Engine composite active cooling and heat insulation structure and engine

Abstract

The application relates to an engine composite active cooling heat-proof structure and an engine. The engine composite active cooling heat-proof structure comprises a heat-proof layer (1), a heat insulation layer (2) and an active cooling layer (3); the heat insulation layer (2) is between the heat-proof layer (1) and the active cooling layer (3); the active cooling layer (3) comprises a cooling layer main body (31); and a cooling flow channel (3a) for circulating cooling liquid is arranged in the cooling layer main body (31). The heat transfer thermal resistance of the engine composite active cooling heat-proof structure is greatly improved, so that the use flow and temperature rise of the cooling liquid (such as kerosene) are obviously reduced.

Description

Technical Field

[0001] This invention relates to the field of engines, and more particularly to a composite active cooling and heat insulation structure for engines and an engine. Background Technology

[0002] The key to achieving high Mach number cruise in hypersonic vehicles lies in the sufficient power provided by their engines. During high Mach number cruise, the engine structure is subjected not only to aerodynamic loads but also to dynamic loads such as vibrations and impacts transmitted from the vehicle. The engine structure employs a passive thermal insulation design using all composite materials, primarily C / SiC. However, due to the high brittleness and poor impact resistance of these materials, the engine structure struggles to withstand these loads during high Mach number cruise, leading to structural damage or failure.

[0003] Furthermore, if a fully active cooling metal structure is adopted, the cooling channels are complex, the manufacturing process is difficult, and the coolant flow rate is high or the temperature rise is high. At the same time, the load-bearing capacity of the structure at high temperatures must be considered. The mechanical properties of metal materials decrease sharply at high temperatures, and the structure needs to be reinforced, resulting in a large total weight of the structure. Summary of the Invention

[0004] The purpose of this invention is to provide an engine composite active cooling and heat insulation structure and an engine.

[0005] To achieve the above-mentioned objectives, the present invention provides an engine composite active cooling and heat insulation structure, comprising: a heat insulation layer, a heat insulation layer, and an active cooling layer;

[0006] The heat insulation layer is located between the heat protection layer and the active cooling layer;

[0007] The active cooling layer includes: a cooling layer body;

[0008] The cooling layer body is provided with cooling channels for circulating coolant.

[0009] According to one aspect of the invention, the heat-resistant layer is made of C / C material, C / SiC material, or C / SiC hafnium / zirconium modified material;

[0010] The insulation layer is made of aerogel or resin-based insulation material.

[0011] According to one aspect of the invention, the cooling layer body is made of titanium alloy, aluminum alloy or aluminum-magnesium alloy.

[0012] According to one aspect of the invention, the thickness of the heat insulation layer is 1 to 1.5 times the thickness of the heat protection layer.

[0013] According to one aspect of the invention, the thickness of the heat-insulating layer is 3 mm to 5 mm;

[0014] The thickness of the insulation layer is 4mm to 6mm;

[0015] The thickness of the active cooling layer is 2mm to 3mm.

[0016] According to one aspect of the invention, the cooling channel is at least one of a straight channel, a spiral channel, and a meandering channel.

[0017] According to one aspect of the invention, the cooling channel is a unidirectional, bidirectional, or multidirectional reciprocating channel.

[0018] According to one aspect of the invention, the cross-sectional shape of the cooling channel along its extension direction is polygonal, circular or elliptical, and its cross-sectional area is constant.

[0019] According to one aspect of the present invention, the adjacent surfaces of the heat-insulating layer, the heat-resistant layer, and the active cooling layer are interlocked in a concave-convex structure, and the adjacent surfaces of the heat-insulating layer, the heat-resistant layer, and the active cooling layer are bonded together.

[0020] To achieve the above-mentioned objectives, the present invention provides an engine employing the aforementioned composite active cooling and heat insulation structure, comprising: an intake manifold, an isolation section connected to the intake manifold, and a combustion chamber connected to the isolation section;

[0021] The air intake, the isolation section, and the combustion chamber are all made using the engine's composite active cooling and heat insulation structure.

[0022] According to one aspect of the present invention, the heat insulation structure of the present invention, by adopting a composite method of heat insulation layer, heat insulation layer and active cooling layer, can effectively achieve heat insulation effect on the engine, and also effectively ensure the lightweight of the entire structure, greatly improving the operating efficiency of the engine.

[0023] According to one aspect of the present invention, the present invention employs an active cooling layer with low-density metal materials and a lightweight structure design. While ensuring the overall structure is lightweight, it also effectively utilizes the excellent mechanical properties of metal materials at lower temperatures to achieve stable engine load-bearing and improve the structural reliability of the engine.

[0024] According to one aspect of the present invention, the engine composite active cooling and heat insulation structure of the present invention has a significantly improved thermal resistance, which significantly reduces the flow rate and temperature rise of the coolant (such as kerosene).

[0025] According to one aspect of the present invention, in the engine composite active cooling and heat insulation structure of the present invention, the heat insulation layer not only achieves the heat insulation effect, but also, due to the relatively low elastic modulus of its material, can buffer the thermal deformation matching between the heat insulation layer and the active cooling layer, thereby being more beneficial to ensuring the structural stability and reliability of the present invention. Attached Figure Description

[0026] Figure 1 This is a schematic diagram illustrating the structure of an engine composite active cooling and heat insulation structure according to an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram illustrating the structure of an engine composite active cooling and heat insulation structure according to another embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram illustrating the structure of an engine according to one embodiment of the present invention;

[0029] Figure 4 It is a schematic representation Figure 2 Cross-sectional view at position AA;

[0030] Figure 5 It is a schematic representation Figure 2 Cross-sectional view at position BB in the middle. Detailed Implementation

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly described below. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without creative effort.

[0032] In describing embodiments of the present invention, the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer" express orientations or positional relationships based on the orientations or positional relationships shown in the relevant drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the above terms should not be construed as limitations on the present invention.

[0033] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. The embodiments cannot be described in detail here, but the embodiments of the present invention are not limited to the following embodiments.

[0034] like Figure 1As shown, according to one embodiment of the present invention, an engine composite active cooling and heat insulation structure includes: a heat-insulating layer 1, a heat-insulating layer 2, and an active cooling layer 3. In this embodiment, the heat-insulating layer 1, the heat-insulating layer 2, and the active cooling layer 3 are sequentially connected, such that the heat-insulating layer 2 is located between the heat-insulating layer 1 and the active cooling layer 3. In this embodiment, the heat-insulating layer 1, the heat-insulating layer 2, and the active cooling layer 3 can be connected by using an uneven structure on the surfaces of adjacent layers to prevent loosening and rotation, controlling thickness tolerances to achieve a proper fit, and the adjacent layers are bonded with high-temperature resistant adhesive.

[0035] In this embodiment, the active cooling layer 3 is provided with a cooling channel 3a for circulating coolant.

[0036] Through the above-described configuration, the heat-insulating structure of the present invention, by employing a composite method of a heat-insulating layer, a heat-insulating layer, and an active cooling layer, can effectively achieve heat insulation for the engine, while also effectively ensuring the lightweight of the entire structure and greatly improving the engine's operating efficiency.

[0037] Through the above-mentioned design, the heat insulation structure of the present invention achieves the fit and fixed connection of adjacent layers by adopting a concave-convex structure, thickness tolerance control, and adhesive bonding. While effectively ensuring structural strength, it is beneficial to reduce structural space and avoids the use of additional connection structures, thus saving the production cost of the entire structure.

[0038] like Figure 1 As shown, according to one embodiment of the present invention, the active cooling layer 3 includes a cooling layer body 31. In this embodiment, a cooling channel 3a is provided in the cooling layer body 31. In this embodiment, the cooling layer body 31 is made of lightweight metal materials such as titanium alloy, aluminum alloy, or aluminum-magnesium alloy. While ensuring the lightweight of the overall structure, it also effectively utilizes the excellent mechanical properties of the metal material at lower temperatures to achieve stable engine load-bearing.

[0039] like Figure 1 As shown, according to one embodiment of the present invention, the heat-resistant layer 1 is made of C / C composite material, C / SiC composite material or C / SiC hafnium / zirconium modified high-temperature heat-resistant material. The heat-resistant layer with high-temperature resistance can effectively ensure the stability and reliability of the structure of the present invention in high-temperature environment heat protection.

[0040] like Figure 1 As shown, according to one embodiment of the present invention, the heat insulation layer 2 is made of aerogel or resin-based heat insulation material. The heat insulation layer with low thermal conductivity can effectively delay or reduce the transfer of heat. At the same time, since the elastic modulus of the material itself is relatively low, it can also play a role in buffering the thermal deformation matching between the heat insulation layer and the active cooling layer.

[0041] like Figure 1 As shown, according to one embodiment of the present invention, the thickness of the heat insulation layer 2 is 1 to 1.5 times the thickness of the heat protection layer 1.

[0042] Through the above-described configuration, by setting a heat insulation layer inside the heat-insulating layer, the outward conduction of heat is effectively delayed or reduced. This further ensures that the heat absorption efficiency of the coolant in the active cooling layer matches the outward conduction rate of heat, thereby effectively suppressing engine structural deformation caused by heat accumulation and greatly ensuring the engine's operational stability. Furthermore, by setting the thickness of the heat insulation layer 2 to 1 to 1.5 times the thickness of the heat-insulating layer 1, both the heat insulation effect is optimized, and the lightweight design of the invention is maintained.

[0043] like Figure 1 As shown, according to one embodiment of the present invention, the thickness of the heat-insulating layer 1 is 3mm to 5mm; the thickness of the heat-insulating layer 2 is 4mm to 6mm. In this embodiment, the thicknesses of the heat-insulating layer 1 and the heat-insulating layer 2 are selected by matching the aforementioned thickness ratio, thereby achieving an optimized configuration of the heat-insulating layer 1 and the heat-insulating layer 2.

[0044] In this embodiment, the thickness of the active cooling layer 3 is 2mm to 3mm. The above setting ensures both the structural strength and reliability of the active cooling layer 3 and the optimization of its thickness setting, which is beneficial to reducing the thickness of the casing of the engine made using the present invention.

[0045] like Figure 1 As shown, according to one embodiment of the present invention, the thermal conductivity of the heat-insulating layer 1 is 5 W / (mK), the thermal conductivity of the heat-insulating layer 2 is 0.1 W / (mK), and the thermal conductivity of the cooling layer body 31 is 20 W / (mK). The thickness of the heat-insulating layer 1 is 4 mm, the thickness of the heat-insulating layer 2 is 5 mm, and the thickness of the metal equivalent inner wall of the active cooling layer body 31 (considering the influence of ribs) is 1 mm.

[0046] In this embodiment, the heat-insulating structure made using the above parameters effectively increases its thermal resistance compared to a single-layer active cooling structure, without considering the effects of external radiation and natural convection. Specifically, the increase is expressed as follows:

[0047]

[0048] In the formula: δ1, δ2, and δ3 represent the thickness of the equivalent inner wall of the heat-insulating layer, heat-shielding layer, and active cooling layer, respectively; λ1, λ2, and λ3 represent the thermal conductivity of the metal materials of the heat-insulating layer, heat-shielding layer, and active cooling layer, respectively.

[0049] Based on the above-mentioned formula for increasing the ratio, it can be seen that the thermal resistance of the heat-insulating structure of the present invention is increased by about 1016 times compared with the traditional single-layer active cooling structure, which fully demonstrates that the heat-insulating structure of the present invention has excellent heat-insulating effect while achieving structural lightweighting.

[0050] According to one embodiment of the present invention, the cooling channel 3a is at least one of a straight channel, a spiral channel, and a meandering channel. In this embodiment, the cooling channel 3a can be configured in shape as needed, and of course, it can also be configured in combination (e.g., a combination of straight and spiral, a combination of straight and meandering, etc.).

[0051] According to one embodiment of the present invention, the cooling channel 3a is a unidirectional, bidirectional, or multidirectional reciprocating channel. When the cooling channel 3a is a unidirectional channel, the input and output directions of the coolant remain unchanged. When it is configured as a bidirectional channel, bidirectional flow can be achieved by changing the input and output directions of the coolant, or by using cooling channels with two different flow directions. When it is configured as a reciprocating channel, its beginning and end are configured as interconnected annular structures to facilitate the reciprocating flow of the coolant.

[0052] According to one embodiment of the present invention, the cross-section of the cooling channel 3a along its extension direction is one or more shapes such as polygons (e.g., rectangles), circles, and ellipses, and its cross-sectional area is constant. Of course, the cross-section can also be irregularly shaped, for example, a combination of polygons and circles or other random shapes.

[0053] The above settings effectively ensure uniform flow and heat exchange of coolant in cooling channel 3a, as well as high efficiency and stability of overall cooling.

[0054] According to one embodiment of the present invention, the cooling channel 3a is adaptively designed to accommodate the heat flow distribution at different locations of the engine. By setting the channel portion 3a in a spiral, meandering, or multiple parallel straight lines, the heat absorption area of ​​the channel portion 3a is effectively increased. This, combined with its high heat absorption efficiency, further enhances the heat insulation effect of the present invention. Especially when there may be localized heat accumulation areas on the insulation layer, targeted arrangement of the channel portion 3a in these areas can significantly reduce heat accumulation and ensure the stable performance of the entire heat insulation structure.

[0055] like Figure 2As shown, according to another embodiment of the present invention, the cooling channel 3a includes: a first channel portion 3a1 and a second channel portion 3a2. In this embodiment, the cross-sectional area of ​​the second channel portion 3a2 is smaller than the cross-sectional area of ​​the first channel portion 3a1. In this embodiment, the second channel portion 3a2 is offset relative to the first channel portion 3a1 along the thickness direction of the cooling layer body 31. Specifically, along the thickness direction of the cooling layer body 31, the distance between the second channel portion 3a2 and the heat insulation layer 2 is smaller than the distance between the first channel portion 3a1 and the heat insulation layer 2.

[0056] By adding a small-diameter section 3a2 to the cooling channel 3a1, the distance between the channel and the surface of the insulation layer is reduced, allowing it to get closer to the insulation layer. This improves the efficiency of heat absorption by increasing the flow rate of the coolant, effectively preventing heat accumulation on the insulation structure and further enhancing the insulation effect of the present invention.

[0057] Combination Figure 3 , Figure 4 and Figure 5 As shown, according to one embodiment of the present invention, an engine employing the aforementioned composite active cooling and heat insulation structure includes: an intake duct a1, an isolation section a2 connected to the intake duct a1, and a combustion chamber a3 connected to the isolation section a2. In this embodiment, the intake duct a1, the isolation section a2, and the combustion chamber a3 are all hollow cylindrical bodies, and their cross-sectional shapes are designed differently according to their different functions. For example, the cross-sectional shape of the intake duct a1 is an ellipse or a near-ellipse with a horizontal radial dimension greater than its vertical diameter dimension. The isolation section a2 is a cylindrical body with a constant diameter and a regular circular cross-sectional shape. To achieve the docking of the isolation section a2 and the intake duct a1, one end of the intake duct a1 and one end of the isolation section a2 can be configured as a boss or a plug-in structure, thereby achieving accurate docking between the isolation section a2 and the intake duct a1. In addition, the combustion chamber a3 can be set in a conical shape. To achieve accurate docking with the isolation section a2, one end of the combustion chamber a3 can be set as a boss or plug-in structure with one end of the isolation section a2.

[0058] In this embodiment, the intake duct a1, the isolation section a2, and the combustion chamber a3 are each made of an engine composite active cooling and heat insulation structure. Specifically, for each section, the aforementioned engine composite active cooling and heat insulation structure is used to form a corresponding cylindrical shape according to its design dimensions. Connecting lugs or flanges are provided on the outer surfaces of the intersecting ends of each section to achieve docking and fixation, ensuring the stability and sealing of the connection.

[0059] In this embodiment, the heat insulation layer 1 of the engine composite active cooling heat insulation structure of the present invention is located on the inner side of the cylindrical body, and the active cooling layer 3 is located on the outer side of the cylindrical body.

[0060] By setting the active cooling layer 3 on the outer layer as described above, the excellent mechanical properties of the metal active cooling layer 3 at lower temperatures are effectively utilized, thereby better supporting the engine and improving the structural stability and reliability of the engine using the present invention.

[0061] The above description is merely an example of a specific solution of the present invention. For any devices and structures not described in detail herein, it should be understood that they are implemented using common devices and methods already available in the art.

[0062] The above description is merely one embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the invention by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A composite active cooling and heat insulation structure for an engine, characterized in that, include: Heat-resistant layer (1), heat-insulating layer (2) and active cooling layer (3); The heat insulation layer (2) is located between the heat protection layer (1) and the active cooling layer (3); The active cooling layer (3) includes: a cooling layer body (31); The cooling layer body (31) is provided with a cooling channel (3a) for circulating coolant. The adjacent surfaces of the heat-insulating layer (1), the heat-insulating layer (2) and the active cooling layer (3) are connected by an interlocking structure, and the adjacent surfaces of the heat-insulating layer (1), the heat-insulating layer (2) and the active cooling layer (3) are bonded together. The thickness of the heat insulation layer (2) is 1 to 1.5 times the thickness of the heat protection layer (1); The increase in thermal resistance of the engine's composite active cooling and heat insulation structure is expressed as follows: In the formula: δ 1, δ 2, δ 3 represents the thickness of the metal equivalent inner wall of the heat-insulating layer (1), the heat-insulating layer (2), and the active cooling layer (3), respectively; λ 1, λ 2, λ 3 represents the thermal conductivity of the metal materials of the heat-insulating layer (1), heat-shielding layer (2), and active cooling layer (3), respectively; The cooling channel (3a) includes: a first channel section (3a1) and a second channel section (3a2); The cross-sectional area of ​​the second flow channel section (3a2) is smaller than that of the first flow channel section (3a1); Along the thickness direction of the cooling layer body (31), the second flow channel portion (3a2) is offset relative to the first flow channel portion (3a1).

2. The engine composite active cooling and heat insulation structure according to claim 1, characterized in that, The heat-resistant layer is made of C / C material, C / SiC material or C / SiC hafnium / zirconium modified material; The insulation layer is made of aerogel or resin-based insulation material.

3. The engine composite active cooling and heat insulation structure according to claim 2, characterized in that, The main body of the cooling layer (31) is made of titanium alloy, aluminum alloy or aluminum-magnesium alloy.

4. The engine composite active cooling and heat insulation structure according to claim 3, characterized in that, The thickness of the heat-insulating layer (1) is 3mm to 5mm; The thickness of the heat insulation layer (2) is 4mm to 6mm; The thickness of the active cooling layer (3) is 2mm to 3mm.

5. The engine composite active cooling and heat insulation structure according to claim 4, characterized in that, The cooling channel (3a) is at least one of a straight channel, a spiral channel, or a meandering channel.

6. The engine composite active cooling and heat insulation structure according to claim 5, characterized in that, The cooling channel (3a) is a unidirectional, bidirectional, or multidirectional reciprocating channel.

7. The engine composite active cooling and heat insulation structure according to claim 6, characterized in that, Along the extension direction of the cooling channel (3a), the cross-sectional shape of the channel is polygonal, circular or elliptical, and its cross-sectional area is constant.

8. An engine employing the engine composite active cooling and heat insulation structure according to any one of claims 1 to 7, characterized in that, include: An air intake (a1), an isolation section (a2) connected to the air intake (a1), and a combustion chamber (a3) ​​connected to the isolation section (a2). The air intake (a1), the isolation section (a2), and the combustion chamber (a3) ​​are respectively made of the engine composite active cooling and heat insulation structure.

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