U.S. patent application number 13/033422 was filed with the patent office on 2012-08-23 for method and apparatus for cooling a vehicle component.
This patent application is currently assigned to Raytheon Company. Invention is credited to James A. Pruett, William G. Wyatt.
Application Number | 20120210730 13/033422 |
Document ID | / |
Family ID | 46651394 |
Filed Date | 2012-08-23 |
United States Patent
Application |
20120210730 |
Kind Code |
A1 |
Pruett; James A. ; et
al. |
August 23, 2012 |
Method and Apparatus for Cooling a Vehicle Component
Abstract
In certain embodiments, a system for cooling heat-generating
components includes an engine cooling system operating to circulate
a liquid coolant at a first temperature for the cooling of one or
more engine components within the vehicle. A liquid cooler unit may
receive the liquid coolant at the first temperature and decrease
the temperature of the liquid coolant to a second temperature. A
heat-generating component may be coupled to the liquid cooler unit
and receive the liquid coolant at the second temperature. Heat
generated by the heat-generating component may be transferred to
the liquid coolant. A fluid return line may couple the
heat-generating component to the engine cooling system. The fluid
return line returns the liquid coolant that has received the heat
from the heat-generating component to the engine cooling
system.
Inventors: |
Pruett; James A.; (Allen,
TX) ; Wyatt; William G.; (Plano, TX) |
Assignee: |
Raytheon Company
Waltham
MA
|
Family ID: |
46651394 |
Appl. No.: |
13/033422 |
Filed: |
February 23, 2011 |
Current U.S.
Class: |
62/3.2 ;
165/51 |
Current CPC
Class: |
F01P 2050/30 20130101;
F25B 21/02 20130101; F01P 3/20 20130101; F25B 2321/0252 20130101;
F01P 7/165 20130101 |
Class at
Publication: |
62/3.2 ;
165/51 |
International
Class: |
F25B 21/02 20060101
F25B021/02; F01P 3/12 20060101 F01P003/12 |
Claims
1. A system for cooling a heat-generating component in a vehicle,
comprising: an engine cooling system operating to circulate a
liquid coolant at a first temperature for the cooling of one or
more engine components within the vehicle; a liquid cooler unit
coupled to the engine cooling system, the liquid cooler unit
configured to receive the liquid coolant at the first temperature
and decrease the temperature of the liquid coolant to a second
temperature; a heat-generating component coupled to the liquid
cooler unit, the heat generating component configured to receive
the liquid coolant at the second temperature and transfer heat
generated by the heat-generating component to the liquid coolant; a
fluid return line coupling the heat-generating component to the
engine cooling system, the fluid return line configured to return
the liquid coolant that has received the heat from the
heat-generating component to the engine cooling system.
2. The system of claim 1, wherein the fluid return line comprises:
a first portion coupling the heat-generating component to the
liquid cooler unit, the first portion returning the liquid coolant
from the heat-generating component to the liquid cooler unit; a
second portion comprising a conduit formed through the liquid
cooler unit, the second portion configured to transfer heat
generated by the liquid cooler unit to the liquid coolant as the
liquid coolant is transported through the conduit; and a third
portion coupling the liquid cooler unit to the engine cooling
system, the third portion returning the liquid coolant from the
liquid cooler unit to the engine cooling system.
3. The system of claim 1, wherein: the engine cooling system is
configured to receive the liquid coolant from the heat-generating
component at a third temperature, the third temperature greater
than the second temperature due to the heat received from the
heat-generating component, and the engine cooling system operates
to decrease the temperature of the liquid coolant from the third
temperature to return the temperature of the liquid coolant to the
first temperature.
4. The system of claim 1, wherein the liquid coolant is selected
from the group consisting of: water; propylene glycol; ethylene
glycol; a combination of propylene glycol and ethylene glycol; a
combination of water and propylene glycol; a combination of water
and ethylene glycol; and a combination of water, propylene glycol,
and ethylene glycol.
5. The system of claim 1, wherein: the first temperature is within
a range of approximately 55 to 75 degrees Celsius; and the second
temperature is within a range of approximately 20 to 40 degrees
Celsius.
6. The system of claim 1, wherein the liquid cooler unit comprises:
at least one thermo electric cooler having a hot surface and a cold
surface; a first coldplate positioned proximate the hot surface,
the first coldplate having a first conduit formed therein, the
first conduit configured to transport the liquid coolant received
from the engine cooling system at the first temperature; and a
second coldplate positioned proximate the cold surface, the second
coldplate having a second conduit formed therein, the second
conduit configured to transport the liquid coolant that has
received the heat from the heat-generating component to the engine
cooling system.
7. The system of claim 6, wherein: the at least one thermo electric
cooler operates to generate heat, the heat transferred to the
liquid coolant as the liquid coolant is transported through the
second conduit while being returned to the engine cooling
system.
8. The system of claim 1, wherein the heat-generating-component is
selected from the group consisting of a sensor, a line replaceable
module, a radar, a radio, and a weapon.
9. A system for cooling a heat-generating component in a vehicle,
comprising: an engine cooling system operating to circulate a first
liquid coolant in a first closed loop; a component cooling system
operating to circulate a second liquid coolant in a second closed
loop; a liquid cooler unit coupled to the engine cooling system and
the component cooling system, the liquid cooler unit comprising: a
first cold plate configured to receive the first liquid coolant at
a first temperature; a second cold plate configured to receive the
second liquid coolant at a second temperature transfer cold
generated by the liquid cooler unit to the first liquid coolant,
wherein the transfer of cold from the liquid cooler unit decreases
a temperature of the first liquid coolant relative to the first
temperature; and transfer heat generated by the liquid cooler unit
to the second liquid coolant, wherein the transfer of heat from the
liquid cooler unit increases a temperature of the second liquid
coolant relative to the second temperature.
10. The system of claim 9, wherein the second closed loop
comprises: a fluid input line coupling the engine cooling system to
the liquid cooler unit, the fluid input line providing the second
fluid coolant received from the engine cooling system to the liquid
cooler unit; a conduit formed through the liquid cooler unit,
wherein the heat is transferred to the second liquid coolant as the
second liquid coolant flows through the conduit; and a fluid return
line coupling the liquid cooler unit to the engine cooling system,
the fluid return line providing the second fluid coolant that has
received heat from the liquid cooler unit to the engine cooling
system.
13. The system of claim 9, wherein the liquid coolant is selected
from the group consisting of: water; propylene glycol; ethylene
glycol; a combination of propylene glycol and ethylene glycol; a
combination of water and propylene glycol; a combination of water
and ethylene glycol; and a combination of water, propylene glycol,
and ethylene glycol.
14. The system of claim 9, wherein: the first temperature is within
a range of approximately 55 to 75 degrees Celsius; and the second
temperature is within a range of approximately 35 to 55 degrees
Celsius.
15. The system of claim 9, wherein the liquid cooler unit
comprises: at least one thermo electric cooler having a hot surface
and a cold surface; a first coldplate positioned proximate the hot
surface, the first coldplate having a first conduit formed therein,
the first conduit configured to transport the first liquid coolant
received from the engine cooling system at the first temperature;
and a second coldplate positioned proximate the cold surface, the
second coldplate having a second conduit formed therein, the second
conduit configured to transport the second liquid coolant that has
received the heat from the heat-generating component.
16. The system of claim 15, wherein: the at least one thermo
electric cooler operates to generate heat, the heat transferred to
the first liquid coolant as the first liquid coolant is transported
through the first conduit while being returned to the engine
cooling system.
17. The system of claim 9, wherein the heat-generating-component is
selected from the group consisting of a sensor, a line replaceable
module, a radar, a radio, and a weapon.
18. A system for cooling a heat-generating component in a vehicle,
comprising: an engine cooling system operating to circulate a
liquid coolant at a first temperature for the cooling of one or
more engine components within the vehicle; at least one thermo
electric cooler having a first surface at a first temperature and a
second surface at a second temperature, the first temperature being
less than the second temperature; a first plate positioned
proximate the first surface of the at least one thermo electric
cooler, the first plate coupled to the engine cooling system to
receive the liquid coolant from the engine cooling system, the
first plate having a conduit configured to receive a liquid
coolant, wherein the temperature of the liquid coolant is decreased
as the liquid coolant flows through the conduit of the first plate;
a second plate positioned proximate the second surface of the at
least one thermo electric cooler, the second plate coupled to the
engine cooling system to return the liquid coolant to the engine
cooling system, the second plate having a conduit configured to
receive the liquid coolant, wherein the temperature of the liquid
coolant is increased as the liquid coolant flows through the
conduit of the second plate.
19. The system of claim 18, wherein the liquid coolant is selected
from the group consisting of: water; propylene glycol; ethylene
glycol; a combination of propylene glycol and ethylene glycol; a
combination of water and propylene glycol; a combination of water
and ethylene glycol; and a combination of water, propylene glycol,
and ethylene glycol.
20. The system of claim 19, wherein: the temperature of the liquid
coolant is within a range of approximately 55 to 75 degrees Celsius
when the liquid coolant enters the conduit of the first plate; and
the temperature of the liquid coolant is within a range of
approximately 20 to 40 degrees Celsius when the liquid coolant
exits the conduit of the first plate.
Description
TECHNICAL FIELD This invention relates in general to cooling
techniques and, more particularly, to techniques for cooling
heat-generating components in a vehicle.
BACKGROUND OF THE INVENTION
[0001] Electronics and other components in a vehicle may generate
heat during normal operation. Such electronics and components may
include, for example, sensors, radar, radios, weapons, and Line
Replaceable Modules (LRMs) that may generate heat that must be
dissipated to prevent component failure. As such, these electronics
and components may be designed for liquid cooling. Because such
components typically require liquid coolant at a temperature that
is significantly less than the liquid coolant used by the vehicle
engine, a separate liquid cooling system is required to dissipate
the heat in the electronics and other components. State
differently, though many vehicles include a liquid cooling system
for cooling the components of the vehicles' engine, this cooling
system generally operates at higher temperatures and is inadequate
for cooling the electronics and other heat-generating components in
the vehicle.
SUMMARY OF THE INVENTION
[0002] According to embodiments of the present disclosure,
disadvantages and problems associated with previous systems for
cooling heat-generating components such as sensors or line
replaceable modules in a vehicle may be reduced or eliminated.
[0003] In certain embodiments, a system for cooling heat-generating
components includes an engine cooling system operating to circulate
a liquid coolant at a first temperature for the cooling of one or
more engine components within the vehicle. A liquid cooler unit may
receive the liquid coolant at the first temperature and decrease
the temperature of the liquid coolant to a second temperature. A
heat-generating component may be coupled to the liquid cooler unit
and receive the liquid coolant at the second temperature. Heat
generated by the heat-generating component may be transferred to
the liquid coolant. A fluid return line may couple the
heat-generating component to the engine cooling system. The fluid
return line returns the liquid coolant that has received the heat
from the heat-generating component to the engine cooling
system.
[0004] In certain embodiments, a system for cooling a
heat-generating component in a vehicle includes an engine cooling
system and a component cooling system. The engine cooling system
operates to circulate a first liquid coolant in a first closed
loop, while the component cooling system operates to circulate a
second liquid coolant in a second closed loop. A liquid cooler unit
couples to the engine cooling system and the component cooling
system. The liquid cooler unit includes a first cold plate
configured to receive the first liquid coolant at a first
temperature and a second cold plate configured to receive the
second liquid coolant at a second temperature. Cold generated by
the liquid cooler unit is transferred to the first liquid coolant
to result in a decrease in a temperature of the first liquid
coolant relative to the first temperature. Heat that is generated
by the liquid cooler unit is transferred to the second liquid
coolant to result in an increase in a temperature of the second
liquid coolant relative to the second temperature.
[0005] Particular embodiments of the present disclosure may provide
one or more technical advantages. One such technical advantage
results from the relatively small size of the components within the
liquid cooling unit. The small size of the components allows the
size of housing to be minimized. As a result, liquid cooling unit
is compact and lightweight. In a particular embodiment, for
example, the size of housing may be on the order of approximately
16 inches long, 10 inches wide, and 2 inches tall. As such, liquid
cooling unit may be much smaller than an Environmental Control Unit
(ECU) that includes a compressor, an evaporator, a condenser, and
control hardware. Whereas an ECU may weigh approximately 60 pounds
and require approximately 1.0 cubic feet to provide 1,000 watts of
cooling, liquid cooling unit may take up only 0.2 cubic feet of
space within the vehicle and may weigh a mere 12 pounds even where
providing 1,000 watts of cooling. As such, liquid cooling unit may
require much less space than an ECU.
[0006] Another technical advantage may be that the relatively small
size of liquid cooling unit allows liquid cooling unit to be
located virtually anywhere within the vehicle. For example, liquid
cooling unit may be positioned immediately proximate to or inline
with the heat-generating component to be cooled. As a result, the
distance required for the liquid coolant to travel through the
system may be minimized. Alternatively, where there is insufficient
space surrounding the heat-generating component for the positioning
of liquid cooling unit, liquid cooling unit may be located at
another location that is further from heat-generating component,
and longer hoses may be used to transport the liquid coolant to the
heat-generating component and then back to liquid cooling unit. As
another example, the relatively small size of liquid cooling unit
allows liquid cooling unit to be located under armor in the engine
compartments such that liquid cooling unit may be protected within
the vehicle.
[0007] Because liquid cooling unit includes no moving parts and has
no parts that are attitude dependent, liquid cooling unit may be
said to be attitude independent. Stated differently, it is not
required that liquid cooling unit be positioned with any one side
relative to the ground of any part of the vehicle. This is in
contrast to many ECUs that must be positioned at a specific
orientation to be functional. Additionally, because liquid cooling
unit includes no moving parts, liquid cooling unit may not require
shock and/or vibration isolation.
[0008] A further technical advantage may result from versatility in
the wiring liquid cooling unit since TECs may be wired in series or
in parallel. Where TECs are wired in parallel rather than in
series, however, the system may exhibit graceful degradation, not a
hard fail. For example, if one or more of TECs fail, the remainder
of TECs may continue to cool the liquid coolant. As a result, even
when one TEC fails, liquid cooling unit may continue to operate.
Where the TECs operate to successively decrease the temperature of
the liquid coolant as the liquid coolant passes from the first TEC
to the next TEC, the TEC may exhibit slightly degraded performance
upon failure of any one or more of TECs. However, because the
non-failing TECs may continue to operate as designed, liquid
cooling unit may continue to operate.
[0009] Another technical advantage may that liquid coolant from an
existing engine cooling system may be utilized to cool
heat-generating components that require more heat dissipation than
the existing engine components. The operation of liquid cooling
unit allows a supply of approximately 30 degree Celsius coolant to
be generated from approximately 65 degree Celsius engine coolant,
in one exemplary embodiment Further, the cooling system can be
sized to decrease the temperature of engine coolant to accommodate
a specific sensor load. Because the cooling system is sized for the
particular load that is generated by the sensors, the
heat-generating components receive the correct amount of coolant at
a temperature for which the heat-generating component was designed.
Additionally, it is not required that flow rates of the liquid
coolant be increased or that the components of the heat-generating
components be modified. Still another technical advantage may be
that existing engine cooling system components are used to
dissipate heat that is generated by the liquid cooling unit 300.
The extra heat load that is place on the engine cooling system,
however, may be negligible. In particular embodiments, though an
extra heat load of approximately 1.0 kilowatt may be placed on the
engine cooling system, this heat load is merely the equivalent of
an extra 1.34 engine horsepower.
[0010] Certain embodiments of the present disclosure may include
some, all, or none of the above advantages. One or more other
technical advantages may be readily apparent to those skilled in
the art from the figures, descriptions, and claims included
herein.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] To provide a more complete understanding of the present
invention and the features and advantages thereof, reference is
made to the following description taken in conjunction with the
accompanying drawings, in which:
[0012] FIG. 1 illustrates an example system for cooling
heat-generating components in a vehicle, according to certain
embodiments of the present disclosure;
[0013] FIG. 2 illustrates an example closed loop system for cooling
heat-generating components in a vehicle, according to certain
embodiments of the present disclosure; and
[0014] FIG. 3 illustrates an example liquid cooling unit for use in
conjunction with the systems depicted in FIGS. 1 and 2, according
to certain embodiments of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[0015] Many vehicles include components that generate heat during
operation. For example, various components of a vehicle's engine
create heat during the generation of mechanical power for the
operation of the vehicle. To avoid failure of engine components,
the excess heat that is generated by these components must be
dissipated. Accordingly, many vehicles have engine cooling systems
that are used to continuously circulate a liquid coolant to cool
the engine's components during operation of the vehicle.
[0016] Other specialized components within a vehicle may also
generate heat. For example, a vehicle may include electronics such
as a radar or radio, weaponry such as a gun, a drive motor, or
other components that generate heat during operation. To maintain
the temperature of these components within operational limits, the
components may be designed for liquid cooling. However, because the
temperatures required for maintaining operation of these components
is typically lower than the temperature required for maintaining
operation of engine components, the engine cooling system that is
incorporated into the vehicle may be inadequate for cooling such
components. For example, in a typical vehicle, the liquid coolant
used to cool engine components may be maintained at a temperature
within the range of approximately 55 and 75 degrees Celsius as it
enters engine 110. However, to effectively cool other components
operating at a higher temperature, it may be necessary to provide
liquid coolant to those components at temperature within a range of
approximately 20 and 40 degrees Celsius. Because the temperature of
the engine liquid coolant may be too high to cool these other
components, a second liquid cooling system may be incorporated into
the vehicle. The second liquid cooling system operates to
independently circulate a second liquid coolant and is used to cool
one or more heat-generating components that are external to the
engine.
[0017] FIG. 1 illustrates an example system 100 for cooling a
heat-generating component 102 in a vehicle, according to certain
embodiments of the present disclosure. In the illustrated
embodiment, liquid coolant 104 from a engine cooling system 106 is
supplied to a liquid cooling unit 108. The liquid cooling unit 108
decreases the temperature of the liquid coolant 104 to a
temperature suitable for cooling heat-generating component 102. The
liquid coolant 104 is then provided to and absorbs heat from
heat-generating component 102. Liquid coolant 104 is then returned
to heat cooling unit 108 where the liquid coolant 104 absorbs
additional heat that is generated by heat cooling unit 108.
Finally, liquid coolant 104 is returned to engine cooling system
106. After returning to engine cooling system 106, liquid coolant
104 may be returned to a temperature adequate for maintaining
components of vehicle engine 110. In this manner, liquid coolant
104 is then continuously circulated through system 100 for the
adequate cooling of both engine components 110 and heat-generating
component 102.
[0018] In the depicted exemplary embodiment, engine cooling system
106 includes engine 110, a heat exchanger 112, a fan 114, liquid
coolant 104, and a circulation pump (not depicted). Liquid coolant
104 is circulated through the various components of engine cooling
system 106 for maintaining the temperature of engine components 110
within operational limits. It is generally recognized that liquid
coolant 104 may include any liquid that is used by conventional
internal combustion engines. For example, liquid coolant 104 may
include propylene glycol, ethylene glycol, or a combination of
these chemicals. In other embodiments, liquid coolant 104 may
include a mixture of water with propylene glycol, ethylene glycol,
or other chemicals such as antifreeze and/or rust inhibitors.
[0019] During operation of engine 110, the circulation pump
operates to circulate liquid coolant 104 through or proximate to
the components of engine 110. While traveling through engine 110,
heat is transferred from the components of engine 110 to liquid
coolant 104. Liquid coolant 104 is then circulated through heat
exchanger or radiator 112. Fan 114 pulls operates to draw in air
116 from an external source. The air 116 is blown through heat
exchanger 112 and results in the cooling of liquid coolant 104.
Liquid coolant 104 or a portion thereof may then be recirculated
through engine 110 to continuously cool and prevent failure of
engine components. Though engine cooling system 106 is being
described as being associated with a vehicle and engine components
are being describes as being associated with a vehicle engine, it
is generally recognized that any liquid cooling system associated
with any other engine or mechanical device may be used as a source
for liquid coolant 104.
[0020] In addition to providing cooling for one or more components
of engine 110, engine cooling system 106 may operate as a source of
liquid coolant 104 for cooling an additional heat-generating
component 102 that is not associated with engine cooling system
106. Heat-generating component 102 may include any component
within, mounted to, or otherwise associated with a vehicle. As
examples, heat-generating component 102 may include any electronics
such as a radar or a radio. In other embodiments, heat-generating
component 102 may include one or more pieces of weaponry such as a
gun. It is generally recognized, however, that these are mere
examples of heat-generating components, and heat-generating
component 102 may include any component that generates heat during
operation.
[0021] For the circulation of liquid coolant 104 to heat-generating
component 102, a first fluid supply line 116 is configured to
remove at least a portion of fluid coolant 104 from engine cooling
system 106. In certain embodiments, fluid coolant 104 may be of a
temperature between approximately 55 and 75 degrees Celsius when it
is removed from engine cooling system 106. In one exemplary
embodiment, the temperature of liquid coolant 104 may be
approximately 65 degrees Celsius as it is removed from engine
cooling system 106.
[0022] Because the temperature of liquid coolant 104 as it is being
removed from engine cooling system 102 may be too high to
adequately cool heat-generating component 102, first fluid supply
line 116 may couple to a liquid cooling unit 108. As will be
described in more detail with regard to FIG. 3, liquid coolant 104
from engine cooling system 106 may be communicated through liquid
cooling unit 108 to result in a decrease in the temperature of
liquid coolant 104. More specifically, liquid cooling unit 108 may
operate to remove heat from the liquid coolant 104 before the
liquid coolant 104 is provided to heat-generating component 102.
Though liquid cooling unit 108 may operate to reduce the
temperature of liquid coolant 108 to any temperature within any
desired temperature range, liquid cooling unit 108 may operate
decrease the temperature of liquid coolant 104 to a temperature
between approximately 20 and 40 degrees Celsius, in particular
embodiments. In one particular exemplary embodiment, the
temperature of liquid coolant 104 may be approximately 30 degrees
Celsius as it exits liquid cooling unit 108.
[0023] In the illustrated embodiment, a second supply line 118
transports liquid coolant 104 from liquid cooling unit 108 to
heat-generating component 102. Heat- generating component 102 may
be designed to accommodate liquid cooling. As such, one or conduits
may be formed within heat-generating component 102 for the
circulation of liquid coolant through or relative to
heat-generating component 102. Liquid coolant 104 may then be
transported through heat-generating component 102 for the removal
of heat from heat-generating component 102. In a particular
embodiment, heat from heat-generating component 102 is transferred
to liquid coolant 104 resulting in an increase in the temperature
of liquid coolant 104. For example, liquid coolant 104 may be of a
temperature between approximately 35 and 55 degrees Celsius as
liquid coolant 104 exits heat-generating component 102, in
particular embodiments. In one particular exemplary embodiment, the
temperature of liquid coolant 104 may be approximately 45 degrees
Celsius as it exits heat-generating component 102.
[0024] After liquid coolant 104 has been used to cool
heat-generating component 102, liquid coolant 104 may be returned
to liquid cooling unit 108. Accordingly, a first return line 120
may couple heat-generating component 102 to liquid cooling unit 108
for the transportation of liquid coolant 104 from heat-generating
component 102 to liquid cooling unit 108. In certain embodiments,
liquid coolant 104 from heat-generating component 102 may be
communicated through liquid cooling unit 108 a second time.
[0025] During the return trip of liquid coolant 104 through liquid
cooling unit 108, heat that is generated by liquid cooling unit 108
may be dissipated. More specifically, it may be generally
recognized that liquid cooling unit 108 may generate heat during
the initial cooling of liquid coolant 104. The heat that is removed
from liquid coolant 104 during the initial trip of liquid coolant
104 though liquid cooling unit 108 may be held by liquid cooling
unit 108 and then released to prevent operational failure of liquid
cooling unit 108. Accordingly, in the depicted embodiment, first
return line 120 returns liquid coolant 104 to liquid cooling unit
108. Heat held by liquid cooling unit 108 may then be transferred
to liquid coolant 104 and removed from liquid cooling unit 108. As
a result, the temperature of liquid coolant 104 as it exits liquid
cooling unit 108 may be increased to a temperature between
approximately 70 and 90 degrees Celsius, in particular embodiments.
In one exemplary embodiment, the temperature of liquid coolant 104
may be approximately 80 degrees Celsius as it exits liquid cooling
unit 108.
[0026] After liquid coolant 104 is used to cool liquid cooling unit
108, liquid coolant 104 may be returned to engine cooling system
106 via a second return line 122. In a particular embodiment,
second return line 122 may transport liquid coolant 104 from liquid
cooling unit 108 to heat exchanger unit 112 of engine cooling
system 106. Liquid coolant 104 may then be circulated through heat
exchanger or radiator 112. As described above, fan 114 causes air
116 that is blown through heat exchanger 112 to cool liquid coolant
104. For example, the combination of heat exchanger 112 and fan 114
may operate to decrease the temperature of liquid coolant 104 to a
temperature between approximately 55 and 75 degrees Celsius, in
particular embodiments. In one exemplary embodiment, the
temperature of liquid coolant 104 may be approximately 65 degrees
Celsius, which may be a temperature suitable for cooling various
components of engine 110. Liquid coolant 104 or portions thereof
may then be recirculated through engine 110 and heat-generating
component 102 to continuously cool and prevent failure of engine
110 and heat-generating component 102.
[0027] FIG. 2 illustrates an example system 200 for cooling a
heat-generating component 202 in a vehicle, according to certain
embodiments of the present disclosure. In the illustrated
embodiment, a first liquid coolant 204 is circulated through first
closed loop 206 of an engine cooling system 208 for the cooling of
one or more engine components 209. Similarly, a second liquid
coolant 210 is circulated through a second closed loop 212 for the
cooling of heat-generating component 202. As illustrated, both the
first liquid coolant 204 and the second liquid coolant 210 are
transported through a liquid cooling unit 214.
[0028] In operation, the liquid cooling unit 214 decreases the
temperature of second liquid coolant 210 to a temperature suitable
for cooling heat-generating component 202. Second liquid coolant
210 is then provided to heat-generating component 202 where heat
from heat-generating component 202 is transferred to second liquid
coolant 210. Second liquid coolant 210 is then returned to heat
cooling unit 214 where the temperature of second liquid coolant 210
is again reduced to a temperature suitable for being recycled
through second closed loop 212. As will be described below, heat
that is generated by liquid cooling unit 214 during the cooling of
second liquid coolant 210 is removed from liquid cooling unit 214
via first liquid coolant 204. In this manner, first and second
liquid coolants 204 and 210 are continuously circulated through
system 200 for the adequate cooling of both engine components 209
and heat-generating component 202.
[0029] As depicted, engine cooling system 208 includes engine 209,
a heat exchanger 218, a fan 220, and first liquid coolant 204. As
described above, engine cooling system 208 may also include a
circulation pump for providing first liquid coolant 204 to one or
more engine components. The components of engine cooling system 208
may be similar to the components of engine cooling system 106,
which is described above with regard to FIG. 1.
[0030] In a particular embodiment, first liquid coolant 204 is
circulated through the various components of engine cooling system
208 for maintaining the temperature of engine components 209 within
operational limits. It is generally recognized that first liquid
coolant 204 may include any liquid that is used by conventional
internal combustion engines. For example, first liquid coolant 204
may include propylene glycol, ethylene glycol, or a combination of
these chemicals. In other embodiments, first liquid coolant 204 may
include a mixture of water with propylene glycol, ethylene glycol,
or other chemicals such as antifreeze and/or rust inhibitors.
[0031] During operation of engine 209, a circulation pump operates
to circulate liquid coolant 204 through or proximate to one or more
components of engine 209. While traveling through engine 209, heat
is transferred from the components of engine 216 to first liquid
coolant 204. First liquid coolant 204 is then circulated through
heat exchanger or radiator 218. Fan 220 operates to draw in air
222, which is blown through heat exchanger 218 and results in the
cooling of first liquid coolant 204. In certain embodiments, fan
220 and heat exchanger 218 may cooperate to effectively cool first
liquid coolant 204 to a temperature that is substantially the same
as the temperature of first liquid coolant 204 before first liquid
coolant 204 receives heat from engine components 209. The first
liquid coolant 204 or a portion thereof may then be recirculated
through engine 209 to continuously cool and prevent failure of
engine components. Though engine cooling system 208 and engine
components 209 are being described as being associated with a
vehicle, it is generally recognized that engine cooling system 208
may include any liquid cooling system that operates to circulate
first liquid coolant 204.
[0032] In addition to providing cooling for one or more components
of engine 209, engine cooling system 208 may operate as a source of
first liquid coolant 204 for cooling liquid cooling unit 214 that
is not associated with engine cooling system 208. Accordingly, a
first fluid supply line 224 may be configured to remove at least a
portion of first fluid coolant 204 from engine cooling system 208.
In certain embodiments, first fluid coolant 204 may be of a
temperature between approximately 55 and 75 degrees Celsius when it
is removed from engine cooling system 208. In one exemplary
embodiment, the temperature of first liquid coolant 204 may be
approximately 65 degrees Celsius as it is removed from engine
cooling system 208 and provided to liquid cooling unit 214.
[0033] As depicted in FIG. 2 and described briefly above, a second
liquid coolant 210 that is circulated through second loop 212 is
also provided to liquid cooling unit 214. As will be described in
more detail with regard to FIG. 3, second liquid coolant 210 may be
communicated through liquid cooling unit 214 to result in a
decrease in the temperature of second liquid coolant 210. More
specifically, liquid cooling unit 214 may operate to remove heat
from the second liquid coolant 210 before second liquid coolant 210
is provided to a heat-generating component 202. In certain
embodiments, liquid cooling unit 214 may receive second liquid
coolant 210 at a temperature between approximately 35 and 55
degrees Celsius. Liquid cooling unit 214 may then operate to
decrease the temperature of second liquid coolant 210 to a
temperature between approximately 20 and 40 degrees Celsius. In one
exemplary embodiment, the temperature of second liquid coolant 210
may be approximately 45 degrees Celsius as it enters liquid cooling
unit 214. Liquid cooling unit 214 may then operate to decrease the
temperature of second liquid coolant 210 to a temperature of
approximately 30 degrees Celsius as it exits liquid cooling unit
214. It is generally recognized, however, that the provided
temperature ranges are provided for example purposes only. Liquid
cooling unit 214 may operate to selectively reduce the temperature
of second liquid coolant 210 to any temperature within any desired
temperature range, which may be selected based on the amount of
waste heat generated by heat-generating component 202.
[0034] Similar to heat-generating component 102 described above
with regard to FIG. 1, heat-generating component 202 may include
any component within, mounted to, or otherwise associated with a
vehicle. As examples, heat-generating component 202 may include any
electronics such as a radar or a radio. In other embodiments,
heat-generating component 202 may include one or more pieces of
weaponry such as a gun. It is generally recognized, however, that
these are mere examples of heat-generating components, and
heat-generating component 202 may include any component that
generates heat during operation.
[0035] In the illustrated embodiment, a second supply line 226
transports second liquid coolant 210 from liquid cooling unit 214
to heat-generating component 202. In particular embodiments,
heat-generating component 202 is designed to accommodate liquid
cooling. As such, one or conduits may be formed within
heat-generating component 202 for the circulation of liquid coolant
210 through or relative to heat-generating component 202. As second
liquid coolant 204 is transported through heat-generating component
202, heat generated by heat-generating component 202 may be
transferred to second liquid coolant 204. As a result, the
temperature of second liquid coolant 210 may be increased and the
heat may be removed from heat-generating component 202.
[0036] For example, second liquid coolant 210 may be of a
temperature between approximately 20 and 40 degrees Celsius as
second liquid coolant 210 enters heat-generating component 202. In
contrast, after absorbing heat from heat generating component 202,
second liquid coolant 210 may be of a temperature between
approximately 35 and 55 degrees Celsius In one exemplary
embodiment, the temperature of second liquid coolant 210 may be
approximately 30 degrees Celsius as it enters heat generating
component 202. Conversely, the temperature of second liquid coolant
210 may be increased to a temperature of approximately 45 degrees
Celsius after absorbing heat from heat-generating component 202. It
is generally recognized, however, that the provided temperature
ranges are provided for example purposes only. The amount of
temperature increase of second liquid coolant 210 may be directly
related to the amount of waste heat that is generated by
heat-generating component 202 and the amount of heat that must be
dissipated to ensure normal operation of heat-generating component
202.
[0037] In the illustrated embodiment, a first return line 228
couples heat-generating component 202 to liquid cooling unit 214.
Thus, first return line 228 returns second liquid coolant 210 from
heat-generating component 202 to liquid cooling unit 214. Second
liquid coolant 210 may then be re-circulated through second closed
loop 212. A pump 230 may operate to cause second liquid coolant 210
to be re-circulated in this manner for continued cooling of
heat-generating component 202.
[0038] As described above, heat may be generated by liquid cooling
unit 214 as second liquid coolant 210 is transported through liquid
cooling unit 214 and the temperature of second liquid coolant 210
is decreased. In particular embodiments, first liquid coolant 204
may be used to dissipate the heat generated by liquid cooling unit
214. Specifically, heat held by liquid cooling unit 214 may be
transferred to liquid coolant 204 and removed from liquid cooling
unit 214 via a return line 230. As a result, the temperature of
liquid coolant 204 as it exits liquid cooling unit 214 may be
increased from a temperature between approximately 55-75 degrees
Celsius as it enters liquid cooling unit 214 to a temperature
between approximately 70 and 90 degrees Celsius as it exits liquid
cooling unit 214. In a particular exemplary embodiment, the
temperature of liquid coolant 204 may be approximately 65 degrees
Celsius as it is received from engine cooling system 208 to
approximately 85 degrees Celsius as it exits liquid cooling unit
214.
[0039] Liquid coolant 204 may then be returned to engine cooling
system 208 via second return line 230. In a particular embodiment,
second return line 230 may transport liquid coolant 204 from liquid
cooling unit 214 to heat exchanger unit 218 of engine cooling
system 208. Liquid coolant 204 may then be circulated through heat
exchanger or radiator 218. Fan 220 operates to draw in air 222 that
is blown through heat exchanger 218 to cool liquid coolant 204. For
example, the combination of heat exchanger 218 and fan 220 may
operate to decrease the temperature of liquid coolant 204 to a
temperature between approximately 55 and 75 degrees Celsius. In a
particular exemplary embodiment, the temperature of liquid coolant
104 may be decreased to a temperature of approximately 65 degrees
Celsius, which may be suitable for cooling various components of
engine 209. Liquid coolant 204 or portions thereof may then be
recirculated through engine 209 and/or to liquid cooling unit 214
to continuously cool and prevent failure of engine 209 and liquid
cooling unit 214.
[0040] FIG. 3 illustrates an example liquid cooling unit 300 for
use in conjunction with the systems depicted in FIGS. 1 and 2,
according to certain embodiments of the present disclosure. Liquid
cooling unit 300 includes at least one thermoelectric cooler (TEC)
302 disposed between a first plate 304 and a second plate 306.
Liquid cooling unit 108 also includes a control board 308 for
controlling the electrical energy provided to TECs 202. In certain
embodiments, liquid cooling unit 300 may operate similar liquid
cooling unit 108, which is described above with regard to FIG. 1,
or liquid cooling unit 214, which is described above with regard to
FIG. 2.
[0041] As depicted, liquid cooling unit 300 is encased in a housing
310 and includes input ports 312a and 312b and output ports 314a
and 314b provided on the exterior of housing 310. Input ports 312a
and 312b may be configured for receiving at least one liquid
coolant, while output ports 314a and 314b may be configured for
outputting the at least on liquid coolant. In the illustrated
embodiment, input ports 312a and 312b are located on opposing sides
of housing 310. Likewise, output ports 314a and 314b are located on
opposing sides of housing 310. It is generally recognized, however,
that the depicted example configuration of housing 310 and the
components therein is just one example configuration for liquid
cooling unit 300. Liquid cooling unit 300 may include an
appropriate number of input ports 312 and output ports 314 at any
appropriate location on housing 310.
[0042] Liquid cooling unit 300 includes at least one TEC 302, which
may also be referred to as a Peltier device, Peltier heat pump, or
solid state refrigerator. In general, TEC 300 may use the Peltier
effect to create a heat flux between the junction of two different
types of materials. More specifically, TEC 302 may include a solid-
state active heat pump which transfers heat from one side of the
device to the other side against the temperature gradient (from
cold to hot), with consumption of electrical energy. In the
illustrated embodiment, power to liquid cooling unit 300 may be
received via a power/control connector 316. When power is provided
to liquid cooling unit 300, TECs 302 may receive a desired amount
of DC current via control board 308. The DC current is used by TECs
to generate a temperature difference between a first side of TEC
that is proximate to first plate 304 and a second side of TEC that
is proximate second plate 306.
[0043] In certain embodiments, each TEC 302 may comprise multiple
Peltier elements (not depicted) in the form of columns arranged in
parallel between first plate 304 and second plate 306. The Peltier
elements may be comprised of any suitable thermoelectric material.
For example, in certain embodiments, TECs may be made of Bismuth
Telluride.
[0044] In the depicted example embodiment, liquid cooling unit 300
includes five TECs 302. However, the number of TECs included in
liquid cooling unit 300 may vary and may be selected based upon the
amount of cooling required for the particular heat-generating
component serviced by liquid cooling unit 300. Stated differently,
liquid cooling unit 300 may be sized as is required by the
heat-generating component to be cooled. Thus, where a greater
amount of heat is generated by a component and must be dissipated,
liquid cooling unit 300 may include more TECs 302 to create a
greater temperature difference. Conversely, where less heat is
generated by the heat generating components that are serviced by
liquid cooling unit 300, fewer TECs 302 may be included in liquid
cooling unit 300. As another example, where a single liquid cooling
unit 300 is used to cool multiple heat generating components,
liquid cooling unit 300 may include more TECs 302 than a liquid
cooling unit 300 that is used to cool a single heat-generating
component.
[0045] In operation, TECs 302 pump heat away from first plate 305
via Peltier elements 316. The level of heat-pumping is controlled
by a control board 308 that controls the amount of DC current that
is supplied to TECs 302. In certain embodiments, TECs 302 may
include a monitoring system that provides feedback temperature
information from first plate 304 to control board 308. Accordingly,
the level of heat-pumping may be controlled on the basis of
feedback from the temperature monitoring system such that the
temperature of first plate 304 is maintained at a pre-specified
level.
[0046] Opposing sides of TECs may be connected to first plate 304
and second plate 306, respectively, using solder joints or any
other suitable type of joint. First plate 304 and second plate may
be comprised of any conductive material. In a certain embodiments,
for example, first plate 304 and second plate may be comprised of a
metal such as aluminum, copper, steel, or a combination thereof. In
other embodiments, first plate 304 and second plate 306 may be
comprised of plastic or ceramic. In one particular embodiment, for
example, first plate 304 and second plate 306 include aluminum
plates that are approximately 0.25 to 0.50 thick. It is generally
recognized, however, first plate 304 and second plate 306 may be
formed of an appropriate material and of any appropriate dimensions
sufficient for transporting and cooling a liquid coolant. Further,
though first plate 304 and second plate 306 may be described as
being comprised of like or similar materials, the materials used in
forming first plate 304 and second plate 306 may be varied in other
embodiments.
[0047] As illustrated, first plate 304 includes a conduit 318
formed throughout the interior of first plate 304. Likewise, second
plate 306 includes a conduit 320 formed throughout the interior of
second plate 306. During operation, the at least one liquid coolant
may be transported through first plate 304 and/or the second plate
306 via conduit 318 and conduit 320, respectively.
[0048] Specifically, a first stream of liquid coolant 324 may be
received at first input port 312a and communicated to conduit 318
formed in first plate 304. As the first stream of liquid coolant
324 is transported through conduit 318, each TEC 302 may operate to
successively decrease the temperature of the first stream of liquid
coolant 324. Stated differently, each TEC 302 may operate to remove
an amount of heat from the liquid coolant 324 before the liquid
coolant 324 exits an opposing end of conduit 318 of first plate
304. Thus, as liquid coolant 324 passes proximate a TEC 302, the
temperature of the liquid coolant 324 may be decreased.
[0049] In various embodiments, the temperature of first stream of
liquid coolant 324 may be decreased by a desired amount to obtain a
target temperature. For example, first stream of liquid coolant 324
may be of a temperature between approximately 55 and 75 degrees
Celsius as it is received by liquid cooling unit 310. In a
particular exemplary embodiment, the temperature of liquid coolant
324 may be approximately 65 degrees Celsius as it enters conduit
318 of first plate 304. Depending upon the amount of current
provided to each TEC 302, each TEC 302 may then operate to decrease
the temperature of liquid coolant 324. For example, an arrangement
of five TECs 302 having a 25 degree delta between the hot first
plate 304 and the cold second plate 306 may operate to decrease the
temperature of first liquid coolant 324 to a temperature between
approximately 20 and 40 degrees Celsius as it exits first plate
304. In one particular embodiment, the temperature of liquid
coolant 324 may be approximately 30 degrees Celsius as it exits
conduit 318 of first plate 304.
[0050] Regardless of the particular temperature of liquid coolant
324 obtained by liquid cooling unit 300, it is generally recognized
that the temperature comprises a target temperature that is
sufficient for cooling one or more heat-generating components. As
described in more detail above with regard to FIGS. 1 and 2, liquid
coolant 324 that is output from liquid cooling unit 310 may be
provided to the one or more heat-generating components for the
cooling of these components.
[0051] In a similar manner to first stream of liquid coolant 324, a
second stream of liquid coolant 326 may be received at a second
input port 312b and communicated to conduit 320 formed in second
plate 306. As the second stream of liquid coolant 326 is
transported through conduit 320, the liquid coolant 326 may be used
to dissipate heat that is absorbed by and/or generated by TECs 302
during the cooling of first liquid coolant 324. For example, the
heat that is removed from liquid coolant 324 as it is transported
through conduit 318 of first plate 304 maybe transferred first to
TECs 302 and then to second plate 306. The heat may then be removed
from the system after the heat is transferred from second plate 306
to liquid coolant 326 that is flowing through conduit 320.
[0052] In various embodiments, the heat absorbed by liquid coolant
326 as it is transported through conduit 320 is relative to the
amount of received by or generated by TECs 302. In certain
exemplary embodiments, second stream of liquid coolant 326 may be
received at second input port 312b and second plate 306 at a
temperature between approximately 35 and 55 degrees Celsius. As
liquid coolant 326 exits conduit 320 of second plate 306, however,
the temperature of second stream of liquid coolant 326 may at a
temperature between approximately 70 and 90 degrees Celsius. Thus,
second stream of liquid coolant 326 may be used to dissipate an
amount of heat on the order of approximately 35 and 45 degrees
Celsius that is generated by TECs 302 during the cooling of first
liquid coolant 324. In one particular embodiment, the temperature
of liquid coolant 326 may be approximately 45 degrees Celsius as it
enters conduit 320 of second plate 306 and approximately 80 degrees
as it exits conduit 320 of second plate 306.
[0053] As described above, liquid cooling unit 300 may be
incorporated into either of system 100 or system 200 described
above with respect to FIGS. 1 and 2, respectively. Where
incorporated into system 100, which includes a single closed loop
for transported a single stream of liquid coolant, first stream of
liquid coolant 324 and second liquid coolant 326 are the same
stream of liquid coolant. In such an embodiment, the stream of
liquid coolant may be received from a engine cooling system 106 and
transported through first plate 304. The stream of liquid coolant
may be provided to a heat-generating component where the stream of
liquid coolant is used to cool the heat-generating component. The
stream of liquid coolant may then be returned to liquid cooling
unit 300 and transported through conduit 320 of second plate 306
for the removal of heat generated by TECs 302. Finally, the stream
of liquid coolant may then be returned to engine cooling system 106
for recirculation.
[0054] Conversely, where liquid cooling unit 300 is incorporated
into system 100 of FIG. 2, two closed loops for transporting two
separate streams of liquid coolant may be used. In one particular
embodiment, the first stream of liquid coolant 324 may be
associated with a component cooling system whereas second stream of
liquid coolant 326 may be associated with an engine cooling system
209. In such an embodiment, an engine pump may operate to pump the
first stream of liquid coolant 326 through a first closed loop,
which includes conduit 320 formed in second plate 306. The first
stream of liquid coolant 326 may be received from a engine cooling
system 208 and transported through second plate 306 and then
returned to engine cooling system 208 for recirculation. In a
similar manner, an augmentation pump 328 may operate to pump the
second stream of liquid coolant through a second closed loop, which
includes conduit 318 formed in first plate 304. The second stream
of liquid coolant 324 may be received from a heat-generating
component 202 and transported through first plate 304 before being
returned to heat-generating component 202 for recirculation.
[0055] The present invention provides a number of technical
advantages. One such technical advantage results from the
relatively small size of the components within the liquid cooling
unit 300. The small size of the components allows the size of
housing 310 to be minimized. As a result, liquid cooling unit 300
is compact and lightweight. In a particular embodiment, for
example, the size of housing 310 may be on the order of
approximately 16 inches long, 10 inches wide, and 2 inches tall. As
such, liquid cooling unit 300 may be much smaller than an
Environmental Control Unit (ECU) that includes a compressor, an
evaporator, a condenser, and control hardware. Whereas an ECU may
weigh approximately 60 pounds and require approximately 1.0 cubic
feet to provide 1,000 watts of cooling, liquid cooling unit 300 may
take up only 0.2 cubic feet of space within the vehicle and may
weigh a mere 12 pounds even where providing 1,000 watts of cooling.
As such, liquid cooling unit 300 may require much less space than
an ECU.
[0056] Another technical advantage may be that the relatively small
size of liquid cooling unit 300 allows liquid cooling unit 300 to
be located virtually anywhere within the vehicle. For example,
liquid cooling unit 300 may be positioned immediately proximate to
or inline with the heat-generating component to be cooled. As a
result, the distance required for the liquid coolant to travel
through the system may be minimized. Alternatively, where there is
insufficient space surrounding the heat-generating component for
the positioning of liquid cooling unit 300, liquid cooling unit 300
may be located at another location that is further from heat-
generating component, and longer hoses may be used to transport the
liquid coolant to the heat-generating component and then back to
liquid cooling unit 300. As another example, the relatively small
size of liquid cooling unit 300 allows liquid cooling unit 300 to
be located under armor in the engine compartments such that liquid
cooling unit 300 may be protected within the vehicle.
[0057] Because liquid cooling unit 300 includes no moving parts and
has no parts that are attitude dependent, liquid cooling unit 300
may be said to be attitude independent. Stated differently, it is
not required that liquid cooling unit 300 be positioned with any
one side relative to the ground of any part of the vehicle. This is
in contrast to many ECUs that must be positioned at a specific
orientation to be functional. Additionally, because liquid cooling
unit 300 includes no moving parts, liquid cooling unit 300 may not
require shock and/or vibration isolation.
[0058] A further technical advantage may result from versatility in
the wiring liquid cooling unit 300 since TECs 302 may be wired in
series or in parallel. Where TECs 302 are wired in parallel rather
than in series, however, the system may exhibit graceful
degradation, not a hard fail. For example, if one or more of TECs
302 fail, the remainder of TECs 302 may continue to cool the liquid
coolant. As a result, even when one TEC 302 fails, liquid cooling
unit 300 may continue to operate. Where the TECs 302 operate to
successively decrease the temperature of the liquid coolant as the
liquid coolant passes from the first TEC 302 to the next TEC 302,
TECs 302 may exhibit slightly degraded performance upon failure of
any one or more of TECs 302.
[0059] However, because the non-failing TECs 302 may continue to
operate as designed, liquid cooling unit 300 may continue to
operate.
[0060] Another technical advantage may that liquid coolant from an
existing engine cooling system may be utilized to cool
heat-generating components that require more heat dissipation than
the existing engine components. The operation of liquid cooling
unit 300 allows a supply of approximately 30 degree Celsius coolant
to be generated from approximately 65 degree Celsius engine
coolant, in one exemplary embodiment Further, the cooling system
can be sized to decrease the temperature of engine coolant to
accommodate a specific sensor load. Because the cooling system is
sized for the particular load that is generated by the sensors, the
heat-generating components receive the correct amount of coolant at
a temperature for which the heat-generating component was designed.
Additionally, it is not required that flow rates of the liquid
coolant be increased or that the components of the heat-generating
components be modified.
[0061] Still another technical advantage may be that existing
engine cooling system components are used to dissipate heat that is
generated by the liquid cooling unit 300. The extra heat load that
is place on the engine cooling system, however, may be negligible.
In particular embodiments, though an extra heat load of
approximately 1.0 kilowatt may be placed on the engine cooling
system, this heat load is merely the equivalent of an extra 1.34
engine horsepower.
[0062] Although the present invention has been described with
several embodiments, diverse changes, substitutions, variations,
alterations, and modifications may be suggested to one skilled in
the art, and it is intended that the invention encompass all such
changes, substitutions, variations, alterations, and modifications
as fall within the spirit and scope of the appended claims.
* * * * *