Common base tank propulsion system for space vehicles

Abstract

The application provides a kind of to be applied to space vehicle common bottom tank propulsion system, including parallel cross gas path system, cross supply liquid path system, double-layer common bottom tank and its pressure compensation and pressure relief system and residual quantity measurement system;The parallel cross gas path system is used to realize gas path cross supply double-layer common bottom tank;The double-layer common bottom tank is cross supplied liquid path propellant for engine by the cross supply liquid path system;The pressure compensation and pressure relief system is used to adjust the common bottom pressure difference and absolute pressure of the double-layer common bottom tank;The residual quantity measurement system is used for on-orbit propellant residual quantity measurement.The application uses double-layer common bottom tank and as force structure piece, makes full use of space layout, and higher safety is used;Through system self-feedback regulation mode, the reliability and safety of common bottom tank on-orbit use are controlled, and the system has the functions of gas-liquid path main backup multiple switching, fault isolation and system reconstruction.

Description

Technical Field

[0001] This invention relates to the field of space propulsion technology, and more specifically, to a common-bottom tank propulsion system for spacecraft. Background Technology

[0002] Long-term orbital spacecraft have never used common-bottom tank propulsion systems, resulting in underutilization of spacecraft space utilization. Currently, common-bottom tanks are only used in low-pressure conditions in the launch field, and are all applied to pump-jet propulsion systems. The operating pressure of the common-bottom tanks used in launch vehicles is relatively low, and the pressure margin of the common-bottom section is also relatively high. At the same time, they do not face the complex and harsh space flight environment, so the system often does not require additional control measures to ensure the safety of tank operation. This makes the common-bottom tanks used in the launch field often quite heavy, and this weight is clearly unsuitable for current manned deep space exploration.

[0003] Therefore, the inventors believe that in order to solve the existing technical problems, provide technical support for manned deep space exploration, and maximize the space utilization of spacecraft, it is necessary to provide a common-bottom tank propulsion system for spacecraft. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the purpose of this invention is to provide a common-bottom tank propulsion system for spacecraft.

[0005] According to the present invention, a common-bottom propellant tank propulsion system for spacecraft includes: a parallel cross-flow gas path system, a cross-flow liquid supply system, a double-layer common-bottom tank and its pressurization and depressurization system, and a remaining propellant measurement system; the parallel cross-flow gas path system is used to achieve cross-flow gas supply to the double-layer common-bottom tank; the double-layer common-bottom tank supplies liquid propellant to the engine through the cross-flow liquid supply system; the pressurization and depressurization system is used to adjust the common-bottom pressure differential and absolute pressure of the double-layer common-bottom tank; and the remaining propellant measurement system is used to measure the remaining propellant in orbit.

[0006] Preferably, an oxygen-fuel system pressure reducing valve is provided upstream of the double-layer common-bottom tank to realize the pressure distribution supply of the parallel cross gas system; the pressure output of the pressure reducing valve has a pressure difference, which is used to provide a positive safety pressure difference for the common bottom inside the double-layer common-bottom tank; the pressure reducing valves are all redundantly arranged in parallel.

[0007] Preferably, both the oxygen / fuel cylinder of the parallel cross-flow gas system and the downstream of the pressure reducing valve are provided with a transverse connecting valve.

[0008] Preferably, the double-layered common-bottom tank can serve as a load-bearing structural component of the aircraft.

[0009] Preferably, the oxygen and gas chambers of the double-layer common-bottom storage tank are equipped with pressure relief devices, which realize pressure relief and control the common-bottom pressure difference through a self-feedback system.

[0010] Preferably, the output pressure of the pressure reducing valve in the pressure replenishment and pressure relief system is higher than the rated working pressure of the double-layer common-bottom tank.

[0011] Preferably, the pressure replenishment and depressurization system is capable of adjusting the system mixing ratio of the parallel cross-gas circuit system and the cross-liquid supply circuit system.

[0012] Preferably, the cross-supply fluid circuit system includes a first engine branch, a second engine branch, and a third engine branch. The first engine branch is equipped with four 7500N engines, the second engine branch is equipped with eight 490N engines, and the third engine branch is equipped with sixteen 150N engines.

[0013] Preferably, the first engine branch, the second engine branch, and the third engine branch are all configured as main and backup branches, and each main and backup branch is equipped with a self-locking valve to control the propellant supply of that branch.

[0014] Preferably, the remaining propellant measurement system measures the remaining propellant in orbit using an ultrasonic flow meter, which is installed on the downstream pipeline of the double-bottomed tank.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] 1. This invention utilizes a double-layered common-bottom tank as a load-bearing structural component, making full use of space layout and ensuring high safety in the launch system. The reliability and safety of the common-bottom tank in orbit are controlled through a system self-feedback adjustment method. At the same time, the system has the functions of multiple switching between main and backup gas-liquid circuits, fault isolation, and system reconfiguration. This solves the harsh operating conditions of the medium- and low-pressure common-bottom tank, such as large pressure fluctuations under the high and low temperatures of the lunar surface, and provides a good technical foundation for the application of subsequent technologies and the design of spacecraft.

[0017] 2. This invention, through the coordination of various systems within the propulsion system, is applicable to various operating modes, providing the thrust or impulse required for control. By employing a comprehensive control scheme of tank pressurization and depressurization, the tank pressure difference is controlled. When the common bottom pressure difference or absolute pressure of the tank exceeds the specified range, the self-feedback system will automatically perform system pressurization to adjust the common bottom pressure difference to a safe range. When the absolute pressure inside the tank exceeds the tank's safe upper limit, the depressurization device will automatically depressurize through the self-feedback system, while simultaneously controlling the common bottom pressure difference in real time. This ensures strict control of the tank pressure and guarantees the safety of using the common bottom tank.

[0018] 3. This invention sets up three types of engines according to main and backup routes. Both main and backup routes are equipped with self-locking valves to control the propellant supply of the route. If any group is in normal operation, it can complete all tasks. When a leakage fault occurs in a group, the corresponding route system self-locking valve is closed to isolate the entire group and switch to the other group to work. It can realize the main backup switching and system reconfiguration of the propellant delivery system. Attached Figure Description

[0019] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0020] Figure 1 This is a schematic diagram of the overall structure of the invention, which is mainly applied to the common-bottom tank propulsion system of a spacecraft.

[0021] As shown in the figure:

[0022] First engine branch 1, second engine branch 2, third engine branch 3 Detailed Implementation

[0023] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0024] like Figure 1 As shown, a common-bottom propellant tank propulsion system for spacecraft according to the present invention includes: a parallel cross-flow gas path system, a cross-flow liquid supply system, a double-layer common-bottom tank and its pressurization and depressurization system, and a remaining quantity measurement system; the parallel cross-flow gas path system is used to realize cross-flow gas supply to the double-layer common-bottom tank; the double-layer common-bottom tank cross-flows liquid propellant to the engine through the cross-flow liquid supply system; the pressurization and depressurization system is used to adjust the common-bottom pressure difference and absolute pressure of the double-layer common-bottom tank; and the remaining quantity measurement system is used to measure the remaining propellant quantity in orbit.

[0025] This application adopts a common-bottom tank design, in which the tank becomes part of the cabin and serves as a load-bearing structural component, making full use of the space layout. Currently, conventional manned spacecraft have never used common-bottom tanks. Although common-bottom tanks are commonly used on launch vehicles, they have low operating pressure, short operating time, and do not face complex space temperature environments. Therefore, common-bottom tanks are safer to use in launch systems.

[0026] The space environment faced by this propulsion system using a common-bottom tank is more complex and harsher than that of a launch vehicle. Firstly, the tank operates at low to medium pressure, and secondly, it faces the complex high and low temperatures of the lunar surface. This leads to significant pressure fluctuations, and the pressure difference in the common-bottom section fluctuates considerably with temperature. Therefore, ensuring the reliability and safety of the common-bottom tank during on-orbit operation through system control is crucial. This application is the first in China to propose a common-bottom tank propulsion system for manned spacecraft, providing orbit change and attitude control functions for a lunar landing vehicle. The system uses a self-feedback adjustment method to control the safety of the common-bottom tank during on-orbit operation. Simultaneously, the system possesses multiple switching capabilities for gas-liquid circuit primary and backup systems, fault isolation, and system reconfiguration. This system is the first in China to propose a common-bottom tank scheme for lunar landing under low to medium pressure conditions. The tank's operating pressure is significantly higher than the design pressure of the common-bottom section. This scheme solves the harsh operating conditions of low-pressure common-bottom tanks facing large pressure fluctuations under the high and low temperatures of the lunar surface. Furthermore, as a load-bearing structural component of the spacecraft, it achieves optimal utilization of the overall space, providing a solid technical foundation for subsequent technology applications and spacecraft design.

[0027] Upstream of the double-walled common-bottom storage tank are pressure-reducing valves for the oxygen-fuel system, used to achieve pressure-splitting supply to the parallel cross-flow gas system. This parallel cross-flow system allows for cross-flow gas supply, and a single-flow failure will not affect the normal operation of the system. The pressure difference output from the pressure-reducing valves provides a positive safety differential pressure to the common bottom of the double-walled common-bottom storage tank. The low-pressure path of the gas system is designed with pressure-splitting to ensure that the common-bottom storage tank always maintains a rated differential pressure, while still possessing the ability to supply pressure even in the event of a single-flow failure. All pressure-reducing valves are redundantly configured in parallel. Lateral connecting valves are installed downstream of both the oxygen-fuel cylinders and the pressure-reducing valves in the parallel cross-flow gas system.

[0028] The double-layered common-bottom tank and its pressurization and depressurization systems allow the tank to serve as a load-bearing structural component of the aircraft, fully utilizing the aircraft's structural layout and achieving optimal structural design. The double-layered common-bottom tank operates at a pressure of 2–2.3 MPa, while the pressure difference that the middle common-bottom section can withstand is only 0–0.3 MPa. Both the parallel cross-flow air path system and the cross-flow liquid supply system are inherited from conventional manned aircraft propulsion systems. However, the air path design incorporates pressure-splitting to ensure the safe operation of the common-bottom tank, while also ensuring pressure supply capability even in the event of a failure in any air path. This provides the first layer of reliable protection for the common-bottom tank propulsion system.

[0029] Both the oxygen and fuel chambers of the double-walled common-bottom tank are equipped with pressure relief devices. These devices utilize a self-feedback system to relieve pressure and control the common-bottom pressure differential. The output pressure of the pressure-reducing valve in the pressure-replenishing circuit of the pressure-relief system is higher than the rated operating pressure of the double-walled common-bottom tank. The double-walled common-bottom tank operates in low-to-medium pressure environments, and the pressure differential experienced by its common-bottom section is far lower than the tank's operating pressure. Simultaneously, the tank can serve as a load-bearing structural component of the aircraft, which not only improves space utilization but also significantly reduces aircraft weight. To ensure the safe and reliable operation of the aircraft in complex and harsh space environments, the system incorporates automatic pressure replenishment and pressure relief devices for the common-bottom tank. When the pressure differential in the common-bottom section exceeds a specified range, the self-feedback system automatically performs system pressure replenishment to adjust the pressure differential to a safe range. When the absolute pressure inside the tank exceeds the tank's safe upper limit, the pressure relief device automatically relieves pressure through the self-feedback system, while simultaneously controlling the common-bottom pressure differential in real time.

[0030] The pressurization and depressurization system can adjust the system mixing ratio of the parallel cross-flow gas system and the cross-flow liquid supply system. This system ensures the safe operation of the tank in complex and harsh space environments by dynamically adjusting the common-bottom pressure differential and the absolute pressure of the tank in real time through a self-feedback system. The system pressurization device can also appropriately adjust the system mixing ratio within a certain range. Through these system mechanisms, a second layer of reliable protection is provided for the common-bottom tank propulsion system.

[0031] The remaining propellant measurement system uses an ultrasonic flow meter to measure the remaining propellant in orbit, achieving for the first time high-precision measurement of remaining propellant at large flow rates and over a wide range, providing a reliable guarantee for the use of propellant in the system. The ultrasonic flow meter is installed on the downstream pipeline of the double-walled common-bottom tank.

[0032] The cross-supply liquid circuit system maximizes the reliability of the liquid propellant supply, while single-circuit failures can be isolated.

[0033] The cross-supply fluid circuit system includes a first engine branch 1, a second engine branch 2, and a third engine branch 3. The first engine branch 1 is equipped with four 7500N engines, the second engine branch 2 with eight 490N engines, and the third engine branch 3 with sixteen 150N engines. Each of the three engine branches is configured as a main and backup circuit, and each circuit is equipped with a self-locking valve to control the propellant supply to that circuit.

[0034] The propulsion system is designed in a constant pressure compression mode. The orbit change engine and the attitude control engine are supplied with propellant through a single common-bottom tank. Valves can be installed on each engine branch of the first engine branch 1, the second engine branch 2, and the third engine branch 3 to ensure that the propellant supply of the orbit change engine and the attitude control engine is independent, which also improves the reliability of the propellant supply. The system's hydraulic circuit is equipped with 4 7500N engines + 8 490N engines + 16 150N engines, and the main and backup engines have the ability to switch repeatedly.

[0035] The oxygen-fuel system valves are installed upstream of the storage tank to achieve pressure distribution. Under normal track control engine operation, the storage tank is supplied with pressurized gas through the main pressure reducing valves RVt1 and RVt2. To ensure the safety of the common-bottom storage tank, the output pressure of the two pressure reducing valves is designed with a certain difference (this design ensures that there is always a pressure difference in the storage tank, thus ensuring that there is always a positive safety pressure difference in the common bottom of the common-bottom storage tank). To improve the fault tolerance of the gas supply, the oxygen-fuel pressure reducing valve supply lines can be connected in parallel for redundancy. If one pressure reducing valve fails, redundancy switching can be achieved.

[0036] The oxygen-fuel cylinder and downstream of the pressure reducing valve are equipped with transverse connecting valves (LVt5-7), which allow for cross-supply between the two lines even in the extreme case of a single-line failure, ensuring normal system operation during a fault. The system is equipped with pressure replenishment and relief devices to dynamically adjust the tank pressure. The pressure replenishment route consists of valves LVt3, LVt4, LVt6, LVt9, LVt10, and RVt3 and RVt4. The output pressure of pressure reducing valves RVt3 and RVt4 in the pressure replenishment route is higher than the rated working pressure of the tank. When the tank pressure difference approaches the common bottom safety margin, any component's pressure replenishment valve can be opened to adjust the tank pressure appropriately. Additionally, when the system mixing ratio deviates, the tank pressure of any component can be appropriately increased to regulate the system mixing ratio. The oxygen-fuel chamber of the tank is equipped with a pressure relief device consisting of valves LVt13 and LVt14. When the absolute pressure of the tank is too high and affects tank safety, the tank can be appropriately depressurized to ensure tank safety.

[0037] This application is capable of providing thrust or impulse. The propulsion system operates in modes such as attitude maintenance, attitude adjustment and correction, lunar landing and takeoff, and orbital maneuvering. The propulsion subsystem can provide the thrust or impulse required for control in various operating modes.

[0038] This application enables the switching and reconfiguration of the main and backup propellant delivery system. The process of pressurizing gas and storing and delivering propellant in the propulsion system is as follows: First, the corresponding electro-explosive valves (PVt1~2) and self-locking valves (LVt1~2, LVt11~12) in the gas circuit are opened to pressurize the system. After the gas circuit pressurization is completed, the electro-explosive valves (PVt3~4) in the liquid circuit are opened, and the propellant is filled through the electro-explosive valves in the liquid circuit to the downstream liquid circuit before the engine self-locking valve.

[0039] The three types of engines on the first engine branch 1, the second engine branch 2, and the third engine branch 3 are all configured as main and backup lines. Both the main and backup lines are equipped with self-locking valves to control the propellant supply of that line. If any one line is functioning normally, it can complete all mission functions. When a leakage fault occurs in one line, the entire line is isolated by closing the corresponding line's self-locking valve, and the other line is switched to work.

[0040] This application incorporates pressurization and depressurization devices to dynamically adjust the tank pressure. The aircraft utilizes a common-bottom tank design, a first in the manned spaceflight field, operating in a low-to-medium pressure environment. The tank pressure is significantly higher than in the launch vehicle sector, and the aircraft faces a complex space temperature environment. Strict control of tank pressure is crucial for the propulsion system to ensure the safety of the common-bottom tank. The system design employs a combination of pressurization and depressurization to control the tank pressure difference. When the common-bottom pressure difference or absolute pressure exceeds the specified range, the self-feedback system automatically performs pressurization to adjust the common-bottom pressure difference to a safe range. When the absolute pressure inside the tank exceeds the safe upper limit, the depressurization device automatically depressurizes through the self-feedback system, while simultaneously controlling the common-bottom pressure difference in real time.

[0041] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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, they should not be construed as limitations on this application.

[0042] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A common-bottom tank propulsion system for spacecraft, characterized in that, include: Parallel cross-gas circuit system, cross-supply liquid circuit system, double-walled common-bottom tank and its pressure replenishment and depressurization system, and residual quantity measurement system; The parallel cross-gas system is used to achieve cross-gas supply to the double-layer common-bottom storage tank. The two gas storage chambers are arranged in parallel and connected. Each gas storage chamber is connected to the two storage tanks of the double-layer common-bottom storage tank. Multiple valves are installed on the pipeline. The double-layer common-bottom tank supplies propellant to the engines through the cross-supply fluid system. The two tanks are connected in parallel, and each tank is connected to three engines. Multiple valves are installed on the pipeline. The pressure replenishment and pressure relief system is used to adjust the common bottom pressure difference and absolute pressure of the double-layer common bottom tank. Multiple pressure reducing valves are respectively installed upstream of the two tanks. The remaining quantity measurement system is used for measuring the remaining amount of propellant in orbit, and ultrasonic flow meters are installed downstream of the two tanks respectively.

2. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The upstream of the double-layer common-bottom storage tank is equipped with an oxygen combustion system pressure reducing valve to realize the pressure distribution supply of the parallel cross gas circuit system; The pressure output by the pressure reducing valve has a pressure difference, which is used to provide a positive safety pressure difference for the common bottom inside the double-layer common bottom tank; All pressure reducing valves are configured in parallel for redundancy.

3. The common-bottom propulsion system for spacecraft as described in claim 2, characterized in that, Both the oxygen / fuel cylinder of the parallel cross-flow gas system and the downstream of the pressure reducing valve are equipped with a transverse connecting valve.

4. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The double-layered common-bottom tank can serve as a load-bearing structural component for aircraft.

5. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The oxygen and gas chambers of the double-layer common-bottom storage tank are all equipped with pressure relief devices, which realize pressure relief and control the common-bottom pressure difference through a self-feedback system.

6. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The output pressure of the pressure-reducing valve in the pressure-reducing circuit of the pressure-reducing and pressure-relieving system is higher than the rated working pressure of the double-layer common-bottom tank.

7. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The pressure replenishment and depressurization system can adjust the system mixing ratio of the parallel cross gas path system and the cross liquid supply path system.

8. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The cross-supply fluid circuit system includes a first engine branch (1), a second engine branch (2) and a third engine branch (3). The first engine branch (1) is equipped with 4 7500N engines, the second engine branch (2) is equipped with 8 490N engines, and the third engine branch (3) is equipped with 16 150N engines.

9. The common-bottom propulsion system for spacecraft as described in claim 8, characterized in that, The first engine branch (1), the second engine branch (2) and the third engine branch (3) are all set up as main and backup branches. Each of the main and backup branches is equipped with a self-locking valve to control the supply of propellant in that branch.

10. The common-bottom propulsion system for spacecraft as described in claim 1, characterized in that, The remaining amount measurement system measures the remaining amount of propellant in orbit using an ultrasonic flow meter, which is installed on the downstream pipeline of the double-layer common bottom tank.

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