Attitude control power system and launch vehicle

Abstract

The application discloses a kind of attitude control power systems and launch vehicle, it is related to aerospace technical field, wherein including: pressurized gas bottle is used to store liquid carbon dioxide;Solenoid valve inlet end is connected with the outlet end of pressurized gas bottle, for controlling liquid carbon dioxide from pressurized gas bottle flow;The inlet end of first heat exchanger is connected with the outlet end of solenoid valve, for heating liquid carbon dioxide, generate gaseous carbon dioxide;Propellant storage tank gas inlet end is connected with the outlet end of first heat exchanger, liquid outlet end is connected with the propellant input end of first attitude control engine;Gaseous carbon dioxide pushes propellant into first attitude control engine;The working substance input end of second attitude control engine is connected with the outlet end of first heat exchanger;Gaseous carbon dioxide enters second attitude control engine, as the cold gas propellant working substance of second attitude control engine.The system and rocket disclosed in the application reduce the structure weight of attitude control power system, improve the mass ratio of rocket.

Description

Technical Field

[0001] This application relates to the field of aerospace technology, and more specifically, to an attitude control propulsion system and a launch vehicle. Background Technology

[0002] In launch vehicles, the principle of pressurized gas pushing liquid propellant is used in the structural design of the attitude control propulsion system. Inert gases such as nitrogen and helium are widely used as pressurized gases. These inert gases need to be stored in a high-pressure container, and then the pressure is reduced to the operating pressure and maintained stable through a depressurization device to meet the gas requirements of the attitude control propulsion system.

[0003] However, for small launch vehicles, the attitude control propulsion system obtained using the above structural design is highly complex, requiring a large pressure vessel and pressure stabilization components. This results in a significant system weight, reducing the rocket's mass-to-weight ratio and thus its payload capacity. The mass-to-weight ratio is the ratio of the rocket's mass plus the propellant's mass to the rocket's mass. A higher mass-to-weight ratio indicates higher rocket transport efficiency and a larger payload capacity.

[0004] Therefore, how to reduce the structural weight of the attitude control propulsion system, improve the mass ratio of the rocket, and increase the effective payload of small launch vehicles has become a technical problem that the industry urgently needs to solve. Summary of the Invention

[0005] This application provides an attitude control propulsion system and a launch vehicle to solve the technical problems of how to reduce the structural weight of the attitude control propulsion system, improve the mass ratio of the rocket, and increase the payload of a small launch vehicle.

[0006] This application provides an attitude control power system, including a pressurized gas cylinder, a solenoid valve, a first heat exchanger, a propellant tank, a first attitude control engine, and a second attitude control engine;

[0007] The pressurized gas cylinder is used to store liquid carbon dioxide;

[0008] The inlet end of the solenoid valve is connected to the outlet end of the pressurized gas cylinder, and is used to control the flow of liquid carbon dioxide from the pressurized gas cylinder;

[0009] The inlet end of the first heat exchanger is connected to the outlet end of the solenoid valve for heating liquid carbon dioxide to generate gaseous carbon dioxide.

[0010] The gas inlet of the propellant tank is connected to the outlet of the first heat exchanger, and the liquid outlet is connected to the propellant input of the first attitude control engine; the gaseous carbon dioxide enters the propellant tank and pushes the propellant in the propellant tank into the first attitude control engine;

[0011] The working fluid input end of the second attitude control engine is connected to the outlet end of the first heat exchanger; the gaseous carbon dioxide enters the second attitude control engine and serves as the cold gas propulsion working fluid for the second attitude control engine.

[0012] In some embodiments, the propellant tank includes an oxidizer tank and a fuel tank;

[0013] The inlet of the oxidant storage tank is connected to the outlet of the first heat exchanger;

[0014] The inlet end of the fuel tank is connected to the outlet end of the first heat exchanger.

[0015] In some embodiments, the system includes a plurality of first attitude control engines;

[0016] The oxidant inlet of each first attitude control engine is connected to the liquid outlet of the oxidant storage tank;

[0017] The fuel inlet of each first attitude control engine is connected to the liquid outlet of the fuel tank.

[0018] In some embodiments, a first filling and draining valve is provided on the connecting pipeline between the liquid outlet of the oxidant storage tank and the oxidant inlet of the first attitude control engine;

[0019] The first filling and draining valve is used to fill the oxidant tank with oxidant.

[0020] In some embodiments, a second filling and draining valve is provided on the connecting pipeline between the liquid outlet of the fuel tank and the fuel inlet of the first attitude control engine;

[0021] The second filling and draining valve is used to fill the fuel tank with fuel.

[0022] In some embodiments, the system includes a plurality of second attitude control engines;

[0023] The working fluid inlet of each of the second attitude control engines is connected to the outlet of the first heat exchanger.

[0024] In some embodiments, a second heat exchanger is provided inside the pressurized gas cylinder;

[0025] The second heat exchanger is used to heat the liquid carbon dioxide in the pressurized gas cylinder.

[0026] In some embodiments, the first heat exchanger and / or the second heat exchanger is a thermal resistance wire.

[0027] In some embodiments, an inflation valve is provided on the connecting pipeline between the outlet end of the pressurized gas cylinder and the inlet end of the solenoid valve;

[0028] The inflation valve is used to add liquid carbon dioxide to the pressurized gas cylinder.

[0029] This application provides a launch vehicle, including a rocket body and the aforementioned attitude control propulsion system disposed on the rocket body.

[0030] The attitude control propulsion system and launch vehicle provided in this application include a first attitude control engine and a second attitude control engine. Carbon dioxide is used as the propellant pressurizing gas for the first attitude control engine and as the cold gas propellant for the second attitude control engine. Utilizing the easy liquefaction and stable properties of carbon dioxide at near-room temperature, the structural principles of the pressurization and gas supply systems are optimized, significantly reducing system complexity and thus lightening the structural weight of the attitude control propulsion system. This lightweight design, when applied to small launch vehicles, can improve the rocket's mass ratio and increase its payload. Furthermore, the use of carbon dioxide as the pressurizing gas in the attitude control propulsion system of this application is non-flammable and chemically stable, improving the safety of the attitude control propulsion system. It eliminates the need for devices such as electro-explosive valves and pressure reducing valves, reducing moving mechanical components and improving the reliability of the attitude control propulsion system. Attached Figure Description

[0031] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0032] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is one of the structural schematic diagrams of the attitude control power system provided in this application;

[0034] Figure 2 The second schematic diagram of the attitude control power system provided in this application;

[0035] Figure 3 A schematic diagram of the launch vehicle provided in this application. Detailed Implementation

[0036] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0037] It should be noted that the terms "first," "second," etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules is not necessarily limited to those steps or modules explicitly listed, but may include other steps or modules not explicitly listed or inherent to such processes, methods, products, or devices.

[0038] Figure 1 This is one of the structural schematic diagrams of the attitude control power system provided in this application, such as... Figure 1 As shown, the attitude control power system includes a pressurized gas cylinder 110, a solenoid valve 120, a first heat exchanger 130, a propellant tank 140, a first attitude control engine 150, and a second attitude control engine 160.

[0039] The pressurized gas cylinder 110 is used to store liquid carbon dioxide.

[0040] The inlet end of the solenoid valve 120 is connected to the outlet end of the pressurized gas cylinder 110 to control the flow of liquid carbon dioxide from the pressurized gas cylinder 110.

[0041] The inlet end of the first heat exchanger 130 is connected to the outlet end of the solenoid valve 120, and is used to heat liquid carbon dioxide to generate gaseous carbon dioxide.

[0042] The inlet end of the propellant tank 140 is connected to the outlet end of the first heat exchanger 130, and the outlet end is connected to the propellant input end of the first attitude control engine 150; gaseous carbon dioxide enters the propellant tank 140 and pushes the propellant in the propellant tank 140 into the first attitude control engine 150.

[0043] The working fluid input end of the second attitude control engine 160 is connected to the outlet end of the first heat exchanger 130; gaseous carbon dioxide enters the second attitude control engine 160 and serves as the cold gas propulsion working fluid of the second attitude control engine 160.

[0044] Specifically, the embodiments of this application do not impose specific limitations on the number of pressurized gas cylinders, propellant tanks, first attitude control engines, and second attitude control engines in the attitude control propulsion system, and can determine them according to actual conditions. The figure illustrates an example of an attitude control propulsion system containing 1 pressurized gas cylinder, 2 propellant tanks, 4 first attitude control engines, and 2 second attitude control engines.

[0045] Furthermore, the connection in the embodiments of this application can be understood as including mechanical connection methods, including pipe connections.

[0046] The attitude control propulsion system provided in this application is applied to a small launch vehicle. A small launch vehicle refers to a launch vehicle with a relatively small payload capacity to low Earth orbit (e.g., around 1000 kg). Compared with high-thrust rockets, which have high launch costs, long preparation times, and lack rapid response capabilities, small launch vehicles have the advantages of low launch costs, fast response speed, and strong adaptability.

[0047] The attitude control propulsion system is mainly used to adjust the attitude of the launch vehicle during flight. Structurally, the system includes a pressurization cylinder, a solenoid valve, a first heat exchanger, a propellant tank, a first attitude control engine, and a second attitude control engine.

[0048] In existing technologies, pressurized gas is typically used to push liquid propellant into the attitude control engine for combustion, providing the launch vehicle with the power for attitude adjustment. The pressurized gas is usually an inert gas such as nitrogen or helium.

[0049] Unlike existing technologies, this application uses carbon dioxide (CO2) as the pressurizing gas. Carbon dioxide is easily compressed and liquefied at room temperature. It can be compressed to form liquid carbon dioxide and stored in a pressurized gas cylinder.

[0050] A solenoid valve is installed at the outlet of the pressurized gas cylinder. This solenoid valve responds to commands from the launch vehicle control system to control the flow of liquid carbon dioxide from the pressurized gas cylinder.

[0051] Liquid carbon dioxide needs to absorb heat to transform into gaseous carbon dioxide. Gaseous carbon dioxide can act as a pressurizing agent for gases.

[0052] Therefore, a first heat exchanger can be installed at the outlet of the solenoid valve to heat the liquid carbon dioxide and generate gaseous carbon dioxide. The first heat exchanger can be a pipe-type heat exchanger.

[0053] When gaseous carbon dioxide flows out from the outlet of the first heat exchanger, it can serve two purposes: firstly, as a pressurized gas, it enters the propellant tank, pushing the liquid propellant into the attitude control engine for combustion. The high-temperature gas produced after combustion provides thrust for attitude control; secondly, it can be used directly as the working fluid in the cold gas thruster, where it is depressurized, expanded, and accelerated after being ejected through the nozzle, providing thrust for attitude control. The former can provide greater thrust and higher specific impulse; the latter can provide less thrust and lower specific impulse. Specific impulse refers to the efficiency of converting the chemical energy of the propellant into kinetic energy.

[0054] Therefore, a first attitude control engine and a second attitude control engine can be set in the attitude control propulsion system. The first attitude control engine can be a single-component or dual-component engine, which generates high-temperature, high-pressure gas through propellant decomposition or combustion, and then ejects it at high speed through the thrust chamber to generate thrust. The second attitude control engine is a cold gas propulsion engine, which depressurizes the cold gas propellant through nozzles, causing it to expand and then accelerate before being ejected to generate thrust. The cold gas propellant is the medium through which work is done within the cold gas propulsion engine.

[0055] The inlet of the propellant tank can be connected to the outlet of the first heat exchanger, and the outlet of the propellant tank can be connected to the propellant input of the first attitude control engine. Because the pressure of gaseous carbon dioxide is greater than the engine's operating environment pressure, when the engine receives a working command and the inlet valve opens, the gaseous carbon dioxide pushes the liquid propellant in the propellant tank into the engine for combustion and power generation.

[0056] The working fluid input of the second attitude control engine can be connected to the outlet of the first heat exchanger. The second attitude control engine is equipped with nozzles. Gaseous carbon dioxide flows through the nozzles, expands, and is ejected, generating impulsive force to propel the launch vehicle.

[0057] The embodiments of this application use carbon dioxide as the pressurizing gas, which takes advantage of the fact that carbon dioxide is easy to liquefy and can achieve gas-liquid phase transformation with a small temperature rise, thereby achieving a simpler system structure design, lower system pressure and larger mass of working fluid filling.

[0058] Carbon dioxide has a triple point pressure Pc = 7.39 MPa and a temperature tc = 31.04 °C. This means that at a pressure of approximately 7.3 MPa, the gas-liquid phase transition of carbon dioxide can be achieved with a small temperature rise (e.g., 20 °C to 35 °C). The cylinder is filled with liquid carbon dioxide at a filling pressure of approximately 7.3 MPa, and the temperature inside the cylinder is maintained at 20 °C to 25 °C. When the system enters operational mode, requiring pressurization of the downstream propellant and to act as a cooling propellant, the solenoid valve is opened, activating the first heat exchanger to heat the carbon dioxide, enabling it to rapidly transition from liquid to gas.

[0059] The attitude control propulsion system provided in this application includes a first attitude control engine and a second attitude control engine. Carbon dioxide is used as the propellant pressurizing medium for the first attitude control engine and as the cold gas propellant for the second attitude control engine. Utilizing the easy liquefaction and stable properties of carbon dioxide at near-room temperature, the structural principles of the pressurization and gas supply systems are optimized, significantly reducing system complexity and thus lightening the structural weight of the attitude control propulsion system. This lightweight design, when applied to small launch vehicles, can improve the rocket's mass ratio and increase its payload. Furthermore, the use of carbon dioxide as the pressurizing gas in the attitude control propulsion system of this application is non-flammable and chemically stable, improving the safety of the attitude control propulsion system. It eliminates the need for devices such as electro-explosive valves and pressure reducing valves, reducing moving mechanical components and improving the reliability of the attitude control propulsion system.

[0060] In some embodiments, the propellant tank includes an oxidizer tank and a fuel tank;

[0061] The inlet of the oxidant storage tank is connected to the outlet of the first heat exchanger;

[0062] The inlet end of the fuel tank is connected to the outlet end of the first heat exchanger.

[0063] Specifically, the first attitude control engine in this application embodiment can be a bicomponent engine, whose propellant can include a combination of oxidant and fuel, such as nitrogen tetroxide + methylhydrazine, liquid oxygen + liquid hydrogen, etc.; it can also be a monocomponent engine, whose propellant can be isopropyl nitrate, hydrogen peroxide, or mono-thrust-3 (a mixture of anhydrous hydrazine, hydrazine nitrate, and water), etc. The following embodiments use a bicomponent scheme as an example for description.

[0064] Accordingly, the propellant tank may include an oxidizer tank and a fuel tank. The inlet ends of both the oxidizer tank and the fuel tank are connected to the outlet end of the first heat exchanger to simultaneously acquire gaseous carbon dioxide, thereby achieving synchronous propulsion of the oxidizer and the fuel.

[0065] Propellant tanks can take various structural forms, such as diaphragm tanks and piston tanks. Their main function is to store propellant, and they can isolate gas and liquid to prevent them from coming into contact.

[0066] Surface tension tanks can also be used for propellant storage. When carbon dioxide pushes the propellant, the output propellant must not entrain carbon dioxide and must meet the flow requirements of the first attitude control engine. Since propellant tanks mainly operate in microgravity and zero-gravity environments, liquid propellant and pressurized gas coexist in the same tank, which determines that the tank is very different from ordinary pressure vessels. In microgravity environments, the gas-liquid interface is no longer horizontal, and the distribution of liquid propellant may be discontinuous. Under external disturbances, the position of liquid propellant is unstable and may result in migration, collision, and gas-liquid mixing. Surface tension tanks ensure that the liquid propellant always covers the liquid outlet, achieving the discharge of liquid without entrainment of gas.

[0067] The oxidizer tank can be multiple oxidizer tanks connected in parallel, and the fuel tank can be multiple fuel tanks connected in parallel.

[0068] The attitude control propulsion system provided in this application embodiment is equipped with an oxidizer tank and a fuel tank, which can meet the power requirements of the launch vehicle.

[0069] In some embodiments, the system includes a plurality of first attitude control engines;

[0070] The oxidizer inlet of each first attitude control engine is connected to the liquid outlet of the oxidizer tank;

[0071] The fuel inlet of each first attitude control engine is connected to the liquid outlet of the fuel tank.

[0072] Specifically, to better adjust the attitude of the launch vehicle, multiple primary attitude control engines can be installed in the launch vehicle. Each primary attitude control engine is located at a different radial position to provide thrust for attitude adjustment of the launch vehicle.

[0073] The oxidizer inlet of the first attitude control engine is connected to the liquid outlet of the oxidizer tank to obtain oxidizer; the fuel inlet is connected to the liquid outlet of the fuel tank to obtain fuel.

[0074] The attitude control power system provided in this application embodiment connects the oxidant inlet end of the first attitude control engine to the liquid outlet end of the oxidant tank, and the fuel inlet end to the liquid outlet end of the fuel tank, which simplifies the structural design of the attitude control power system and ensures that the oxidant and fuel can be pushed into the first attitude control engine.

[0075] In some embodiments, a first filling and draining valve is provided on the connecting pipeline between the outlet end of the oxidant tank and the oxidant inlet end of the first attitude control engine;

[0076] The first filling and draining valve is used to fill the oxidant storage tank with oxidant.

[0077] Specifically, the fuel release valve is a crucial component used to control the flow of propellant or oxidizer in the rocket propulsion system. It enables the fuel or oxidizer to be added to the rocket fuel tank and releases excess pressure when needed.

[0078] A first filling and draining valve can be installed on the connecting pipe between the outlet end of the oxidant storage tank and the oxidant inlet end of the first attitude control engine.

[0079] During the ground-based fueling phase before launch, when all valves connected to the oxidizer tank are closed and the tank is empty, the first fueling vent valve can be opened to evacuate the oxidizer tank. For example, a three-way valve can be connected to the first fueling vent valve, linking the vacuum pump, the fueling machine, and the valve itself. First, the fueling machine is turned off, and the vacuum pump is turned on to displace the gas in the oxidizer tank into a vacuum. Then, the vacuum pump is turned off, and the fueling machine is turned on; under vacuum, the oxidizer is drawn into the oxidizer tank. Once the oxidizer tank is filled with oxidizer, the first fueling vent valve can be closed.

[0080] The attitude control power system provided in this application embodiment has a first filling and draining valve installed on the connecting pipeline between the outlet end of the oxidant storage tank and the oxidant inlet end of the first attitude control engine, which improves the safety of oxidant filling of the attitude control power system.

[0081] In some embodiments, a second filling and draining valve is provided on the connecting pipeline between the outlet end of the fuel tank and the fuel inlet end of the first attitude control engine;

[0082] The second refueling and drain valve is used to refuel the fuel in the fuel tank.

[0083] Specifically, a second refueling and drain valve can be installed on the connecting pipe between the outlet of the fuel tank and the fuel inlet of the first attitude control engine. The fuel refueling method is similar to that of the oxidizer refueling method, and will not be described in detail here.

[0084] The attitude control power system provided in this application embodiment has a second refueling and drain valve installed on the connecting pipeline between the liquid outlet of the fuel tank and the fuel inlet of the first attitude control engine, which improves the safety of fuel refueling in the attitude control power system.

[0085] In some embodiments, the system includes a plurality of second attitude control engines;

[0086] The working fluid inlet of each of the second attitude control engines is connected to the outlet of the first heat exchanger.

[0087] Specifically, to better adjust the attitude of the launch vehicle, multiple second attitude control engines can be installed in the launch vehicle. Each second attitude control engine is located at a different radial position to provide thrust for attitude adjustment of the launch vehicle.

[0088] The working fluid inlet of each of the second attitude control engines is connected to the outlet of the first heat exchanger, allowing direct access to gaseous carbon dioxide flowing out of the first heat exchanger.

[0089] The attitude control power system provided in this application embodiment connects the working fluid inlet end of the second attitude control engine to the outlet end of the first heat exchanger, simplifying the structural design of the attitude control power system.

[0090] In some embodiments, a second heat exchanger is provided inside the pressurized gas cylinder;

[0091] The second heat exchanger is used to heat the liquid carbon dioxide inside the pressurized gas cylinder.

[0092] Specifically, a second heat exchanger can be installed inside the pressurized gas cylinder to directly heat the liquid carbon dioxide inside the cylinder, allowing the liquid carbon dioxide to be more thoroughly converted into gaseous carbon dioxide and flow out, thereby improving the utilization rate of liquid carbon dioxide.

[0093] In some embodiments, the first heat exchanger and / or the second heat exchanger is a thermal resistance wire.

[0094] Specifically, in the attitude control power system provided in the embodiments of this application, the heat exchanger can be an electric heater, such as a thermal resistance wire.

[0095] A thermal resistance wire generates heat by passing an electric current through its conductor, thus achieving a heating function. When the current through the thermal resistance wire increases, the finite resistance generated as the current flows through the conductor results in energy loss, which is converted into heat. This allows the thermal resistance wire to be used as a heating element. Thermal resistance wires are also known as heating resistance wires or electric heating wires.

[0096] For the first heat exchanger, when a thermal resistance wire is used, it can be attached to the pipe section at the outlet of the solenoid valve in a spiral winding manner. For the second heat exchanger, when a thermal resistance wire is used, it can be installed in a U-shape inside the pressurized gas cylinder, or it can be attached to the outside of the pressurized gas cylinder or the pipe section connecting the pressurized gas cylinder and the solenoid valve in a spiral winding manner.

[0097] When the power is turned on, the thermal resistance wire converts electrical energy into heat energy, providing energy for the liquid carbon dioxide to change into a gaseous state.

[0098] In the attitude control power system provided in this application embodiment, only a first heat exchanger may be provided, only a second heat exchanger may be provided, or both a first heat exchanger and a second heat exchanger may be provided simultaneously.

[0099] The attitude control power system provided in this application embodiment uses thermal resistance wires for the first heat exchanger and / or the second heat exchanger. The heating function can be realized by providing power, without the need for other heat exchange materials. This simplifies the piping design in the attitude control power system, reduces system complexity, and lightens the structural weight of the attitude control power system.

[0100] In some embodiments, an inflation valve is provided on the connecting pipeline between the outlet end of the pressurized gas cylinder and the inlet end of the solenoid valve.

[0101] The filling valve is used to add liquid carbon dioxide to the pressurized gas cylinder.

[0102] Specifically, an inflation valve can be installed on the connecting pipeline between the outlet end of the pressurized gas cylinder and the inlet end of the solenoid valve to add liquid carbon dioxide to the pressurized gas cylinder during the ground refueling stage before the launch of the carrier rocket.

[0103] In the attitude control power system provided in this application embodiment, liquid carbon dioxide is added to the pressurized gas cylinder through an inflation valve, which improves the convenience of pressurized gas filling.

[0104] Figure 2 This is the second structural schematic diagram of the attitude control power system provided in this application, as shown below. Figure 2 As shown, the attitude control propulsion system includes a pressurized gas cylinder 110, a second heat exchanger 111, a charging valve 112, a solenoid valve 120, a first heat exchanger 130, an oxidizer tank 141, a fuel tank 142, a first attitude control engine 150, a second attitude control engine 160, a first refueling and venting valve 143, a second refueling and venting valve 144, an oxidizer tank test interface 145, and a fuel tank test interface 146. The lines in the figure represent pipelines used to transfer carbon dioxide or propellant between the various devices.

[0105] This application uses an example where the first attitude control engine 150 is a bicomponent engine with a thrust of 20 N (Newtons), and the second attitude control engine 160 is a cold gas propulsion engine with a thrust of 1 N (Newtons). It is understood that the combination of the first attitude control engine and the second attitude control engine is not limited to the combination described in this application.

[0106] I. The pressurized gas cylinder 110, the filling valve 112, the solenoid valve 120, the first heat exchanger 130 / second heat exchanger 111, etc., together constitute the pressurized working fluid management module in the attitude control power system.

[0107] The main function of pressurized gas cylinders is to store carbon dioxide. In order to achieve the goal of lightweight structural design, the cylinders are filled with carbon dioxide in a high-pressure liquid state with the smallest volume structure to hold the largest mass of carbon dioxide.

[0108] The main functions of the filling valve and solenoid valve are to control the filling and locking of carbon dioxide. Carbon dioxide is filled into the gas cylinder through the filling valve, and the system's working status is actively controlled by controlling the opening and closing of the downstream solenoid valve.

[0109] The first / second heat exchanger can be implemented using thermal resistance wires. Its main function is to realize the gas / liquid phase conversion of carbon dioxide. By adding a heat exchanger in the pipeline or gas cylinder, the liquid carbon dioxide is rapidly expanded into a gaseous state by heating, which prepares for pressurization of the downstream storage tank and operation of the second attitude control engine.

[0110] II. The oxidizer tank 141, the fuel tank 142, the first refueling and venting valve 143, and the second refueling and venting valve 144 together constitute the propellant management module in the attitude control power system.

[0111] Oxidant tanks and fuel tanks can adopt various structural forms such as diaphragm tanks and piston tanks. Their main function is to store propellant and isolate the gas and liquid circuits.

[0112] The main function of the filling and draining valve is to fill the propellant and seal the tank after filling.

[0113] Among them, the oxidizer tank test interface 145 and the fuel tank test interface 146 are used to perform performance tests on the oxidizer tank and the fuel tank, respectively.

[0114] Third, the first attitude control engine 150 and the second attitude control engine 160 together constitute the power propulsion module in the attitude control power system.

[0115] The first attitude control engine uses methylhydrazine and nitrogen tetroxide as propellants, which has the advantages of fast response and high specific impulse; the second attitude control engine uses carbon dioxide as working fluid, which has the advantages of simple structure and fast response.

[0116] The working process of this attitude control power system is as follows:

[0117] Liquid carbon dioxide and propellant are added via the inflation valve and filling / draining valve, respectively, to prepare the system for operation. When the system begins operation, the solenoid valve opens and the liquid carbon dioxide is heated, converting it into a high-pressure gas that fills the downstream compartments, performs work on the propellant tank, and forces the propellant to flow to the inlet of the bicomponent engine. Simultaneously, the high-pressure gaseous carbon dioxide also flows to the inlet of the cold gas propulsion engine. By controlling the opening and closing of the bicomponent engine and the cold gas propulsion engine, the attitude control of the launch vehicle is achieved.

[0118] This system eliminates the need for components such as electric explosion valves and pressure reducing valves. It uses thermal resistance wires to exchange heat with the pressurized gas cylinder and supply pipeline, causing liquid carbon dioxide to vaporize and expand, thus performing work and achieving the purpose of pressurizing the propellant and supplying gas to the air-cooled engine.

[0119] Compared to existing technologies that use inert gases such as nitrogen or helium as propellants for pressurization and cold gas propellants, the embodiments of this application have the following advantages:

[0120] 1. With the same system structural volume, more working fluid can be filled, significantly increasing the system's total impulse.

[0121] Carbon dioxide is easily compressible and liquefied at room temperature. Under normal conditions (temperature 20℃, pressure 5.7MPa), the density of liquid carbon dioxide is approximately 0.764 g / cm³. 3 (grams per cubic centimeter). Under the same temperature and pressure, the conventional pressurizing medium used in traditional methods, such as nitrogen, has a density of only 0.06936 g / cm³. 3 In comparison, the difference in total impulse generated by the amount of propellant added can be as much as 10 times. Total impulse is the integral of rocket engine thrust over operating time. The greater the total impulse, the stronger the engine's work capacity, and the larger the rocket's payload.

[0122] 2. While significantly increasing the amount of working fluid, it can effectively reduce the structural weight of the system, lower the pressure of the high-pressure system, and improve system safety.

[0123] Utilizing the physical properties of carbon dioxide, the high-pressure system is designed to operate at a pressure not exceeding 8 MPa, and the working fluid is maintained within the normal temperature range. This allows for a significant reduction in the structural weight of the pressure vessel while ensuring its safety factor, facilitating system integration and lightweight design. If nitrogen is used to fill the system to the same density, the system pressure must reach over 60 MPa. This significantly increases the structural strength requirements for high-pressure gas components such as gas cylinders, electric explosion valves, and pressure-reducing valve pipelines, resulting in a structural weight far exceeding that of the embodiments described in this application.

[0124] 3. Using a heater instead of a pressure reducing valve for downstream pressure control reduces moving mechanical components and improves system reliability.

[0125] This application utilizes easily liquefied carbon dioxide and leverages its gas-liquid phase change properties to reduce the system's structural volume and weight. It also abandons the traditional mechanical pressure-reducing valve as a pressure-stabilizing component, instead using a heater to stabilize the working fluid. The heat exchanger has a simple principle and can be embedded in multiple locations such as gas cylinders and pipelines according to the system structure design, adapting to various structural designs, including irregular or integrated designs. Furthermore, the heat exchanger is a fixed structure, requiring no relative movement during system operation, simplifying the system and improving its reliability.

[0126] Figure 3 The structural schematic diagram of the launch vehicle provided in this application is as follows: Figure 3As shown, the launch vehicle 300 includes a rocket body 310 and an attitude control propulsion system 100 mounted on the rocket body 310.

[0127] Specifically, the launch vehicle in this application embodiment can be a small launch vehicle or a micro launch vehicle.

[0128] Because the launch vehicle incorporates the attitude control propulsion system described in the above embodiments, pressurized gas carbon dioxide is readily available, the required materials and components are relatively few, and the manufacturing and transportation processes are relatively simplified, thereby reducing the overall cost. In addition, the rocket's mass ratio is improved, enabling it to carry larger payloads, meet the launch requirements of various types of satellites, and satisfy the needs for rapid response and high-frequency missions.

[0129] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0130] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An attitude control propulsion system characterized by, It includes a pressurized gas cylinder, a solenoid valve, a first heat exchanger, a propellant tank, a first attitude control engine, and a second attitude control engine; the first attitude control engine is a single-component or dual-component engine; the second attitude control engine is a cold gas propulsion engine. The pressurized gas cylinder is used to store liquid carbon dioxide; The inlet end of the solenoid valve is connected to the outlet end of the pressurized gas cylinder, and is used to control the flow of liquid carbon dioxide from the pressurized gas cylinder; The inlet end of the first heat exchanger is connected to the outlet end of the solenoid valve for heating liquid carbon dioxide to generate gaseous carbon dioxide. The gas inlet of the propellant tank is connected to the outlet of the first heat exchanger, and the liquid outlet is connected to the propellant input of the first attitude control engine; the gaseous carbon dioxide enters the propellant tank and pushes the propellant in the propellant tank into the first attitude control engine; The working fluid input end of the second attitude control engine is connected to the outlet end of the first heat exchanger; the gaseous carbon dioxide enters the second attitude control engine and serves as the cold gas propulsion working fluid of the second attitude control engine; A second heat exchanger is installed inside the pressurized gas cylinder; The second heat exchanger is used to heat the liquid carbon dioxide in the pressurized gas cylinder; The first heat exchanger and / or the second heat exchanger are thermal resistance wires; The first heat exchanger is attached to the pipe section at the outlet of the solenoid valve by spiral winding.

2. The attitude control propulsion system of claim 1, wherein, The propellant tank includes an oxidizer tank and a fuel tank; The inlet of the oxidant storage tank is connected to the outlet of the first heat exchanger; The inlet end of the fuel tank is connected to the outlet end of the first heat exchanger.

3. The attitude control power system according to claim 2, characterized in that, The system includes multiple first attitude control engines; The oxidant inlet of each first attitude control engine is connected to the liquid outlet of the oxidant storage tank; The fuel inlet of each first attitude control engine is connected to the liquid outlet of the fuel tank.

4. The attitude control power system according to claim 2, characterized in that, A first filling and draining valve is installed on the connecting pipeline between the liquid outlet of the oxidant storage tank and the oxidant inlet of the first attitude control engine; The first filling and draining valve is used to fill the oxidant tank with oxidant.

5. The attitude control power system according to claim 2, characterized in that, A second filling and draining valve is installed on the connecting pipeline between the liquid outlet of the fuel tank and the fuel inlet of the first attitude control engine; The second filling and draining valve is used to fill the fuel tank with fuel.

6. The attitude control power system according to claim 1, characterized in that, The system includes multiple second attitude control engines; The working fluid inlet of each of the second attitude control engines is connected to the outlet of the first heat exchanger.

7. The attitude control power system according to claim 1, characterized in that, An inflation valve is installed on the connecting pipe between the outlet end of the pressurized gas cylinder and the inlet end of the solenoid valve. The inflation valve is used to add liquid carbon dioxide to the pressurized gas cylinder.

8. A launch vehicle, characterized in that, It includes the rocket body and the attitude control propulsion system as described in any one of claims 1 to 7, which is mounted on the rocket body.

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