Aircraft heat exchanger core
By setting up a reduced cavity in the rib sheet of the heatinger core of the aircraft, the problem of large weight of the 3D printing and manufacturing ribs was solved, and the lightweight and heat exchange efficiency of the aircraft was achieved.
Patent Information
- Application Number
- CN202411451755.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-17
- Publication Date
- 2025-01-28
- Estimated Expiration
- 2044-10-17
AI Technical Summary
The core ribs of the aircraft heat exchanger manufactured by 3D printing are relatively large, resulting in an increase in the burden on the aircraft.
The cross -section of the ribs is a spindle -shaped blade structure, and the heavy cavity is set inside the rib to reduce weight.
Through the setting of heavy cavity, the problem of insufficient ribs is solved, and the weight increase is avoided, and the lightweight of the aircraft is achieved.
Smart Images
Figure CN118960436B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of heat exchange, and in particular to an aircraft heat exchanger core. Background Art
[0002] Heat exchangers, also known as heat exchangers, can transfer part of the heat of hot fluid to cold fluid and are widely used in thermal management systems in aircraft. Among them, plate-fin heat exchangers are one of the most widely used types of heat exchangers in aircraft, with the characteristics of high heat exchange efficiency, low heat loss, compact structure, and easy installation. In order to adapt to the special-shaped installation space of the aircraft and improve space utilization, it is necessary to design the aircraft heat exchanger core into a corresponding special-shaped structure. The sizes of the parts of each layer of the aircraft heat exchanger core with a special structure are different. If the traditional manufacturing process is used, the number of parts required is large, the specifications are numerous, and the process is complex, the molding is difficult, the processing cycle is long, and the production cost is high. Therefore, it is possible to consider using additive manufacturing one-piece molding technology (i.e., 3D printing technology) to realize the manufacturing of aircraft heat exchanger cores with special structures.
[0003] The fins are important components for achieving heat exchange in the aircraft heat exchanger core. In the process of manufacturing the aircraft heat exchanger core through 3D printing technology, the fins cannot be too thin, otherwise the fins manufactured through 3D printing technology will not be strong enough. But at the same time, if the fins are thicker, they will lead to a heavier weight, which will cause a greater flight burden for the aircraft. Summary of the invention
[0004] In order to solve the problem that the fins manufactured by 3D printing are heavy, the present invention provides an aircraft heat exchanger core, comprising:
[0005] A first heat exchange unit, the first heat exchange unit comprising a partition and a first flow channel; a plurality of the partitions are arranged in sequence and at intervals; the length of the partition on one side of the first heat exchange unit is less than the length of the partition on the other side; the first flow channel penetrates the partition along the length direction of the partition;
[0006] The second heat exchange unit comprises a second flow channel and ribs; the ribs comprise a rib body and a weight reduction cavity; the weight reduction cavity is a cavity arranged in the rib body; a plurality of the rib bodies are arranged between two adjacent partitions at intervals; the rib bodies are respectively fixedly connected to one side of two adjacent partitions; the cross-sectional width of the rib body gradually decreases from the middle position of its cross-sectional length toward both sides; the rib body and the partition surround to form the second flow channel.
[0007] In some embodiments, min(A)≤0.5 mm, max(A)≤5*min(A), wherein A is the cross-sectional width of the rib.
[0008] In some embodiments, 2*min(A)≤max(B)<max(A), where B is the cross-sectional width of the lightening cavity.
[0009] In some embodiments, 2*max(A)≤C≤D, wherein C is the spacing distance between two adjacent ribs, and D is the width of the partition.
[0010] In some embodiments, 20*min(A)≤E≤100*min(A), wherein E is the cross-sectional length of the rib.
[0011] In some embodiments, a plurality of the ribs are spaced apart in a row in the length direction of the partition, and a plurality of rows of the ribs are spaced apart in the width direction of the partition; among the ribs in two adjacent rows, one rib in one row is arranged in the area between two adjacent ribs in the other row; the ribs in the same row are arranged in parallel; and the angle between the ribs in two adjacent rows is greater than 90°.
[0012] In some embodiments, the rib further includes a vent hole; the vent hole is disposed on one side of the rib body; and the weight reduction cavity is connected to the second flow channel through the vent hole.
[0013] In some embodiments, the first heat exchange unit further includes a protrusion; one end of the protrusion is fixedly connected to the inner wall of the first flow channel, and the other end extends in a direction away from the inner wall of the first flow channel; the protrusion array is distributed in the first flow channel.
[0014] In some embodiments, the cross-sectional width of the protrusion gradually decreases from the middle position of its cross-sectional length toward both sides; the protrusion is connected to the inner wall of the first flow channel in a smooth transition.
[0015] In some embodiments, the aircraft heat exchanger core also includes a shell unit; the shell unit is fixedly connected to the first heat exchange unit and the second heat exchange unit respectively; the first heat exchange unit and the second heat exchange unit are arranged in the shell unit; the shell unit includes a top plate, a bottom plate, a first side plate, and a second side plate; the top plate, the first side plate, the bottom plate, and the second side plate are fixedly connected in sequence and surround a space with a quadrilateral cross-section.
[0016] In order to solve the problem of heavy weight of fins manufactured by 3D printing, the present invention has the following advantages:
[0017] In order to adapt to the special-shaped installation space of the aircraft, the aircraft heat exchanger core is designed into a special-shaped structure. The traditional process of manufacturing the special-shaped aircraft heat exchanger core requires a large number of parts and specifications, which is difficult, so 3D printing technology can be used as a substitute, with low production cost and short production cycle. In 3D printing technology, if the fins are thin, the manufactured fins are not strong enough to meet the use requirements, so the fins can be designed as a blade structure with a spindle-shaped cross-section. This will increase the weight of the fins and increase the burden on the aircraft. By setting a weight-reducing cavity inside the fin to reduce the weight, it not only solves the problem of the fins being too thin and not strong enough during the 3D printing process, but also avoids the fins from adding too much weight, thereby achieving the lightweight of the aircraft mixer. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 A schematic diagram of an aircraft heat exchanger core according to an embodiment is shown;
[0019] Figure 2 Shows Figure 1 The enlarged schematic diagram of the part circled in the middle;
[0020] Figure 3 A schematic diagram of an aircraft heat exchanger core in another embodiment is shown;
[0021] Figure 4 A schematic diagram of a first heat exchange unit according to an embodiment is shown;
[0022] Figure 5 A schematic diagram of an axial cross section of a first flow channel according to an embodiment is shown;
[0023] Figure 6 A schematic diagram of a fin according to an embodiment is shown;
[0024] Figure 7 A schematic diagram of a cross-section of a fin according to an embodiment is shown;
[0025] Figure 8 A schematic diagram of an axial cross section of a fin according to an embodiment is shown;
[0026] Fig. 9 A schematic diagram of a cross section of multiple fins of an embodiment is shown;
[0027] Fig.10 A schematic diagram of a cross section of multiple fins of another embodiment is shown.
[0028] Figure numerals: 01 first heat exchange unit; 11 partition; 12 first flow channel; 13 protrusion; 02 second heat exchange unit; 21 second flow channel; 22 rib; 221 rib body; 222 weight reduction cavity; 223 vent; 03 shell unit; 31 top plate; 32 bottom plate; 33 first side plate; 34 second side plate. DETAILED DESCRIPTION
[0029] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.
[0030] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.
[0031] In this embodiment, if the traditional manufacturing process is used to manufacture the special-shaped aircraft heat exchanger core adapted to the special-shaped structural area, the number of parts required is huge, the process is complex, the molding is difficult, the processing cycle is long, the production cost is high, the yield rate is low, and when faced with more complex shapes, the traditional process may not be realized. Therefore, 3D printing technology can be used as a substitute. In 3D printing technology, if the fin 22 is thin, the manufactured fin 22 is not strong enough and cannot meet the use requirements, so the fin 22 needs to have a certain thickness. However, this will increase the weight of the fin 22 and increase the burden on the aircraft.
[0032] like Figure 1 As shown, the aircraft heat exchanger core may include a first heat exchange unit 01 and a second heat exchange unit 02. Figure 2 As shown, the first heat exchange unit 01 may include a partition 11 and a first flow channel 12. The first flow channel 12 may provide a passage for the first fluid to flow through. The first flow channel 12 may be arranged in the partition 11 and penetrate the partition 11 along the length direction of the partition 11, so that when the first fluid flows through the first flow channel 12, the partition 11 may separate the first fluid from the external environment, thereby avoiding the first fluid from being polluted by the external environment. The first fluid in the first flow channel 12 may be in direct contact with the partition 11, thereby facilitating heat exchange between the first fluid and the partition 11. A plurality of partitions 11 may be arranged and distributed in sequence, thereby facilitating a corresponding increase in the number of first flow channels 12, increasing the contact area between the first fluid in the first flow channel 12 and the partition 11, thereby improving the heat exchange efficiency between the first fluid in the first flow channel 12 and the partition 11. The length of the partition 11 on one side of the first heat exchange unit 01 may be less than the length of the partition 11 on the other side, thereby forming a progressive structure in which the core of the aircraft heat exchanger is reduced toward one end as a whole, so as to facilitate adaptation to the gradually shrinking special-shaped installation space.
[0033] like Figure 2 As shown, the second heat exchange unit 02 may include a second flow channel 21 and fins 22. The second flow channel 21 may provide a passage for the second fluid to flow through, and the fins 22 may be in a sheet-like structure, which is beneficial to increase the heat exchange area and improve the heat exchange efficiency. The combination of multiple fins 22 may play a role in guiding and / or disturbing the second fluid. Figure 6 As shown, the rib 22 may include a rib body 221 and a weight-reducing cavity 222. The rib body 221 is the solid part of the rib 22, which can support the shape of the rib 22. In order to adapt to 3D printing technology, the rib 22 is required to have a certain thickness, which will increase the weight of the aircraft heat exchanger core and increase the flight burden of the aircraft. Therefore, a weight-reducing cavity 222 may be provided in the rib body 221. The weight-reducing cavity 222 is a cavity provided in the rib body 221. By providing the weight-reducing cavity 222, the weight of the rib 22 can be reduced to meet the lightweight requirements of the aircraft heat exchanger core. Figure 2As shown, a plurality of ribs 221 can be arranged at intervals between two adjacent partitions 11, and the ribs 221 are fixedly connected to one side of the two adjacent partitions 11. The use of a plurality of ribs 221 is conducive to increasing the contact area and improving the heat exchange efficiency. The ribs 221 can be fixedly connected to the partitions 11, and the ribs 221 and the partitions 11 can be made of materials with good thermal conductivity, so that heat can be transferred between the ribs 221 and the partitions 11 by heat conduction. Figure 7 As shown, the cross-sectional width of the rib 221 can be gradually reduced from the middle position of its cross-sectional length toward both sides, so that the rib 221 can form a blade structure with a spindle-shaped cross section, so that on the one hand, the rib 221 has a certain thickness to facilitate manufacturing by 3D printing technology, and on the other hand, the flow resistance of the rib 22 can be reduced. Figure 2 As shown, the rib 221 and the partition 11 can surround and form a second flow channel 21, and the second fluid can pass through the second flow channel 21, so that the second fluid in the second flow channel 21 can take away the heat of the ribs 22 and the partition 11. Therefore, the heat transfer or exchange path can be: heat is transferred from the first fluid of the first flow channel 12 to the partition 11, and then to the second fluid of the second flow channel 21; or heat is transferred from the first fluid of the first flow channel 12 to the partition 11, then to the rib 22, and then to the second fluid of the second flow channel 21; or heat is transferred from the second fluid of the second flow channel 21 to the partition 11, and then to the first fluid of the first flow channel 12; and heat is transferred from the second fluid of the second flow channel 21 to the rib 22, then to the partition 11, and then to the first fluid of the first flow channel 12. The first fluid and the second fluid can represent different fluid media in the aircraft heat exchanger core.
[0034] In other embodiments, the length of the partition 11, the number of the first flow channels 12 distributed in a single partition 11, and the cross-sectional shape and size of the first flow channels 12 are not limited and can be flexibly selected according to actual conditions. For example, for different special-shaped installation spaces, the lengths of adjacent partitions 11 can be adjusted, so that the overall structure of the aircraft heat exchanger core is adapted to the special-shaped installation space, thereby improving space utilization.
[0035] In this embodiment, if Figure 7As shown, min(A)≤0.5mm, max(A)≤5*min(A), where A is the cross-sectional width of the rib 221. At the middle position along the length direction of the cross section of the rib 221, the cross-sectional width of the rib 221 is the largest; as it gradually moves away from the middle position along the length direction of the cross section of the rib 221, the cross-sectional width of the rib 221 gradually decreases and reaches the minimum value at the farthest point. At the two ends of the cross-sectional length direction of the rib 221, due to the small force, the cross-sectional width of the rib 221 can be small, as close as possible to the limit value of the additive manufacturing technology, thereby reducing the weight of the rib 22 as much as possible; and at the middle position of the cross-sectional length direction of the rib 221, the rib 221 is subjected to force and must have a certain thickness, thereby having a certain strength. Therefore, the minimum value of the cross-sectional width of the rib 221 can be controlled to be less than 0.5mm, and the maximum value of the cross-sectional width of the rib 221 can be taken as five times the minimum value of the cross-sectional width of the rib 221. Thus, the rib 221 is thin at both ends in the length direction of the cross section, reducing weight, and thick in the middle, improving strength.
[0036] In this embodiment, if Figure 7 As shown, 2*min(A)≤max(B)<max(A), where A is the cross-sectional width of the rib body 221, and B is the cross-sectional width of the weight-reducing cavity 222. By setting the weight-reducing cavity 222, the weight of the rib 22 can be reduced. At the middle position along the cross-sectional length direction of the weight-reducing cavity 222, the cross-sectional width of the weight-reducing cavity 222 is the largest; as the cross-sectional length direction of the weight-reducing cavity 222 gradually moves away from the middle position, the cross-sectional width of the weight-reducing cavity 222 gradually decreases, reaching the minimum value at the farthest point. If the weight-reducing cavity 222 is set too small, the weight of the rib 22 cannot be effectively reduced; if the weight-reducing cavity 222 is set too large, the rib body 221 is thin and sufficient strength cannot be guaranteed. Therefore, the maximum value of the cross-sectional width of the weight-reducing cavity 222 can be set to be not less than twice the minimum value of the cross-sectional width of the rib body 221, and less than the maximum value of the cross-sectional width of the rib body 221. Under the condition that the structural strength of the rib body 221 is sufficient, the maximum value of the cross-sectional width of the weight-reducing cavity 222 can be taken as large as possible within the allowable range. The minimum value of the cross-sectional width of the weight-reducing cavity 222 is not limited and can be flexibly selected according to actual conditions.
[0037] In this embodiment, if Fig. 9 As shown, 2*max(A)≤C≤D, where C is the distance between two adjacent ribs 221, and D is Figure 4The width of the partition 11 shown. In the aircraft heat exchanger core, the rib 221 can exchange heat with the second fluid in the second flow channel 21, and heat conduction can exist between the rib 221 and the partition 11. The number of ribs 221 can be appropriately increased to keep an appropriate distance between adjacent ribs 221, thereby increasing the heat exchange capacity of the ribs 221. Therefore, the spacing between two ribs 221 can be no less than twice the maximum value of the cross-sectional width of the rib 221, and no greater than the width of the partition 11, thereby avoiding the narrowness of the second flow channel 21 due to the small spacing between the ribs 221, which is not conducive to the passage of the second fluid, and avoiding the small number of ribs 221 due to the large spacing between the ribs 221, which leads to less contact between the ribs 221 and the second fluid, thereby reducing the heat exchange capacity.
[0038] In this embodiment, if Figure 7 As shown, 20*min(A)≤E≤100*min(A), where E is the cross-sectional length of the rib 221. If the cross-sectional length of the rib 221 is too long, it is not conducive to the turbulence effect of the rib 221 on the second fluid, which may cause the heat exchange capacity of the rib 221 to decrease. If the cross-sectional length of the rib 221 is too short, it cannot play a guiding role for the second fluid, which is not conducive to the passage of the second fluid and affects the heat exchange capacity of the rib 221. Therefore, the cross-sectional length of the rib 221 can be set between 20 times and 100 times the cross-sectional width of the rib 221, so that the rib 221 has sufficient strength and can guide the second fluid of the second flow channel 21, thereby improving the heat exchange capacity of the aircraft heat exchanger core.
[0039] In other embodiments, the cross-sectional length of the weight-reducing cavity 222 can be reasonably set according to the length of the rib body 221 , so that the weight-reducing cavity 222 is as large as possible and the weight of the rib 22 is as light as possible while ensuring that the strength of the rib 22 is sufficient.
[0040] In this embodiment, if Fig. 9 As shown, a plurality of ribs 221 are arranged at intervals in the length direction of the partition 11 and form a row, and a plurality of rows of ribs 221 are arranged at intervals in the width direction of the partition 11. The regular arrangement of the ribs 22 is conducive to accommodating more ribs 22 in the same space on the one hand, and on the other hand, the regularly arranged ribs 22 can guide the second fluid in the second flow channel 21, thereby improving the heat exchange capacity of the ribs 22. Among the ribs 221 in two adjacent rows, a rib 221 in one row is arranged in the area between two adjacent ribs 221 in the other row, and the ribs 221 in the same row are arranged in parallel, so that the second fluid in the second flow channel 21 can collide with the ribs 22 in the adjacent row and be re-rectified after passing through the first row of ribs 22, so that the ribs 22 can fully contact the second fluid in the second flow channel 21, thereby improving the heat exchange capacity of the ribs 22. As shown in FIG. Fig.10As shown, the angle between two adjacent rows of ribs 221 is greater than 90°. After the second fluid in the second flow channel 21 passes through the first row of fins 22, the flow direction is inclined under the influence of the second row of fins 22. Similarly, the second fluid can bend multiple times in the second flow channel 21, thereby extending the flow path of the second fluid in the second flow channel 21, allowing the second fluid to fully contact the fins 22, further improving the heat exchange capacity of the fins 22.
[0041] In this embodiment, if Figure 8 As shown, the rib 22 also includes a vent 223; the vent 223 is arranged on one side of the rib body 221; the weight-reducing cavity 222 is connected to the second flow channel 21 through the vent 223. In order to reduce the weight of the rib body 221, a weight-reducing cavity 222 is arranged inside the rib body 221. Since the aircraft heat exchanger core may be exposed to fluids or media of different temperatures during operation, if the weight-reducing cavity 222 of the rib 22 is completely isolated from the external environment, the rib body 221 is easily deformed due to thermal expansion and contraction, affecting the normal operation of the heat exchange. Therefore, a vent 223 can be arranged on one side of the rib body 221, so that the weight-reducing cavity 222 can be connected to the second flow channel 21 through the vent 223, thereby avoiding the thermal expansion and contraction of the medium in the weight-reducing cavity 222 when the temperature changes, causing the rib body 221 to deform.
[0042] In this embodiment, if Figure 5 As shown, the first heat exchange unit 01 may further include a protrusion 13, one end of which may be fixedly connected to the inner wall of the first flow channel 12, and the other end of which may extend in a direction away from the inner wall of the first flow channel 12. The protrusions 13 may be distributed in an array in the first flow channel 12, for example, in a linear array, a spiral array, etc. The protrusions 13 slightly protrude from the inner wall of the first flow channel 12 toward the axis of the first flow channel 12, and are arranged in an array along the inner wall of the first flow channel 12, which may cause disturbances to the first fluid in the first flow channel 12 near the inner wall of the first flow channel 12, destroy the boundary layer of the first fluid in the first flow channel 12, and make the first fluid fully contact with the inner wall of the first flow channel 12, thereby improving the heat exchange capacity of the first heat exchange unit 01.
[0043] In this embodiment, if Figure 5 As shown, the cross-sectional width of the protrusion 13 can be gradually reduced from the middle position of the cross-sectional length toward both sides, forming a spindle structure with slightly pointed ends along the length direction of the cross-sectional length of the protrusion 13. The cross-sectional length direction of the protrusion 13 can be set to be parallel to the extension direction of the first flow channel 12, thereby reducing the resistance of the protrusion 13 to the first fluid of the first flow channel 12. The protrusion 13 is connected to the inner wall of the first flow channel 12 with a smooth transition, thereby reducing the stress concentration at the connection, making the protrusion 13 structure more durable.
[0044] In this embodiment, if Figure 3As shown, the aircraft heat exchanger core also includes a shell unit 03, which can protect and support the internal components and achieve isolation of the two heat exchange media. The shell unit 03 can be fixedly connected to the first heat exchange unit 01 and the second heat exchange unit 02 respectively, which can improve the structural strength. The first heat exchange unit 01 and the second heat exchange unit 02 can be arranged in the shell unit 03. On the one hand, the shell unit 03 can provide a fixed and supported position for the relevant components of the first heat exchange unit 01 and the second heat exchange unit 02. On the other hand, it can effectively avoid external conditions such as bumps and other damages to the components of the first heat exchange unit 01 and the second heat exchange unit 02, especially the ribs 22, which affect the heat exchange capacity of the aircraft heat exchanger core. The shell unit 03 includes a top plate 31, a bottom plate 32, a first side plate 33, and a second side plate 34. The top plate 31 may be located on the upper surface of the aircraft heat exchanger core, the bottom plate 32 may be located on the lower surface of the aircraft heat exchanger core, and the first side plate 33 and the second side plate 34 may be located on the two sides of the aircraft heat exchanger core, respectively. The top plate 31, the first side plate 33, the bottom plate 32, and the second side plate 34 are fixedly connected in sequence and surround a space with a quadrilateral cross section. The aircraft heat exchanger core is located in the quadrilateral space and is surrounded by the top plate 31, the first side plate 33, the bottom plate 32, and the second side plate 34 in sequence, thereby forming the entirety of the aircraft heat exchanger core.
[0045] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present disclosure.
Claims
1. An aircraft heat exchanger core, characterized in that: The aircraft heat exchanger core comprises: A first heat exchange unit, the first heat exchange unit comprising a partition and a first flow channel; a plurality of the partitions are arranged in sequence and at intervals; the length of the partition on one side of the first heat exchange unit is less than the length of the partition on the other side; the first flow channel penetrates the partition along the length direction of the partition; The second heat exchange unit comprises a second flow channel and ribs; the ribs comprise a rib body and a weight reduction cavity; the weight reduction cavity is a cavity arranged in the rib body; a plurality of the rib bodies are arranged between two adjacent partitions at intervals; the rib bodies are respectively fixedly connected to one side of two adjacent partitions; the cross-sectional width of the rib body gradually decreases from the middle position of its cross-sectional length toward both sides; the rib body and the partition surround to form the second flow channel.
2. The aircraft heat exchanger core according to claim 1, characterized in that: min(A)≤0.5mm, max(A)≤5*min(A), wherein A is the cross-sectional width of the rib.
3. The aircraft heat exchanger core according to claim 2, characterized in that: 2*min(A)≤max(B)<max(A), wherein B is the cross-sectional width of the lightening cavity.
4. The aircraft heat exchanger core according to claim 3, characterized in that: 2*max(A)≤C≤D, wherein C is the spacing distance between two adjacent ribs, and D is the width of the partition.
5. The aircraft heat exchanger core according to claim 4, characterized in that: 20*min(A)≤E≤100*min(A), wherein E is the cross-sectional length of the rib.
6. The aircraft heat exchanger core according to claim 1, characterized in that: A plurality of ribs are arranged in a row at intervals in the length direction of the partition, and a plurality of rows of ribs are arranged in a row at intervals in the width direction of the partition; among the ribs in two adjacent rows, one rib in one row is arranged in the area between two adjacent ribs in the other row; the ribs in the same row are arranged in parallel; and the angle between the ribs in two adjacent rows is greater than 90°.
7. The aircraft heat exchanger core according to claim 1, characterized in that: The rib also includes a vent hole; the vent hole is arranged on one side of the rib body; the weight reduction cavity is connected with the second flow channel through the vent hole.
8. The aircraft heat exchanger core according to claim 1, characterized in that: The first heat exchange unit further includes a protrusion; one end of the protrusion is fixedly connected to the inner wall of the first flow channel, and the other end extends in a direction away from the inner wall of the first flow channel; the protrusion array is distributed in the first flow channel.
9. The aircraft heat exchanger core according to claim 8, characterized in that: The cross-sectional width of the protrusion gradually decreases from the middle position of the cross-sectional length toward both sides; the protrusion is connected to the inner wall of the first flow channel in a smooth transition.
10. The aircraft heat exchanger core according to claim 1, characterized in that: The aircraft heat exchanger core also includes a shell unit; the shell unit is fixedly connected to the first heat exchange unit and the second heat exchange unit respectively; the first heat exchange unit and the second heat exchange unit are arranged in the shell unit; the shell unit includes a top plate, a bottom plate, a first side plate, and a second side plate; the top plate, the first side plate, the bottom plate, and the second side plate are fixedly connected in sequence and surround a space with a quadrilateral cross-section.
Citation Information
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