A system and method for improved system efficiency of an integrated power and control unit (IPCU) of an aircraft is disclosed. The system uses an open-loop cooling system and turbo machine power matching to provide wide operation range without over-sizing. In order to reduce the temperature of the air flow through the cooling heat exchanger, the cooling turbine need to expand further in the same time generating power but the power could be higher than the compressor could absorb so a generator that would convert the power and used in supplying the aircraft would result in more efficient system.

A method for combined cooling and heating in an aircraft, the aircraft including an engine configured to use dihydrogen as fuel, the dihydrogen being stored in liquid form in a tank and being used in gas form in the engine, the dihydrogen being conveyed from the tank to the engine by a main pipe. The method includes the steps of branching off a part of the flow of dihydrogen in a bypass pipe, in parallel with a predefined segment of the main pipe, circulating a first heat transfer fluid in a first closed circuit, carrying out a first heat exchange between the first heat transfer fluid and the dihydrogen circulating in the bypass pipe and carrying out at least one secondary heat exchange. Each secondary heat exchange is carried out between the first heat transfer fluid and a working fluid used in the aircraft which needs to be cooled.

An electronics cooling system for an aircraft includes a heat exchanger comprising a coolant circuit, an air circuit, and a fuel circuit such that each of the circuits is in thermal communication with at least one of the other circuits. The coolant circuit is in thermal communication with one or more aircraft electronics. The air circuit is in fluid communication with at least one air source. The fuel circuit is in fluid communication with a fuel tank between the fuel tank and an engine of the aircraft.

The invention concerns an avionics bay (1) for the installation of at least one electrical module (M), comprising a fluid cooling system and a housing (2) that is complementary to the electrical module (M) and that comprises an open front face (21) through which the module (M) can be removably installed inside said housing (2), and a rear face (20) on which there are arranged electrical connectors suitable for being connected to the electrical module (M), characterised in that the fluid cooling system comprises a cold plate (3) that is disposed on the rear face (20) of the housing (2) that is suitable for cooling the electrical module (M) when said electrical module (M) is installed inside the housing (2).

A power electronics cooling system includes a ram air fan with one or more blades and a ram air fan motor connected via an output shaft. The ram air fan draws in air and passes it across a heat exchanger to cool one or more cooling liquids. One or more pumps pressurize and pump the cooling liquids to various electronic components, including one or more motor controllers. The pumps may be mechanically or electrically coupled to the output shaft of the ram air fan, such that the motor of the ram air fan provides energy to the pumps.

A heat transfer system for use within an avionics bay of an aircraft is provided by the present disclosure that includes, in one form, an aircraft panel comprising an upper skin, a lower skin, and a foam core disposed between the upper skin and the lower skin. At least one heat conducting array extends through the foam core and between the upper skin and the lower skin, the heat conducting array defining at least one upper cap, at least one lower cap, and a wall portion extending between the upper cap and the lower cap, the upper cap being disposed proximate avionics within the avionics bay. A heat conducting spreader is disposed between the lower cap of the heat conducting array and the lower skin of the aircraft panel.

An integrated avionics bay in a floor area can be provided with adequate ventilation. The structure of an aircraft cockpit floor is able to integrate at least one bay, with a walking floor in the cockpit, a structural volume and a bay integrated in a space of the liberated structural volume. The bay as integrated in a horizontal position in this space includes a peripheral frame with at least one protective cover with a direct access to the bay at the floor level and a lower wall with a rear face access. Side openings formed in the frame can couple with vertical walls to allow fresh air blowing from the rear wall of the bay via a flow from rearwards to upwards to reach the top cover and an air extraction by an upper surface extractor.

A thermal management system includes at least one vapor compression system (VCS) that is configured to cool portions of the vehicle. The VCS circulates a fluid therethrough to cool the portions of the vehicle through heat exchange. At least one reverse air cycle machine (RACM) couples to VCS through a first heat exchanger. The RACM is configured to receive ram air. The RACM expands the ram air. Heat from the fluid circulating through the VCS is transferred to the expanded ram air through the first heat exchanger.

An air purification device for use in an air management system includes a housing formed from a polymer matrix composite structure and a filter arranged within the housing. The filter is formed from a porous composite structure including a plurality of filter fibers such that air is configured to flow through the filter. Microbes within the air are configured to contact the plurality of filter fibers.

In an aircraft, a cooling target having a different amount of heat depending on a situation is sufficiently cooled. An aircraft (10) is provided with a cooling facility (40a) having a first cooling circuit (42a) and a second cooling circuit (42b) that are independent of each other. The first cooling circuit (42a) includes a first circulation flow path (44a) that allows a first cooling medium to sequentially and repeatedly pass through a cooling target (34a, 34b). Similarly, the second cooling circuit (42b) includes a second circulation flow path (44b) that allows a second cooling medium to sequentially and repeatedly pass through the cooling target. Here, the first circulation flow path (44a) and the second circulation flow path (44b) do not communicate with each other. Therefore, the first cooling medium and the second cooling medium do not merge or split.