U.S. patent application number 16/131228 was filed with the patent office on 2019-01-24 for multifunctional thermal management system and related method.
This patent application is currently assigned to University of Virginia Patent Foundation. The applicant listed for this patent is University of Virginia Patent Foundation. Invention is credited to Hossein Haj-Hariri, Pamela M. Norris, Haydn N. G. Wadley, Frank Zok.
Application Number | 20190024985 16/131228 |
Document ID | / |
Family ID | 44914892 |
Filed Date | 2019-01-24 |
View All Diagrams
United States Patent
Application |
20190024985 |
Kind Code |
A1 |
Wadley; Haydn N. G. ; et
al. |
January 24, 2019 |
MULTIFUNCTIONAL THERMAL MANAGEMENT SYSTEM AND RELATED METHOD
Abstract
A system and related method that provides, but is not limited
thereto, a thin structure with unique combination of thermal
management and stress supporting properties. An advantage
associated with the system and method includes, but is not limited
thereto, the concept providing a multifunctional design that it is
able to spread, store, and dissipate intense thermal fluxes while
also being able to carry very high structural loads. An aspect
associated with an approach may include, but is not limited
thereto, a large area system for isothermalizing a localized
heating source that has many applications. For example it can be
used to mitigate the thermal buckling of ship deck plates, landing
pad structures, or any other structures subjected to localized
heating and compressive forces. It can also be used as a thermal
regulation system in numerous applications, including but not
limited to under-floor heating for residential or commercial
buildings or for the de-icing of roads, runways, tunnels,
sidewalks, and bridge surfaces.
Inventors: |
Wadley; Haydn N. G.;
(Keswick, VA) ; Haj-Hariri; Hossein; (Columbia,
SC) ; Zok; Frank; (Goleta, CA) ; Norris;
Pamela M.; (Charlottesville, VA) |
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Applicant: |
Name |
City |
State |
Country |
Type |
University of Virginia Patent Foundation |
Charlottesville |
VA |
US |
|
|
Assignee: |
University of Virginia Patent
Foundation
Charlottesville
VA
|
Family ID: |
44914892 |
Appl. No.: |
16/131228 |
Filed: |
September 14, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13522264 |
Jul 13, 2012 |
10107560 |
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PCT/US2011/021121 |
Jan 13, 2011 |
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16131228 |
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61295112 |
Jan 14, 2010 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F28D 15/046 20130101;
F28D 15/0275 20130101; F28D 20/02 20130101; Y02E 60/145 20130101;
Y02E 60/14 20130101; Y10T 29/49353 20150115; E01C 11/26
20130101 |
International
Class: |
F28D 15/04 20060101
F28D015/04; E01C 11/26 20060101 E01C011/26; F28D 15/02 20060101
F28D015/02; F28D 20/02 20060101 F28D020/02 |
Claims
1. An anisotropic thermal management system, said system
comprising: a high thermal conductivity layer to increase in-plane
heat spreading across said high thermal conductivity layer; a low
thermal conductivity layer to reduce heat transfer in the direction
orthogonal to said low thermal conductivity layer; and wherein said
system protects a load-bearing surface, structure, or component
that is proximal to said low thermal conductivity layer, and distal
from said high thermal conductivity layer, from excessive heat
applied to said high thermal conductivity layer.
2. The system of claim 1, wherein: said system possesses a high
heat capacity such that, during periods in which high heat flux
causes significant transient build-up of heat, the rate of
temperature build-up of said system is moderated to protect said
load-bearing surface from said heat flux.
3. The system of claim 2, wherein: said high heat capacity is at
least provided in part by one or more portions or segments of phase
change material.
4. The system of claim 3, wherein: said phase change material
comprises: paraffins, fatty acids, or hydrated salts.
5. The system of claim 3, wherein: said phase changing material
comprises at least one of the following: H.sub.2O;
LiClO.sub.3.3H.sub.2O; ZnCl.sub.2.3H.sub.2O;
K.sub.2HPO.sub.4.6H.sub.2O; NaOH.31/2H.sub.2O; Na.sub.2CrO.sub.4.
10H.sub.2O; KF.4H.sub.2O; Mn(NO.sub.3).sub.2.6H.sub.2O;
CaCl.sub.2.6H.sub.2O; LiNO.sub.3.3H.sub.2O;
Na.sub.2SO.sub.4.10H.sub.2O; Na.sub.2CO.sub.3.10H.sub.2O;
CaBr.sub.2.6H.sub.2O; Na.sub.2HPO.sub.4.12H.sub.2O;
Zn(NO.sub.3).sub.2.6H.sub.2O; KF.2H.sub.2O;
K(CH.sub.3C00).11/2H.sub.2O; K.sub.3PO.sub.4.7H.sub.2O;
Zn(NO.sub.3).sub.2.4H.sub.2O; Ca(NO.sub.3).sub.2.4H.sub.2O;
Na.sub.2HPO.sub.4. 7H.sub.2O; Na.sub.2S.sub.2O.sub.3.5H.sub.2O;
Zn(NO.sub.3).sub.2.2H.sub.2O; NaOH.H.sub.2O;
Na(CH.sub.3COO).3H.sub.2O; Cd(NO.sub.3).sub.2. 4H.sub.2O;
Fe(NO.sub.3).sub.2.6H.sub.2O; NaOH;
Na.sub.2B.sub.4O.sub.7.10H.sub.2O; Na3PO.sub.4.12H.sub.2O;
Na.sub.2P.sub.2O.sub.7.10H.sub.2O; Ba(OH).sub.2.8H.sub.2O;
AlK(SO.sub.4).sub.2.12H.sub.2O; Kal(SO.sub.4).sub.2.12H.sub.2O;
Al.sub.2(SO.sub.4).sub.3.18H.sub.2O; Al(NO.sub.3).sub.3. 8H.sub.2O;
Mg(NO.sub.3).sub.2.6H.sub.2O; (NH.sub.4)Al(SO.sub.4).6H.sub.2O;
Na.sub.2S.51/2H.sub.2O; CaBr.sub.2.4H.sub.2O;
Al.sub.2(SO.sub.4).sub.3. 16H.sub.2O; MgCl.sub.2.6H.sub.2O;
Mg(NO.sub.3).2H.sub.2O; NaNO.sub.3; KNO.sub.3; KOH; MgCl.sub.2;
NaCl; Na.sub.2CO.sub.3; or KF; K.sub.2CO.sub.3.
6. The system of claim 3, wherein: said phase change materials are
disposed in said high thermal conductivity layer and/or said low
thermal conductivity layer.
7. The system of claim 1, wherein: said high thermal conductivity
layer comprises at least one or more of the following: a uniform
high thermal conductivity material, a non-uniform high thermal
conductivity material, or a composite formed from a multiplicity of
high thermal conductivity materials.
8. The system of claim 7, wherein: said high thermal conductivity
material is an alloy of aluminum, silver, copper, diamond,
graphite, or other material with a thermal conductivity greater
than about 10 W/mK.
9. The system of claim 7, wherein: said high conductivity layer
further comprises a heat pipe system.
10. The system of claim 1, wherein: said high conductivity layer
comprises a heat pipe system.
11. The system of claim 10, wherein: said heat pipe system
comprises at least one or more heat pipe layers.
12. The system of claim 11, wherein: at least one of said one or
more heat pipe layers comprises multiple heat pipes.
13. The system of claim 12, wherein: at least portions of said heat
pipes within each layer are at least substantially parallel with
other said heat pipes in said heat pipe layer.
14. The system of claim 13, wherein: said multiple heat pipe layers
are oriented in the same direction relative to each other.
15. The system of claim 13, wherein: said multiple heat pipe layers
are oriented in different directions relative to each other,
thereby increasing in-plane heat spreading in different directions
along said high thermal conductivity layer.
16. The system of claim 15, wherein: said orientation is at least
substantially perpendicular.
17. The system of claim 10, wherein: said heat pipe system
comprises one or more layers of interconnected heat pipes or heat
pipe channels, said interconnected heat pipes or heat pipe channels
having contiguous inner spaces, wherein said interconnected heat
pipes and heat pipe channels increase in-plane heat spreading in
different directions along said high thermal conductivity
layer.
18. The system of claim 10, wherein: said heat pipe system
comprises one or more layers of intersecting heat pipes or heat
pipe channels, wherein said intersecting heat pipes or heat pipe
channels increase in-plane heat spreading in different directions
along said high thermal conductivity layer.
19. The system of claim 10, wherein: said heat pipe system
comprises one or more layers of interconnected heat pipes or heat
pipe channels and one or more layers of intersecting heat pipes or
heat pipe channels, wherein said interconnected heat pipes or heat
pipe channels and said intersecting heat pipes or heat pipe
channels increase in-plane heat spreading in different directions
along said high thermal conductivity layer.
20. The system of claim 10, wherein: said heat pipe system
comprises one or more layers of intersecting heat pipes, wherein
said intersecting heat pipes cross over and/or under one another to
increase heat spreading in different directions along said high
thermal conductivity layer.
21.-125. (canceled)
Description
RELATED APPLICATIONS
[0001] The present application claims priority from U.S.
Provisional Application Ser. No. 61/295,112, filed Jan. 14, 2010,
entitled "A Multifunctional Heat Pipe Solution to Plate Thermal
Buckling and Related Method," the disclosure of which is hereby
incorporated by reference herein in its entirety.
FIELD OF THE INVENTION
[0002] The present invention relates generally to the field of
thermal management. More specifically, the present invention also
relates to thermal conduction, heat capacity, heat pipe systems,
and phase change materials.
BACKGROUND OF THE INVENTION
[0003] Amphibious Assault Ships support US Marine Corps
expeditionary forces for extended periods of time. They in some
ways resemble small aircraft carriers and are capable of supporting
both Marine air and rotorcraft and a variety of amphibious
vehicles. The landing helicopter deck (LHD) class of multipurpose
amphibious assault ship was designed to facilitate the use of the
AV-8B Harrier, Landing Craft Air Cushion (LCAC) hovercraft, and the
full range of Navy and Marine Corps helicopters, landing craft and
amphibious assault vehicles. The landing helicopter assault
replacement (LHA(R)) amphibious assault ship meets future
Navy-Marine Corps requirements and is able to support the expanded
capability of 21st century expeditionary strike platforms such as
the Marine variant of the V-22 Osprey helicopter and the F-35B
Joint Strike Fighter airplane. The F-35B is capable of short runway
take-off and vertical landing (STOVL).
[0004] The flight decks of the LHD and LHA class ships that
accommodate a variety of air craft have nine landing spots; six
port and three starboard. Legacy helicopter and AV-8B flight
operations have been conducted effectively for many years from
these ships. However, the introduction of the MV-22 has to these
amphibious assault ships has resulted in flight deck warping during
flight operations. During MV-22 ship integration tests aboard the
USS Iwo Jima (LHD 7) in June 2004, there were reports of excessive
heating and large deflections of the flight deck in the vicinity of
the aircraft's right nacelle. The USS Bataan (LHD 5) also reported
similar events in which excessive heating and large deflections of
the flight deck were observed during V-22 ship integration tests in
July 2005. The deflections were reported to occur while the
aircraft was sitting on the deck turning rotors and began to appear
after approximately 10 minutes of aircraft operation. Once the
engines were turned off, or the aircraft launched, it appeared to
take several hours for the deck to return to its "original" shape.
Other items of concern noted from these reports include the
discoloring of the flight deck non-skid coating, discoloring of the
paint and primer on the underside of the deck plate, and charring
of the overhead insulation. Subsequent Navy assessments of the
thermal loads imposed by the landing of the F-35B Joint Strike
Fighter on these ships indicated unacceptably severe heating of the
deck and its (organic base) nonskid coating during landing.
[0005] The hot engine exhaust of both MV-22 Osprey and the F-35B is
directed onto the horizontal deck surface, thereby subjecting the
deck plate surface to higher than normal temperatures. Because the
localized region of heating (and plate expansion) is surrounded by
unheated deck plate and is welded to a deck support structure
(longitudinal and transverse stiffening beams), the mechanically
constrained thermal expansion is accommodated by deck plate
buckling. This buckling occurs at a critical buckling stress
established by the deck plate thickness and elastic modulus and by
its support conditions. This buckling stress results in significant
forces applied to the welds between the deck plate and the support
structure. Initial calculations by Davis et al. (See Edward L.
Davis, Young C. Hwang and David P. Kihl, "Structural Evaluation of
an LHD-Class Amphibious Ship Flight Deck Subjected to Exhaust Gas
Heat from a MV-22 Osprey Aircraft "NSWCCD-65-TR-2006/12 March 2006)
indicate that the forces are sufficient to cause local plastic
deformation which is likely to result in fatigue failure of the
deck before the ship reaches its design life.
[0006] In a related previous effort, the Applicant designed a
passive approach for jet blast deflection during launch operations
aboard aircraft carriers which demonstrated the ability to
eliminate seawater-cooling systems for jet blast deflectors,
reducing maintenance and maintaining the existing time period
between launches. See International Application No.
PCT/US2007/012268 entitled "Method and Apparatus for Jet Blast
Deflection," filed May 23, 2007, and U.S. patent application Ser.
No. 12/301,916 filed Nov. 21, 2008, entitled "Method and Apparatus
for Jet Blast Deflection," of which are hereby incorporated by
reference herein in their entirety.
[0007] The flight deck of the LHD(A) class of ships is 9/16'' thick
and made of HY 100 steel. It is primed and then coated with an
epoxy based non-skid coating that is gradually degraded during a
deployment. The coating is therefore designed to be easily removed
and a new coating reapplied during routine overhaul of the ship.
Impingement of the high temperature MV-22 and F-35B engine plumes
upon this coating is likely to result in its rapid degradation
during flight operations and so a new high temperature nonskid
coating is required. Atmospheric pressure thermal spray coating
concepts can apply coatings directly onto the deck surface, making
this a promising approach for high temperature nonskid coating
material application. However, these coatings are susceptible to
delamination during severe thermal cyclic loading and have low
strengths.
[0008] Heretofore the prior art has failed to be able to adequately
dissipate or protect the ship decks from the exhaust of high
temperature plumes of jet craft.
[0009] Moreover, regarding buildings, structures and housings, the
prior art has failed to be able to efficiently minimize or contain
the additional energy expenditure necessary to transfer heat or
cooling to intended areas of the buildings, structures, housings or
areas. Existing heating and cooling systems for buildings,
structures, and housing are also structurally parasitic, since they
require architectural accommodation to provide the necessary space
and support.
SUMMARY OF THE INVENTION
[0010] An aspect of an embodiment of the present invention provides
for, but is not limited thereto, the design of thin (in some
instances less than about one inch thick, for example) thermal
management systems (TMS). The solutions may utilize various high
thermal conductivity materials, heat pipes, and heat plate concepts
to facilitate the storage, transport and eventual dissipation of
the thermal energy using designs that are able to withstand very
high localized compressive loads. The heat plate concepts can be
combined with thermal insulation layers and coated with
spray-deposited nonskid coatings capable of providing
high-coefficient-of-friction surfaces. These systems could be used
to protect surfaces that are subject to high localized thermal and
compressive forces, such as landing pads and ship decks, or to
facilitate improved thermal regulation systems in applications such
as under-floor heating and road de-icing.
[0011] A system and related method that provides, but is not
limited thereto, a thin structure with unique combination of
thermal management and stress supporting properties. An advantage
associated with the system and method includes, but is not limited
thereto, the concept providing a multifunctional design that it is
able to spread, store, and dissipate intense thermal fluxes while
also being able to carry very high structural loads. An aspect
associated with an approach may include, but is not limited
thereto, a large area system for isothermalizing a localized
heating source that has many applications. For example it can be
used to mitigate the thermal buckling of ship deck plates, landing
pad structures, or any other structures subjected to localized
heating and compressive forces. It can also be used as a thermal
regulation system in numerous applications, including but not
limited to under-floor heating for residential or commercial
buildings or for the de-icing of roads, runways, tunnels,
sidewalks, and bridge surfaces. If can be applicable to walls,
roofs, ceilings, or framing/infrastructure of a building or
structure as well.
[0012] An aspect of an embodiment of the present invention provides
an anisotropic thermal management system. The system may comprise:
a high thermal conductivity layer to increase in-plane heat
spreading across the high thermal conductivity layer; a low thermal
conductivity layer to reduce heat transfer in the direction
orthogonal to the low thermal conductivity layer; and wherein the
system protects a load-bearing surface, structure, or component
that is proximal to the low thermal conductivity layer, and distal
from the high thermal conductivity layer, from excessive heat
applied to the high thermal conductivity layer.
[0013] An aspect of an embodiment of the present invention provides
an anisotropic thermal management system. The system may comprise:
a high thermal conductivity layer to increase in-plane heat
spreading across the high thermal conductivity layer; a low thermal
conductivity layer to reduce heat transfer in the direction
orthogonal to the low thermal conductivity layer and distal from
the high thermal conductivity layer; and a localized heating
element, cooling element, or both in communication with the high
thermal conductivity layer. The system facilitates temperature
regulation of the region proximal to the high thermal conductivity
layer and distal to the low thermal conductivity layer; and wherein
at least a portion of the system a) acts as a load-bearing surface,
structure, or component and/or b) is in communication with a
load-bearing surface, structure, or component that is proximal to
the low thermal conductivity layer, and distal from the high
thermal conductivity layer.
[0014] An aspect of an embodiment of the present invention provides
a thermal management method for protecting a load-bearing surface,
structure, or component. The method may comprise: providing a high
thermal conductivity layer to increase in-plane heat spreading
across the high thermal conductivity layer; and providing a low
thermal conductivity layer to reduce heat transfer in the direction
orthogonal to the low thermal conductivity layer. The method
protects the load-bearing surface, structure, or component that is
proximal to the low thermal conductivity layer, and distal from the
high thermal conductivity layer, from excessive heat applied to the
high thermal conductivity layer.
[0015] An aspect of an embodiment of the present invention provides
a method for facilitating temperature regulation of a region
proximal to a high thermal conductivity layer and distal to a low
thermal conductivity layer. The method may comprise: providing the
high thermal conductivity layer to increase in-plane heat spreading
across the high thermal conductivity layer; providing the low
thermal conductivity layer to reduce heat transfer in the direction
orthogonal to the low thermal conductivity layer and distal from
the high thermal conductivity layer; and providing a localized
heating element, cooling element, or both in communication with the
high thermal conductivity layer. A portion of the high thermal
conductivity layer and/or low thermal conductivity layer: a) acts
as a load-bearing surface, structure, or component and/or b) is in
communication with a load-bearing surface, structure, or component
that is proximal to the low thermal conductivity layer, and distal
from the high thermal conductivity layer.
[0016] An aspect of an embodiment of the present invention provides
a method of manufacturing any of the systems or subsystems
disclosed herein.
[0017] These and other objects, along with advantages and features
of various aspects of embodiments of the invention disclosed
herein, will be made more apparent from the description, drawings
and claims that follow.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The accompanying drawings, which are incorporated into and
form a part of the instant specification, illustrate several
aspects and embodiments of the present invention and, together with
the description herein, serve to explain the principles of the
invention. The drawings are provided only for the purpose of
illustrating select embodiments of the invention and are not to be
construed as limiting the invention.
[0019] FIG. 1 is a photographic depiction of an aircraft
carrier.
[0020] FIG. 2A is a schematic illustration of a TMS in
communication with an underlying load-bearing structure and
thermally connected to a localized heating and/or cooling
element.
[0021] FIG. 2B is a schematic illustration of a TMS thermally
connected to a localized heating and/or cooling element, whereby at
least a portion of the TMS serves as a load-bearing structure.
[0022] FIG. 3 is a schematic illustration of an anisotropic thermal
management system utilizing a heat pipe system as its high thermal
conductivity layer.
[0023] FIG. 4 is a schematic illustration showing a front view of
the V22 Osprey aircraft and a mesh employed for computational fluid
dynamics calculations for the Osprey's exhaust plume and
downwash.
[0024] FIGS. 5A and 5B illustrate flow streamlines for the Osprey
without and with rotor downwash, respectively.
[0025] FIG. 6A shows velocity contours for the Osprey when downwash
is present.
[0026] FIG. 6B is a graphical plot showing the radial distribution
of deck temperature with and without downwash.
[0027] FIG. 7 is a graphical plot showing a map of measured
temperature distribution on a deck surface. See Edward L. Davis,
Young C. Hwang and David P. Kihl, "Structural Evaluation of an
LHD-Class Amphibious Ship Flight Deck Subjected to Exhaust Gas Heat
from a MV-22 Osprey Aircraft" NSWCCD-65-TR-2006/12 Mar. 2006.
[0028] FIG. 8 is a graphical plot showing time distributions of
peak steel temperature (at the stagnation point) for the three
different scenarios.
[0029] FIG. 9A is a schematic illustration of a finite element mesh
of ship deck and underlying frame and stiffeners. FIG. 9B is a
graphical plot showing computed surface deflections at 370.degree.
F. on bare deck and on a deck utilizing a TMS.
[0030] FIG. 10 is a design map for the TMS shown in FIG. 3, showing
the minimum values of thicknesses to support landing loads without
yielding.
[0031] FIG. 11A is a schematic illustration showing the side view
of an aircraft, such as a JSF aircraft, and a TMS. FIG. 11B is a
schematic illustration showing a top view of the JSF. FIG. 11C is a
schematic illustration showing an enlarged partial cross-sectional
view of a TMS of FIG. 11A incorporating a non-skid layer and a
two-layer heat pipe system. FIG. 11D is a schematic illustration of
an enlarged portion of two-layer heat pipe system of FIG. 11C.
[0032] FIG. 12A is schematic illustration of a TMS incorporating a
single layer of perpendicular, interconnected heat pipe channels.
FIG. 12B is a schematic illustration showing an enlarged partial
view of a heat pipe wicking structure of FIG. 12A.
[0033] FIG. 13 is a composite photographic depiction and schematic
illustration showing an Osprey aircraft and a modularly constructed
TMS.
[0034] FIG. 14 is a schematic illustration of a modular TMS and an
underlying deck structure.
[0035] FIG. 15A is a schematic illustration showing a side view of
an Osprey aircraft and a TMS. FIG. 15B is a schematic illustration
showing a top view of the Osprey. FIG. 15C is a schematic
illustration showing an enlarged partial view of a TMS of FIG. 15A.
FIG. 15D is a schematic illustration showing an enlarged partial
cross-sectional view of a TMS of FIG. 15C utilizing heat pipes
disposed in a non-skid coating. FIG. 15E is an enlarged schematic
perspective illustration of a heat pipe segment of a heat pipe of
FIG. 15D.
[0036] FIG. 16 is a schematic illustration of a TMS incorporating a
heat pipe system with radially-arranged, arterial heat pipes. FIG.
16B is a schematic perspective illustration of a heat pipe segment
found in FIG. 16A. FIG. 16C is a schematic illustration showing an
enlarged partial cross-section of the TMS found in FIG. 16A.
[0037] FIG. 17 is a schematic perspective illustration showing
separate heat pipe segments capable of being coupled together.
[0038] The foregoing and other objects, features and advantages of
the present invention, as well as the invention itself, will be
more fully understood from the following description of preferred
embodiments, when read together with the accompanying drawings.
DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS
[0039] An embodiment of the present invention provides, but is not
limited thereto, a thin structure with a unique combination of
thermal management and stress-supporting properties. An advantage
associated with an embodiment of the present invention includes,
but is not limited thereto, the concept providing a multifunctional
design enabling it to spread, store, and dissipate intense thermal
fluxes while also being able to carry very high structural loads.
An aspect associated with an embodiment of the present invention
includes, but is not limited thereto, a large area system for
isothermalizing a localized heating source that has many
applications. For example, it can be used to mitigate the thermal
buckling of ship deck plates, landing pad structures, or any other
structures subjected to excessive localized heating. It can also be
used as an under-floor heating system for residential or commercial
buildings; for the de-icing of structures such as roads, runways,
tunnels, bridge surfaces, and sidewalks; and in many other
applications. For instance, applications may include, but not
limited thereto, under-floor heating for residential or commercial
buildings or for the de-icing of roads, runways, tunnels,
sidewalks, and bridge surfaces. If can be applicable to walls,
roofs, ceilings, or framing/infrastructure of a building or
structure as well. The system may be adapted for heating or
cooling, or both as desired or required. FIG. 1 illustrates one
such potential application. This figure shows a typical aircraft
carrier 4, having a flight deck 6, used for the take-off and
landing of aircraft 3. It should be appreciated that the
illustrated aircraft carrier, aircraft, and flight deck are mere
examples of certain aspects of an embodiment of the invention and
in no way serve as limitations.
[0040] An aspect of an embodiment of the thermal management system
(TMS) may include a heat pipe system that consists of a series of
heat pipes or heat pipe channels supported on an insulating
foundation that is bondedadhesively or by some other mode of
attaching, connecting or bonding--to a load-bearing surface.
Further, the region directly above the load bearing surface may be
composed of a low thermal conductivity layer that reduces
through-plane transfer of thermal energy; such layer also being in
communication with a high thermal conductivity layer on the side
distal to the load-bearing surface.
[0041] It should be appreciated that the term "heat pipe channel"
is used to merely to suggest subtly different characterizations of
the heat pipe structure. "Heat pipe" is used as a general means of
describing a heat transfer mechanism that combines the principles
of both thermal conductivity and phase transition to efficiently
manage the transfer of heat. "Heat pipe channel" is not intended to
describe a structure that is distinct from a "heat pipe," but
merely describes a situation in which the heat pipe structure is
conceived of as being formed from spaces, or "channels," that exist
in the surrounding material; as opposed to being formed by
interposing a distinct conduit within another material, said
conduit being capable of meaningfully existing separate from the
surrounding material. It should be appreciated that most if not all
heat pipe structures described herein could be implemented in such
a way as to be considered "heat pipe channels," regardless of
whether they are explicitly called out as being heat pipe channels.
Those applications which explicitly identify the possibility of
using heat pipe channels are in no way meant to limit other
applications in which "heat pipe channels" are not explicitly
mentioned.
[0042] It should also be appreciated that the use of the term
"above"--and any other directional cues used herein, such as
"underlying,"--are meant merely to convey the relative positions of
the layers and are not meant to limit any embodiment of the
invention to any particular orientation. The load-bearing surface
may be oriented in any direction, may be of any shape or size, and
may have heat and compression forces impinging upon it from any
direction. These directional cues merely suggest that, in these
embodiments of the present invention, the TMS is situated between
this thermal source and the protected surface; that is, the
directional cues describe the position of TMS elements relative to
each other, not relative to the earth's surface or any other
reference point.
[0043] An aspect of an embodiment of the invention achieves its
anisotropic thermal properties by utilizing the two-layer approach
described above. The high thermal conductivity layer facilitates
in-plane heat spreading from the localized heat source, while the
underlying low thermal conductivity reduces through-plane heat
spreading. Another aspect of an embodiment of the invention may
utilize a high heat capacity design--for example, by incorporating
phase change materials--to improve the thermal storage capacity of
the system.
[0044] Moreover, referring generally to FIG. 2, the various
embodiments of the present invention may also be utilized in a wide
variety of heating and cooling applications. Commonly used heating
and cooling systems such as air ducts and vents are parasitic
insofar as they take up valuable space in the construction of
buildings and are often incapable of structurally supporting
themselves against significant loads. Furthermore, these and other
heating systems require additional energy expenditure to transfer
heat from the heating element to the regulated area (e.g., running
fans to move hot air through air ducts). The regulated area may
also be heated (or cooled) unevenly as the heated (or cooled) air
is pumped in from one particular region, or as a localized heating
element is applied to one particular region of the area.
[0045] The various embodiments of the present invention address
each of these problems. First, by being capable of supporting
significant loads, the TMS requires no additional protective
structures. The TMS also allows for the more efficient usage of
space in the design of various buildings and structures, since the
designs no longer have to allow for the aforementioned parasitic
usage of space by other heating and cooling structures.
Furthermore, due to the TMS's ability to passively transfer heat,
no additional power inputs are required to transfer heat from the
heating and cooling elements to other areas. Finally, the
isothermal properties of the TMS allow for even heating and cooling
of the regulated area, as localized thermal input is spread evenly
throughout the high thermal conductivity layer.
[0046] In these thermal-regulation embodiments, the TMS operates
not simply to protect an underlying surface from a localized heat
source, but to efficiently regulate the temperature of an adjoining
area that is adjacent to the high thermal conductivity layer on the
side distal from the low thermal conductivity layer. In these
embodiments, the anisotropic thermal properties of the TMS operate
to promote thermal transfer between the TMS and the region adjacent
to the high thermal conductivity layer, distal to the low thermal
conductivity layer; while reducing thermal transfer between the TMS
and the region adjacent to the low thermal conductivity layer,
distal to the high thermal conductivity layer.
[0047] FIG. 2A shows a generic schematic of one such aspect of an
embodiment of the invention wherein the TMS 31 contains a high
thermal conductivity layer 23 that is connected via thermal
interconnection 84 to a localized heating element 80 and/or a
localized cooling element 82. The high thermal conductivity layer
23 also communicates with a low thermal conductivity layer 25,
which further communicates with (e.g., covers or connects with) the
underlying load-bearing surface 86. It should be appreciated that
this underlying load-bearing surface 86 may be a floor, wall,
ceiling, beam, truss, or other structural component or surface of a
building, vehicle, ship, trailer, aircraft, watercraft, spacecraft,
container, electronic housing, machinery housing, tank, pool,
swimming pool, reservoir, roadway, runways, tunnels, or other
structure. This TMS system regulates the temperature of the
adjoining area 90. It should be appreciated that the adjoining area
could be gas, liquid, or solid and may be of any shape, size, or
dimensions.
[0048] FIG. 2B shows another aspect of an embodiment of the
invention wherein the temperature regulating the TMS 31 contains a
high thermal conductivity layer 23 that is connected via thermal
interconnection 84 to a localized heating element 80 and/or a
localized cooling element 82. The high thermal conductivity layer
23 also communicates with the low thermal conductivity layer 25. In
this example, rather than communicating with (e.g., covering or
connecting with) a load-bearing surface, the TMS itself--or at
least portions thereof--operate as the ultimate load-bearing
structure 88. In such an embodiment the TMS would itself act as a
floor, wall, ceiling, beam, truss, or other structural component or
surface of a building, vehicle, ship, trailer, aircraft,
watercraft, spacecraft, container, electronic housing, machinery
housing, tank, pool, swimming pool, reservoir, or other structure.
This TMS system regulates the temperature of the adjoining area
90.
[0049] Optionally, both concepts illustrated in FIGS. 2A and 2B may
be combined whereby the TMS may function so as to (a) communicate
with (e.g., cover or connect with) a load-bearing surface and (b)
itself operate (or at least portions thereof) as the ultimate
load-bearing structure 88.
[0050] Still referring to FIG. 2, another aspect of an embodiment
of the invention may utilize solar energy or wind energy. In such
embodiments, the localized heating and/or cooling elements may
incorporate means capable of utilizing solar energy or wind energy.
Another aspect of an embodiment of the invention may utilize
geothermal means for temperature regulation. In such embodiments
the localized heating and/or cooling elements may incorporate
thermal interconnection with the earth or a structure, device,
system, or region located within the earth's surface.
[0051] Next, FIG. 3 shows a schematic illustration of an aspect of
an embodiment of the present invention. The TMS 21 contains a high
thermal conductivity layer 23, which in this depiction is a heat
pipe system 41 containing multiples heat pipes 43. Heat 7 and
pressure 8 are shown being applied to high thermal conductivity
layer 23 on the side distal to the thermal conductivity layer 25,
which is also in communication with an underlying load-bearing
surface 5. It should be appreciated that FIG. 3 serves merely as an
example of one embodiment of a TMS, and the specific depictions and
dimensions therein do not serve as limitations; these layers and
the heat pipe system 41 may be implemented in a number of different
ways. It should also be appreciated that the high thermal
conductivity layer is not limited to heat pipe systems, and could
also be composed of other high thermal conductivity materials such
as a uniform high thermal conductivity material (e.g., aluminum,
silver, copper, diamond, or graphite or other materials with a
thermal conductivity greater than about 10 W/mK), a non-uniform
high thermal conductivity material, a composite formed from a
multiplicity of high thermal conductivity materials, or any
combination of these elements and a heat pipe system. Furthermore,
the high conductivity layer, low conductivity layer, or both may
also incorporate one or more phase change materials including, but
not limited to, paraffins, fatty acids, and hydrated salts.
[0052] It should also be noted that the low thermal conductivity
layer is not limited to specific constructions, materials, or
dimensions in any embodiment of the invention. All implementations
of this layer discussed in specific embodiments herein could be
substituted for other implementations. This layer can be
constructed in many different ways from many different materials
and combinations thereof. For example, this layer could be
implemented using a uniform, low thermal conductivity material; a
non-uniform high thermal conductivity material; or a composite
formed from a multiplicity of high thermal conductivity materials.
At least a portion of this layer may also contain porous structures
that may be filled with other substances such as air, aerogels,
foams, or other insulating substances; and it may contain other
spaces interspersed throughout.
[0053] The bonding of any particular layer to another may also be
accomplished by various means. For example, the high thermal
conductivity layer and low thermal conductivity layer may be
adjoined using mechanical attachments, adhesives, mechanical
bonding, welding, brazing, soldering, chemical bonding or reaction,
or any other suitable means.
[0054] Several design considerations must be addressed for
embodiments that incorporate heat pipes. First, the selection of
the pipe geometry, the type and volume of wick material, the type
and volume of the working fluid, and the volume fraction of the
heat pipe system in conjunction with the thermal inputs and outputs
(cooling strategy) will establish the operating temperature range
of the system. The heat transport process and fluid flow in the
flat heat pipe can be modeled by assuming a uniform heat flux on
the bottom side of the plate and two uniform or non-uniform heat
sources/sink combinations located on the centerline. In this
design, the working fluid evaporates from the heated capillary
wicking structure and condenses on the opposite cold surface. The
condensed working fluid then flows towards the heated area, driven
by the capillary force created by the curvature of the liquid-vapor
interface in the wick pores. The higher the power density, the
larger the velocity in the porous layer, as a result, the greater
the liquid pressure drop through the capillary wick structure.
Beyond the point where the total pressure drop from the liquid and
vapor phases equals the capillary pumping capacity of the wick
structure, the capillary pumping is not sufficient to return the
working fluid to the heated area and the capillary limit is
reached.
.DELTA.P.sub.total=P.sub.cap
[0055] The total pressure drop through the heat spreader can be
expressed as
.DELTA.P.sub.total=.DELTA.P.sub.l+.DELTA.P.sub.v+.DELTA.P.sub.g+.DELTA.P-
.sub.ph,e+.DELTA.P.sub.ph,c
where
[0056] .DELTA.P.sub.l=the pressure drop through liquid phase;
[0057] .DELTA.P.sub.v=the pressure drop through vapor phase;
[0058] .DELTA.P.sub.g=the pressure drop by gravity;
[0059] .DELTA.P.sub.ph,e=the pressure drop in the evaporation;
[0060] .DELTA.P.sub.ph,c=the pressure drop in the condensation; and
the pressure required to drive the working fluid, is created by the
capillary structure, which is related to the meniscus radii of the
liquid-vapor interface. The maximum pressure difference can be
expressed by the Laplace-Young equation as
.DELTA. P cap = 2 .sigma. cos .alpha. r m , e ##EQU00001##
[0061] The structural and physical properties of the capillary wick
have a significant effect on both the evaporation process and the
capillary action. The heat transfer and fluid flow mechanisms in
the wick structure can be described by the mass, momentum and
energy conservation equations. The liquid flow in the direction
perpendicular to the heated surface is much smaller than that
flowing in a parallel direction hence, the capillary flow can be
treated as a two-dimensional problem. In addition the flow is
laminar.
[0062] A thermofluid design approach, in the context of watercraft
and landing pad embodiments, exploits three features: (i) the
lift-fan or propeller air currents are used to reduce the amount of
heat deposited into the landing pad, (ii) the significant
phase-change based heat capacity of the landing pad is used to
store the heat that is deposited with a small rise in temperature,
and finally (iii) the ever-present wind over-deck is used to
quickly remove the deposited heat. The approach in support of the
design activity is based on modeling and simulation, coupled with
sub-scale experimentation. It should be appreciated that the
application of these features is not limited to this context.
[0063] The heat pipe TMS is effectively a constant-volume
phase-change device. The time-scale of the thermal transport and
storage processes within this device are short compared with the
fluid-dynamical and thermal time scales external to the device.
Therefore, the well-developed relations of equilibrium
thermodynamics can be use to determine the heat storage capability
of the proposed designs. Additional heat will change the quality of
the vapor-liquid mixture of the working fluid contained in the TMS.
The vapor and the liquid each have a temperature-dependent internal
energy. The change in quality, combined with the temperature
dependence of the internal energy allows one to compute a heat
capacity for the system. The resulting capacity will be a function
of the fill ratio, volume of the system, and the starting and
ending temperatures of the TMS. Assuming a prototypical aluminum
heat plate with water as the working fluid and a nickel foam wick,
the internal energy stored by a heat plate is given by:
Q=m.sub.f(U.sub.2-U.sub.1).sub.f+(m.sub.alC.sub.Al+m.sub.NiC.sub.Ni).DEL-
TA.T
where m.sub.f is the mass of the working fluid (water), U.sub.1 and
U.sub.2 are the internal energies of the working fluid at ambient
and the operating temperature, m.sub.Al and m.sub.Ni are the masses
of the aluminum case and nickel foam, C.sub.Al and C.sub.Ni are
their heat capacities, and .DELTA.T is the rise in temperature. If
the temperature rise is taken to be 200.degree. F., Q is around
100-200 MJ for the dimensions shown in the figures. We note that
the energy delivered into the deck by an F-35B vertical landing or
MV-22 launch sequence is about 25-75 MJ suggesting temperature
increases could be significantly less than 100.degree. F. for well
designed systems.
[0064] FIG. 11 shows a representative illustration of an LHD-class
amphibious ship flight deck landing pad, modified above decks to
ensure load constraints are satisfied while also incorporating a
thermal management system (TMS) based upon cellular metal
structures and heat plate technology. The deck surface 9 as shown
is constructed from 9/16'' thick HY-100 steel (ambient temperature
elastic modulus of HY-100 is 29.0 ksi (200 GPa)) and is supported
by longitudinal stiffeners and transverse beams (as shown, for
example, in FIG. 9). FIG. 11A shows the side view of an aircraft 3
(e.g., F-35B Joint Strike Fighter (JSF) airplane or other air
craft) projecting a cold plume 14 and hot plume 13 downward upon
the TMS 21, which is covering the steel deck plating 9 of a flight
deck 6. FIG. 11B shows a top view of this aircraft 3. The TMS and
steel deck plating of FIG. 11A are shown in an enlarged
cross-sectional view in FIG. 11C, which shows a non-skid layer 12,
a high thermal conductivity layer 23, the low thermal conductivity
layer 25, and the steel deck plating 9. It should be appreciated
that the utilization of a non-skid layer is not a limitation upon
any embodiment of the invention. FIG. 11C also depicts a low
thermal conductivity layer 25 that incorporates a weave structure
29. The weave structure shown is a 3d weave of glass fibers in a
low thermal conductivity matrix. However, it should be appreciated
that the low thermal conductivity layer 25 is in no way limited to
such structures, and furthermore that these weave structures could
have any number of other arrangements or compositions, such as
unidirectional, multidirectional, or 3d weaves of glass or polymer
fibers or other suitable materials. It should also be appreciated
that the specific constructions, materials, arrangements,
orientations, and dimensions depicted in these figures are merely
examples. A primer 28 layer on the deck is also depicted, though
such a layer is optional.
[0065] FIG. 11D provides a perspective view of the high thermal
conductivity layer 23 that is an enlarged partial view of the
thermal conductivity layer of FIG. 11C. This illustration depicts a
heat pipe system 41 having two heat pipe layers 45, 46, each of
which contain multiple heat pipes 43 parallel to other heat pipes
43 within the same layer. These heat pipe layers are oriented in a
0/90.degree. arrangement with respect to each other to improve
in-plane heat spreading across the high thermal conductivity layer
23. It should be appreciated that the specific dimensions of the
aircraft, layers, and heat pipes; the arrangement and orientation
of these components; and the material composition of these
components serve merely as illustrative examples and do not serve
as limitations upon any embodiment of the invention.
[0066] Potentially thinner thermal panel designs with the requisite
structural capability as well as advanced thermal management based
upon heat pipe technology are shown in FIG. 12. The system in this
approach again carries significant loads, so the core must support
significant compressive and impact loads. A nickel foam wicking
material can be used inside the sandwich panel resulting in a light
sandwich panel system with very good intrinsic resistance to
corrosion and non-condensable (H.sub.2) gas formation over
prolonged periods of intended use (many years). Such a system would
use standard manufacturing methods for welding the core to the face
sheets, and the graded pore size Inco nickel foam wicking materials
would be inserted into the open spaces between the corrugated core
and the face sheets, in order to provide flow of the cooling fluid
(distilled water or water containing melting point depressants and
corrosion inhibitors) by capillary action. The TMS 21 depicted in
FIG. 12 may include a non-skid layer 12, a high thermal
conductivity layer 23, and a low thermal conductivity layer 25. In
this depiction the high thermal conductivity layer comprises a heat
pipe system 41 that contains a single layer of interconnected heat
pipe channels 48, 49, 50, and 51, which have contiguous inner
spaces. It should be appreciated that additional high thermal
conductivity layers could be added, and that the exact composition
and arrangement of the heat pipe channels shown serves merely to
illustrate one aspect of an embodiment of the invention and do not
serve as a limitation. Other embodiments (although not shown) may
also utilize similarly arranged heat pipes or heat pipe channels
that intersect without having contiguous inner spaces, and others
may utilize a combination of both approaches. It should also be
appreciated that the non-skid layer may or may not be included in
this and other embodiments of the invention. FIG. 12B shows an
enlarged view of the wicking structure 55. It should be appreciated
that the porous nickel foam wicking structure shown in FIG. 12B is
merely an example of one wicking structure and material that might
be used.
[0067] It should be appreciated that the pipe channels may be
constructed with different arrangements and contours. For example,
their arrangement and contours may create multi-cellular polygonal
arrangements, such as triangular or hexagonal arrangements, or
other contours whether straight or curved. It should be appreciated
that all such arrangements may be implemented with many different
heat pipe or heat pipe channel constructions.
[0068] Referring to FIG. 12A, the high thermal conductivity layer
23 may be fabricated out of the same high strength low alloy steel
may be used to construct deck plates. Web core structures 26 that
help define the interconnected heat pipe channels 48, 49, 50, and
51 are disposed and can be welded to combine an upper region (e.g.,
plate or layer) and lower region (plate or layer) of the high
thermal conductivity layer 23 together at the weld regions 27.
[0069] It should be appreciated that the web core structures 26 may
be a variety of shapes, sizes, contours, dimensions or materials as
required.
[0070] The high conductivity thermal layer 23 may be a variety of
shapes, sizes, contours, dimensions or materials (e.g., HY100
steel, HY 80 or Al 6061 T6 stainless steel) as required.
[0071] The TMS could be made from a single panel, ensuring the most
efficient thermal transport to cover the entire panel area or from
sub panels, or from modules with low thermal resistance
interconnects. FIGS. 13 and 14 show an example of one
implementation (of many) for doing this. FIG. 13 depicts a TMS 21
that is composed of multiple modules 70. In this approach, the
modules 70 are connected to form a large area heat plate that
disperses over a large area the thermal flux resulting from
localized hot plume 13 impingement from an aircraft 3 (for example,
MV-22 Osprey or other aircraft). In an embodiment of the invention,
the heat is stored as the latent heat of working fluid evaporation
and may then eventually be removed by transfer to air that flows
over the deck surface due to the rotors downwash and wind over
deck. It should be appreciated that such heat dissipation serves
merely as an example and is not a limitation upon the
invention.
[0072] It should be appreciated that the TMS is not limited to this
modular construction (for example, the TMS could simply be
constructed as a single module), and the approach depicted in FIG.
13 is merely one example of how such modules might utilized.
Modular TMS systems could be constructed in any number of ways,
utilizing modules of different shapes, contours, interconnections,
interconnection means, and arrangements in order to create a TMS in
any number of shapes, contours, dimensions, and sizes. Furthermore,
it should appreciated that the TMS may utilize any number of heat
dissipation methods or structures, including wind, thermal
interconnection with any type of heat sink, thermal interconnection
with a body of water, circulation of cooling substances on or
within said system, or many other heat dissipation means.
Optionally, a ramp skirt 71 may surround or at least partially
surround the perimeter of the modules 70. It should also be
appreciated that the physical interconnection of these modules
could occur at any time between module construction and on-site
application.
[0073] Since the internal structure may be partially evacuated (to
about 0.1 atmospheres), in one embodiment of the invention, these
connections would provide both an appropriate mechanical and vacuum
interlocking so that both stresses and vapor/liquid flow occurs
between the panels. In such an embodiment, the method of attachment
to the deck would not weaken the deck structure and may also enable
the easy removal and reinstallation of the deck protection system
when panel repair, panel upgrades or deck maintenance are
necessary. It should be appreciated that such an approach could be
accomplished by many different thermal interconnection methods and
structures, and the specific depictions of FIGS. 13 and 14 merely
serve as examples.
[0074] FIG. 14 shows in more detail how such a modular approach
might be implemented. In this particular example, the TMS 21
comprises multiple TMS modules 70 overlaying the deck plating 9,
and each module 70 contains several thermal interconnections 73.
Again, it should be appreciated that these depictions merely show
one example of how such an embodiment might be constructed. Any
number of interconnections and any number of shapes, contours,
dimensions, sizes, compositions, and arrangements of such modules
and interconnections may be utilized in other modular approaches. A
deck stiffener substructure 75 may be provided, but such structures
are optional.
[0075] The TMS may be subjected to the same mechanical loadings
experienced by the underlying load-bearing surface and must be able
to support these loads without suffering failure. If the panels are
fully back supported, a significant issue will be local indentation
resulting from the finite compressibility of the core structure.
One potential solution to this is illustrated in FIG. 12, whereby
the high thermal conductivity layer 23 may be fabricated out of the
same high strength low alloy steel that may be used to construct
deck plates. The strength of the core under localized indentation
loading depends upon the core topology, the relative density of the
core and the material used to construct the core. Various designs
may address other failure modes including front face perforation
and compressive wrinkling which are likely to increase the minimum
face sheet thickness. The use of an HY100 steel to make the
sandwich panels raises a potential problem with noncondensable gas
generation when distilled water is used as the working fluid. This
problem can be very effectively solved by providing a plating layer
47 as shown in FIG. 12, such as an electroless plating layer with
nickel on all interior surfaces of the structure. A lower relative
density version of the core could be used for enhanced 2D vapor
flow, but the specifics of the design would be dictated by
mechanics considerations.
[0076] A second approach that is less sensitive to leaks is shown
in FIG. 15. FIG. 15A schematically shows the side view of an
aircraft 3 projecting a hot plume 13 and cold downwash 15 downward
upon the TMS 21, which is covering the steel deck plating 9 of a
flight deck 6. The TMS may optionally have a ramp skirt 71. FIG.
15B schematically shows a top view of this aircraft 3. FIG. 15C
shows an enlarged partial perspective view of the TMS 21 and the
deck plating 9. The TMS 21 and steel deck plating 9 of FIG. 15C are
depicted in an enlarged partial cross-sectional view in FIG. 15D,
which shows a high thermal conductivity layer 23 (composed of heat
pipes 43 interposed in non-skid material 16), a low thermal
conductivity layer 25, and the steel deck plating 9. FIG. 15E is an
enlarged schematic perspective illustration of a heat pipe 43
segment of a heat pipe system 41 of FIG. 15D. The heat pipe system
41 shown here utilizes space efficient cusp-shaped longitudinal
wicks. These provide a high capillary pumping pressure and maximize
the cross sectional area for vapor flow. In this approach, the
individual pipes are held in position by infiltrating the spaces
between them with the thermally sprayed non-skid material 16.
However, numerous other means of applying the non-skid material or
otherwise constructing this system may be utilized. Furthermore, it
should be appreciated that the specific constructions, materials,
arrangements, orientations, sizes, contours, and dimensions
depicted in these figures are merely examples and do not serve as
limitations upon any embodiment of the invention.
[0077] FIG. 16A schematically depicts another aspect of an
embodiment of the invention in which a single layer of heat pipes
43 has a radial arrangement 58, achieved in this example using an
arterial arrangement. This particular approach minimizes the length
of the most costly element of the system (the heat pipes 43) and
may enable a halving of the heat plate layer thickness. FIG. 16A
also schematically shows the TMS 21 constructed from multiple TMS
modules 70. FIG. 16B shows an enlarged partial schematic
perspective illustration of a heat pipe segment 43 having heat pipe
wicking structure 55 from FIG. 16A. FIG. 16C schematically shows an
enlarged partial cross-section of the TMS 21 found in FIG. 16A
containing the high thermal conductivity layer 23 (here implemented
as a heat pipe system 41), and the low thermal conductivity layer
25, along with a non-skid layer 12 and the underlying load-bearing
surface 5 and primer 28. Couplings or connectors 44 may be provided
to couple or connect modules of the high conductivity layer 23
together, or any other suitable bonding or connecting may be
implemented. It should be appreciated that the specific
constructions, materials, arrangements, orientations, contours,
sizes, and dimensions depicted in these figures are merely examples
and do not serve as limitations upon any embodiment of the
invention.
[0078] The approach shown in FIG. 16 may be implemented using a
heat pipe coupling mechanism shown in FIG. 17 with heat pipe
coupling segments 60, 61, and 62 having heat pipe wicking structure
55. It should be appreciated that such coupling may be achieved in
many different ways, and the depicted example does not serve as a
limitation. For instance, the heat pipe segments 60, 61, and 62 may
be attached using various adhesives 64 or bonding. Furthermore,
heat pipe coupling may also be used to construct heat pipe systems
with different arrangements and contours. For example, similar
coupling segments could be used to create multi-cellular polygonal
arrangements, such as triangular or hexagonal arrangements, or
other contours whether straight or curved. It should be appreciated
that all such arrangements may be constructed using many different
heat pipe or heat pipe channel constructions and are not limited to
coupling embodiments.
[0079] It is important to note that the non-skid layer shown in
several figures may or may not be utilized in any embodiment of the
invention. When present, the non-skid layer may be composed of
polymer epoxy, metal alloy-based materials, or any other material
suitable for this purpose. Many non-skid coating materials can be
used for a high friction coefficient and corrosion protecting
coating. Candidates include Super Hard Steel.RTM. (SHS) alloys
produced by The NanoSteel Company. The alloys are available in the
form of atomized powders, 0.6-2 mils in diameter, and produce
coatings that have yield strengths in excess of 400 ksi.
Furthermore, because of their amorphous or nanoscale
microstructure, SHS alloys exhibit superior wear and corrosion
resistance relative to conventional steels. These amorphous or
nanocrystalline materials can be made in powder form and deposited
by atmospheric spray deposition processes amenable to ship board
application. Other coating materials include
amorphous/nanocrystalline aluminum alloys (which have demonstrated
superior wear and corrosion resistance relative to conventional
aluminum alloys) as well as aluminum--SiCp composites. These
materials have the advantage of having lower density and higher
conductivity relative to steels, but are intrinsically weaker than
the SHS alloys. Furthermore, such non-skid material may be applied
in many different ways, including but not limited to
thermal-spraying means and adhesive bonding. This flexibility as to
material and means of application also applies to embodiments of
the invention where the non-skid material does not constitute a
distinct layer, but is actually interspersed in the high thermal
conductivity layer.
EXAMPLES
[0080] Practice of an aspect of an embodiment (or embodiments) of
the invention will be more fully understood from the following
examples and experimental results, which are presented herein for
illustration only and should not be construed as limiting the
invention in any way.
[0081] When the MV-22 Osprey is in its helicopter mode, there are
two downward components of air flow impinging on the flight deck:
hot exhaust gases from the jet engine and ambient temperature air
from the aircraft's rotors. Both of these flows impinge upon the
flight deck vertically and the streamlines are then directed
radially outwards. Because the air flow induced by the aircraft's
propellers is much lower than the hot exhaust air flow, it provides
a potential source of cooling for the flight deck. The same is true
for the F-35B' s lift-fan air. In certain landing pad and flight
deck embodiments, proposed solutions rely on exploiting the air
outside the jet exhaust plume to reduce the heat deposited into the
deck. Preliminary CFD computations have ascertained the thermal
environment created on the current deck by the MV-22 engine. The
idling engine is simulated with an axisymmetric exhaust plume
having a temperature of 375.degree. F. and a mass flow rate of 11
kg/s. The plume exits from a 1 ft diameter nozzle at a height of 4
ft above the ground. A rotor of radius 19 ft exists at a height of
18 ft above the deck. The mass flow for the idling rotor is
arbitrarily taken to be 1/10th that needed for lift-off (equivalent
to 7 m/s over the rotor disk). With these assumptions, the flow
field and temperature fields, as well as the adiabatic wall
temperature as a function of the radial distance, have been
calculated using a computational fluid dynamics (CFD) analysis for
cases in which the rotor is or is not present. FIG. 4 is a
schematic illustration showing a front view of the V22 Osprey
aircraft and a mesh employed for computational fluid dynamics
calculations for the Osprey's exhaust plume and downwash. FIG. 4
shows the meshed geometry and illustrates the location of the rotor
and the engine. FIGS. 5A and 5B are schematic illustrations showing
flow streamlines for the Osprey without and with rotor downwash,
respectively. FIG. 5 demonstrates the effect of the rotor downwash
on the streamlines of the flow field. In the absence of the
downwash, the cool ambient air is entrained into the exhaust plume.
With the addition of the downwash, the ambient air is forced
downward, some mixing with the hot jet exhaust and some sweeping
over the deck surface. The resulting velocity contours when the
downwash is present and the temperature distribution on the deck
are shown in FIG. 6. FIG. 6A is a schematic illustration showing
velocity contours for the Osprey when downwash is present. FIG. 6B
is a graphical plot showing the radial distribution of deck
temperature with and without downwash. The latter results correlate
favorably with the experimental measurements of Davis et al. (FIG.
7). FIG. 7 is a graphical plot showing a map of measured
temperature distribution a deck surface. See Edward L. Davis, Young
C. Hwang and David P. Kihl, "Structural Evaluation of an LHD-Class
Amphibious Ship Flight Deck Subjected to Exhaust Gas Heat from a
MV-22 Osprey Aircraft" NSWCCD-65-TR-2006/12 Mar. 2006.
[0082] The preceding illustrative computational results are based
on only preliminary estimates of the boundary conditions (mass and
thermal fluxes, air temperatures, etc.) and thus the results should
be interpreted with some caution. Under the present set of assumed
conditions, the principal mechanism of cooling is through radial
heat flow along the deck; the downwash appears to provide only
marginal additional benefit (FIG. 6B). However, the latter effect
is expected to become much more significant when the downwash
velocity at the rotor exceeds the assumed value of 7 m/s (during
preparations for lift-off).
[0083] The forward motion of the ship, along with sea breeze, gives
rise to a 20-30 kt wind speed over the flight deck. Idealizing the
landing pads and the ship deck as flat plates, one can use
well-known correlations for the convection heat transfer from the
heated surface of the landing pad after the craft has departed or
rolled away. The boundary layer over a smooth flat plate
transitions from laminar to turbulent in about 1-1.5 meters. Given
the location of the pads on the deck, as well as the roughness of
the surface, the boundary layer over the pads will be fully
turbulent. Furthermore, the convective heat transfer is augmented
by radiation heat transfer as well. To explore the effectiveness of
this wind-over-deck as a means of removal of heat from the heated
pad, several scenarios have been considered for both the 20 kt and
30 kt wind speeds. For a headwind, the typical distance to the edge
of the pad is taken as 50 m; for a side wind, it is 2 m. The air
temperature is taken to be that of the water temperature, which can
be as high as 80 F in warm climates. The sky temperature (for
radiative cooling) is taken as 230K at night and 285K during the
day. With these assumptions, the following table estimates the
times required to remove 1 MJ from the pad:
TABLE-US-00001 20 knots 30 knots NIGHT DAY NIGHT DAY HEAD-W SIDE-W
HEAD-W SIDE-W HEAD-W SIDE-W HEAD-W SIDE-W 2.51 s 2.07 s 2.83 s 2.29
s 2.15 s 1.72 s 2.39 s 1.87 s
The total heat that is deposited into the deck by the F-35B over 1
minute is about 25 MJ. Therefore, depending on the particular
conditions, it takes between 40 and 80 seconds to remove this heat
the wind over deck. Additional heat is removed by conduction to the
surrounding metallic deck structure, and by the lift-fan air,
making this a conservative estimate of the time required to restore
the TMS to ambient.
[0084] The effectiveness of the design also depends on the extent
of the system's anisotropic heat conductivity, i.e. high in-plane
and low through-thickness thermal conductivities. To demonstrate
the effects of a thermal anisotropy, analytical solutions have been
employed to compute temperature distributions for two idealized
cases: (i) a TMS with an outer 3/8'' thick high-conductivity layer
(of the order of copper's) and a 3/8'' air gap (with a conductivity
of 0.5 W/mK) between the layer and the steel deck; and (ii) a TMS
with a 3/8'' high-conductivity layer and a 3/8'' thick interlayer
(with a conductivity of 1 W/mK which is similar to the conventional
non skid material. To establish a baseline, corresponding
calculations were performed for the bare (unprotected) steel deck.
In all cases, the distribution of the air temperature was taken to
be that obtained from the preceding CFD calculations plotted in
FIG. 6B using a representative convective heat transfer coefficient
of 50 W/m2K. The key results are plotted on FIG. 8. FIG. 8 is a
graphical plot showing time distributions of peak steel temperature
(at the stagnation point) for the three different scenarios. Absent
a TMS, the deck temperature rises rapidly, exceeding 300.degree. F.
after about a quarter of an hour. With the high-conductivity/air
TMS, the rate of deck heating is appreciably lower: the temperature
reaching only 170.degree. F. after 3 hours and steady state is not
obtained until much longer times. A high-conductivity polymer TMS
exhibits intermediate performance Most notably, although the steady
state temperature exceeds 300.degree. F., the time required to
reach this point is much greater than the expected heating times
for typical launch missions. Furthermore, for relevant times (say 1
hour), the peak deck temperature is predicted to only reach
250.degree. C. We note that as the heat plate system is made to
operate at lower temperatures, and as its in-plane thermal
conductivity is increased, the required thickness, or need for, the
insulating layer decreases.
[0085] FIG. 9A is a schematic illustration of a finite element mesh
of ship deck and underlying frame and stiffeners. FIG. 9B is a
graphical plot showing computed surface deflections at 370.degree.
F. on bare deck and on a deck utilizing a TMS. The effects of the
heating on the deck stresses and propensity for buckling have been
evaluated by finite element analysis (FEA), employing the mesh
depicted in FIG. 9A. Because of symmetry, only half of the deck is
required. The model was constructed using composite shell elements:
one layer representing the steel deck 9 ( 9/16'' thick) and the
other representing the TMS (1'' thick). For conservatism, the TMS
was considered to have zero stiffness and hence provide no
contribution to the load bearing capacity of the deck. The beams,
girders, frame, longitudinal stiffeners 10, and transverse
stiffeners 11 supporting the deck were regarded to be rigid and
thus the displacements along the corresponding nodes (indicated in
by the grid pattern in FIG. 9A) were taken to be zero. Calculations
were performed both with and without the TMS present. Eigen-value
analysis was used to ascertain the first buckling mode, and that
mode was then implemented as an imperfection in all subsequent
calculations. A representative initial imperfection amplitude of
0.0625'' was used.
[0086] In the absence of a TMS, the effective (Mises) stress in the
central region at steady state (at 370.degree. F.) exceeds the
yield strength of the deck material (100 ksi) by a small margin.
Thus some degree of plastic straining is expected, with significant
implications for susceptibility to low cycle fatigue. Furthermore,
the out-of-plane deck deflections at steady state are severely
amplified relative to the initial imperfection, with peak values
rising from 0.0625'' to about 0.3'' (FIG. 9). The latter is
comparable to (although somewhat lower than) the reported values
(0.4''-0.5''). With the high-conductivity polymer TMS after 1 hour
of heating (at 250.degree. F.), the peak effective stress reaches
only 50% of the material yield strength.
[0087] Additionally, the peak out-of-plane deck deflection (0.1'')
is only slightly larger than that of the initial imperfections
(FIG. 9Bb). The conclusion is that a thermally anisotropic TMS
exhibits outstanding potential for mitigating the thermo-mechanical
effects of the exhaust gas on deck deformation and buckling
Furthermore, the present calculations suggest that the program
goals might be achieved with a TMS with an effective in-plane
conductivity.gtoreq.200 W/mK and out-of plane
conductivity.ltoreq.0.5 W/mK.
[0088] Because of their presence on the topside of the flight deck,
the TMS panels must also support aircraft landing loads without
compromising the function of the underlying heat pipes. Preliminary
estimates of the minimum dimensions needed to support the loads
with only elastic deformation have been obtained from rudimentary
stress analyses of the design shown in FIG. 3. The results are
plotted in FIG. 10. FIG. 10 is a design map for the TMS shown in
FIG. 3, showing the minimum values of thicknesses to support
landing loads without yielding. The assumed pressure (10 ksi) is of
the same order as that due to contact by a flat tire during
standard landing operation. Two potential failure modes are
addressed: yielding of the outer face sheet (due to local bending
stresses) and yielding of the core members (due to direct
compression). Results are shown for two candidate materials: HY-100
steel (that used in current flight decks) and Al 6061-T6 (a lower
density alternative). To avoid both yield conditions in the HY-100,
the minimum face sheet thickness is t1/L=0.1 whereas the minimum
web member thickness is t3/L=0.1 (L being the center-to-center
spacing between web members, defined in FIG. 7). With L selected to
be 1 in, the required thicknesses are t.sub.3.apprxeq.0.1 in and
t.sub.1.apprxeq.0.2 in. Thicker members are needed for the Al
design (t.sub.3.apprxeq.0.22 in and t.sub.1.apprxeq.0.25 in),
because of the lower yield strength.
[0089] The devices, systems, compositions, structures, and methods
of various embodiments of the invention disclosed herein may
utilize aspects disclosed in the following references,
applications, publications and patents and which are hereby
incorporated by reference herein in their entirety:
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[0153] Unless clearly specified to the contrary, there is no
requirement for any particular described or illustrated activity or
element, any particular sequence or such activities, any particular
size, speed, material, duration, contour, dimension or frequency,
or any particularly interrelationship of such elements. Moreover,
any activity can be repeated, any activity can be performed by
multiple entities, and/or any element can be duplicated. Further,
any activity or element can be excluded, the sequence of activities
can vary, and/or the interrelationship of elements can vary. It
should be appreciated that aspects of the present invention may
have a variety of sizes, dimensions, contours, shapes, contours,
compositions and materials as desired or required.
[0154] In summary, while the present invention has been described
with respect to specific embodiments, many modifications,
variations, alterations, substitutions, and equivalents will be
apparent to those skilled in the art. The present invention is not
to be limited in scope by the specific embodiment described herein.
Indeed, various modifications of the present invention, in addition
to those described herein, will be apparent to those of skill in
the art from the foregoing description and accompanying drawings.
Accordingly, the invention is to be considered as limited only by
the spirit and scope of the following claims, including all
modifications and equivalents.
[0155] Still other embodiments will become readily apparent to
those skilled in this art from reading the above-recited detailed
description and drawings of certain exemplary embodiments. It
should be understood that numerous variations, modifications, and
additional embodiments are possible, and accordingly, all such
variations, modifications, and embodiments are to be regarded as
being within the spirit and scope of this application. For example,
regardless of the content of any portion (e.g., title, field,
background, summary, abstract, drawing figure, etc.) of this
application, unless clearly specified to the contrary, there is no
requirement for the inclusion in any claim herein or of any
application claiming priority hereto of any particular described or
illustrated activity or element, any particular sequence of such
activities, or any particular interrelationship of such elements.
Moreover, any activity can be repeated, any activity can be
performed by multiple entities, and/or any element can be
duplicated. Further, any activity or element can be excluded, the
sequence of activities can vary, and/or the interrelationship of
elements can vary. Unless clearly specified to the contrary, there
is no requirement for any particular described or illustrated
activity or element, any particular sequence or such activities,
any particular size, speed, material, dimension or frequency, or
any particularly interrelationship of such elements. Accordingly,
the descriptions and drawings are to be regarded as illustrative in
nature, and not as restrictive. Moreover, when any number or range
is described herein, unless clearly stated otherwise, that number
or range is approximate. When any range is described herein, unless
clearly stated otherwise, that range includes all values therein
and all sub ranges therein. Any information in any material (e.g.,
a United States/foreign patent, United States/foreign patent
application, book, article, etc.) that has been incorporated by
reference herein, is only incorporated by reference to the extent
that no conflict exists between such information and the other
statements and drawings set forth herein. In the event of such
conflict, including a conflict that would render invalid any claim
herein or seeking priority hereto, then any such conflicting
information in such incorporated by reference material is
specifically not incorporated by reference herein.
* * * * *