Aircraft thermal management system for megawatt-class heat loads using low-temperature consumable heat sinks

Abstract

The present application discloses a megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink. The system includes an LNG cooling subsystem, a low-temperature liquid cooling cycle subsystem, an evaporation cycle subsystem, a high-temperature liquid cooling cycle subsystem, a fuel thermal management subsystem, an air cooling subsystem, and a directed energy weapon cooling subsystem. The present application uses a low-temperature consumable heat sink, liquefied natural gas, as a new heat sink means, in conjunction with fuel and engine duct airflow to solve the heat dissipation needs of airborne equipment. A method of using the evaporation cycle and LNG to work together to absorb the heat load of electronic equipment is proposed; the evaporation cycle is combined with a high-temperature and low-temperature liquid cooling cycle to transfer part of the heat to the fuel; LNG can provide cooling for the fuel system return oil after absorbing the heat load of electronic equipment or cooling directed energy weapons; at the same time, the system can select a suitable heat sink path combination to cool the engine bleed air according to different flight conditions to solve the cooling problem of the cockpit and the air-cooled electronic equipment compartment.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft integrated thermal management, and in particular to a megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink. Background Art

[0002] The thermal management system is one of the important subsystems of modern aircraft. Its design purpose is to ensure that various onboard equipment of the aircraft operates within a safe and efficient temperature range.

[0003] To meet the growing mission requirements of aircraft, more and more advanced technologies are being applied to aircraft design, and the number and complexity of systems are increasing. Higher-power electronic equipment, more advanced radar detection equipment, better stealth performance, etc., while improving aircraft performance and survivability, have brought increasing pressure to the aircraft thermal management system.

[0004] The increase in heat loads faced by next-generation aircraft mainly comes from the following aspects:

[0005] 1) Aerodynamic heating of the aircraft body surface during supersonic flight;

[0006] 2) Heat generated by more high-power electronic equipment and mission system support equipment;

[0007] 3) Due to the huge advantages of multi-electric structures, the next generation of aircraft will be equipped with more electrical equipment to replace some hydraulic actuation equipment and provide power for some components. The heat generated by these electrical equipment needs to be dissipated by the thermal management system;

[0008] 4) The next generation of aircraft is expected to be equipped with directed energy weapons. Due to the low efficiency of directed energy weapons in converting electrical energy into lasers, directed energy weapons will release huge amounts of heat when working.

[0009] The lack of heat dissipation capacity of aircraft is asymmetric to the increasingly serious heat load of aircraft. Due to the increase in flight speed and altitude, as well as the requirements for aircraft aerodynamics and stealth, the acquisition of ram air is subject to increasingly stringent restrictions, and the pressure on fuel as the main heat sink is increasing. At the same time, the extensive use of composite materials has also weakened the ability of aircraft to dissipate heat to the external environment through the structure.

[0010] With the electrification of airborne equipment and the miniaturization and integration of electronic equipment, airborne heat load and energy demand are increasing exponentially. The increasing heat flux density makes it difficult for traditional heat dissipation methods - air circulation refrigeration and liquid circulation refrigeration to cope with it. Consumable heat sinks have gradually become an effective way to deal with the heat dissipation of instantaneous high heat flux equipment such as laser weapons and phased array radars. Consumable heat sinks are usually volatile liquids or chemical thermal substances. They achieve temperature control of airborne equipment through their phase change reaction or the property of absorbing heat during chemical reaction. They have the significant advantages of low temperature and large cold flow. Summary of the invention

[0011] In order to meet the extremely severe thermal management challenges that the next generation of aircraft will face, this application provides a thermal management system that clarifies the heat dissipation requirements and temperature limits of each aircraft system in the early design stage, comprehensively considers the airborne system and the aircraft engine, selects the appropriate form of heat sink, and maximizes the utilization of the heat sink through the comprehensive thermal management system design of the entire aircraft.

[0012] To achieve the above-mentioned purpose, the present application discloses a megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink, comprising: an LNG cooling subsystem, a low-temperature liquid cooling circulation subsystem, an evaporation circulation subsystem, a high-temperature liquid cooling circulation subsystem, a fuel thermal management subsystem, an air cooling subsystem, and a directed energy weapon cooling subsystem;

[0013] The LNG cooling subsystem is used to provide low-temperature liquefied natural gas for the low-temperature liquid cooling circulation subsystem and the directed energy weapon cooling subsystem. The LNG after initial temperature increase can also provide cooling for the return oil of the fuel thermal management subsystem;

[0014] The low temperature liquid cooling circulation subsystem is used to absorb the heat load of the electronic equipment and the air cooling subsystem;

[0015] The evaporation circulation subsystem is used to absorb part of the heat of the electronic equipment in the low-temperature liquid cooling circulation and transfer it to the high-temperature liquid cooling circulation subsystem;

[0016] The high-temperature liquid cooling circulation subsystem is used to transfer the heat transferred from the evaporation circulation subsystem and the air cooling subsystem to the fuel;

[0017] The fuel thermal management subsystem is used to transport and distribute the fuel;

[0018] The engine bleed air of the air cooling subsystem is cooled by the ducted radiator, the high-temperature liquid cooling circulation subsystem and the low-temperature liquid cooling circulation subsystem, and then provides cooling for the aircraft cabin and the electronic equipment compartment;

[0019] The directed energy weapon cooling subsystem is used to cool laser weapons.

[0020] Preferably, the LNG cooling subsystem includes an LNG storage tank, an LNG-low temperature liquid cooling cycle heat exchanger and an LNG-fuel oil return heat exchanger;

[0021] The LNG storage tank is used to store cryogenic liquefied natural gas;

[0022] The LNG-cryogenic liquid cooling cycle heat exchanger is used to cool the coolant in the cryogenic liquid cooling cycle using LNG;

[0023] The LNG-fuel oil return heat exchanger is used to cool the fuel oil return of the fuel thermal management subsystem using LNG.

[0024] Preferably, the low-temperature liquid cooling circulation subsystem comprises: a No. 1 liquid storage tank and a low-temperature liquid cooling circulation pump;

[0025] The first liquid storage tank is used to store low-temperature coolant;

[0026] The low-temperature liquid cooling circulation pump is used to drive the flow of the low-temperature coolant in the entire low-temperature liquid cooling cycle.

[0027] Preferably, the evaporation cycle subsystem comprises: an evaporator, a compressor, a condenser and an expansion valve;

[0028] The evaporator is used to absorb part of the heat load of the electronic equipment delivered by the low-temperature coolant by using the refrigerant in the evaporation cycle;

[0029] The refrigerant that absorbs heat and vaporizes in the evaporator is pressurized and heated in the compressor;

[0030] The refrigerant, which has been heated and pressurized by the compressor, releases heat at equal pressure in the condenser, transferring the heat to a high-temperature liquid cooling cycle;

[0031] The high-pressure subcooled refrigerant at the outlet of the condenser enters the expansion valve to reduce pressure, and then returns to the evaporator to complete the cycle.

[0032] Preferably, the high-temperature liquid cooling circulation subsystem comprises: a second liquid storage tank and a high-temperature liquid cooling circulation pump;

[0033] The second liquid storage tank is used to store high-temperature coolant;

[0034] The high-temperature liquid cooling circulation pump is used to drive the flow of the high-temperature coolant in the entire high-temperature liquid cooling cycle.

[0035] Preferably, the fuel thermal management subsystem comprises: a fuel tank, a fuel-coolant heat exchanger and a lubricating oil hydraulic heat exchanger;

[0036] The fuel tank is used to store fuel and receive return fuel;

[0037] The fuel-coolant heat exchanger is used to transfer the heat absorbed from the high-temperature coolant transferred by the evaporation cycle to the fuel;

[0038] The lubricating oil hydraulic heat exchanger is used to absorb the heat of the lubricating oil components and the hydraulic components through the fuel.

[0039] Preferably, the air cooling subsystem comprises: a ducted radiator, a high-temperature coolant-air heat exchanger and a low-temperature coolant-air heat exchanger;

[0040] The ducted radiator is used to cool the engine bleed air using the engine ducted airflow;

[0041] The high temperature coolant-air heat exchanger is used to absorb the heat of the engine bleed air using the high temperature coolant;

[0042] The low-temperature coolant-air heat exchanger is used to absorb the heat of the engine bleed air using the low-temperature coolant, and supply the heat to the aircraft cabin and the electronic equipment cabin.

[0043] Preferably, the directed energy weapon cooling subsystem comprises: a spray cooling chamber;

[0044] The spray cooling chamber is used to cool directed energy weapons using LNG.

[0045] Preferably, when the flight speed is lower than a preset speed, the air cooling subsystem uses the ducted radiator and the low-temperature coolant-air heat exchanger to cool the high-temperature and high-pressure gas drawn out from the engine.

[0046] Preferably, when the flight speed is higher than a preset speed, the air cooling subsystem uses the high-temperature coolant-air heat exchanger and the low-temperature coolant-air heat exchanger to cool the high-temperature and high-pressure gas drawn out from the engine.

[0047] Compared with the prior art, the present invention has the following beneficial effects:

[0048] 1) It is proposed to use low-temperature consumable heat sink liquefied natural gas (LNG) as a new heat sink method, combined with the fuel on the aircraft and the ducted low-temperature airflow, through a reasonable integrated thermal management system design, to achieve the dissipation of the heat load of each system and the efficient use of the heat sink.

[0049] 2) Innovatively proposed to use the evaporative cycle system and LNG as two cooling methods in parallel. The evaporative cycle system can transfer part of the heat load to the fuel with higher temperature, making full use of the fuel heat sink capacity while improving the combustion efficiency of the fuel in the engine. The introduction of the LNG heat sink avoids the situation where there is no heat sink available in the aircraft due to the excessively high fuel temperature in the late flight phase. At the same time, the low-temperature coolant cooled by LNG can still provide heat dissipation for the return oil of the fuel system. In the design, the low-temperature characteristics of LNG are fully utilized to realize the gradual release of its heat sink capacity. At the same time, the use of LNG provides a low-temperature environment for the efficient operation of the directed energy weapon system. While improving the working efficiency of the system, its phase change heat absorption characteristics also solve the heat dissipation needs of the system.

[0050] 3) The integrated thermal management system can select the appropriate heat dissipation path according to different flight conditions to solve the cooling problem of the cockpit and air-cooled electronic equipment compartment. Under low-altitude and low-speed flight conditions, the high-temperature engine bleed air is cooled and cooled by using the engine duct airflow and low-temperature coolant to supply the cockpit and equipment compartment. Under high-altitude and high-speed conditions, the duct airflow temperature rises. At the same time, due to the higher thrust requirement of the aircraft, more inlet airflow enters the engine core area, and the air flow in the duct is reduced, which cannot provide effective cooling capacity. In this case, the coolant in the high-temperature liquid cooling cycle is used to initially cool the high-temperature bleed air, and then the low-temperature coolant is used to fully cool it. This switching method not only meets the heat dissipation requirements of the cockpit and air-cooled electronic equipment compartment, but also makes full use of various available heat sinks. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solution of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0052] Figure 1 This is a schematic diagram of the system structure of this application;

[0053] Figure 2 This is a schematic diagram of the connection relationship of this application;

[0054] Figure 3 This is a schematic diagram of the structure of the LNG cooling subsystem and the directed energy weapon cooling subsystem in the system of this application.

[0055] In the figure: 101, No. 1 liquid storage tank; 102, low-temperature liquid cooling circulation pump; 103, electronic equipment heat load; 104, evaporator; 105, LNG-coolant heat exchanger; 106, low-temperature coolant-air heat exchanger; 107, compressor; 108, condenser; 109, expansion valve; 110, No. 2 liquid storage tank; 111, high-temperature liquid cooling circulation pump; 112, fuel-coolant heat exchanger; 113, high-temperature coolant-air heat exchanger; 114, fuel tank; 115, lubricating oil, hydraulic heat exchanger; 116, LNG-fuel heat exchanger; 117, duct radiator; 201, LNG liquid storage tank; 202, valve 1; 203, valve 2; 204, pump; 205, LNG-low-temperature liquid cooling circulation heat exchanger; 206, LNG-fuel return oil heat exchanger; 207, spray cooling chamber. DETAILED DESCRIPTION

[0056] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0057] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0058] Embodiment 1

[0059] This application is targeted at the next generation of military aircraft equipped with high-power electronics and directed energy weapons.

[0060] With the development of highly integrated and miniaturized electronic devices, especially in the field of aerospace, the performance of equipment has been significantly improved. The high power consumption and heat dissipation problems that follow have become bottlenecks that restrict the further development of electronic devices. The next generation of aircraft will be equipped with more advanced electronic equipment, which brings more severe thermal management challenges. At the same time, directed energy weapons, with their strong lethality, high speed and multi-target simultaneous strike capabilities, are also expected to be equipped with the next generation of aircraft. Their instantaneous high heat flux heat dissipation requirements are a problem that cannot be solved by any current thermal management system.

[0061] After comprehensive analysis of the next generation aircraft flight conditions, internal heat load sources and engine heat dissipation requirements, engine bypass airflow, fuel and consumable heat sinks (liquefied natural gas LNG) were selected as heat sinks. The traditional heat sink method of ram air is no longer used due to the increase in flight speed and the requirement for aircraft stealth performance.

[0062] This designed Figure 1The aircraft integrated thermal management system shown below will be combined Figure 2 To explain in detail the connection relationship and function between each module.

[0063] A first liquid storage tank 101, storing low-temperature coolant;

[0064] A low temperature liquid cooling circulation pump 102 drives the flow of the coolant in the entire low temperature liquid cooling cycle;

[0065] Electronic heat load 103, using low temperature coolant to absorb the heat load of electronic equipment;

[0066] An evaporator 104, in which the refrigerant absorbs part of the heat load of the electronic equipment delivered by the low-temperature coolant in an evaporation cycle;

[0067] LNG-coolant heat exchanger 105, in which the LNG absorbs the heat load of the remaining electronic equipment in the cryogenic coolant;

[0068] A coolant-air heat exchanger 106, in which low-temperature coolant absorbs heat from the air in the air cooling cycle, and the cooled air is supplied to the aircraft cabin and the electronic equipment compartment;

[0069] Compressor 107, the refrigerant that absorbs heat and vaporizes in the evaporator is pressurized and heated in the compressor;

[0070] Condenser 108, the refrigerant heated and pressurized by the compressor releases heat at equal pressure in the condenser, transferring the heat to the high-temperature liquid cooling cycle;

[0071] Expansion valve 109, the high-pressure subcooled refrigerant at the outlet of the condenser enters the expansion valve to reduce pressure, and then returns to the evaporator to complete the cycle;

[0072] The second liquid storage tank 110 stores high-temperature coolant;

[0073] A low-temperature liquid cooling circulation pump 111 drives the flow of the coolant in the entire high-temperature liquid cooling circulation;

[0074] The fuel-coolant heat exchanger 112 absorbs the high-temperature coolant of the electronic equipment heat load transferred by the evaporation cycle in the condenser, and transfers the heat to the fuel in this heat exchanger;

[0075] A coolant-to-air heat exchanger 113, which uses high-temperature coolant to absorb heat from engine bleed air under certain flight conditions;

[0076] A fuel tank 114, for storing fuel and receiving return fuel;

[0077] Lubricating oil and hydraulic heat exchanger 115, fuel absorbs heat from lubricating oil components and hydraulic components;

[0078] LNG-fuel heat exchanger 116, after providing heat dissipation for electronic equipment, LNG still has a certain cooling capacity, and the return oil of the fuel system is cooled in this heat exchanger;

[0079] The ducted radiator 117 utilizes the engine ducted airflow to cool the engine bleed air under certain flight conditions.

[0080] like Figure 2 As shown, for the electronic equipment heat load 103, which accounts for the largest proportion of the heat load, evaporative cycle refrigeration and LNG cooling are used together to handle it.

[0081] The heat load of the electronic equipment is absorbed by the No. 65 coolant in the low-temperature liquid cooling circulation subsystem, and the temperature of the electronic equipment is controlled not to exceed 60°C. The heated coolant first exchanges heat with the refrigerant in the evaporation circulation subsystem, and then exchanges heat with the LNG.

[0082] The cooled low-temperature coolant can be used to absorb the high-temperature bleed air drawn from the engine for cooling the cabin and the electronic compartment, and then returns to the first liquid storage tank 101 to complete a cooling cycle.

[0083] After the evaporator 104 of the evaporation cycle absorbs the heat load from the electronic equipment in the liquid cooling cycle, the refrigerant is vaporized and in a superheated state. After being compressed and pressurized by the compressor 107, it enters the condenser 108 for isobaric cooling, and the heat is transferred to the liquid cooling cycle with a higher temperature, and finally transferred to the fuel. The supercooled refrigerant flowing out of the condenser is decompressed by the expansion valve 109 and enters the evaporator 104 to complete the entire cycle.

[0084] The latent heat of the evaporation cycle refrigerant and the low temperature characteristics of LNG are used to absorb the heat load of the electronic equipment. The system schematic only shows the heat exchange between LNG and the liquid cooling cycle, and does not depict the process of LNG being transported from the storage tank. After the heat exchange between LNG and the coolant, there is still a certain cooling capacity, which can cool the return oil of the fuel thermal management subsystem.

[0085] The high temperature liquid cooling circulation subsystem plays a role in heat transfer in the entire thermal management system. It is mainly used to transfer the heat transferred from the evaporation circulation subsystem to the fuel. At the same time, under certain flight conditions, it also plays a role in cooling the high temperature bleed air of the engine.

[0086] As a traditional heat sink for aircraft, fuel absorbs the heat load on the aircraft and improves its combustion efficiency in the engine. In the integrated thermal management system design, fuel absorbs the heat load of electronic equipment transmitted through the low-temperature liquid cooling circulation subsystem, the evaporative circulation subsystem, and the high-temperature liquid cooling circulation subsystem. Then it absorbs the heat of the lubricating oil in the hydraulic system and the fuel circuit. Part of the heated fuel enters the engine for combustion, and the rest enters the return oil pipeline, where it is cooled by LNG and returned to the fuel tank 114.

[0087] The high-temperature and high-pressure gas drawn from the engine is supplied to the aircraft cabin and electronic equipment compartment after two-stage cooling. In the design of the integrated thermal management system, the air cooling subsystem has two different cooling combinations to adapt to different flight conditions. When the flight speed is low, the aircraft's internal duct airflow is sufficient and the temperature is low, which can provide preliminary cooling for the engine bleed air. After that, the bleed air exchanges heat with the coolant in the low-temperature liquid cooling cycle to obtain a low-temperature airflow. When the flight speed is high, the bypass airflow cannot provide effective cooling due to the reduced flow rate and increased temperature. In this case, the heat exchanger between the engine bleed air and the coolant in the high-temperature liquid cooling cycle is activated, and the fuel eventually absorbs this part of the heat.

[0088] In response to the heat dissipation requirements of the instantaneous high heat flux density of directed energy weapons, this application also designs a weapon cooling subsystem, such as Figure 3 As shown:

[0089] LNG storage tank 201, storing low-temperature supercooled liquefied natural gas;

[0090] Valve No. 1 202 is used to control the on / off of the LNG cooling system and to coordinate with the pump to adjust the system flow;

[0091] Valve No. 203 is used to control the on / off of the LNG spray cooling branch;

[0092] A pump 204 for conveying LNG from the storage tank to the heat exchanger or the spray cooling chamber;

[0093] LNG-low temperature liquid cooling cycle heat exchanger 205, LNG cooling absorbs low temperature coolant after the heat load of electronic equipment is heated;

[0094] LNG-fuel return oil heat exchanger 206, LNG cooling fuel system return oil;

[0095] In the spray cooling chamber 207, LNG absorbs the instantaneous high-power heat load generated by the operation of the laser weapon.

[0096] The spray cooling chamber 207 is mainly used. The low temperature characteristics of LNG provide a better working environment for laser weapons. Under low temperature (about 100K), laser weapons have higher energy conversion efficiency, which can be increased to 60% compared to 20% at room temperature, and the waste heat generated will also be reduced. At the same time, the thermal expansion rate of the laser crystal is low under low temperature conditions, and the allowable temperature rise of the laser crystal when working efficiently is increased from 2K to 6K.

[0097] Embodiment 2

[0098] The following describes the working process of the entire thermal management system using a typical flight profile in conjunction with this embodiment.

[0099] The entire flight mission includes takeoff and climb (600s), supersonic cruise (900s), maneuvering phase (900s), low supersonic cruise (1500s), subsonic cruise (1500s) and descent and landing (1200s), a total of 6600s. The aircraft's electronic equipment is fully powered on during all flight phases except for takeoff and landing. The thermal load of the electronic equipment is set to 500kW. During takeoff and landing, the thermal load of the electronic equipment is 50kW.

[0100] During the takeoff and climb phase, the heat load of the aircraft electronic equipment is low and the fuel consumption rate is high. At this stage, most of the heat load of the electronic equipment is absorbed by the evaporation cycle and transported to the fuel. LNG plays an auxiliary cooling role with a small flow rate. Due to the low flight speed and low bypass airflow temperature, the high-temperature and high-pressure gas drawn from the engine is cooled by the bypass airflow and low-temperature coolant and then transported to the cockpit and electronic equipment compartment.

[0101] After the takeoff and climb phase, the aircraft enters the supersonic cruise and maneuvering phase. During this phase, the aircraft's flight Mach number is greater than 3. At the same time, the heat load of the electronic equipment increases, and the fuel consumption rate decreases compared to the takeoff and climb phase. Fuel alone as a heat sink can no longer meet the heat dissipation needs of the electronic equipment. The evaporative cycle system and the LNG cooling system work together to handle the heat load of the electronic equipment and control the temperature of the coolant in the entire low-temperature liquid cooling cycle. In this phase, in order to ensure sufficient thrust of the aircraft engine, the duct airflow is closed to allow more air to flow through the core duct to participate in combustion. In addition, the increase in flight speed will also lead to an increase in the temperature of the duct airflow, which is no longer suitable for cooling the engine bleed air. Therefore, the system is switched to a mode in which the coolant in the high-temperature liquid cooling cycle is used to initially cool the high-temperature bleed air, and then the low-temperature coolant is used to fully cool it. During the maneuvering phase, the directed energy weapon works intermittently. When the enemy situation is sensed or the directed energy weapon is expected to work, the LNG spray cooling system is turned on in advance to provide a low-temperature working environment for the directed energy weapon. After the weapon finishes working, the LNG liquid supply is turned off.

[0102] During the low supersonic cruise phase, the aircraft's flight Mach number is around 1.2. Since the heat load of the electronic equipment is still high, the evaporative cycle system and the LNG cooling system continue to work together, and the cooling of the engine bleed air is switched back to two-stage cooling of bypass airflow and low-temperature coolant.

[0103] In the subsonic cruise stage, the aircraft's flight Mach number is around 0.9, at which point the bypass airflow temperature is lower, which can increase cooling capacity. The system's operating mode at this time is exactly the same as in the low supersonic cruise stage.

[0104] During the descent and landing phases, the heat load of the electronic equipment is reduced, and the evaporation cycle system is mainly used to absorb heat and transfer it to the fuel. However, since the fuel temperature is higher than that during the takeoff and climb phases, and the fuel consumption rate is reduced, the auxiliary cooling flow of the LNG cooling system is greater than that during the takeoff and climb phases. At this point, a typical flight profile process ends, and the entire thermal management system makes corresponding adjustments and switches according to different flight conditions to ensure the normal operation of each mission system.

[0105] The above-described embodiments are only descriptions of the preferred embodiments of the present application and are not intended to limit the scope of the present application. Without departing from the design spirit of the present application, various modifications and improvements made by ordinary technicians in this field to the technical solution of the present application should fall within the scope of protection determined by the claims of the present application.

Claims

1. A megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink, including: LNG cooling subsystem, low-temperature liquid cooling circulation subsystem, evaporation circulation subsystem, high-temperature liquid cooling circulation subsystem, fuel thermal management subsystem, air cooling subsystem and directed energy weapon cooling subsystem; The LNG cooling subsystem is used to provide low-temperature liquefied natural gas for the low-temperature liquid cooling circulation subsystem and the directed energy weapon cooling subsystem, and the LNG after initial temperature increase is also used to provide cooling for the return oil of the fuel thermal management subsystem; The low temperature liquid cooling circulation subsystem is used to absorb the heat load of the electronic equipment and the air cooling subsystem; The evaporation circulation subsystem is used to absorb part of the heat of the electronic equipment in the low-temperature liquid cooling circulation and transfer it to the high-temperature liquid cooling circulation subsystem; The high-temperature liquid cooling circulation subsystem is used to transfer the heat transferred from the evaporation circulation subsystem and the air cooling subsystem to the fuel; The fuel thermal management subsystem is used to transport and distribute the fuel; The engine bleed air of the air cooling subsystem is cooled by the ducted radiator, the high-temperature liquid cooling circulation subsystem and the low-temperature liquid cooling circulation subsystem, and then provides cooling for the aircraft cabin and the electronic equipment compartment; The directed energy weapon cooling subsystem is used to cool laser weapons; The workflow of the megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink includes: during takeoff and climb, fuel is used to absorb the heat load of electronic equipment, the LNG cooling subsystem is used for auxiliary cooling, and bypass airflow and low-temperature coolant are used to cool the engine bleed air and supply air to the cockpit and electronic equipment compartment; during supersonic cruise and maneuvering, fuel and LNG are used to coordinately handle the heat load of electronic equipment, and the cooling method of the engine bleed air is switched to cooling using high-temperature coolant and low-temperature coolant; During the maneuvering phase, the LNG spray cooling system is turned on in advance to provide a low-temperature environment for the operation of laser weapons; during the low supersonic cruise and subsonic cruise phases, the heat is dissipated by using a coordinated processing method of LNG and fuel, and the cooling of the engine bleed air is switched back to two-stage cooling of duct airflow and low-temperature coolant; during the descent and landing phases, fuel is used to absorb the heat load, and the LNG cooling subsystem provides auxiliary cooling.

2. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The LNG cooling subsystem includes an LNG storage tank, an LNG-low temperature liquid cooling cycle heat exchanger and an LNG-fuel oil return heat exchanger; The LNG storage tank is used to store cryogenic liquefied natural gas; The LNG-cryogenic liquid cooling cycle heat exchanger is used to cool the coolant in the cryogenic liquid cooling cycle using LNG; The LNG-fuel oil return heat exchanger is used to cool the fuel oil return of the fuel thermal management subsystem using LNG.

3. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The low-temperature liquid cooling circulation subsystem comprises: a No. 1 liquid storage tank and a low-temperature liquid cooling circulation pump; The first liquid storage tank is used to store low-temperature coolant; The low-temperature liquid cooling circulation pump is used to drive the flow of the low-temperature coolant in the entire low-temperature liquid cooling cycle.

4. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The evaporation cycle subsystem includes: an evaporator, a compressor, a condenser and an expansion valve; The evaporator is used to absorb part of the heat load of the electronic equipment delivered by the low-temperature coolant by using the refrigerant in the evaporation cycle; The refrigerant that absorbs heat and vaporizes in the evaporator is pressurized and heated in the compressor; The refrigerant, which has been heated and pressurized by the compressor, releases heat at equal pressure in the condenser, transferring the heat to a high-temperature liquid cooling cycle; The high-pressure subcooled refrigerant at the outlet of the condenser enters the expansion valve to reduce pressure, and then returns to the evaporator to complete the cycle.

5. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The high-temperature liquid cooling circulation subsystem includes: a No. 2 liquid storage tank and a high-temperature liquid cooling circulation pump; The second liquid storage tank is used to store high-temperature coolant; The high-temperature liquid cooling circulation pump is used to drive the flow of the high-temperature coolant in the entire high-temperature liquid cooling cycle.

6. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The fuel thermal management subsystem includes: a fuel tank, a fuel-coolant heat exchanger and a lubricating oil hydraulic heat exchanger; The fuel tank is used to store fuel and receive return fuel; The fuel-coolant heat exchanger is used to transfer the heat absorbed from the high-temperature coolant transferred by the evaporation cycle to the fuel; The lubricating oil hydraulic heat exchanger is used to absorb the heat of the lubricating oil components and the hydraulic components through the fuel.

7. The megawatt-class heat load onboard thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The air cooling subsystem includes: a ducted radiator, a high-temperature coolant-air heat exchanger and a low-temperature coolant-air heat exchanger; The ducted radiator is used to cool the engine bleed air using the engine ducted airflow; The high temperature coolant-air heat exchanger is used to absorb the heat of the engine bleed air using the high temperature coolant; The low-temperature coolant-air heat exchanger is used to absorb the heat of the engine bleed air using the low-temperature coolant, and supply the heat to the aircraft cabin and the electronic equipment cabin.

8. The megawatt-class heat load airborne thermal management system using a low-temperature consumable heat sink according to claim 1, characterized in that: The directed energy weapon cooling subsystem includes: a spray cooling chamber; The spray cooling chamber is used to cool directed energy weapons using LNG.

9. The megawatt-class heat load onboard thermal management system using a low-temperature consumable heat sink according to claim 7, characterized in that: When the flight speed is lower than a preset speed, the air cooling subsystem uses the duct radiator and the low-temperature coolant-air heat exchanger to cool the high-temperature and high-pressure gas drawn out from the engine.

10. The megawatt-class heat load onboard thermal management system using a low-temperature consumable heat sink according to claim 7, characterized in that: When the flight speed is higher than a preset speed, the air cooling subsystem uses the high-temperature coolant-air heat exchanger and the low-temperature coolant-air heat exchanger to cool the high-temperature and high-pressure gas drawn out from the engine.

Images