Method and device for coordinated use of aircraft cooling sources

Abstract

This application belongs to the field of aircraft thermal management technology, and particularly relates to a method and apparatus for collaborative use of aircraft cooling sources. The method includes step S1, determining the ram air heat sink capacity based on the ram air flow temperature and the ram air flow rate; step S2, determining the fuel heat sink capacity based on the fuel quantity, fuel temperature, and a reference temperature value; step S3, determining the heat dissipation requirement of the onboard equipment; and step S4, determining whether to open the ram air cooling channel connected to the onboard equipment and / or determining whether to open the fuel cooling channel connected to the onboard equipment based on the onboard equipment heat dissipation requirement, the ram air heat sink capacity, and the fuel heat sink capacity. This application improves the heat dissipation capacity of the onboard equipment.

Description

Technical Field

[0001] The present application belongs to the field of aircraft thermal management technology, and in particular relates to a method and device for collaborative use of aircraft cooling sources. Background Art

[0002] Fuel in the tank and ram air outside the aircraft are two important cooling sources for an aircraft. Fuel and ram air have different characteristics when used as cooling sources. As the engine consumes fuel, the amount of fuel on board gradually decreases, reducing cooling capacity. In the later stages of a mission, fuel cooling capacity is insufficient. Ram air's cooling capacity is related to the aircraft's altitude and speed. During high-altitude subsonic flight, the outside air is cooler and available in a continuous supply, making it a high-quality cooling source. To maximize cooling effectiveness, it is necessary to rationally configure the use of fuel and ram air. Summary of the Invention

[0003] In order to solve the above problems, this application designs a method and device for the coordinated use of aircraft cooling sources. According to the different characteristics of the two cooling sources of fuel and ram air, an evaluation method for the heat sink capacity of different cooling sources is established, and a technical solution for the reasonable coordinated configuration of heat sinks is proposed.

[0004] The first aspect of the present application provides a method for collaborative use of aircraft cooling sources, mainly comprising:

[0005] Step S1: determining a ram air heat sink capacity based on the ram air temperature and the ram air flow rate;

[0006] Step S2: determining the fuel heat sink capacity based on the fuel quantity, fuel temperature, and reference temperature value;

[0007] Step S3: determining the heat dissipation requirement of the airborne equipment;

[0008] Step S4: determining whether to open a ram air cooling channel connected to the airborne equipment and / or determining whether to open a fuel cooling channel connected to the airborne equipment based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and the fuel heat sink capacity.

[0009] Preferably, in step S1 , the airflow temperature of the ram air is obtained by a temperature measuring device at a cross section of the ram air inlet.

[0010] Preferably, in step S1, the airflow temperature T of the ram air entering the air bleed port section is determined based on the current flight altitude and speed information of the aircraft:

[0011]

[0012] T=T0[1+Ma 2×(k-1) / 2];

[0013] Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air.

[0014] Preferably, in step S2, the reference temperature value is a threshold temperature of the first-stage hot end component cooled by fuel oil.

[0015] Preferably, step S4 further comprises:

[0016] When the heat dissipation requirements of the onboard equipment are both greater than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel and the fuel heat dissipation channel are opened simultaneously;

[0017] When the heat dissipation requirements of the onboard equipment are both less than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel is opened;

[0018] When the heat dissipation requirement of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel or the fuel heat dissipation channel with a heat sink capacity greater than the heat dissipation requirement of the airborne equipment is opened.

[0019] The second aspect of the present application provides an aircraft cold source collaborative use device, mainly comprising:

[0020] a ram air heat sink capacity determination module, configured to determine the ram air heat sink capacity based on the ram air flow temperature and the ram air flow rate;

[0021] A fuel heat sink capacity determination module, configured to determine the fuel heat sink capacity based on the fuel quantity, fuel temperature, and a reference temperature value;

[0022] A heat dissipation requirement determination module, used to determine the heat dissipation requirement of airborne equipment;

[0023] The channel opening determination module is used to determine whether to open the ram air cooling channel connected to the airborne equipment and / or determine whether to open the fuel cooling channel connected to the airborne equipment based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and fuel heat sink capacity.

[0024] Preferably, the ram air heat sink capacity determination module includes an airflow temperature measurement unit for obtaining the airflow temperature of the ram air by means of a temperature measurement device at a cross section of the ram air inlet.

[0025] Preferably, the ram air heat sink capacity determination module includes an airflow temperature calculation unit for determining the airflow temperature T of the ram air entering the air bleed port section based on the current flight altitude and speed information of the aircraft:

[0026]

[0027] T=T0[1+Ma 2 ×(k-1) / 2];

[0028] Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air.

[0029] Preferably, the fuel heat sink capacity determination module includes a reference temperature setting unit for obtaining a threshold temperature of the first-stage hot end component cooled by the fuel and using it as the reference temperature.

[0030] Preferably, the channel opening determination module includes:

[0031] an all-channel opening unit, configured to simultaneously open the ram air heat dissipation channel and the fuel heat dissipation channel when the heat dissipation demand of the onboard equipment exceeds both the ram air heat sink capacity and the fuel heat sink capacity;

[0032] a ram air cooling channel opening unit, configured to open the ram air cooling channel when the heat dissipation demand of the onboard equipment is less than the ram air heat sink capacity and the fuel heat sink capacity;

[0033] A channel opening unit is selected, which is used to open the ram air cooling channel or the fuel cooling channel whose heat sink capacity is greater than the heat sink capacity of the airborne equipment when the heat dissipation demand of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity.

[0034] This application improves the heat dissipation capability of airborne equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a flow chart of a preferred embodiment of the method for collaborative use of aircraft cooling sources of the present application.

[0036] Figure 2 This is a flowchart of ram air heat sink capability evaluation according to a preferred embodiment of the present application.

[0037] Figure 3 This is a flow chart of fuel heat sink capacity evaluation according to a preferred embodiment of the present application.

[0038] Figure 4 This is a schematic diagram of the coordinated utilization of fuel and ram air in a preferred embodiment of the present application. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.

[0040] The first aspect of the present application provides a method for collaborative use of aircraft cooling sources, such as Figure 1 As shown, it mainly includes:

[0041] Step S1: determining a ram air heat sink capacity based on the ram air temperature and the ram air flow rate;

[0042] Step S2: determining the fuel heat sink capacity based on the fuel quantity, fuel temperature, and reference temperature value;

[0043] Step S3: determining the heat dissipation requirement of the airborne equipment;

[0044] Step S4: determining whether to open a ram air cooling channel connected to the airborne equipment and / or determining whether to open a fuel cooling channel connected to the airborne equipment based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and the fuel heat sink capacity.

[0045] It should be noted that the use of ram air cooling sources includes two scenarios: the first scenario is that the ram air passes through the aircraft's fuel tank structure and exchanges heat with the fuel in the tank. When the temperature of the ram air is lower than the temperature of the fuel, the cooling effect on the fuel can improve the heat sink capacity of the fuel. The second scenario is to open an auxiliary ram air inlet on the aircraft to introduce ram air from outside the aircraft to specific heat exchange components, such as air-fuel heat exchangers, air-air heat exchangers, etc. In the above two scenarios, when the temperature of the ram air is lower than the hot side temperature of the heat exchange component or the fuel tank, the ram air passage is opened; when the temperature of the ram air is higher than the hot side temperature of the heat exchange component or the fuel tank, the ram air passage is cut off to avoid the ram air heating the hot side working medium or the fuel tank.

[0046] In some optional embodiments, in step S1, the air flow temperature of the ram air is obtained by a temperature measuring device at the cross section of the ram air inlet. Figure 2As shown, after the ram air temperature is measured online, the onboard calculator calculates the current cooling capacity of the ram air, that is, the heat sink capacity, based on the real-time ram air density and velocity and the ram port geometry.

[0047] In some optional implementations, in step S1 , the airflow temperature of the ram air entering the air bleed port section is determined based on the current flight altitude and speed information of the aircraft.

[0048] The heat sinking capacity of ram air depends primarily on two factors: ram air flow rate (pressure) and ram air temperature. Ram air flow rate can be determined using the above method, while ram air temperature is directly related to the external atmospheric environment and the aircraft's flight speed. Under standard atmospheric conditions, at a given flight altitude and speed, the ram air temperature T at the bleed air inlet section satisfies the following relationship:

[0049]

[0050] T=T0[1+Ma 2 ×(k-1) / 2];

[0051] Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air, which is generally taken as k=1.4.

[0052] The heat sinking capacity of fuel depends on two factors: the fuel volume and the fuel temperature. (Note: This refers to the heat sinking capacity of fuel, not the heat dissipation capacity of fuel, so it has nothing to do with the fuel consumption rate of the engine.) The current fuel volume and temperature determine the amount of heat that can be accommodated. Figure 3 As shown, the fuel quantity is obtained by the fuel quantity measurement system on the aircraft, and the fuel temperature is obtained by the fuel temperature sensor arranged in the fuel tank. When calculating the heat capacity, a reference temperature T is taken. ref In some optional embodiments, the reference temperature T ref Generally, the threshold temperature of the first-stage hot end components cooled by fuel is taken.

[0053] In some optional embodiments, step S4 further includes:

[0054] When the heat dissipation requirements of the onboard equipment are both greater than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel and the fuel heat dissipation channel are opened simultaneously;

[0055] When the heat dissipation requirements of the onboard equipment are both less than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel is opened;

[0056] When the heat dissipation requirement of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel or the fuel heat dissipation channel with a heat sink capacity greater than the heat dissipation requirement of the airborne equipment is opened.

[0057] like Figure 4 As shown in the figure, when the flight time is between 100 and 300 minutes, the high fuel temperature necessitates reducing the use of the fuel cooling source. At this time, the fuel line to the hydraulic system is disconnected, and the ram air line is opened, utilizing the ram air to cool the hydraulic system. Furthermore, the portion indicated by the dotted oval circle in the figure shows that during this flight time period, both fuel and ram air contribute to the cooling of the hydraulic system. This region is known as the fuel-air synergistic effect region. In this synergistic effect region, the fuel temperature is high, and its cooling capacity is relatively insufficient to meet the cooling requirements of the onboard systems. Therefore, the ram air line must be opened simultaneously to utilize the ram air for combined cooling.

[0058] The second aspect of the present application provides an aircraft cold source cooperative use device corresponding to the above method, mainly comprising:

[0059] a ram air heat sink capacity determination module, configured to determine the ram air heat sink capacity based on the ram air flow temperature and the ram air flow rate;

[0060] A fuel heat sink capacity determination module, configured to determine the fuel heat sink capacity based on the fuel quantity, fuel temperature, and a reference temperature value;

[0061] A heat dissipation requirement determination module, used to determine the heat dissipation requirement of airborne equipment;

[0062] The channel opening determination module is used to determine whether to open the ram air cooling channel connected to the airborne equipment and / or determine whether to open the fuel cooling channel connected to the airborne equipment based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and fuel heat sink capacity.

[0063] In some optional embodiments, the ram air heat sink capacity determination module includes an airflow temperature measurement unit for obtaining the airflow temperature of the ram air by using a temperature measurement device at a cross section of the ram air inlet.

[0064] In some optional embodiments, the ram air heat sink capacity determination module includes an airflow temperature calculation unit for determining the airflow temperature T of the ram air entering the air bleed port section based on the current flight altitude and speed information of the aircraft:

[0065]

[0066] T=T0[1+Ma 2 ×(k-1) / 2];

[0067] Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air.

[0068] In some optional embodiments, the fuel heat sink capacity determination module includes a reference temperature setting unit for obtaining a threshold temperature of the first-stage hot end component cooled by the fuel and using it as the reference temperature.

[0069] In some optional implementations, the channel opening determination module includes:

[0070] an all-channel opening unit, configured to simultaneously open the ram air heat dissipation channel and the fuel heat dissipation channel when the heat dissipation demand of the onboard equipment exceeds both the ram air heat sink capacity and the fuel heat sink capacity;

[0071] a ram air heat dissipation channel opening unit, configured to open the ram air heat dissipation channel when the heat dissipation demand of the onboard equipment is less than the ram air heat sink capacity and the fuel heat sink capacity;

[0072] A channel opening unit is selected, which is used to open the ram air cooling channel or the fuel cooling channel whose heat sink capacity is greater than the heat sink capacity of the airborne equipment when the heat dissipation demand of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity.

[0073] This application improves the heat dissipation capability of airborne equipment.

[0074] Although the present application has been described in detail above using general descriptions and specific embodiments, it will be apparent to those skilled in the art that modifications or improvements may be made based on the present application. Therefore, such modifications or improvements, which do not depart from the spirit of the present application, are within the scope of protection claimed in the present application.

Claims

1. A method for collaborative use of aircraft cooling sources, characterized in that: include: Step S1: determining a ram air heat sink capacity based on the ram air temperature and the ram air flow rate; Step S2: determining the fuel heat sink capacity based on the fuel quantity, fuel temperature, and reference temperature value; Step S3: determining the heat dissipation requirement of the airborne equipment; Step S4: determining whether to open a ram air cooling channel connected to the airborne equipment and / or determining whether to open a fuel cooling channel connected to the airborne equipment based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and the fuel heat sink capacity; Wherein, step S4 further includes: When the heat dissipation requirements of the onboard equipment are both greater than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel and the fuel heat dissipation channel are opened simultaneously; When the heat dissipation requirements of the onboard equipment are both less than the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel is opened; When the heat dissipation requirement of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity, the ram air heat dissipation channel or the fuel heat dissipation channel with a heat sink capacity greater than the heat dissipation requirement of the airborne equipment is opened.

2. The method for collaborative use of aircraft cooling sources according to claim 1, characterized in that: In step S1 , the airflow temperature of the ram air is obtained by a temperature measuring device at a cross section of the ram air inlet.

3. The method for collaborative use of aircraft cooling sources according to claim 1, wherein: In step S1, the airflow temperature T of the ram air entering the air bleed port section is determined based on the current flight altitude and speed information of the aircraft: T=T0[1+Ma 2 ×(k-1) / 2]; Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air.

4. The method for collaborative use of aircraft cooling sources according to claim 1, wherein: In step S2, the reference temperature value is the threshold temperature of the first-stage hot end component cooled by fuel oil.

5. An aircraft cooling source cooperative use device, characterized in that: include: a ram air heat sink capacity determination module, configured to determine the ram air heat sink capacity based on the ram air flow temperature and the ram air flow rate; A fuel heat sink capacity determination module, configured to determine the fuel heat sink capacity based on the fuel quantity, fuel temperature, and a reference temperature value; A heat dissipation requirement determination module, used to determine the heat dissipation requirement of airborne equipment; a channel opening determination module, configured to determine whether to open a ram air cooling channel connected to the airborne equipment, and / or determine whether to open a fuel cooling channel connected to the airborne equipment, based on the heat dissipation requirement of the airborne equipment and the ram air heat sink capacity and the fuel heat sink capacity; Wherein, the channel opening determination module includes: an all-channel opening unit, configured to simultaneously open the ram air heat dissipation channel and the fuel heat dissipation channel when the heat dissipation demand of the onboard equipment exceeds both the ram air heat sink capacity and the fuel heat sink capacity; a ram air heat dissipation channel opening unit, configured to open the ram air heat dissipation channel when the heat dissipation demand of the onboard equipment is less than the ram air heat sink capacity and the fuel heat sink capacity; A channel opening unit is selected, which is used to open the ram air cooling channel or the fuel cooling channel whose heat sink capacity is greater than the heat sink capacity of the airborne equipment when the heat dissipation demand of the airborne equipment is between the ram air heat sink capacity and the fuel heat sink capacity.

6. The aircraft cooling source cooperative use device according to claim 5, characterized in that: The ram air heat sink capacity determination module includes an airflow temperature measurement unit for obtaining the airflow temperature of the ram air through a temperature measurement device at a cross section of the ram air inlet.

7. The aircraft cooling source cooperative use device according to claim 5, characterized in that: The ram air heat sink capacity determination module includes an airflow temperature calculation unit for determining the airflow temperature T of the ram air entering the air bleed port section based on the current flight altitude and speed information of the aircraft: T=T0[1+Ma 2 ×(k-1) / 2]; Among them, H represents the altitude of the aircraft, T0 represents the static temperature of the incoming air when the altitude is H, and k represents the adiabatic index of the air.

8. The aircraft cooling source cooperative use device according to claim 5, characterized in that: The fuel heat sink capacity determination module includes a reference temperature setting unit for obtaining a threshold temperature of the first-stage hot end component cooled by the fuel and using the threshold temperature as the reference temperature.

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