A reentry vehicle centralized thermal protection device and a control method thereof

Abstract

The embodiment of the present application provides a reentry vehicle centralized thermal protection device and a control method thereof. The thermal protection device comprises a vehicle body, the vehicle body comprises a load cabin and a protection piece, the front end of the protection piece constitutes the head of the vehicle, and the tail end of the protection piece constitutes the shoulder of the vehicle, wherein the head is provided with a head jet hole, the shoulder is provided with a plurality of shoulder jet holes; a spherical gas cylinder is arranged in the vehicle body, the spherical gas cylinder is provided with a first gas outlet hole and a plurality of second gas outlet holes, the first gas outlet hole is selectively communicated with the head jet hole, the plurality of second gas outlet holes are one-to-one corresponding to the plurality of shoulder jet holes, each second gas outlet hole is selectively communicated with the corresponding shoulder jet hole, and the spherical gas cylinder is used for spraying gas to the head jet hole and / or the shoulder jet hole, so that the head and / or the shoulder form thermal protection. According to the embodiment of the present application, jet thermal protection can be formed on multiple positions of the head and the shoulder of the vehicle through a centralized spherical gas cylinder.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to a centralized thermal protection device for reentry vehicles and its control method. Background Technology

[0002] With the development of the space industry, space transportation and deep space exploration missions will be the focus of future research. Compared with traditional reentry deceleration methods and inflatable reentry vehicles, mechanically deployable reentry vehicles have received widespread attention both domestically and internationally in recent years due to their advantages such as small envelope constraint, high payload efficiency, and good deceleration effect. During the reentry process, the reentry vehicle successively passes through rarefied flow, transitional flow, and continuous flow regions. A large amount of aerodynamic heat is generated during high-speed flight, causing ablation of the vehicle surface and the overall structure. Therefore, how to effectively and reasonably protect the reentry vehicle from thermal damage is one of the urgent problems to be solved.

[0003] In recent years, many scholars both domestically and internationally have proposed various methods for drag reduction and heat protection, such as: reverse jetting, adding drag-reducing rods, adding pneumatic discs, windward concave cavities, energy deposition, and many combinations thereof. For example, related technologies employ drag-reducing rods combined with pneumatic discs for drag reduction and heat protection.

[0004] Existing methods of thermal protection have many problems. If jet thermal protection is used, the propellant it carries occupies a large space inside the spacecraft. If additional devices are installed, the exposed parts of the spacecraft suffer severe ablation and will affect the shape and center of gravity of the reentry vehicle. At the same time, existing thermal protection methods are all single-mode thermal protection for the nose of the reentry vehicle, which is not effective in protecting the entire spacecraft. Summary of the Invention

[0005] The purpose of this application is to provide a centralized thermal protection device for reentry vehicles and its control method, so as to solve the problem that the prior art can only provide thermal protection for the head of the reentry vehicle in a single way, resulting in poor overall protection effect of the vehicle.

[0006] This application provides a centralized thermal protection device for a reentry vehicle, comprising: a vehicle body, the vehicle body including a payload bay and a protective component disposed at the front end of the payload bay, the front end of the protective component forming the head of the vehicle, and the rear end of the protective component forming the shoulder of the vehicle, wherein the head is provided with a head jet port, and the shoulder is provided with a plurality of shoulder jet ports; a spherical gas cylinder disposed within the vehicle body, the spherical gas cylinder being provided with a first exhaust port and a plurality of second exhaust ports, the first exhaust port being selectively connected to the head jet port, the plurality of second exhaust ports corresponding one-to-one with the plurality of shoulder jet ports, each second exhaust port being selectively connected to the corresponding shoulder jet port, the spherical gas cylinder being used to inject gas into the head jet port and / or the shoulder jet port to provide thermal protection for the head and / or the shoulder.

[0007] In this embodiment, head jet holes and shoulder jet holes are respectively provided at the head and shoulder of the aircraft. A spherical gas cylinder is installed inside the aircraft body. This spherical gas cylinder can spray gas into the head jet holes and shoulder jet holes respectively, forming a concentrated, all-around thermal protection for the shoulder and head, providing more comprehensive coverage and better thermal protection. Simultaneously, the internal space of the aircraft body is utilized to carry the medium jet for overall thermal protection, improving space utilization without affecting the original payload capacity of the aircraft. A single spherical gas cylinder provides concentrated thermal protection to multiple locations, reducing space occupation and facilitating assembly and disassembly.

[0008] In some embodiments, the spherical gas cylinder has a first protrusion and a plurality of second protrusions. A first vent is provided on the first protrusion, and a second vent is provided on each of the second protrusions. The first protrusion is connected to the first vent through a first control valve, and the second protrusion is connected to the second vent through a second control valve.

[0009] In this embodiment, the first protrusion and the second protrusion facilitate installation with the control valve.

[0010] In some embodiments, the first control valve is a first flow regulating control valve, used to regulate the flow rate of gas injected from the spherical gas cylinder into the head jet orifice; and / or, the second control valve is a second flow regulating control valve, used to regulate the flow rate of gas injected from the spherical gas cylinder into the shoulder jet orifice.

[0011] In this embodiment, by setting a first flow regulating control valve and a second flow regulating control valve, a larger gas flow rate can be allocated to the more needed location, making the reverse jet more efficient and reasonable. Furthermore, the jet flow rate can be adjusted in real time, with a simple adjustment method and fast response.

[0012] In some embodiments, one end of the first control valve is fixedly connected to the first protrusion, and the other end of the first control valve is fixedly connected to the head jet hole; one end of the second control valve is fixed to the second protrusion, and the other end of the second control valve is connected to the shoulder jet hole through a connecting pipe.

[0013] In some embodiments, the connecting pipe is a flexible hose. In this application embodiment, the connecting hose has a certain degree of flexibility, allowing it to extend, retract, and bend during reentry vehicle deployment, thereby improving gas flow reliability.

[0014] In some embodiments, the protective member is conical, and a plurality of the shoulder jet holes are evenly arranged along the circumference of the protective member.

[0015] In some embodiments, a hollow cavity is formed inside the protective component, and the spherical gas cylinder is at least partially located inside the hollow cavity; or, a hollow cavity is formed inside the protective component, and the spherical gas cylinder is located at the junction of the hollow cavity and the load chamber.

[0016] In some embodiments, the protective member includes a plurality of hollow deployable rods surrounding the outer peripheral wall of the load chamber. The plurality of hollow deployable rods are rotatable relative to the load chamber to allow the protective member to be deployed. A connecting hole is provided at the front end of the hollow deployable rod, and a shoulder jet hole is provided at the rear end of the deployable rod. The connecting hole is connected to the second gas outlet of the spherical gas cylinder through a hose.

[0017] In this embodiment, a hollow unfolding rod is used as an airflow guiding component to guide the gas inside the spherical gas cylinder to the shoulder jet hole, saving the material of the connecting pipe and the space occupied by the protective component.

[0018] This application also provides a control method for a centralized thermal protection device for a reentry vehicle, applied to the thermal protection device described in any of the above embodiments. The method includes: during the flight mission of the vehicle, controlling a first control valve and / or a second control valve to spray jet gas from the first and / or second outlets of the spherical gas cylinder to the head jet port and / or shoulder jet port of the vehicle, so as to form thermal protection on the shoulder and / or head of the vehicle.

[0019] In some embodiments, during the flight mission of the aircraft, controlling the first and / or second outlets of the spherical gas cylinder to inject jet gas into the head jet orifice and / or shoulder jet orifice of the aircraft by controlling the first and / or second control valves to form thermal protection for the shoulder and / or head of the aircraft includes: during the flight mission of the aircraft, adjusting the flow rate of jet gas injected from the spherical gas cylinder into the head jet orifice and / or shoulder jet orifice of the aircraft by controlling the opening of the first and / or second control valves according to the thermal parameters of the aircraft head and / or shoulder, wherein the thermal parameters include surface temperature and / or surface heat flux density. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A perspective view of a centralized thermal protection device for a reentry vehicle provided in this application embodiment; Figure 2 A partial cross-sectional view of a protective component of a centralized thermal protection device for a reentry vehicle provided in the first embodiment of this application; Figure 3 A schematic diagram of a centralized thermal protection device for a reentry vehicle provided in the first embodiment of this application, with the vehicle body removed; Figure 4 This is a schematic diagram of the spherical gas cylinder structure provided in an embodiment of this application; Figure 5 A schematic diagram of the control valve provided in an embodiment of this application; Figure 6 A perspective view of a centralized thermal protection device for a reentry vehicle provided in the second embodiment of this application; Figure 7 Another perspective view of a centralized thermal protection device for a reentry vehicle provided in the second embodiment of this application; Figure 8 A schematic diagram of the deployment mechanism of a centralized thermal protection device for a reentry vehicle provided in the second embodiment of this application; Figure 9 A flowchart illustrating a centralized thermal protection device control method for a reentry vehicle, provided in this application embodiment; Figure 10 This is a schematic diagram illustrating the working process of a centralized thermal protection device for a reentry vehicle, provided as an embodiment of this application. Detailed Implementation

[0022] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0023] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] This application provides a centralized thermal protection device for reentry vehicles. This device can achieve thermal protection by jetting gas from a gas cylinder to the head and / or shoulder of the vehicle. It can also adjust and control the flow rate of the jet gas at different locations according to the severity of the heat flow at the head and shoulder to achieve the purpose of efficient protection.

[0025] Reference Figure 1 and Figure 2 , Figure 1 A perspective view of a centralized thermal protection device for a reentry vehicle provided in this application embodiment; Figure 2 This is a partial cross-sectional view of a protective component of a centralized thermal protection device for a reentry vehicle, provided in the first embodiment of this application.

[0026] The centralized thermal protection device for reentry vehicles provided in this application includes the vehicle body, which includes a payload compartment 10, a protective component 20, and a spherical gas cylinder 30.

[0027] The interior of the load chamber 10 is used to provide loads, and the load chamber 10 may be cylindrical, for example.

[0028] The protective component 20 is located at the front end of the payload compartment 10. The front end of the protective component 20 forms the nose 201 of the aircraft, and the tail end of the protective component 20 forms the shoulder 202 of the aircraft. The nose 201 is provided with jet holes 21, and the shoulder 202 is provided with multiple shoulder jet holes 22. The protective component 20 can be umbrella-shaped as a nose cone to provide thermal protection for the aircraft's nose during flight. The multiple shoulder jet holes 22 are evenly arranged along the circumference of the protective component 20.

[0029] A spherical gas cylinder 30 is disposed within the aircraft body. The spherical gas cylinder 30 has a first exhaust port 31 and multiple second exhaust ports 32. The first exhaust port 31 is optionally connected to the head jet port 21. Each of the multiple second exhaust ports 32 corresponds one-to-one with a multiple shoulder jet port 22. Each second exhaust port 32 is optionally connected to its corresponding shoulder jet port 22. The spherical gas cylinder 30 is used to inject gas into the head jet port 21 and / or the shoulder jet port 22 to provide thermal protection for the aircraft's head 201 and / or shoulder 202. "Optional connection" means that the connection channel between the first exhaust port 31 and the head jet port 21 of the spherical gas cylinder 30, and the connection channel between the second exhaust ports 32 and the shoulder jet ports 22, can be opened or closed.

[0030] In one example, when head thermal protection is required, the communication channel between the first vent 31 of the spherical gas cylinder 30 and the head jet hole 21 can be opened so that the gas injected by the spherical gas cylinder 30 is ejected from the head jet hole 21 through the first vent 31 to form thermal protection for the head 201 of the aircraft.

[0031] In another example, when shoulder thermal protection is required, the communication channel between the second vent 32 of the spherical gas cylinder 30 and the shoulder jet hole 22 can be opened so that the gas injected by the spherical gas cylinder 30 is ejected from the shoulder jet hole 22 through the second vent 32 to form thermal protection for the shoulder 202 of the aircraft.

[0032] In another example, when simultaneous thermal protection for the head and shoulders is required, the communication channel between the first outlet 31 of the spherical gas cylinder 30 and the head jet port 21, as well as the communication channel between the second outlet 32 ​​of the spherical gas cylinder 30 and the shoulder jet port 22, can be opened to allow the gas ejected from the spherical gas cylinder 30 to be simultaneously ejected from the head jet port 21 and the shoulder jet port 22, thus providing thermal protection for the head 201 and shoulder 202 of the aircraft. The spherical gas cylinder 30 carries a jet of gas at a certain pressure; the gas medium can be nitrogen, oxygen, carbon dioxide, etc., and the cylinder pressure and gas storage capacity can be designed and calculated based on flight conditions.

[0033] The centralized thermal protection device for reentry vehicles according to this application embodiment provides head jet holes 21 and shoulder jet holes 22 at the head and shoulder of the vehicle, respectively. A spherical gas cylinder 30 is installed inside the vehicle body. This cylinder can spray gas into both the head and shoulder jet holes 21 and 22, providing comprehensive thermal protection to the head and shoulder areas. This results in more complete coverage and better thermal protection. Simultaneously, the device utilizes the internal space of the vehicle body to carry the jetting medium for overall thermal protection, improving space utilization without affecting the vehicle's original payload capacity. The single spherical gas cylinder 30 provides thermal protection to multiple locations, reducing space occupation and facilitating assembly and disassembly.

[0034] In some embodiments, refer to Figure 3 , Figure 4 and Figure 5 , Figure 3 A schematic diagram of a centralized thermal protection device for a reentry vehicle provided in the first embodiment of this application, with the vehicle body removed; Figure 4 This is a schematic diagram of the spherical gas cylinder structure provided in an embodiment of this application; Figure 5 This is a schematic diagram of a control valve provided in an embodiment of this application.

[0035] The spherical gas cylinder 30 has a first protrusion 33 and multiple second protrusions 34. A first vent 31 is provided on the first protrusion 33, and a second vent 32 is provided on each of the second protrusions 34. The first protrusion 33 is connected to the first vent 31 via a first control valve 51, and the second protrusions 34 are connected to the second vent 32 via a second control valve 52. The high-pressure jet gas inside the spherical gas cylinder 30 can be selectively injected into the head jet port 21 and / or shoulder jet port 22 by controlling the opening and closing of the first control valve 51 and the second control valve 52 to provide jet thermal protection for the head 201 and / or shoulder 202.

[0036] For example, one end of the first control valve 51 is fixedly connected to the first protrusion 33, and the other end of the first control valve 51 is fixedly connected to the head jet port 21. One end of the second control valve 52 is fixed to the second protrusion 34, and the other end of the second control valve 52 is connected to the shoulder jet port 22 via a connecting pipe 40. For example, the connecting pipe 40 can be a flexible hose. Gas ejected from the first outlet 31 of the spherical gas cylinder is delivered to the head jet port 21 through the flexible hose, thereby forming thermal protection at the head. The flexible hose has a certain degree of flexibility, and the connecting hose can be extended and bent when the reentry vehicle deploys, improving the connection reliability.

[0037] During an aircraft flight mission, reverse jetting can be performed in various modes. For example, when the thermal environment near the aircraft's nose 201 is harsh, nose jetting is required. In this case, the first control valve 51 can be opened, and high-pressure gas from the spherical gas cylinder 30 is ejected from the nose jet hole 21, pushing the shock wave from the aircraft's nose away from the aircraft surface, thereby reducing the heat flux density on the aircraft surface, improving the thermal environment of the nose, and forming nose thermal protection. When a large amount of aerodynamic heat accumulates in the aircraft's shoulder 202, shoulder jetting is required. The second control valve 52 can be opened, and high-pressure gas from the spherical gas cylinder 30 is ejected from the shoulder jet hole 22, reducing the local heat flux density of the shoulder, improving the thermal environment of the shoulder, and forming shoulder thermal protection. When simultaneous thermal protection of the nose and shoulder is required, the first control valve 51 and the second control valve 52 are opened simultaneously. At this time, gas from a spherical gas cylinder 30 is ejected from both the nose jet hole 21 and the shoulder jet hole 22, achieving a centralized multi-position thermal protection effect.

[0038] The centralized thermal protection device for reentry vehicles in this embodiment of the application provides comprehensive thermal protection for the shoulders and head by installing a centralized spherical gas cylinder 30 inside the vehicle body. The spherical gas cylinder can spray gas into the head jet hole 21 and the shoulder jet hole 22 respectively, providing more comprehensive coverage and better thermal protection.

[0039] In some embodiments, the first control valve 51 may be a first flow regulating control valve, which is connected between the first air outlet and the head jet hole, for regulating the flow rate of gas injected from the spherical gas cylinder into the head jet hole; and / or, the second control valve 52 may be a second flow regulating control valve, which is connected between the second air outlet and the shoulder jet hole, for regulating the flow rate of gas injected from the spherical gas cylinder into the shoulder jet hole.

[0040] The first flow regulating control valve can be, for example, a miniature ball valve. Figure 5 As shown, the opening of the airflow is adjusted by controlling the rotation of the ball valve core through the motor of the miniature ball valve, thereby regulating the airflow rate from the first outlet of the jet gas cylinder to the head jet orifice. The second flow regulation control valve can also be a miniature ball valve, which, through the control of the ball valve core through the motor of the miniature ball valve, regulates the opening of the airflow rate from the second outlet of the jet gas cylinder to the shoulder jet orifice.

[0041] The above air flow adjustment can be implemented in various modes. For example, during the flight of an aircraft, when the heat flux density Qo at the head obtained through feedback from temperature or heat flux sensors attached to the surface of the aircraft is greater than the heat flux density Qr at the shoulder, i.e., Qo>Qr, more gas jet flow needs to be distributed to the head. The opening degree of the first flow regulating control valve can be controlled to increase and the opening degree of the second flow regulating control valve can be controlled to decrease, so as to distribute more jet gas flow to the head jet. For another example, when the heat flux density Qo at the head obtained through feedback from temperature or heat flux sensors attached to the surface of the aircraft is less than the heat flux density Qr at the shoulder, i.e., Qo<Qr, more gas jet flow needs to be distributed to the shoulder. The opening degree of the first flow regulating control valve can be controlled to decrease and the opening degree of the second flow regulating control valve can be controlled to increase, so as to distribute more jet gas flow to the shoulder jet. For another example, when the difference between the heat flux densities of the head and the shoulder is small, i.e., Qo=Qr, the opening degrees of the first flow regulating control valve and the second flow regulating control valve can be controlled to remain consistent. Through the above operations, more gas flow is distributed to positions that are in greater need, making the reverse jet more efficient and reasonable. Moreover, the jet flow can be adjusted in real time, with simple adjustment method and fast response.

[0042] In some embodiments, one end of the first control valve 51 (the first flow regulating control valve) is fixed on the first protrusion 33 of the spherical gas cylinder 30, for example, by threaded connection, and the other end of the first flow regulating control valve is fixedly connected in the head jet hole 21. One end of the second control valve 52 (the second flow regulating control valve) is fixed on the second air outlet of the spherical gas cylinder 30, for example, by threaded connection, and the other end of the second flow regulating control valve is communicated with the shoulder jet hole through the connecting pipeline 40.

[0043] By way of example, the first flow regulating control valve and the second flow regulating control valve may be miniature ball valves. The valve core can be rotated through the motor swing rocker of the miniature ball valve to achieve different flow areas, adjust the opening degree, and then adjust the magnitude of the air flow, playing a role of flow regulation. When the ball valve is completely closed, it can also block the air flow.

[0044] In some embodiments, with reference to Figure 2 , the protective member 20 has an internal hollow structure and is provided with an internal hollow cavity 203, and the spherical gas cylinder 30 is at least partially disposed in the hollow cavity 203. In another example, the spherical gas cylinder 30 is located at the joint between the hollow cavity 203 and the payload bay 10. In this embodiment, the protective member 20 may be of a fixed type or a deployable type. By way of example, when the protective member 20 is a deployable hollow structure, the protective member 20 may be made of flexible material.

[0045] In some other embodiments, with reference to Figure 6 , Figure 7 and Figure 8 , Figure 6A perspective view of a centralized thermal protection device for a reentry vehicle provided in the second embodiment of this application; Figure 7 Another perspective view of a centralized thermal protection device for a reentry vehicle provided in the second embodiment of this application; Figure 8 This is a schematic diagram of the deployment mechanism of a centralized thermal protection device for a reentry vehicle, provided in the second embodiment of this application.

[0046] The protective component 20 is disposed around the outer periphery of the payload compartment 10. The protective component 20 has a retracted state, where it is folded up against the outer periphery of the payload compartment 10, and an extended state, where it extends outward relative to the outer periphery of the payload compartment 10. The protective component 20 can be retracted or extended. During spacecraft launch and on-orbit operation, the protective component 20 is in the retracted state; during spacecraft reentry, the protective component 20 is in the extended state. In the retracted state, the protective component 20 and the payload compartment 10 are roughly cylindrical in shape; in the extended state, the protective component 20 and the payload compartment 10 are separated and roughly umbrella-shaped.

[0047] Specifically, the protective component 20 includes multiple deployable rods 23 surrounding the outer peripheral wall of the payload compartment 10. These rods 23 can rotate relative to the payload compartment 10 to allow the protective component 20 to be deployed or retracted. More specifically, the multiple deployable rods 23 can be evenly arranged around the outer periphery of the payload compartment 10. Each deployable rod can have the same structure, for example, it can be a hollow rod. Hollow rods facilitate the internal storage of gas media while reducing overall weight. The front of each deployable rod 23 is movably connected to the outer peripheral wall of the payload compartment 10, and the rear end is a free end, with the rear ends of the multiple deployable rods 23 forming the shoulder of the aircraft. A connecting hole 24 is provided at the front end of the hollow deployable rod 23, and a shoulder jet hole 22 is provided at the rear end of the deployable rod 23. The connecting hole 24 is connected to the second exhaust port 32 of the spherical gas cylinder 30 via a flexible hose (not shown).

[0048] In some embodiments, refer to Figure 8 The protective component 20 can be deployed through a deployment mechanism, which includes a connecting rod 41 and a slider. The front end of the deployment rod 23 is hinged to the load chamber 10, and a slide rail is provided on the deployment rod 23. One end of the connecting rod 41 is hinged to the load chamber 10, and the other end is connected to the slider. The slider is slidably connected to the slide rail.

[0049] Alternatively, the load chamber 10 is provided with a first lifting lug 42 and a second lifting lug 43 arranged at intervals along the axial direction of the load chamber 10. The front end of the deployment rod 23 is hinged to the load chamber 10 via the first lifting lug 42, and the connecting rod is hinged to the load chamber 10 via the second lifting lug 43. The first lifting lug 42 and the second lifting lug 43 are respectively hinged to the deployment rod 23 and the connecting rod 41, thus avoiding interference with the load chamber 10 during the deployment of each deployment rod, and facilitating installation.

[0050] In some embodiments, refer to Figure 6 and Figure 7 The protective component 20 also includes a skin connecting each deployment rod 43. The skin is positioned in an umbrella shape over the head of the payload bay, and it retracts and expands along with the protective component. The skin includes a head-conical heat-resistant surface connecting the front end of each deployment rod and an aerodynamic deceleration surface connecting the front end to the rear end of each deployment rod and connected to the heat-resistant surface. The heat-resistant surface and the aerodynamic deceleration surface provide thermal insulation protection for the entire aircraft.

[0051] In summary, the centralized thermal protection device for reentry vehicles according to the embodiments of this application has the following beneficial effects: (1) The reentry vehicle achieves reverse jet thermal protection at multiple locations (head and shoulders) through a centralized spherical gas cylinder, resulting in better thermal protection, more comprehensive coverage, and a lighter overall vehicle weight.

[0052] (2) The flow rate can be adjusted by controlling the valve. Based on the heat flux density of the head and shoulders, more gas flow rate can be allocated to the more needed position, making the reverse jet more efficient.

[0053] (3) During the operation, the jet flow rate can be adjusted in real time. The adjustment method is simple and the response is fast.

[0054] (4) The overall structure is small and exquisite, and can be placed in the space of the aircraft itself without taking up extra space in the payload compartment. It has a high utilization rate and is more conducive to the assembly and disassembly of the mechanism.

[0055] This application also provides a control method for a centralized thermal protection device for a reentry vehicle, applied to the thermal protection device mentioned above, with reference to... Figure 9 and Figure 10 The method includes step S11.

[0056] In step S11, during the flight mission of the aircraft, the first and / or second air outlets of the spherical gas cylinder are controlled by controlling the first and / or second control valves to spray jet gas into the head jet port and / or shoulder jet port of the aircraft, so as to form thermal protection on the shoulder and / or head of the aircraft.

[0057] Reference Figure 10 The specific control method for the centralized thermal protection device of the reentry vehicle is as follows: Initialization process: In the initial state, the first control valve 51 (e.g., ball valve A) and the second control valve 52 (e.g., ball valve B) are closed, and the spherical gas cylinder 30 stores a certain pressure of gas working fluid, which facilitates reverse jetting.

[0058] Normal working process: During normal operation, there are multiple modes for reverse jetting: a. Nose jet injection: during the flight mission of an aircraft, when the thermal environment near the nose is relatively severe, nose jet injection is required. At this time, the first control valve 51 (for example, ball valve A) is controlled to open, for example, the motor of the first micro ball valve controls the rotation of the ball valve spool, the spool opens, and the high-pressure gas is directly ejected from the nose jet orifice through the micro ball valve, pushing the shock wave at the nose of the aircraft away from the aircraft surface, thereby reducing the heat flux density on the aircraft surface and improving the thermal environment of the nose.

[0059] b. Shoulder jet injection: during the flight mission, when a large amount of aerodynamic heat accumulates at the shoulder of the aircraft, shoulder jet injection is performed. At this time, the second control valve 52 (for example, ball valve B) is controlled, the ball valve can be opened through the second micro ball valve, and high-pressure gas passes through the connecting hose of the second micro ball valve and is ejected through the shoulder jet orifice, reducing the local heat flux density at the shoulder.

[0060] c. Nose + shoulder cooperative jet injection: when thermal protection for both the nose and the shoulder is required simultaneously during the flight mission, by controlling the first control valve 51 (for example, ball valve A) and the second control valve 52 (for example, ball valve B), the motor controls the first micro ball valve and the second micro ball valve to open simultaneously. At this time, the gas in the jet gas cylinder is ejected from the nose jet orifice and the shoulder jet orifice simultaneously, achieving the effect of centralized thermal protection.

[0061] In some embodiments, step S11 comprises: during the flight mission of the aircraft, according to the thermal parameters of the nose of the aircraft and / or the thermal parameters of the shoulder, the opening degree of the first control valve and / or the second control valve is controlled to adjust the flow rate of jet gas ejected from the jet gas cylinder to the nose jet orifice and / or the shoulder jet orifice of the aircraft, wherein the thermal parameters include surface temperature and / or heat flux density.

[0062] Refer to Figure 9 , the specific flow adjustment process is as follows: flow adjustment can be performed through the opening degrees of the first micro ball valve and the second micro ball valve, and it can also be divided into multiple cases: a. Qo>Qr: assuming that during flight, the nose heat flux density Qo obtained through feedback from a temperature or heat flux sensor attached to the aircraft surface is greater than the shoulder heat flux density Qr, more gas jet flow should be distributed to the nose at this time. Therefore, the opening degree of the first micro ball valve (for example, ball valve A) is increased, and the opening degree of the second micro ball valve (for example, ball valve B) is decreased. Flow adjustment can be achieved through the above operations, so as to achieve more efficient and reasonable reverse jet injection.

[0063] b. Qo<Qr: contrary to case a, when the shoulder heat flux density is larger, the opening degree of the first micro ball valve (for example, ball valve A) is decreased, and the opening degree of the second micro ball valve (for example, ball valve B) is increased, so as to distribute more jet gas flow to the shoulder jet injection.

[0064] c.Qo=Qr, when the heat flux density of the head and the shoulder is similar, the opening of the two ball valves (e.g., ball valve A and ball valve B) can be kept consistent.

[0065] The process for ending the work is as follows: When the thermal protection requirements are met or the jet gas is consumed, the work is ended. At this time, the first miniature ball valve (e.g., ball valve A) and the second miniature ball valve (e.g., ball valve B) are completely closed to end the work.

[0066] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0067] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0068] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0069] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0070] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the rights protection as described above.

[0071] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A centralized thermal protection device for reentry vehicles, characterized in that, include: The aircraft body includes a payload bay and a protective component disposed at the front end of the payload bay. The front end of the protective component constitutes the head of the aircraft, and the tail end of the protective component constitutes the shoulder of the aircraft. The head is provided with a head jet hole, and the shoulder is provided with multiple shoulder jet holes. A spherical gas cylinder is disposed within the aircraft body. The spherical gas cylinder is provided with a first gas outlet and multiple second gas outlets. The first gas outlet is selectively connected to the head jet outlet. The multiple second gas outlets correspond one-to-one with the multiple shoulder jet outlets. Each second gas outlet is selectively connected to the corresponding shoulder jet outlet. The spherical gas cylinder is used to spray gas into the head jet outlet and / or the shoulder jet outlets to provide thermal protection for the head and / or the shoulders. The spherical gas cylinder has a first protrusion and a plurality of second protrusions. A first air outlet is provided on the first protrusion, and a second air outlet is provided on each of the second protrusions. The first protrusion is connected to the first air outlet through a first control valve, and the second protrusion is connected to the second air outlet through a second control valve. The spherical gas cylinder is positioned at the connection point between the load chamber and the protective component. One end of the first control valve is fixedly connected to the first protrusion, and the other end of the first control valve is fixedly connected to the head jet hole; One end of the second control valve is fixed to the second protrusion, and the other end of the second control valve is connected to the shoulder jet hole through a connecting pipe; The protective component includes a plurality of hollow deployable rods surrounding the outer peripheral wall of the load chamber. The plurality of hollow deployable rods can rotate relative to the load chamber to allow the protective component to be deployed. A connecting hole is provided at the front end of the hollow deployable rod, and a shoulder jet hole is provided at the rear end of the hollow deployable rod. The connecting hole is connected to the second gas outlet of the spherical gas cylinder through a hose.

2. The centralized thermal protection device for reentry vehicles according to claim 1, characterized in that, The first control valve is a first flow regulating control valve, used to regulate the flow rate of gas injected from the spherical gas cylinder into the head jet orifice; and / or, The second control valve is a second flow regulation control valve, used to regulate the flow rate of gas injected from the spherical gas cylinder into the shoulder jet orifice.

3. The centralized thermal protection device for reentry vehicles according to claim 1, characterized in that, The connecting pipe is a flexible hose.

4. The centralized thermal protection device for reentry vehicles according to any one of claims 1-3, characterized in that, The protective component is conical, and a plurality of shoulder jet holes are evenly arranged along the circumference of the protective component.

5. The centralized thermal protection device for reentry vehicles according to any one of claims 1-3, characterized in that, The protective component has a hollow cavity formed inside, and the spherical gas cylinder is at least partially located within the hollow cavity; or... The protective component has a hollow cavity inside, and the spherical gas cylinder is located at the junction of the hollow cavity and the load chamber.

6. A control method for a centralized thermal protection device for a reentry vehicle, characterized in that, The method, applied to the thermal protection device as described in any one of claims 1-5, comprises: During the flight mission of the aircraft, by controlling the first control valve and / or the second control valve, the first and / or the second air outlet of the spherical gas cylinder are used to spray jet gas into the head jet hole and / or shoulder jet hole of the aircraft, so as to form thermal protection on the shoulder and / or head of the aircraft.

7. The control method for the centralized thermal protection device of a reentry vehicle according to claim 6, characterized in that, During the flight mission of the aircraft, controlling the first control valve and / or the second control valve to spray jet gas from the first and / or second outlets of the spherical gas cylinder into the head jet port and / or shoulder jet port of the aircraft, so as to form thermal protection for the shoulder and / or head of the aircraft, includes: During the flight mission of the aircraft, the opening degree of the first control valve and / or the second control valve is controlled to adjust the flow rate of the jet gas injected from the spherical gas cylinder into the jet hole of the aircraft's head and / or the jet hole of the shoulder, based on the thermal parameters of the aircraft's head and / or the thermal parameters of the shoulder. The thermal parameters include surface temperature and / or surface heat flux density.

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