(12) United States Patent
`Huang et al.
`
`(io) Patent No.:
`(45) Date of Patent:
`
`US 6,939,392 B2
`Sep. 6,2005
`
`US006939392B2
`
`(54) SYSTEM AND METHOD FOR THERMAL
`MANAGEMENT
`
`(75)
`
`Inventors: He Huang, Glastonbury, CT (US);
`Scott F. Kaslusky, West Hartford, CT
`(US); Thomas G. Tillman, West
`Hartford, CT (US); Timothy D.
`DeValve, Manchester, CT (US); Luca
`Bertuccioli, East Longmeadow, MA
`(US); Michael K. Sahm, Avon, CT
`(US); Louis J. Spadaccini, Manchester,
`CT (US); Robert L. Bayt, Hebron, CT
`(US); Foster Philip Lamm, South
`Windsor, CT (US); Daniel R. Sabatino,
`East Hampton, CT (US)
`
`(73) Assignee: United Technologies Corporation,
`Hartford, CT (US)
`
`( * ) Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 12 days.
`
`(21) Appl. No.: 10/657,299
`
`(22) Filed:
`
`Sep. 8, 2003
`
`(65)
`
`Prior Publication Data
`
`US 2004/0194627 Al Oct. 7, 2004
`
`Related U.S. Application Data
`
`(63) Continuation-in-part of application No. 10/407,004, filed on
`Apr. 4, 2003, now Pat. No. 6,709,492.
`Int. CI.7
`(51)
`(52) U.S. CI
`
`B01D 19/00
`95/46; 60/39.02; 96/6;
`55/385.1
`(58) Field of Search
`55/385.1; 95/46,
`95/6; 60/39.02, 39.07, 39.83, 266, 730,
`736; 123/553; 165/40, 41; 244/117 A
`
`(56)
`
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`
`FOREIGN PATENT DOCUMENTS
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`EP
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`EP
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`
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`
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`Air Force Research Laboratory, Monthly Accomplishment
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`for Mar. 1987-Jul. 1988, i-vi, pps. 1-22.
`Copy of PCT Search Report for Ser. No. PCT/US04/29160
`dated Dec. 17, 2004.
`
`Primary Examiner—Robert H. Spitzer
`
`(57)
`
`ABSTRACT
`
`A system for the management of thermal transfer in a gas
`turbine engine includes a heat generating sub-system in
`operable communication with the engine, a fuel source to
`supply a fuel, a fuel stabilization unit to receive the fuel from
`the fuel source and to provide the fuel to the engine, and a
`heat exchanger in thermal communication with the fuel to
`transfer heat from the heat generating sub-system to the fuel.
`A method of managing
`thermal transfer
`in an aircraft
`includes removing oxygen from a stream of a fuel fed to an
`engine used to drive the aircraft, transferring heat from a
`heat generating sub-system of the aircraft to the fuel, and
`combusting the fuel. A system for the thermal management
`of an aircraft provides for powering the aircraft, supplying
`a fuel deoxygenating the fuel, and transferring heat between
`a heat generating sub-system of the aircraft and the fuel.
`
`57 Claims, 7 Drawing Sheets
`
`Fuel System
`
`10
`
`23N
`
`25
`
`High-Temp
`at'
`Heat Sources
`
`2 5 - ^-
`><—
`Engine Fuel Pumps
`
`Flow Meters
`2(P
`
`14
`
`! Engine
`
`Hx..
`\Compressor/
`32 :>za:
`34-T H:
`
`|Nozzles|-«4combuster
`36'
`
`Turbine
`
`\
`
`H 18
`Gas Turbine
`Fuel Tank
`
`Fuel Temp Below
`Traditional Coking
`a
`Limit
`
`Air
`Exhaust
`
`\
`
`'•as
`
`12
`
`GE-1001.001
`
`

`
`US 6,939,392 B2
`Page 2
`
`U.S. PATENT DOCUMENTS
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`
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`EP
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`
`12/1991
`7/1992
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`
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`EP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
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`WO
`WO
`WO
`WO
`WO
`WO
`WO
`WO
`WO
`WO
`WO
`
`0576677
`0583748
`0622475
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`4036178
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`8000906
`8290044
`8332306
`10028805
`10165936
`10174803
`11009902
`11033373
`11114308
`11114309
`11244607
`11342304
`2000051606
`2000084368
`2000117068
`2000140505
`2000262871
`10216404
`2000288366
`2000350902
`2000354857
`2001286702
`2002370006
`2003010604
`2003062403
`2003094687
`WO9416800
`WO9702190
`W09939811
`W09844255
`W09728891
`WO9601683
`WO0044479
`WO0044482
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`WO02077130
`WO03029744
`WO03036747
`
`1/1994
`2/1994
`11/1994
`12/1996
`12/1996
`9/1997
`5/1999
`1/2000
`7/2000
`11/2000
`5/2001
`1/2002
`6/2002
`9/2002
`9/2002
`1/2003
`1/2003
`7/2003
`6/1988
`2/1991
`7/1991
`7/1991
`8/1991
`2/1992
`4/1992
`9/1992
`4/1993
`12/1993
`5/1994
`5/1994
`3/1995
`8/1995
`1/1996
`11/1996
`12/1996
`2/1998
`6/1998
`6/1998
`1/1999
`2/1999
`4/1999
`4/1999
`9/1999
`12/1999
`2/2000
`3/2000
`4/2000
`5/2000
`9/2000
`10/2000
`10/2000
`12/2000
`12/2000
`10/2001
`12/2002
`1/2003
`3/2003
`4/2003
`8/1994
`1/1997
`2/1998
`10/1998
`6/2000
`7/2000
`8/2000
`8/2000
`8/2002
`10/2002
`4/2003
`5/2003
`
`* cited by examiner
`
`GE-1001.002
`
`

`
`U.S. Patent
`
`Sep. 6,2005
`
`Sheet 1 of 7
`
`US 6,939,392 B2
`
`(D
`%
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`GE-1001.003
`
`

`
`U.S. Patent
`
`Sep. 6,2005
`
`Sheet 2 of 7
`
`US 6,939,392 B2
`
`» ' • *
`= 33
`
`^50
`
`39
`
`^
`
`^
`
`^
`
`.^
`45
`6 0 ^"
`FIG. 2
`
`16
`V
`
`35
`51
`4? , S (AA
`
`39
`(
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`50 J ^i
`SiSsiiii
`f ^
`U kV\S.VVW
`f gll
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`'.^p^S^sSS^
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`t-Up k X W ^ V V V V^
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`FIG. 3
`
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`s\^\^V^\\K\\\V\SX^ -48
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`[42
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`6 ^ 5 S s ^ ^ S S S g g - 48 J
`FIG. 4
`
`GE-1001.004
`
`

`
`U . S. P a t e nt
`
`Sep. 6,2005
`
`Sheet 3 of 7
`
`US 6,939,392 B2
`
`FIG. 5
`
`FIG. 6
`
`'39
`
`GE-1001.005
`
`

`
`U.S. Patent
`
`Sep. 6,2005
`
`Sheet 4 of 7
`
`US 6,939,392 B2
`
`FIG. 7
`
`76 A
`
`Fuel
`
`16 ^_
`FSU
`
`Oil
`
`£ Heat
`
`Exchanger
`
`22
`
`Fuel
`
`14
`_£
`Engine
`
`Oil
`A
`73
`
`78
`A
`Bearings/
`Gear Boxes
`FIG. 8
`
`22
`
`14 A
`32 A
`
`16
`Fuel
`^
`F S U - il
`
`Air@
`sl.OOO'F
`
`72
`
`_ Heat
`n Exchanger
`
`Fuel
`
`74 A
`Cabin
`
`Air
`<1I000oF
`FIG. 11
`
`, 70
`
`GE-1001.006
`
`

`
`U . S. P a t e nt
`
`Sep. 6,2005
`
`Sheet 5 of 7
`
`US 6,939,392 B2
`
`22 s
`
`.14
`
`FIG. 9
`
`FIG. 10
`
`GE-1001.007
`
`

`
`U.S. Patent
`
`Sep. 6,2005
`
`Sheet 6 of 7
`
`US 6,939,392 B2
`
`.UJ
`
`CD O
`
`JO c: <f> —
`
`GE-1001.008
`
`

`
`U.S. Patent
`
`Sep. 6,2005
`
`Sheet 7 of 7
`
`US 6,939,392 B2
`
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`
`US 6,939,392 B2
`
`SYSTEM AND METHOD FOR THERMAL
`MANAGEMENT
`
`CROSS REFERENCE TO RELATED
`APPLICATION
`
`5
`
`This application is a continuation-in-part application of
`U.S. patent application Ser. No. 10/407,004 entitled "Planar
`Membrane Deoxygenator" filed on Apr. 4, 2003, now U.S.
`Pat. No. 6,709,492, issued Mar. 23, 2004, the content of
`which is incorporated herein in its entirety.
`
`TECHNICAL FIELD
`
`This invention relates generally to systems, methods, and
`devices for the management of heat transfer and, more 15
`particularly, to systems, methods, and devices for managing
`the transfer of heat between an energy conversion device and
`its adjacent environment.
`
`BACKGROUND
`
`20
`
`Heat management systems for energy conversion devices
`oftentimes utilize fuels as cooling mediums, particularly on
`aircraft and other airborne systems where the use of ambient
`air as a heat sink results in significant performance penalties.
`In addition, the recovery of waste heat and its re-direction to
`the fuel stream to heat the fuel results in increased operating
`efEciency. One of the factors negatively affecting the usable
`cooling capacity of a particular fuel with regard to such a
`system is the rate of formation of undesirable oxidative
`reaction products and their deposit onto the surfaces of fuel
`system devices. The rate of formation of such products may
`be dependent at least in part on the amount of dissolved
`oxygen present within the fuel. The amount of dissolved
`oxygen present may be due to a variety of factors such as
`exposure of the fuel to air and more specifically the exposure
`of the fuel to air during fuel pumping operations. The
`presence of dissolved oxygen can result in the formation of
`hydroperoxides that, when heated, form free radicals that
`polymerize and form high molecular weight oxidative reac(cid:173)
`tion products, which are typically insoluble in the fuel. Such
`products may be subsequently deposited within the fuel
`delivery and injection systems, as well as on the other
`surfaces, of the energy conversion device detrimentally
`affecting the performance and operation of the energy con(cid:173)
`version device. Because the fuels used in energy conversion
`devices are typically hydrocarbon-based, the deposit com(cid:173)
`prises carbon and is generally referred to as "coke."
`
`Increasing the temperature of the fuel fed to the energy
`conversion device increases the rate of the oxidative reaction
`that occurs. Currently available fuels that have improved
`resistance to the formation of coke are generally more
`expensive or require additives. Fuel additives require addi(cid:173)
`tional hardware, on-board delivery systems, and costly sup(cid:173)
`ply infrastructure. Furthermore, such currently available
`fuels having improved resistance to the formation of coke
`are not always readily available.
`
`30
`
`35
`
`40
`
`45
`
`50
`
`,,
`
`SUMMARY OF THE INVENTION
`
`The present invention is directed in one aspect to a system 60
`for the management of thermal transfer in a gas turbine
`engine. Such a system includes a heat generating sub-system
`(or multiple sub-systems) disposed in operable communica(cid:173)
`tion with the engine, a fuel source configured to supply a
`fuel, a fuel stabilization unit configured to receive the fuel 65
`from the fuel source and to provide the fuel to the engine,
`and a heat exchanger disposed in thermal communication
`
`with the fuel to effect the transfer of heat from the heat
`generating sub-system to the fuel.
`In another aspect, a system for the management of heat
`transfer includes an energy conversion device and a fuel
`system configured to supply a fuel to the energy conversion
`device. The fuel system includes at least one heat generating
`sub-system disposed in thermal communication with the fuel
`from the fuel system to effect the transfer of heat from the
`heat generating sub-system to the fuel. The fuel is substan(cid:173)
`tially coke-free and is heated to a temperature of greater than
`about 550 degrees F.
`In another aspect, a method of managing thermal transfer
`in an aircraft includes removing oxygen from a stream of a
`fuel fed to an engine used to drive the aircraft, transferring
`heat from a heat generating sub-system of the aircraft to the
`fuel, and combusting the fuel.
`In yet another aspect, a system for the thermal manage(cid:173)
`ment of an aircraft includes means for powering the aircraft,
`means for supplying a fuel to the means for powering the
`aircraft, means for deoxygenating the fuel, and means for
`effecting
`the transfer of heat between a heat generating
`sub-system of the aircraft and the fuel.
`In still another aspect, a system for the management of
`thermal transfer in an aircraft includes an aircraft engine, a
`heat generating sub-system (or multiple sub-systems) dis(cid:173)
`posed in operable communication with the aircraft engine, a
`fuel source configured to supply a fuel, a fuel stabilization
`unit configured to receive the fuel from the fuel source and
`to provide an effluent fuel stream to the aircraft engine, and
`a heat exchanger disposed in thermal communication with
`the effluent fuel stream from the fuel stabilization unit and
`the heat generating sub-system to effect the transfer of heat
`from the heat generating sub-system to the effluent
`fuel
`stream.
`One advantage of the above systems and method is an
`increase in the exploitable cooling capacity of the fuel. By
`increasing the exploitable cooling capacity, energy conver(cid:173)
`sion devices are able to operate at increased temperatures
`while utilizing fuels of lower grades. Operation of the
`devices at increased temperatures provides a greater oppor(cid:173)
`tunity for the recovery of waste heat from heat generating
`components of the system. The recovery of waste heat, in
`turn, reduces fuel consumption costs associated with opera(cid:173)
`tion of the device because combustion of pre-heated fuel
`requires less energy input than combustion of unhealed fuel.
`Increased cooling capacity (and
`thus high operating
`temperatures, recovery of waste heat, and reduced
`fuel
`consumption) also increases the overall efficiency of oper(cid:173)
`ating the device.
`Another advantage is a reduction in coke formation within
`the energy conversion device. Decreasing the amount of
`dissolved oxygen present within the fuel as the temperature
`is increased retards the rate of oxidative reaction, which in
`turn reduces the formation of coke and its deposition on the
`surfaces of the energy conversion device, thereby reducing
`the maintenance requirements. Complete or partial deoxy-
`genation of the fuel suppresses the coke formation across
`various aircraft fuel grades. A reduction in the amount of
`oxygen dissolved within the fuel decreases the rate of coke
`deposition and correspondingly
`increases the maximum
`allowable temperature sustainable by the fuel during opera(cid:173)
`tion of the energy conversion device. In other words, when
`lower amounts of dissolved oxygen are present within a fuel,
`more thermal energy can be absorbed by the fuel, thereby
`resulting in operations of the energy conversion device at
`higher fuel
`temperatures before coke deposition in the
`energy conversion device becomes undesirable.
`
`GE-1001.010
`
`

`
`US 6,939,392 B2
`
`Operational advantages to pre-heating the fuel to tem(cid:173)
`peratures that prevent, limit, or minimize coke formation
`prior to entry of the fuel
`into the FSU also exist. In
`particular, oxygen solubility in the fuel, diffusivity of oxy(cid:173)
`gen in the fuel, and diffusivity of oxygen through the 5
`membrane increase with increasing temperature. Thus, FSU
`performance may be increased by pre-heating the fuel. This
`may result in either a reduction in FSU volume (size and
`weight reductions) or increased FSU performance, which
`may result in further reductions in the fuel oxygen levels 10
`exiting the FSU. Furthermore, the reduction in FSU volume
`may further allow system design freedom in placement of
`the FSU within the fuel system (either upstream- or down(cid:173)
`stream of low-grade heat loads) and in the ability to cascade
`the heat loads and fuel system heat transfer hardware.
`
`15
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`generation, land-based transport systems, marine- and fresh(cid:173)
`water based
`transport systems,
`industrial equipment
`systems, and the like. Furthermore, it should be understood
`that the term "aircraft" includes all types of winged aircraft,
`rotorcraft, winged- and rotor hybrids, spacecraft, drones and
`other unmanned craft, weapons delivery systems, and the
`like.
`In one embodiment of the system 10, a fuel system 12
`includes a fuel stabilization unit (FSU) 16 that receives fuel
`from a fuel source 18 and provides the fuel to the energy
`conversion device (hereinafter "engine 14"). Various heat
`generating sub-systems (e.g., low temperature heat sources
`24, pumps and metering systems 20, high temperature heat
`sources 22, combinations of the foregoing sources and
`systems, and the like), which effect the thermal communi(cid:173)
`cation between various components of the system 10 during
`operation, are integrated into the fuel system 12 by being
`disposed in thermal communication with the fuel either
`upstream or downstream from the FSU 16. A fuel pre-heater
`13 may further be disposed in the fuel system 12 prior to the
`FSU 16 to increase the temperature of the fuel received into
`the FSU 16. Selectively-actuatable fuel line bypasses 23
`having valves 25 are preferably disposed in the fuel system
`12 to provide for the bypass of fuel around the various
`sub-systems and particularly
`the high temperature heat
`sources 22.
`The engine 14 is disposed in operable communication
`with the various heat generating sub-systems and preferably
`comprises a gas turbine engine having a compressor 30, a
`combustor 32, and a turbine 34. Fuel from the fuel system
`12 is injected into the combustor 32 through fuel injection
`nozzles 36 and ignited. An output shaft 38 of the engine 14
`provides output power that drives a plurality of blades that
`propel the aircraft.
`Operation of the system 10 with the FSU 16 allows for the
`control of heat generated by the various sources and systems
`to provide benefits and advantages as described above. The
`temperature at which coke begins to form in the fuel is about
`260 degrees F. Operation of the engine 14 (e.g., a gas turbine
`engine) at fuel temperatures of up to about 325 degrees F.
`generally produces an amount of coke buildup
`that
`is
`acceptable for most military applications. Operation of the
`system 10 with the FSU 16 to obtain a reduction in oxygen
`content of the fuel, however, enables the engine 14 to be
`operated at fuel temperatures greater than about 325 degrees
`E, preferably greater than about 550 degrees E, and more
`preferably about 700 degrees F. to about 800 degrees F. with
`no significant coking effects. The upper limit of operation is
`about 900 degrees R, which is approximately the tempera(cid:173)
`ture at which the fuel pyrolizes.
`Referring now to FIGS. 2-7, the FSU 16 is shown. The
`FSU 16 is a fuel deoxygenating device that receives fuel
`either directly or indirectly from the fuel source. Upon
`operation of the FSU 16, the amount of dissolved oxygen in
`the fuel is reduced to provide deoxygenated fuel. As used
`herein, the term "deoxygenated fuel" is intended to indicate
`fuel having reduced oxygen content relative to that of fuel in
`equilibrium with ambient air. The oxygen content of fuel in
`equilibrium with ambient air is about 70 parts per million
`(ppm). Depending upon the specific application of the FSU
`16 (e.g., the operating temperatures of the system 10 of FIG.
`1), the oxygen content of deoxygenated fuel may be about
`5 ppm or, for applications in which operating temperatures
`approach about 900 degrees F, less than about 5 ppm. A
`reduction in the amount of dissolved oxygen in the fuel
`enables the fuel to absorb an increased amount of thermal
`energy while reducing the propagation of free radicals that
`
`25
`
`30
`
`35
`
`FIG. 1 is a schematic representation of a system for the
`management of heat transfer between an energy conversion
`device and a fuel system.
`FIG. 2 is a schematic representation of a fuel stabilization
`unit showing a fuel inlet.
`FIG. 3 is a schematic representation of the fuel stabiliza(cid:173)
`tion unit showing a fuel outlet and an oxygen outlet.
`FIG. 4 is a cross sectional view of an assembly of a flow
`plate, permeable composite membranes, and porous sub(cid:173)
`strates that comprise the fuel stabilization unit.
`FIG. 5 is a schematic representation of a fuel passage
`defined by the flow plate.
`FIG. 6 is an alternate embodiment of a fuel passage
`defined by the flow plate.
`FIG. 7 is an exploded view of a flow plate/membrane/
`substrate assembly.
`FIG. 8 is a system for the management of heat transfer in
`which a high temperature heat source is a high temperature
`oil system.
`FIG. 9 is a system for the management of heat transfer in
`which a high temperature heat source is a cooled turbine 40
`cooling air unit.
`FIG. 10 is a system for the management of heat transfer
`in which a high temperature heat source is a turbine exhaust
`recuperator.
`FIG. 11 is a system for the management of heat transfer
`in which a high temperature heat source is a fuel-cooled
`environmental control system precooler.
`FIG. 12 is a system for the management of heat transfer
`in which a high temperature heat source is an integrated air
`cycle environmental control system.
`FIG. 13 is a system for the management of heat transfer
`in which a high temperature heat source is a heat pump.
`
`45
`
`,.
`
`DETAILED DESCRIPTION
`
`55
`
`Referring to FIG. 1, a system for the management of heat
`transfer is shown generally at 10 and is hereinafter referred
`to as "system 10." As used herein, the term "management of
`heat transfer" is intended to indicate the control of heat
`transfer by regulation of various chemical- and physical 60
`parameters of associated sub-systems and work cycles. The
`sub-systems include, but are not limited to, fuel systems that
`provide a hydrocarbon-based fuel to the work cycle. The
`work cycle may be an energy conversion device. Although
`the system 10 is hereinafter described as being a component 65
`of an aircraft, it should be understood that the system 10 has
`relevance
`to other applications, e.g., utility power
`
`GE-1001.011
`
`

`
`US 6,939,392 B2
`
`15
`
`form insoluble reaction products, thereby allowing the fuel
`to be substantially coke-free. As used herein, the term
`"substantially coke-free" is intended to indicate a fuel that,
`when used to operate an engine at elevated temperatures,
`deposits coke at a rate that enables the maintenance and/or 5
`overhaul schedules of the various apparatuses into which the
`FSU 16 is incorporated to be extended.
`The FSU 16 includes an assembly of flow plates 27,
`permeable composite membranes 42, and porous substrates
`39. The flow plates 27, the permeable composite membranes 1°
`42, and the porous substrates 39 are preferably arranged in
`a stack such that the permeable composite membranes 42 are
`disposed in interfacial engagement with the flow plates 27
`and such that the porous substrates 39 are disposed in
`interfacial engagement with the permeable composite mem-
`branes 42. The flow plates 27 are structured to define
`passages 50 through which the fuel flows.
`The assembly of flow plates 27 is mounted within a
`vacuum housing 60. Vacuum is applied to the vacuum
`housing 60 to create an oxygen partial pressure differential
`across the permeable composite membranes 42, thereby
`causing the migration of dissolved oxygen from the fuel
`flowing through the assembly of flow plates 27 and to an
`oxygen outlet 35. The source of the partial pressure differ(cid:173)
`ential vacuum may be a vacuum pump, an oxygen-free
`circulating gas, or the like. In the case of an oxygen-free
`circulating gas, a strip gas (e.g., nitrogen) is circulated
`through the FSU 16 to create the oxygen pressure differential
`to aspirate the oxygen from the fuel, and a sorbent or filter
`or the like is disposed within the circuit to remove the
`oxygen from the strip gas.
`Referring specifically to FIG. 2, an inlet 57 of the FSU 16
`is shown. Fuel entering the FSU 16 flows from the inlet 57
`in the direction indicated by an arrow 47 and is dispersed
`into each of the passages 50. Seals 45 between the stacked
`flow plates 27 prevent the fuel from contacting and flowing
`into the porous substrates 39.
`Referring specifically to FIG. 3, outlets of the FSU 16 are
`shown. Oxygen removed through the porous substrates 39 is 40
`removed
`through an oxygen outlet 35 via the vacuum
`source, as is indicated by an arrow 51. Deoxygenated fuel
`flowing through the flow plates 27 is removed through a fuel
`outlet 59, as is indicated by an arrow 49, and directed to one
`or several downstream sub-systems (e.g., pumps and meter- 45
`ing systems, high temperature heat sources, and the like) and
`to the engine.
`Referring now to FIG. 4, the assembly of flow plates 27,
`permeable composite membranes 42, and porous substrates
`39 is shown. As stated above, the FSU 16 comprises an 50
`assembly of interfacially-engaged flow plates 27, permeable
`composite membranes 42, and porous substrates 39. The
`flow plates 27, described below with reference to FIG. 5,
`comprise planar structures that define
`the passages 50
`through which the fuel is made to flow. The permeable 55
`composite membranes 42 preferably comprise fluoropoly-
`mer coatings 48 supported by porous backings 43, which are
`in turn supported against the flow plates 27 by the porous
`substrates 39. The application of vacuum to the assembly
`creates the partial pressure gradient that draws dissolved go
`oxygen from the fuel in passages 50 through the permeable
`composite membranes 42 (in particular, through the fluo-
`ropolymer coatings 48, through the porous backings 43, and
`through the porous substrates 39) and out to the oxygen
`outlet 35.
`
`30
`
`The permeable composite membrane 42 is defined by an
`amorphous fluoropolymer coating 48 supported on
`the
`
`65
`
`porous backing 43. The fluoropolymer coating 48 preferably
`derives from a polytetrafluoroethylene (PTFE) family of
`coatings and is deposited on the porous backing 43 to a
`thickness of about 0.5 micrometers to about 20 micrometers,
`preferably about 2 micrometers to about 10 micrometers,
`and more preferably about 2 micrometers
`to about 5
`micrometers. The porous backing 43 preferably comprises a
`polyvinylidene difluoride (PVDF) or polyetherimide (PEI)
`substrate having a thickness of about 0.001 inches to about
`0.02 inches, preferably about 0.002 inches to about 0.01
`inches, and more preferably about 0.005 inches. The poros(cid:173)
`ity of the porous backing 43 is greater than about 40% open
`space and preferably greater than about 50% open space.
`The nominal pore size of the pores of the porous backing 43
`is less than about 0.25 micrometers, preferably less than
`about 0.2 micrometers, and more preferably less than about
`0.1 micrometers. Amorphous polytetrafluoroethylene
`is
`available under the trade name Teflon AF® from DuPont
`located in Wilmington, Del. Other fluoropolymers usable as
`the fluoropolymer coating 48 include, but are not limited to,
`perfluorinated glassy polymers and polyperfluorobutenyl
`vinyl ether. Polyvinylidene difluoride is available under the
`trade name Kynar® from Atofina Chemicals, Inc. located in
`Philadelphia, Pa.
`The porous substrate 39 comprises a lightweight plastic
`material (e.g., PVDF PEI polyethylene or the like) that is
`compatible with hydrocarbon-based fuel. Such material is of
`a selected porosity that enables the applied vacuum to create
`a suitable oxygen partial pressure differential across the
`permeable composite membrane 42. The pore size, porosity,
`and thickness of the porous substrate 39 are determined by
`the oxygen mass flux requirement, which is a function of the
`mass flow rate of fuel. In a porous substrate 39 fabricated
`from polyethylene, the substrate is about 0.03 inches to
`about 0.09 inches in thickness, preferably about 0.04 inches
`to about 0.085 inches in thickness, and more preferably
`about 0.070 inches to about 0.080 inches in thickness.
`Alternatively, the porous substrate may comprise a woven
`plastic mesh or screen, a thinner and lighter vacuum per(cid:173)
`meate having a thickness of about 0.01 inches to about 0.03
`inches.
`Referring now to FIGS. 5 and 6, the flow plates 27
`comprise planar structures having channels, one of which is
`shown at 3 1, and ribs or baffles 52 arranged in the channels
`31 to form a structure that, when assembled with
`the
`permeable composite membranes 42, define the passages 50.
`The baffles 52 are disposed across the channels 31. The
`passages 50 are in fluid communication with the inlet 57 and
`the outlet 59. The vacuum is in communication with the
`porous substrates 39 through the oxygen outlet 35 (FIG. 3).
`The baffles 52 disposed within the passages 50 promote
`mixing of the fuel such that significant portions of the fuel
`contact the fluoropolymer coating 48 during passage through
`the FSU 16 to allow for diffusion of dissolved oxygen from
`the fuel. Because increased pressure differentials across the
`passages are generally less advantageous than lower pres(cid:173)
`sure differentials, the baffles 52 are preferably configured to
`provide laminar flow and, consequently, lower levels of
`mixing (as opposed to turbulent flow) through the passages
`50. Turbulent flow may, on the other hand, be preferred in
`spite of its attendant pressure drop when it provides the
`desired level of mixing and an acceptable pressure loss.
`Turbulent channel flow, although possessing a higher pres(cid:173)
`sure drop than laminar flow, may promote sufficient mixing
`and enhanced oxygen transport such that the baffles may be
`reduced in size or number or eliminated altogether. The
`baffles 52 extend at least partially across the passages 50
`
`GE-1001.012
`
`

`
`US 6,939,392 B2
`
`relative to the direction of fuel flow to cause the fuel to mix
`and to contact the fluoropolymer coating 48 in a uniform
`manner while flowing through the flow plates 27.
`Referring to FIG. 5, in operation, fuel flowing through the
`passages 50 of the flow plate in the direction of the arrow 47 5
`is caused to mix by the baffles 52 and contact the fluo(cid:173)
`ropolymer coating 48. As shown, the baffles 52 are alter(cid:173)
`nately disposed at the upper and lower faces of the flow
`plate. In this embodiment, the baffles 52 induce vertical
`(upwards and downwards) velocity components that 1°
`enh