over conventional aircraft cross flow heat exchangers. In some configurations, the concepts described herein can provide for a smaller heat exchanger that can achieve the same level of cooling as a larger conventional aircraft cross flow heat exchanger. In one configuration, concepts and technologies described herein provide for an aircraft cross flow heat exchanger having more than one cross flow heat exchange chamber in an inline arrangement. An inlet fluid flow, such as cold air from an engine, may enter an aircraft heat exchanger. The inlet fluid flow can be partitioned into several sub-inlet fluid flows. The sub-inlet fluid flows are directed into one or more heat exchanger sub-chambers that are arranged in an inline pattern. As used herein, “inline” means that the central axes of one or more sub-chambers of heat exchanger lie generally in a straight line along an axis. The sub-inlet fluid flows exchange heat energy with a cross flowing fluid in their respective heat exchanger sub-chambers. The sub-inlet fluid flows thereafter exit their respective heat exchanger sub-chambers and are recombined to exit the aircraft heat exchanger as an outlet fluid flow.

As will be described below, the inline arrangement can increase the efficiency of an aircraft heat exchanger. In some configurations, by partitioning the inlet fluid flow into sub-inlet fluid flows, with each being directed to a sub-heat exchanger chamber, the pressure drop experienced in one or both of the chambers may be reduced. By reducing or minimizing the pressure drop across any one particular component of the aircraft heat exchanger, the heat exchanger can be designed using less robust materials. In some configurations, this may result in possible weight, size and/or cost gains.

In the following detailed description, references are made to the accompanying drawings that form a part hereof, and which are shown by way of illustration, specific embodiments, or examples. Referring now to the drawings, in which like numerals represent like elements through the several FIGs., an aircraft cross flow heat exchanger having an inline arrangement will be described.

Turning to FIG. 1, a perspective view of a conventional cross flow, fin-plate heat exchanger 100 is shown. The heat exchanger 100 has two fluid inlets, illustrated as T1 (COLD) and T2 (HOT), and two fluid outlets, illustrated as T1 (HOT) and T2 (COLD). The T1 fluid, which may be a gas or liquid, flows in stream 102, while the T2 fluid, which may also be a gas or liquid, flows in stream 104 in the heat exchanger chamber 100. It should be noted that the concepts and technologies described herein are not limited to any specific cold or hot fluid flows. Further, the use of a fin-plate heat exchanger 100 is merely illustrative. For example, other configurations considered to be within the scope of the present disclosure may include configurations in which the T1 fluid is a hot fluid when compared to the T2 fluid.

As described above, fluids in a cross flow heat exchanger move generally normal to each other. In a similar manner, the T1 fluid flows generally parallel to axis XY, whereas the T2 fluid flows generally normal to axis XY. As the T1 fluid moves from inlet 106 to outlet 108, heat energy is exchanged with the T2 fluid, which is at a higher temperature than the T1 fluid. Thus, the T1 fluid exits the heat exchanger 100 at a higher temperature than when it entered the heat exchanger 100. In a similar manner, the T2 fluid, because of the transfer of heat energy from the T2 fluid to the T1 fluid, leaves the heat exchanger 100 at a lower temperature than when it entered the heat exchanger 100.

FIG. 2A is an illustration of an inline heat exchanger 200 having inline heat exchanger sub-chambers, according to various embodiments. In some configurations, the inline heat exchanger 200 can provide for increased efficiency, reduced sized, reduced pressure drops, or other possible design advantages. The inline heat exchanger 200 receives as an input T1 (COLD) as the lower temperature input fluid and T2 (HOT) as the higher temperature input fluid. In the configuration illustrated in FIG. 2A, the T1 (COLD) may be precooler fan air from an engine and the T2 (HOT) may be precooler bleed air. It should be appreciated that the concepts and technologies described herein are not limited to any particular fluid source and may be equally applicable to other fluid sources without departing from the scope of this disclosure and the accompanying claims.

The inline heat exchanger 200 has two cross flow, heat exchanger sub-chambers, sub-chamber 204A and sub-chamber 204B. It should be appreciated that the concepts and technologies described herein are not limited to any particular number of sub-chambers. Various configurations of the concepts and technologies described herein are illustrated in terms of two sub-chambers, though more may be used and are considered to be within the scope of this disclosure. In one configuration, the heat exchange duty is shared by both sub-chamber 204A and sub-chamber 204B. It should be appreciated that the concepts and technologies described herein are not limited to any particular division of the heat exchange duty. For example, the heat exchange duty division between the sub-chambers 204A and 204B may be equal or one sub-chamber may be configured to handle more heat transfer load than the other sub-chamber.

To divide the heat exchange duties between sub-chamber 204A and sub-chamber 204B, T1 (COLD) inlet flow is partitioned into two fluid flows, illustrated as T1A (COLD) and T1B (COLD). There may be various ways in which the T1 (COLD) inlet fluid is partitioned into the T1A (COLD) and T1B (COLD) fluid flows. For example, valve 212 may be configured to partition the T1 (COLD) inlet flow into the T1A (COLD) and T1B (COLD) fluid flows. The value 212 may be further configured to vary the amount of fluid flow in the T1A (COLD) and T1B (COLD) fluid flows in relation to the heat exchange duty of sub-chamber 204A and sub-chamber 204B.

Another configuration for partitioning the T1 (COLD) inlet fluid into the T1A (COLD) and T1B (COLD) fluid flows may be to use a barrier 214. The barrier 214 may be a fixed or movable divider between fluid inlet chamber 216, going to sub-chamber 204A, and fluid inlet chamber 218, going to sub-chamber 204B. In some configurations in which the division of the T1 (COLD) inlet fluid is fixed, the barrier 214 may be a fixed divider. In some configurations in which the division of the T1 (COLD) inlet fluid is variable, the barrier 214 may be configured to be movable to increase or decrease the amount of fluid entering fluid inlet chamber 216 and fluid inlet chamber 218.

It should be understood that the valve 212 and the barrier 214, or other fluid flow divider technologies, may be used separately or in various combinations. For example, the heat exchanger 200 includes both the valve 212 and the barrier 214. T2 (HOT) inlet fluid can be split into T2A (HOT) fluid flow and T2B (HOT) fluid flow. T2A (HOT) fluid flow can be directed to sub-chamber 204A, while T2B (HOT) fluid flow can be directed to sub-chamber 204B. In the cross-flow configuration of the heat exchanger 200, the T2A (HOT) fluid flow and the T2B (HOT) fluid flow can flow generally normal in sub-chambers 204A and 204B to the T1A (COLD) fluid flow and the T1B (COLD) fluid flow, respectively. Upon exiting their respective sub-chambers, T1A (HOT) and T1B (HOT), as well as, T2A (COLD) and T2B (COLD), can thereafter be recombined into a single fluid flow, illustrated as T1 (HOT) and T2 (COLD), respectively.

As described above, the heat exchanger 200 is in an inline configuration. As illustrated in FIG. 2A, the sub-chamber 204A is generally inline to the sub-chamber 204B along axis AB. It should be appreciated that the concepts and technologies described herein are not limited to any specific degree of linearity between the sub-chamber 204A and the sub-chamber 204B, as various configurations may depart somewhat from a perfectly linear configuration and are still considered to be within the scope of the present disclosure.

In order to accommodate the cross flow pattern and the linearity of the sub-chambers 204A and 204B, the heat exchanger 200 uses a fluid flow bypass system to direct fluids around various components. In FIG. 2A, fluid bypass 220 directs the T1A (COLD) fluid flow around sub-chamber 204A and into sub-chamber 204B. Fluid bypass 222 directs the T1B (HOT) fluid exiting sub-chamber 204A around sub-chamber 204B. Thus, by using fluid bypass 220 and fluid bypass 222, the linearity of the sub-chamber 204A and 204B may be achieved. Although the fluid bypass 220 and the fluid bypass 222 are shown as having generally flat or planar sidewalls, it should be understood that the fluid bypass 220 and the fluid bypass 222 may be formed using various shapes, including circular, all of which are considered to be within the scope of the present disclosure. The use of planar or rectangular components in the heat exchanger 200 is for purposes of illustration only and does not limit the scope of the present disclosure or the accompanying claims to a heat exchanger using that particular shape.

FIG. 2B is a perspective exploded view of the heat exchanger 200 illustrating an exemplary fluid flow configuration. In FIG. 2B, the heat exchanger 200 has been separated into the portions associated with the sub-chamber 204A and the sub-chamber 204B. In one implementation, the design of the sub-chambers 204A and 204B and their associated components may resemble a chair. The wall of the fluid bypass 222 may resemble the back of a chair, which may be “offset” from the sub-chamber 204A and the area 330 that may resemble the legs, base, or support structure. In a similar manner, the wall of the fluid bypass 220 may be “offset” from the sub-chamber 204B and the area 332.

In some configurations, the “chair” design of the heat exchanger 200 may provide for various benefits. For example, the chair design of the heat exchanger 200 may allow for the inline of the sub-chambers 204A and 204B while maintaining a relatively compact size. The bypasses 220 and 222 may extend and be offset to either side along the length of the sub-chambers 204A and 204B. By placing the bypasses 220 and 222 along the outer walls of the sub-chambers 204A and 204B, the sub-chambers 204A and 204B may be placed closer together and in an inline configuration than what may be possible if the bypasses 220 and 222 were placed in another location, such as between the sub-chambers 204A and 204B.

The shape of the bypasses 220 and 222 may also provide additional benefits. For example, the offset configuration of the bypasses 220 and 222 may reduce the heat exchange of fluids while the fluids are in the bypasses 220 and 222. For example, if the fluid moving in the bypass 220 is a hot fluid, a reduction in the temperature of the fluid will reduce the difference in temperature between the hot fluid and the cold fluid in the sub-chamber 204B, thus reducing the amount of heat exchanged with the cold fluid. This results in a decreased efficiency of the heat exchanger 200. In a different manner, using the configuration of FIGS. 2A and 2B, because the offset bypasses 220 and 222 are adjacent to the sub-chambers 204A and 204B, the fluids moving in the bypasses 220 and 222 may act as insulators for the sub-chambers 204A and 204B. For example, hot air moving through the bypass 220 may keep colder, outside air from interacting with the sub-chamber 204A. This may help maintain the efficiency of the sub-chamber 204A, while reducing the amount of insulation needed for the sub-chamber 204A. This may allow for a smaller size of the heat exchanger 200 for a certain efficiency or heat exchange capacity.

In some configurations, the shape of the heat exchanger 200 may also provide for various fluid movement capabilities. For example, a divider 334 and a divider 336, which forms part of the bypasses 220 and 222, may be shaped to increase or decrease the velocity of fluids moving through the heat exchanger 200. In one implementation, the divider 334 may be shaped to cause a Venturi effect. In that implementation, the divider 334 may be shaped to cause a constriction in the bypass 220, the bypass 222, or both. The increased speed of the fluids may increase the heat transferred in the sub-chamber 204A, 204B, or both, an effect that may be analogous to forced convention. In some configurations, the divider 334 may be configured to cause a desired pressure drop in the fluids moving through the divider 334. The divider 336 may be configured to provide benefits similar to those described in regard to the divider 334. In some configurations, the divider 334 and the divider 336 may be integral parts of the bypasses 220 and 222 and not separate structures.

In further configurations, the shape of the components of the heat exchanger 200 may provide for a modular design. As illustrated in FIG. 2B, the portions associated with the sub-chamber 204A may be similar in size, shape and functionality to the portions of the heat exchanger 200 associated with the sub-chamber 204B. This may allow one portion of the heat exchanger 200 to be interchangeable with another portion of the heat exchanger 200. The modular design and interchangeable nature of the configuration illustrated in FIG. 2B may reduce construction and assembly costs of the heat exchanger 200. For example, instead of requiring the design and manufacturing of different portions of the heat exchanger 200, a single portion may be designed and manufactured. Further, because of the similarity of designs, the assembly of the various portions of the heat exchanger 200 may be better facilitated because the portions are interchangeable, obviating any errors from installing the incorrect portion.

In some configurations, the modular components may be modified to provide additional benefits. For example, the divider 334 is shown in FIG. 2B as having a section 338, which is indicated by a dotted line. The section 338 may have a wall 340, which may fluidically enclose the bypass 222. The wall 340 may be used as the enclosing wall in lieu of the side 342 of the sub-chamber 204B. In this configuration, the dividers 334 and 336 may be abutted to provide for the heat exchanger 200 with the two sub-chambers 204A and 204B. Additionally, because the bypasses 220 and 222 are enclosed by the section 338, there may not be a need to seal the structure when assembled, as the section 338 may provide the fluidic barrier. A section 344 of the bypass 336 may also be similarly configured as the section 338 of the bypass 334.

FIG. 3 is a top-down view illustrating fluid flows in a configuration of the presently disclosed subject matter. It should be noted that the T2 (HOT) inlet fluid and the T2 (COLD) outlet fluid of FIG. 2A are not illustrated in FIG. 3. As illustrated, the T1 (COLD) inlet fluid is partitioned into the T1A (COLD) fluid flow and the T1B (COLD) fluid flow. The T1A (COLD) fluid flow is directed to the fluid inlet chamber 218 and the T1B (COLD) fluid flow is directed to the fluid inlet chamber 216. In order to accommodate a linear sub-chamber configuration, the T1A (COLD) fluid flow is directed around the sub-chamber 204A by using fluid bypass 220, which directs the T1A (COLD) fluid flow through the fluid inlet chamber 218 into sub-chamber 204B. In a similar manner, the T1B (HOT) fluid flow exiting the sub-chamber 204A is directed around the sub-chamber 204B using fluid bypass 222. By using the fluid bypass 220 and the fluid bypass 222, the sub-chamber 204A and the sub-chamber 204B can be placed generally linear along axis AB.

FIG. 4 is a side view illustrating an exemplary heat exchanger mounting system 400. Shown in FIG. 4 is a jet engine 424. Although the presently disclosed subject matter may be described in terms of a jet engine, it should be appreciated that the technology described herein is not limited to jet engines, as the technology may be used with other types of engines, motors, or heat sources in general. Jet engine 424 has precooler fan air supply 426 as a fluid input to the sub-chamber 204A and 204B. The precooler fan air supply 426 is a cool fluid input, similar to T1 (COLD) illustrated in FIG. 2A, above.

The mounting system 400 also includes a precooler bleed air supply 428 as a second fluid input the sub-chamber 204A and 204B. The precooler bleed air supply 428 is a hot fluid input, similar to T2 (HOT) illustrated in FIG. 2A. The precooler fan air supply 426 is heated in the sub-chambers 204A and 204B and output as fluid 440. The precooler bleed air supply 428 is cooled in the sub-chambers 204A and 204B and output as fluid 442. In some configurations, the fluid 442 can be bleed air supply to the airframe and power plant. Depending on their size, the sub-chambers 204A and 204B can be mounted close to the engine 424. In FIG. 4, the sub-chambers 204A and 204B are mounted proximate to an engine strut 444 and an aft engine mount 446. In some configurations, the sub-chambers 204A and 204B are mounted to the engine strut 444.

FIG. 5 is a system diagram illustrating an exemplary heat exchange system for precooling fluid for use in an aircraft. In one exemplary use of precooling for an aircraft can include an environment system for an aircraft. In some configurations, the precooler takes bleed air from the engine, such as from a compressor stage, and supplies that air to the cabin and flight deck. The bleed air is typically high pressure air at a high temperature. Prior to supplying various components in the aircraft, the high pressure/high temperature bleed air may need to be precooled. FIG. 5 illustrates an exemplary heat exchanger system 500 in which bleed air 502 from an aircraft engine 504 is cooled for use within an aircraft. The bleed air 502 travels from the aircraft engine 504 into a wing 506 of the aircraft. The wing 506 has a top outer surface 508 and a bottom outer surface 510.

As described above, components in an aircraft may be limited in size and/or weight based on their use in an aircraft, as illustrated by way of example, in FIG. 5. A cross flow heat exchanger 512 is placed within structure components 514 and 516 of the wing 506. In some configurations, the structure components 514 and/or 516 may be wing spars that provide structure rigidity to the wing 506. In some configurations, it may be desirable or necessary to be able to place an aircraft component in the space within various structure components, such as the structure components 514 and 516. Although the concepts and technologies are not limited to any reason for doing so, in some configurations, by placing the cross flow heat exchanger 512 in the space between the structure components 514 and 516, the integrity, and thus strength, of the structure components 514 and 516 may be maintained. It should be noted that the cross flow heat exchanger 512 may be placed in locations other than the wing 506. For example, the cross flow heat exchanger 512 may be placed in the fuselage of the aircraft. The concepts and technologies described herein are not limited to any one location of placement of the cross flow heat exchanger 512.

The bleed air 502, which is at a high temperature and pressure, enters the cross flow heat exchanger 512 and is split for entry into heat exchanger sub-chambers 518 and 520. As described herein, the heat exchanger sub-chambers 518 and 520 are inline. In some configurations, the inline configuration may provide for the ability of the cross flow heat exchanger 512 to be placed in certain locations in the aircraft, such as between the structure components 514 and 516. A portion of the bleed air 502 is bypassed around the heat exchanger sub-chamber 518 and is directed to heat exchanger sub-chamber 520 in a manner illustrated, by way of example, in FIGS. 2-3. Fan air 522, which is at a lower temperature than bleed air 502, is directed into the heat exchanger sub-chambers 518 and 520 and exchanges heat with the bleed air 502 in their respective heat exchanger sub-chambers 518 and 520. The fan air 522 leaves the heat exchanger sub-chambers 518 and 520 as heated fan air 524 and may be recycled or used for other purposes. The precooled bleed air 502 leaves the heat exchanger sub-chambers 518 and 520 as cooled bleed air 526 for various uses such as an environmental system for the aircraft. In some configurations, the cross flow heat exchanger 512 may minimize the pressure loss of the bleed air 502 as it is cooled.

Turning now to FIG. 6, an illustrative routine 600 for cooling an aircraft component is described in detail. Unless otherwise indicated, it should be appreciated that more or fewer operations may be performed than shown in the figures and described herein. Additionally, unless otherwise indicated, these operations may also be performed in a different order than those described herein.

Routine 600 begins at operation 602, where a cold fluid input and a hot fluid input are received at a heat exchanger. The cold fluid input can be from various sources, including precooler fan air. The hot fluid input can be from various sources, including precooler bleed air. It should be appreciated that the terms “cold” and “hot” are used only in their relative sense and do not connote a specific temperature or temperature range. The heat exchanger can be an inline heat exchanger in accordance with various embodiments disclosed herein.

Routine 600 continues from operation 602 to operations 604 and 606, where the cold and hot fluids are partitioned into a plurality of fluid inputs. In one configuration, at operation 606, the cold fluid input is partitioned into a first cold fluid input and a second cold fluid input. In a similar manner, at operation 604, the hot fluid input is partitioned into a first hot fluid input and a second hot fluid input. It should be appreciated that the number of fluid inputs the cold and/or the hot fluid inputs are partitioned into may vary depending on the configuration of the particular system. For example, a heat exchanger may have two inline sub-chambers, and therefore, the cold and the hot fluid inputs may be partitioned into a first and second fluid input. In another example, a heat exchanger may have n-number of inline sub-chambers, and therefore, the cold and hot fluid inputs may be partitioned into n-number of fluid inputs.

Routine 600 continues from operation 606 to operation 614, where the first cold fluid input is directed into a first heat exchanger sub-chamber and the second cold fluid input is directed into a second heat exchanger sub-chamber through a bypass around the first heat exchanger sub-chamber. In some configurations, the bypass allows for the movement of fluid around one or more of the sub-chambers while providing an inline configuration of the sub-chambers. In some configurations, providing an inline configuration may provide for a smaller heat exchanger.

Routine 600 continues from operation 614 to operation 616, where the first cold fluid input and the second cold fluid input are combined upon exit from their respective sub-chambers. It should be appreciated that concepts and technologies described herein are not limited to requiring the combination of the fluids upon exit from their respective chambers. For example, the fluids may be further partitioned and/or may be maintained in a separate fluid configuration. Routine 600 continues from operation 616 to operation 612, where the routine 600 ends.

In parallel to operation 614, the routine 600 continues from operation 604 to operation 608, where the first hot fluid input is directed into a first heat exchanger sub-chamber and the second hot fluid input is directed into a second heat exchanger sub-chamber. The routine 600 continues from operation 608 to operation 610, where the first hot fluid input and the second hot fluid input are combined upon exit from their respective chambers. It should be appreciated that concepts and technologies described herein are not limited to requiring the combination of the fluids upon exit from their respective chambers. Routine 600 continues from operation 610 to operation 612, wherein the routine 600 ends.

Based on the foregoing, it should be appreciated that technologies for exchanging heat in an aircraft cross flow heat exchanger having inline heat exchanger sub-chambers have been presented herein. The subject matter described above is provided by way of illustration only and should not be construed as limiting. Various modifications and changes may be made to the subject matter described herein without following the example embodiments and applications illustrated and described, and without departing from the true spirit and scope of the present disclosure, which is set forth in the following claims.

Claims

1. An aircraft heat exchanger, comprising:

a cold fluid input;

a first partition that splits the cold fluid input into a first cold fluid input and a second cold fluid input;

a hot fluid input;

a second partition that splits the hot fluid input into a first hot fluid input and a second hot fluid input;

a first heat exchanger sub-chamber that exchanges heat energy in a cross flow configuration between the first cold fluid input and the first hot fluid input;

a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber such that a first central axis of the first heat exchanger sub-chamber along a direction of the first cold fluid input and a second central axis of the second heat exchanger sub-chamber along a direction of the second cold fluid input lie generally in a straight line along a common axis, the second heat exchanger sub-chamber exchanges heat energy in a cross flow configuration between the second cold fluid input and the second hot fluid input; and

a bypass that directs the second cold fluid input around the first heat exchanger sub-chamber and into the second heat exchanger sub-chamber.

2. The aircraft heat exchanger of claim 1, wherein the cold fluid input comprises precooler fan air from an engine.

3. The aircraft heat exchanger of claim 1, wherein the hot fluid input comprises bleed air from an engine.

4. The aircraft heat exchanger of claim 1, wherein the first partition comprises a valve having a plurality of outputs that split the cold fluid input into the first cold fluid input and the second cold fluid input.

5. The aircraft heat exchanger of claim 1, wherein the first partition comprises a barrier that splits the cold fluid input into the first cold fluid input and the second cold fluid input.

6. The aircraft heat exchanger of claim 1, wherein the second partition comprises a valve having a plurality of outputs or a barrier that splits the hot fluid input into the first hot fluid input and the second hot fluid input.

7. A method for exchanging heat between aircraft components, the method comprising:

receiving a cold fluid input;

partitioning the cold fluid input into a first cold fluid input and a second cold fluid input;

receiving a hot fluid input;

partitioning the hot fluid input into a first hot fluid input and a second hot fluid input;

exchanging heat energy in a first heat exchanger sub-chamber in a cross flow configuration between the first cold fluid input and the first hot fluid input;

exchanging heat energy in a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber in a cross flow configuration between the second cold fluid input and the second hot fluid input; and

directing the second cold fluid input around the first heat exchanger sub-chamber in a bypass that is offset to a side of the first heat exchanger sub-chamber, extends along a length of the first heat exchanger sub-chamber, and enters the second heat exchanger sub-chamber positioned such that a first central axis of the first heat exchanger sub-chamber and a second central axis of the second heat exchanger sub-chamber lie generally in a straight line along a common axis.

8. The method of claim 7, wherein the cold fluid input comprises precooler fan air from an engine.

9. The method of claim 7, wherein the hot fluid input comprises precooler bleed air from an engine.

10. The method of claim 7, wherein partitioning the cold fluid input into the first cold fluid input and the second cold fluid input comprises directing the cold fluid input into a valve having a plurality of outputs.

11. The method of claim 7, wherein partitioning the cold fluid input into the first cold fluid input and the second cold fluid input comprises directing the cold fluid input through a barrier configured to split the cold fluid input into the first cold fluid input and the second cold fluid input.

12. The method of claim 7, further comprising combining a hot output of the first heat exchanger sub-chamber and a hot output of the second heat exchanger sub-chamber.

13. The method of claim 7, further comprising combining a cold output of the first heat exchanger sub-chamber and a cold output of the second heat exchanger sub-chamber.

14. The method of claim 7, further comprising combining the first hot fluid input and the second hot fluid input upon exiting the first heat exchanger sub-chamber and the second heat exchanger sub-chamber, respectively.

15. An aircraft, comprising:

an engine having a precooler fan air supply; and

a cross flow heat exchanger comprising a cold fluid input for receiving the precooler fan air supply; a first partition for splitting the cold fluid input into a first cold fluid input and a second cold fluid input; a hot fluid input; a second partition for splitting the hot fluid input into a first hot fluid input and a second hot fluid input; a first heat exchanger sub-chamber for exchanging heat energy in a cross flow configuration between the first cold fluid input and the first hot fluid input; a second heat exchanger sub-chamber inline to the first heat exchanger sub-chamber for exchanging heat energy in a cross flow configuration between the second cold fluid input and the second hot fluid input; and a bypass for directing the second cold fluid input around the first heat exchanger sub-chamber, the bypass having a wall in contact with the second cold fluid input of a height equivalent to a height of the first heat exchanger sub-chamber and configured to divide the second cold fluid input within the bypass on a first side of the wall from the first cold fluid input and the first hot fluid input within the first heat exchanger sub-chamber on a second side of the wall.

16. The aircraft of claim 15, wherein the hot fluid input comprises bleed air from an engine.

17. The aircraft of claim 15, wherein the first partition comprises a valve having a plurality of outputs that split the cold fluid input into the first cold fluid input and the second cold fluid input.

18. The aircraft of claim 15, wherein the first partition comprises a barrier that splits the cold fluid input into the first cold fluid input and the second cold fluid input.

19. The aircraft of claim 15, wherein the second partition comprises a valve having a plurality of outputs or a barrier that splits the hot fluid input into the first hot fluid input and the second hot fluid input.

20. The aircraft of claim 15, wherein a cross flow heat exchanger is mounted proximate to an engine strut.