A high-speed aircraft control surface self-suction integrated thermal control design method

Abstract

The application relates to a high-speed aircraft control surface self-suction integrated thermal control design method. The high-speed aircraft control surface self-suction integrated thermal control system is designed through the method, and the system comprises a cooling channel arranged at the bottom end of the control surface and a self-suction cooling assembly arranged in a fuselage; the cooling channel is communicated with the self-suction cooling assembly, there is a gap between the fuselage and the bottom end of the control surface, and the cooling channel is provided with an exhaust port towards the gap; a cooling working medium is arranged in the self-suction cooling assembly, heat conducted by the control surface is absorbed through the self-suction cooling assembly, the cooling working medium is caused to change phase, the phase-changed cooling working medium enters the cooling channel, and is discharged to the gap through the exhaust port. The application combines the phase change and active thermal control technology, uses the heat generated in the flight process to drive the phase change of the cooling working medium, generates a pressure difference of the cooling working medium flow heat exchange, and thus effectively controls the local high heat flow area and temperature sensitive area of the root of the high-speed aircraft control surface, a connecting piece and the like.

Description

Technical Field

[0001] This application relates to the field of thermal protection technology for high-speed aircraft, and in particular to a self-suction integrated thermal control design method for the control surface of a high-speed aircraft. Background Technology

[0002] Faster flight speeds and longer flight times have always been goals pursued in the design of aircraft and spacecraft. However, with the increase in flight speed and flight time, the heating effect caused by air compression and surface friction leads to a sharp rise in the surface temperature of the aircraft, especially in special locations where heat loads are concentrated, such as the nose, the leading edge of the wing / rudder control system, and the gaps at the wing / body / engine junctions. How to effectively prevent the transfer and accumulation of heat through thermal protection / control design, thereby ensuring the structural safety of the aircraft and the normal operation of the electronic equipment inside the cabin, is of paramount importance.

[0003] For a long time, spacecraft and high-speed aircraft control surfaces have mostly adopted passive thermal protection, relying primarily on the thermal / mechanical properties of thermal protection materials to resist external heating. However, limited by the inherent properties of these materials, especially with increasing flight speed and time, simply improving the properties and increasing the thickness of the thermal protection materials is insufficient to meet the design requirements for thermal protection against high heat flux and long-term heat accumulation. The newly emerging active thermal management is a more promising method for aircraft thermal protection. The effective operating time of active thermal protection is generally proportional to the mass of coolant, and the introduction of phase change technology can improve the heat transfer performance of the thermal protection structure / device. However, for the servo system included in the control surface, which contains multiple drive, control, and actuator devices with limited internal design space, conventional active thermal protection requires a large amount of coolant and pumping equipment, making it clearly incompatible with the wing / rudder system structure. Summary of the Invention

[0004] Therefore, it is necessary to provide a self-suction integrated thermal control design method for the control surface of a high-speed aircraft that can effectively control local high heat flux regions and temperature-sensitive regions, in order to address the above-mentioned technical problems.

[0005] A design method for a self-extraction integrated thermal control system for a high-speed aircraft control surface is provided. The method designs a self-extraction integrated thermal control system for a high-speed aircraft control surface. The system includes a cooling channel disposed at the bottom of the control surface and a self-extraction cooling component disposed within the fuselage.

[0006] The cooling channel is connected to the self-suction cooling assembly, and there is a gap between the body and the bottom of the control surface. The cooling channel has an exhaust port facing the gap.

[0007] The self-suction cooling assembly contains a cooling medium. The self-suction cooling assembly absorbs the heat conducted by the control surface, causing the cooling medium to undergo a phase change. The phase-changed cooling medium enters the cooling channel and is discharged to the gap through the exhaust port.

[0008] Furthermore, the self-suction cooling assembly is connected to the bottom of the control surface via a connector;

[0009] The connector has a concave cavity structure, and the self-suction cooling assembly is placed in the concave cavity.

[0010] Furthermore, a temperature-sensitive device is installed inside the body, and the connector is connected to the temperature-sensitive device.

[0011] Furthermore, the self-suction cooling assembly includes: a sweating cooling end communicating with the cooling channel; and below the sweating cooling end, a porous medium storage box and a cooling working fluid storage box are arranged in sequence.

[0012] The porous medium storage box is filled with porous medium, and the cooling medium storage box stores the cooling medium.

[0013] The cooling medium storage tank is provided with a porous liquid-absorbing core at one end facing the porous medium storage tank, and the porous liquid-absorbing core extends towards the porous medium storage tank and is connected to the sweating cooling end.

[0014] Furthermore, the porous absorbent core is made of a hydrophilic porous metal or porous ceramic material.

[0015] Furthermore, the pore diameter of the porous liquid-absorbing core is 10-300 micrometers.

[0016] Furthermore, the porous liquid-absorbing core connected to the sweating and cooling end is one or more.

[0017] Furthermore, the porous liquid-absorbing core connected to the sweating and cooling end is arranged in an inverted cup shape.

[0018] Furthermore, the porous medium is a lightweight porous thermal insulation felt.

[0019] Furthermore, the diameter of the exhaust port is 1-2 mm.

[0020] Compared with existing technologies, the self-suction integrated thermal control design method for high-speed aircraft control surfaces proposed in this application has the following advantages:

[0021] 1. Combining phase change and active thermal control technologies, the heat generated during flight drives the phase change of the cooling medium, generating a pressure difference for heat exchange in the cooling medium flow, thereby effectively controlling the local high heat flow areas and temperature-sensitive areas such as the root of the control surface and connecting parts of the high-speed aircraft.

[0022] 2. The self-suction cooling component provides capillary suction, which enables the cooling medium to be self-suctioned and self-adaptive. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of a high-speed aircraft control surface self-suction integrated thermal control system in one embodiment.

[0024] Explanation of reference numerals in the attached figures:

[0025] 1. Control surface, 2. Body, 3. Connector, 4. Temperature-sensitive device, 5. Cooling medium storage tank, 51. Cooling medium, 6. Porous liquid suction core, 7. Porous medium storage tank, 71. Porous medium, 8. Sweating cooling end, 9. Cooling channel, 10. Exhaust port, 11. High-speed inflow. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0027] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0028] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly and specifically defined.

[0029] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0030] Understandably, in order to make use of the limited design space within the servo system, this application combines the advantages of phase change-active thermal control technology to design a high-speed aircraft control surface self-extraction integrated thermal control system. The system absorbs heat through the cooling medium of the self-extraction cooling component, thereby causing a phase change in the cooling medium, which in turn removes the heat conducted by the control surface and finally discharges it through the exhaust port. This effectively controls the local high heat flow areas and temperature-sensitive areas such as the root of the control surface and connecting parts, and provides effective thermal protection for the wing / rudder control surface structure during high-speed flight.

[0031] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0032] See Figure 1 The high-speed aircraft control surface self-extraction integrated thermal control system provided in this embodiment includes: a cooling channel 9 disposed at the bottom of the control surface 1, and a self-extraction cooling component disposed in the fuselage 2; the cooling channel 9 is connected to the self-extraction cooling component, and there is a gap between the fuselage 2 and the bottom of the control surface 1, with an exhaust port 10 opened in the cooling channel 9 facing the gap; a cooling medium 51 is disposed in the self-extraction cooling component, and the cooling medium 51 undergoes a phase change by absorbing the heat conducted by the control surface 1 through the self-extraction cooling component, and the phase-change cooling medium 51 enters the cooling channel 9 and is discharged to the gap through the exhaust port 10.

[0033] Specifically, the cooling channel 9 can be a series serpentine coil structure or a rod-shaped hollow structure, preferably a series serpentine coil structure. This structure occupies less space while achieving a more uniform fluid distribution, avoiding localized temperature differences, and providing greater heat exchange efficiency. The cooling channel 9 is arranged parallel to the bottom end of the control surface 1. One section of it is connected to the self-suction cooling assembly, and the other section is set as an exhaust port 10. The exhaust port 10 can be a series of spaced through holes or a long, narrow groove structure. The phase-change cooling medium 51 flows from the exhaust port 10 to the high-heat area of ​​the gap, thereby cooling the gap area.

[0034] The self-suction cooling assembly is connected to the bottom of the control surface 1 via a connector 3. The connector 3 is a concave cavity structure, open at the top and sealed around the sides and bottom. The self-suction cooling assembly is placed within this cavity. The upper end of this cavity structure passes through the body 2 and connects to the control surface 1. Inside the body 2, a temperature-sensitive device 4 is installed. The connector 3 is connected to the temperature-sensitive device 4; specifically, the outer surface near the concave end of the connector 3 is in contact with the surface of the temperature-sensitive device 4. The temperature-sensitive device 4 is mainly used to drive the control surface 1 to rotate. Through the action of the temperature-sensitive device 4, torque is transmitted to the control surface 1 via the connector 3, causing the control surface 1 to rotate. Heat from the control surface 1 is transferred to the temperature-sensitive device 4 via the connector 3. Therefore, the connector 3 plays the role of transmitting force and thermal load, and is the main object to be cooled in this application. It is worth noting that the connection method between the connector 3 and the control surface 1 can be welding, threaded connection, or snap-fit ​​connection, depending on the requirements.

[0035] The self-suction cooling assembly includes a sweating cooling end 8 connected to the cooling channel 9, and a porous media storage box and a cooling medium storage box sequentially disposed below the sweating cooling end 8. The porous media storage box 7 is filled with porous media 71, and the cooling medium storage box 5 stores cooling medium 51. The cooling medium storage box 5 has a porous liquid-absorbing core 6 arranged circumferentially, and the porous liquid-absorbing core 6 extends towards the porous media storage box 7 and connects to the sweating cooling end 8.

[0036] In other words, within the concave structure of connector 3, from top to bottom, are the sweating cooling end 8, the porous medium storage tank 7, and the cooling medium storage tank 5. A porous liquid-absorbing core 6 is arranged circumferentially in the cooling medium storage tank 5, allowing the cooling medium 51 to be "self-drawn" by the porous liquid-absorbing core 6. The porous liquid-absorbing core 6 arranged circumferentially in the cooling medium storage tank 5 can be a fully enclosed structure or a semi-enclosed structure. When it is a semi-enclosed structure, the porous liquid-absorbing core 6 is not provided on the bottom surface, but only on the sides and top surface.

[0037] On the top surface of the cooling medium storage tank 5, that is, the side facing the porous medium storage tank 7, a porous liquid-absorbing core 6 is vertically arranged and extends to the sweating cooling end 8, so that the cooling medium 51 in the cooling medium storage tank 5 can flow along the vertical porous liquid-absorbing core 6 to the sweating cooling end 8. More specifically, the porous liquid-absorbing core 6 connected to the sweating cooling end 8 is arranged in an inverted cup shape. The inverted cup shape can increase the adsorption surface area and provide higher liquid absorption efficiency. The number of cores is set to one or more depending on the situation. When more than one porous liquid-absorbing core 6 is connected to the sweating cooling end 8, multiple porous liquid-absorbing cores 6 can adsorb the cooling medium 51 in parallel, further improving the adsorption capacity of the cooling medium 51, enhancing the cooling effect, and when one porous liquid-absorbing core 6 fails, the other porous liquid-absorbing cores 6 can still work normally, ensuring the stable operation of the entire system and improving the robustness of the system. On the other hand, each porous wick 6 can be selected with different pore sizes depending on the situation, and their arrangement can also be flexibly combined, such as equal rows and columns, cross arrangement, and ring array arrangement, to meet the cooling requirements of different scenarios. In this embodiment, one wick is shown; its pore diameter is preferably 10-300 micrometers; it can be made of hydrophilic porous metal or porous ceramic material, preferably hydrophilic porous metal material. The sweating cooling end 8 has a plate-like structure and is made of the same material as the porous wick 6.

[0038] The porous medium 71 filled in the porous medium storage tank 7 is preferably made of lightweight porous thermal insulation felt, which serves as the carrier for storing the cooling medium 51. The lightweight porous thermal insulation felt has a porosity of 85-90% and a thermal conductivity of 0.02-0.06 kW / m. 2 .

[0039] The cooling medium 51 stored in the cooling medium storage tank 5 is generally a liquid material capable of phase change and with high latent heat, such as ammonia, hydrofluorocarbons, liquid water, etc., with liquid water being preferred. After absorbing heat, the liquid water changes from a liquid phase to a vapor phase, thereby carrying away heat.

[0040] The exhaust port of the cooling channel 9 located at the bottom of the control surface 1 can be an elliptical hole, a circular hole or a polygonal hole, preferably a circular hole, and when it is a circular hole, its diameter is 1-2 mm.

[0041] During operation, the aircraft flies at high speed. The aerodynamic heating generated by the air compression and friction caused by the high-speed incoming airflow 11 is transferred to the connector 3 via the control surface 1. The temperature of the connector 3 gradually increases from top to bottom, and the heat is first conducted to the porous medium storage tank 7. The porous medium 71 in the porous medium storage tank 7 stores the cooling medium 51. The cooling medium 51 begins to absorb heat and undergo a phase change, reducing the temperature of the connector 3. As the heat gradually penetrates, the cooling medium 51 stored in the porous medium 7 gradually vaporizes, and the pressure inside the connector 3 increases. Under the action of the pressure difference, the two-phase fluids undergo convective heat transfer within the porous structure, and then flow from the evaporating cooling end 8 to the cooling channel 9. As flight speed increases, heat accumulation causes the cooling medium 51 stored in the porous medium 7 to gradually dry out. The cooling medium 51 in the cooling medium storage tank 5 is adsorbed by the porous wick 6 and, under the influence of capillary suction and pressure difference, flows along the porous wick 6 towards the sweating cooling end 8. During the "suction" process, the porous wick 6 further diffuses within the porous medium 71 and further vaporizes near the hot end. In this process, all vaporized cooling medium 51 is discharged into the gap area through the exhaust port 10 of the cooling channel 9, thereby improving the thermal environment of the gap area and providing thermal protection for the root of the control surface and the exposed area of ​​the connector.

[0042] Compared to existing technologies, the beneficial effects of this application include at least the following:

[0043] 1. The concept of aerodynamic heat as a power source is introduced into the design of a self-suction integrated thermal control system. The heat generated drives the phase change of the cooling working fluid, thus generating a pressure difference for heat exchange in the cooling working fluid.

[0044] 2. The cooling scheme makes full use of the sensible and latent heat of liquid water and takes full advantage of the high efficiency of convective heat transfer.

[0045] 3. The porous wick provides capillary suction, enabling self-suction and self-adaptation of the cooling medium in the tank.

[0046] 4. Lightweight porous insulation felt has strong hydrophilicity, which can adsorb and store the cooling working fluid, effectively avoiding the problem of excessive boiling caused by excessive heat flow. At the same time, its lightweight and high thermal resistance characteristics effectively reduce heat conduction and reduce the overall weight.

[0047] 5. By reducing the cooling pressure drive device within the limited space of the aircraft, the overall design of the aircraft has been optimized, providing a safe and reliable thermal environment for the effective operation of the servo mechanism.

[0048] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0049] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A self-suction integrated thermal control design method for the control surfaces of a high-speed aircraft, characterized in that, The method described above is used to design a self-suction integrated thermal control system for the control surface of a high-speed aircraft. The system includes a cooling channel located at the bottom of the control surface and a self-suction cooling assembly located inside the fuselage. The self-suction cooling assembly is connected to the bottom of the control surface via a connector. A temperature-sensitive device is installed inside the body. The connector is connected to the temperature-sensitive device. The temperature-sensitive device is used to drive the control surface to rotate. The connector is used to transmit force and thermal load. The cooling channel is connected to the self-suction cooling assembly, and there is a gap between the body and the bottom of the control surface. The cooling channel has an exhaust port facing the gap. The self-suction cooling assembly contains a cooling medium. The self-suction cooling assembly absorbs the heat conducted by the control surface, causing the cooling medium to undergo a phase change. The phase-change cooling medium enters the cooling channel and is discharged to the gap through the exhaust port. The phase-change cooling medium flows from the exhaust port to the high-heat area of ​​the gap, thereby cooling the gap area.

2. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 1, characterized in that, The self-suction cooling assembly is connected to the bottom of the control surface via a connector; The connector has a concave cavity structure, and the self-suction cooling assembly is placed in the concave cavity.

3. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 2, characterized in that, A temperature-sensitive device is installed inside the body, and the connector is connected to the temperature-sensitive device.

4. A self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to any one of claims 1 to 3, characterized in that, The self-suction cooling assembly includes: a sweating cooling end connected to the cooling channel, and a porous medium storage box and a cooling working fluid storage box arranged sequentially below the sweating cooling end; The porous medium storage box is filled with porous medium, and the cooling medium storage box stores the cooling medium. The cooling medium storage tank is provided with a porous liquid-absorbing core along the circumference, and the porous liquid-absorbing core extends towards the porous medium storage tank and is connected to the sweating cooling end.

5. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 4, characterized in that, The porous liquid-absorbing core is made of hydrophilic porous metal or porous ceramic material.

6. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 5, characterized in that, The porous liquid-absorbing core has a pore diameter of 10-300 micrometers.

7. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 6, characterized in that, There is one or more porous liquid-absorbing cores connected to the sweating and cooling end.

8. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 7, characterized in that, The porous liquid-absorbing core connected to the sweating and cooling end is arranged in an inverted cup shape.

9. The self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to claim 4, characterized in that, The porous medium is a lightweight porous thermal insulation felt.

10. A self-suction integrated thermal control design method for control surfaces of a high-speed aircraft according to any one of claims 1 to 3, characterized in that, The diameter of the exhaust port is 1-2 mm.

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