A new energy aircraft thermal control structure and method for enhancing aerodynamic performance by using waste heat

Abstract

The application discloses a new energy aircraft thermal control structure and method for enhancing aerodynamic performance by using waste heat, and the thermal control structure comprises a battery pack, a liquid cooling pipeline, a flat heat pipe, a porous foam type engine static blade and a turbofan engine inner channel, wherein in operation, the battery pack heat is introduced into the porous foam type engine static blade, the cold air flowing through the engine inner channel is used to radiate the engine static blade, the cold air flowing through the engine inner channel is heated correspondingly, the gas is expanded by the heat, and the thrust of the engine is improved, so that the battery pack heat dissipation problem is solved, the waste heat is fully utilized, and the aircraft thermal regulation and the aerodynamic performance are improved.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of new energy aircraft, and particularly relates to a new energy aircraft thermal control structure and method for enhancing aerodynamic performance by utilizing waste heat. BACKGROUND

[0002] The new energy aircraft is the result of continuous development and evolution of a new round of scientific and technological revolution and industrial reform, and the battery, as the energy equipment of the new energy aircraft, is widely used due to its high power density, long cycle life and lightweight characteristics. However, a large amount of waste heat is generated during the operation of the battery, and if the waste heat is not discharged in time, the temperature of the battery during operation will be too high. Once the maximum temperature of the battery exceeds its safe working temperature, the battery will be degraded, the capacity will be reduced, thermal runaway and explosion will occur, and the flight performance will be affected. Therefore, the heat dissipation of the battery pack of the new energy aircraft has become a difficult problem to be solved. In addition, the aircraft needs continuous energy supply during flight. Therefore, how to solve the heat dissipation problem while reducing energy waste and utilizing the waste heat is crucial to improve the performance of the new energy aircraft.

[0003] At present, the conventional heat dissipation technology of the energy equipment of the aircraft mainly includes forced air cooling or liquid cooling methods, such as introducing external air flow into the holes on the surface of the aircraft to forcibly convect and dissipate heat from the battery pack, adding a water-cooled heat sink to the battery pack and exchanging heat with the external environment. However, the opening of holes on the surface of the aircraft will disturb the flow field on the surface of the aircraft, resulting in a loss of aerodynamic performance of the aircraft. The method of exchanging heat with the external environment will increase the thermal characteristics of the aircraft, which is not conducive to the thermal stealth of the aircraft.

[0004] In summary, how to solve the heat dissipation problem of the aircraft while reducing energy waste and utilizing the waste heat is the key to improving the performance of the new energy aircraft. SUMMARY

[0005] In order to solve the problems existing in the prior art, the application provides a new energy aircraft thermal control structure and method for enhancing aerodynamic performance by utilizing waste heat. The heat of the battery pack is introduced into the porous foam type engine static blade, the cold air flowing through the engine inner channel is used to dissipate heat from the engine static blade, the corresponding cold air flowing through the engine inner channel is heated, the gas is expanded by heating, and the thrust of the engine is improved, so that the heat dissipation problem of the battery pack is solved, the waste heat is fully utilized, and the thermal regulation and aerodynamic performance of the aircraft are improved.

[0006] The technical scheme of the application is as follows:

[0007] A new energy aircraft thermal control structure for enhancing aerodynamic performance by utilizing waste heat, comprising a battery pack 1, a liquid cooling pipe 2, a flat heat pipe 3, a porous foam type engine static blade 4 and a turbofan engine inner channel 5.

[0008] The liquid cooling pipeline 2 connects the battery pack 1 and the flat heat pipe 3, and the heat generated by the battery pack 1 is introduced into the flat heat pipe 3 through the cooling liquid;

[0009] The flat heat pipe 3 is installed in the porous foam type engine vane 4, and the heat brought out by the cooling liquid in the liquid cooling pipeline 2 is quickly and uniformly conducted to the engine vane through the flat heat pipe 3;

[0010] The porous foam type engine vane 4 utilizes the cold air in the duct to dissipate heat, and at the same time, the heat from the battery pack 1 is used to heat the cold air flow in the inner duct, which is similar to the "combustion chamber" structure, and the air in the inner duct is heated and expanded, thereby improving the thrust of the turbofan engine.

[0011] Further, the liquid cooling pipeline 2 is arranged from the battery pack 1, through the inside of the fuselage to the turbofan engine area, and then branched and connected into multiple turbofan engine housings, and then rotated around the vane area for several turns in each turbofan engine housing, and then passed out of the engine housing and returned to the battery pack 1.

[0012] Further, the liquid cooling pipeline 2 adopts a combination of round pipes and flat tubes, wherein the flat tube form is adopted inside the turbofan engine housing, and the contact area between the liquid cooling pipe and the flat heat pipe 3 is increased by the flat tube form to increase the heat export efficiency.

[0013] Further, the flat tube inside the turbofan engine housing takes the midpoint of the engine rotating shaft vane area as the center, and the thickness is 1mm.

[0014] Further, the flat heat pipe 3 adopts a T-shaped heat pipe, wherein the bottom of the T-shaped heat pipe is fixed on the inner side of the flat tube inside the turbofan engine housing by a high-thermal-conductivity adhesive, and the front end of the T-shaped heat pipe is arranged in the engine vane.

[0015] Further, the bottom of the T-shaped heat pipe takes the midpoint of the engine rotating shaft vane area as the center, and the thickness is 1mm; and the front end of the T-shaped heat pipe is obtained by torsional stretching of a rectangular plate-shaped structure along the vane axis.

[0016] Further, the porous foam type engine vane 4 adopts a porous foam type carbon material, and the heat dissipation capacity and the overall heat transfer efficiency of the machine are improved by increasing the contact area between the vane and the air in the duct.

[0017] The application also provides a new energy aircraft thermal control method for enhancing aerodynamic performance by using waste heat, which comprises the following steps:

[0018] Step 1: The battery pack 1 generates waste heat during operation, the cooling liquid dissipates heat from the battery pack 1 and exports the waste heat, and the waste heat is introduced into the bottom of the flat heat pipe 3 when flowing through the turbofan engine housing through the liquid cooling pipeline 2;

[0019] Step 2: The flat heat pipe 3 conducts heat evenly into the porous foam type engine static blade 4, and the porous foam type engine static blade 4 is cooled by the cold air flow in the turbofan engine inner channel 5;

[0020] Step 3: The cold air flow in the turbofan engine inner channel 5 passing through the porous foam type engine static blade 4 is heated and expanded to increase the thrust of the turbofan engine;

[0021] Step 4: The cooling liquid flowing through the cooling liquid pipe 2 is cooled in the cooling liquid pipe 2 and flows back to the battery pack 1 to recool the battery pack 1.

[0022] Advantages

[0023] The new energy aircraft thermal control system and method provided by the application realizes efficient use of energy, solves the problem of heat dissipation, improves the thrust and thermal stealth performance of the aircraft, and enhances the endurance of the aircraft. The new energy aircraft thermal control system and method has the advantages of strong universality, super-long space-time energy self-sustaining, cross-regional heat regulation in the aircraft body, and large-scale equipment, and can provide a new solution for efficient use of fuel cells in the field of new energy aircrafts in China. BRIEF DESCRIPTION OF DRAWINGS

[0024] The above and / or additional aspects and advantages of the application will become apparent and more readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

[0025] Figure 1 is a schematic diagram of a new energy aircraft thermal control structure;

[0026] Figure 2 is a schematic diagram of a thermal control structure at a ducted fan engine;

[0027] Figure 3 is a schematic diagram of a porous foam type engine static blade;

[0028] Figure 4 is a graph of engine thrust varying with rotation speed;

[0029] Figure 5 is a graph of engine thrust varying with cruising speed;

[0030] Legend,

[0031] 1-battery pack, 2-liquid cooling pipe, 3-flat heat pipe, 4-porous foam type engine static blade, 5-turbofan engine inner channel. DETAILED DESCRIPTION

[0032] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings. It should be understood that the specific embodiments described herein are merely intended to explain the present application and not to limit the present application.

[0033] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In the description of the present application, the terms "first", "second" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0034] As shown in Figures 1 to 3 The present application proposes a new energy aircraft thermal control structure for enhancing aerodynamic performance by using waste heat, which comprises a battery pack 1, a liquid cooling pipe 2, a flat heat pipe 3, a porous foam type engine static blade 4 and a turbofan engine inner channel 5.

[0035] The liquid cooling pipe 2 connects the battery pack 1 and the flat heat pipe 3, and introduces the heat generated by the battery pack 1 into the flat heat pipe 3 through the cooling liquid; the liquid cooling pipe 2 is arranged from the battery pack 1, through the inside of the fuselage to the turbofan engine area, then branches and connects into multiple turbofan engine housings, and after rotating several turns around the static blade area in each turbofan engine housing, it passes out of the engine housing and returns to the battery pack 1; and the liquid cooling pipe 2 adopts a combination of round pipes and flat tubes, wherein the flat tube form is adopted inside the turbofan engine housing, the contact area between the liquid cooling pipe and the flat heat pipe 3 is increased by the flat tube form to increase the heat export efficiency, and the flat tube inside the turbofan engine housing takes the midpoint of the engine rotating shaft static blade area as the center and has a thickness of 1mm.

[0036] The flat heat pipe 3 is installed in the porous foam type engine static blade 4, and the heat brought out by the cooling liquid in the liquid cooling pipe 2 is quickly and uniformly conducted to the engine static blade through the flat heat pipe 3; the flat heat pipe 3 adopts a T-shaped heat pipe, wherein the bottom of the T-shaped heat pipe takes the midpoint of the engine rotating shaft static blade area as the center and has a thickness of 1mm, and is fixed on the inner side of the flat tube inside the turbofan engine housing by a high thermal conductivity adhesive, and is tightly squeezed during the fixing process to remove the air bubbles mixed during the bonding process, so as to avoid the influence of air bubbles on the heat conduction effect; the front end of the T-shaped heat pipe is obtained by twisting and stretching along the static blade axis through a rectangular plate structure, and is arranged in the engine static blade.

[0037] The porous foam engine stator 4 is made of carbon material, and the cold air flow in the duct is used for heat dissipation, and the heat from the battery pack 1 is used for heating the cold air flow in the inner duct, which is similar to the "combustion chamber" structure, and the air in the inner duct is heated and expanded to increase the thrust of the turbofan engine.

[0038] The application also provides a new energy aircraft thermal control method for enhancing aerodynamic performance by using waste heat, comprising the following steps:

[0039] Step 1: The battery pack 1 generates waste heat, the cooling liquid cools the battery pack 1 and conducts the waste heat out, and the waste heat is introduced into the bottom of the flat heat pipe 3 when flowing through the outer shell of the turbofan engine via the liquid cooling pipeline 2;

[0040] Step 2: The flat heat pipe 3 uniformly conducts heat to the porous foam engine stator 4, and the cold air flow in the inner duct 5 of the turbofan engine is used for heat dissipation of the porous foam engine stator 4;

[0041] Step 3: The cold air flow in the inner duct 5 of the turbofan engine flowing through the porous foam engine stator 4 is heated and expanded to increase the thrust of the turbofan engine;

[0042] Step 4: The cooled cooling liquid flowing through the outer shell of the turbofan engine flows back to the battery pack 1 via the liquid cooling pipeline 2 to recool the battery pack 1.

[0043] As shown in Figure 4 , the fluid parameters adopt the environmental parameters at an altitude of 8000m, and when the cruising speed is 50m / s, the working state of the thermal control structure under different rotating speeds of the turbofan engine is simulated, and the results show that the thermal control structure helps to increase the thrust of the engine, and the heat dissipation power of the battery pack gradually increases with the increase of the rotating speed of the turbofan engine. Compared with the case without thermal control structure, when the rotating speed of the turbofan engine increases from 4000rpm to 8000rpm, the heat dissipation power gradually increases from 166.00kW to 375.23kW, and the increased thrust ratio gradually changes from 12.7% to 2.22%.

[0044] As shown in Figure 5 , the fluid parameters adopt the environmental parameters at an altitude of 8000m, and when the rotating speed of the turbofan engine is 5000rpm, the working state of the thermal control structure under different cruising speeds of the turbofan engine is simulated, and the results show that the thermal control structure helps to increase the thrust of the engine, but the heat dissipation power of the battery pack gradually decreases with the increase of the cruising speed. Compared with the case without thermal control structure, when the cruising speed increases from 50m / s to 100m / s, the heat dissipation power gradually decreases from 270.96kW to 191.17kW, and the increased thrust ratio gradually changes from 1.04% to 16.53%.

[0045] It can be seen from the examples that the thermal control structure can steadily increase the thrust of the engine, but the proportion of the increase in the thrust is affected by the turbofan engine speed and the cruising speed. When the turbofan engine speed gradually increases, the pressure drop proportion through the porous foam engine stator gradually increases, resulting in a gradually decreasing proportion of the increase in the engine thrust; when the cruising speed gradually increases, the pressure drop proportion through the porous foam engine stator gradually decreases, resulting in a gradually increasing proportion of the increase in the engine thrust. The examples also show that the thermal control structure can strengthen the heat dissipation power of the battery pack under different speeds and different cruising speeds and the like. The thermal control structure can solve the battery pack heat dissipation problem and fully utilize the waste heat, thereby improving the thermal regulation and aerodynamic performance of the aircraft.

[0046] Although the embodiments of the present application have been shown and described above, it should be understood by those skilled in the art that the above examples are exemplary and should not be construed as limiting the present application, and those skilled in the art can make changes, modifications, replacements and deformations to the above examples within the scope of the present application without departing from the principles and purposes of the present application.

Claims

1. A thermal control structure for a new energy aircraft that utilizes waste heat to enhance aerodynamic performance, characterized by: It includes a battery pack (1), a liquid cooling pipe (2), a flat heat pipe (3), a porous foam type engine stator blade (4) and a turbofan engine inner duct (5); The liquid cooling pipeline (2) connects the battery pack (1) and the flat heat pipe (3), and introduces heat generated by the battery pack (1) into the flat heat pipe (3) through the cooling liquid; The flat heat pipe (3) is installed in the porous foam type engine stator (4), and the heat brought out by the coolant in the liquid cooling pipeline (2) is quickly and evenly conducted to the engine stator through the flat heat pipe (3); The flat heat pipe (3) is a T-shaped heat pipe, wherein the bottom of the T-shaped heat pipe is fixed to the inner side of the flat pipe inside the turbofan engine casing by a high thermal conductivity adhesive, and the front end of the T-shaped heat pipe is arranged inside the engine stator blade; The porous foam type engine stator (4) utilizes the cold air flow in the duct to dissipate heat, and simultaneously utilizes the heat from the battery pack (1) to heat the cold air flow in the inner duct, similar to a "combustion chamber" structure. The air in the inner duct expands after being heated, thereby increasing the thrust of the turbofan engine.

2. The thermal control structure for a new energy aircraft utilizing waste heat to enhance aerodynamic performance according to claim 1, characterized in that: The liquid cooling pipeline (2) is arranged starting from the battery pack (1), passing through the interior of the fuselage to the turbofan engine area, and then branching and connecting in parallel to enter multiple turbofan engine casings. In each turbofan engine casing, it rotates around the area where the stator blades are located for several cycles, then passes through the engine casing and returns to the battery pack (1).

3. A new energy aircraft thermal control structure for enhancing aerodynamic performance by utilizing waste heat according to claim 1 or 2, characterized in that: The liquid cooling pipeline (2) adopts the form of a combination of a round tube and a flat tube, wherein the flat tube form is adopted inside the turbofan engine casing, and the flat tube form increases the contact area between the liquid cooling tube and the flat heat pipe (3) to increase the heat extraction efficiency.

4. The thermal control structure for a new energy aircraft utilizing waste heat to enhance aerodynamic performance according to claim 3, characterized in that: The flat tube inside the turbofan engine casing has a thickness of 1mm and takes the midpoint of the stator blade area of ​​the engine's rotating shaft as its center.

5. The thermal control structure for a new energy aircraft utilizing waste heat to enhance aerodynamic performance according to claim 1, characterized in that: The bottom of the T-shaped heat pipe is centered at the midpoint of the engine rotating shaft stator blade area and has a thickness of 1 mm; The front end of the T-shaped heat pipe is obtained by twisting and stretching a rectangular plate structure along the axial direction of the stationary blade.

6. The thermal control structure for a new energy aircraft utilizing waste heat to enhance aerodynamic performance according to claim 1, characterized in that: The porous foam type engine stator blade (4) adopts a porous foam type carbon material, and increases the heat dissipation capacity and the heat transfer efficiency of the whole machine by increasing the contact area between the stator blade and the air in the duct.

7. A thermal control method for a new energy aircraft that utilizes waste heat to enhance aerodynamic performance, characterized in that: The following steps are involved: Step 1: The battery pack (1) generates waste heat during operation, and the coolant dissipates the heat from the battery pack (1) and conducts the waste heat out. The waste heat is introduced into the bottom of the flat heat pipe (3) when flowing through the turbofan engine casing via the liquid cooling pipe (2); Step 2: The flat heat pipe (3) evenly conducts heat to the porous foam type engine stator blade (4), and the cold airflow flowing through the turbofan engine inner duct (5) dissipates heat from the porous foam type engine stator blade (4); Step 3: The cold airflow flowing through the porous foam type engine stator blade (4) in the turbofan engine inner duct (5) is heated and expanded to increase the thrust of the turbofan engine; Step 4: The coolant that has been cooled by the turbofan engine casing flows back to the battery pack (1) through the liquid cooling pipe (2) to cool the battery pack (1) again.

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