Airplane fuselage heat dissipation system

Abstract

The application relates to an aircraft fuselage heat dissipation system. The system comprises a heat exchange section arranged on an aircraft, wherein a first heat exchange section is arranged on the windward surface of the aircraft, and a second heat exchange section is arranged on the leeward surface of the aircraft; the first heat exchange section and the second heat exchange section are communicated through a communication assembly; the first heat exchange section is filled with cooling working medium; and the cooling working medium flows to the second heat exchange section through the communication assembly after heat absorption phase change. The application can realize efficient heat conduction, solve the destructive problems caused by the deformation of the fuselage structure due to thermal stress, and also plays an optimizing space role.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft thermal protection technology, in particular to an aircraft fuselage heat dissipation system. BACKGROUND

[0002] With the development of aerospace technology, thermal protection has become a key design for many aircraft. For spacecraft, the external environment is subject to solar radiation, space particle radiation and other heat source inputs. For high-speed aircraft, due to aerodynamic heating effect, the surface temperature will rise sharply, which puts high requirements on the materials and structures of the aircraft.

[0003] The advantage of metal thermal protection system is that the heat protection layer and the load-bearing structure are integrated, which is suitable for reusable launch vehicles and other aircraft that need to withstand high temperature and aerodynamic load for a long time. However, under the long-term cumulative effect of extremely high heat load, the thermal control performance of the metal thermal protection system is constrained by wall thickness, material performance and other factors, and needs to be combined with active or semi-passive thermal protection technology to achieve more efficient thermal management, which has many limitations in practical application. SUMMARY

[0004] Therefore, it is necessary to provide an aircraft fuselage heat dissipation system which does not need to carry additional cooling working medium driving devices and realizes efficient thermal management.

[0005] An aircraft fuselage heat dissipation system, comprising: a heat exchange section arranged on an aircraft, wherein a first heat exchange section is arranged on the windward surface of the aircraft, and a second heat exchange section is arranged on the leeward surface of the aircraft; the first heat exchange section and the second heat exchange section are communicated through a communication assembly;

[0006] The first heat exchange section is filled with a cooling working medium; when the cooling working medium is phase changed after absorbing heat, it flows to the second heat exchange section through the communication assembly.

[0007] In one embodiment, the communication assembly is two sets; the two sets of communication assemblies respectively communicate two ends of the first heat exchange section and the second heat exchange section to form a circulating flow of the cooling working medium.

[0008] In one embodiment, a support is arranged in the heat exchange section, the heat exchange section is supported by the support, and a microchannel is formed in the heat exchange section to facilitate the flow of the cooling working medium.

[0009] In one embodiment, the support is two or more, and the two or more supports are arranged at intervals to form microchannels in the interval; the microchannels are communicated to facilitate the flow of the cooling working medium.

[0010] In one embodiment, the support adopts a dot matrix or honeycomb or corrugated configuration.

[0011] In one embodiment, the communication assembly comprises one or more communication pipes; the one or more communication pipes are arranged in parallel between the first heat exchange section and the second heat exchange section.

[0012] In one embodiment, a porous wick is arranged in the heat exchange section; the porous wick is arranged in the microchannel, and the porous wick is coaxial with the communication pipe.

[0013] In one embodiment, the porous wick is made of a porous material with strong hydrophilicity and high temperature resistance.

[0014] In one embodiment, the cooling working medium is liquid sodium, liquid potassium or liquid lithium.

[0015] In one embodiment, the heat exchange section, the support, the communication assembly and the fuselage of the aircraft are integrally formed.

[0016] Compared with the prior art, the aircraft fuselage heat dissipation system provided by the present application has the following effects:

[0017] 1. By arranging the heat exchange section on the windward surface and the leeward surface of the aircraft and using the phase change heat absorption of the cooling working medium, efficient heat conduction can be achieved, the temperature peak of the aircraft fuselage can be effectively reduced, the temperature gradient distribution can be reduced, and the destructive problems caused by the deformation of the fuselage structure due to thermal stress can be solved.

[0018] 2. The temperature gradient characteristics of the aircraft in different attitudes are effectively utilized to realize the free conversion of heat in the first heat exchange section and the second heat exchange section, without the need for additional cooling working medium driving devices, which not only reduces the weight of the aircraft and realizes lightweight design, but also optimizes the space. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiment or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of the drawings shown.

[0020] Figure 1 It is an axial structure schematic view of arranging the heat dissipation system on the aircraft fuselage in one embodiment.

[0021] Figure 2 It is a structure schematic view of the heat dissipation system in one embodiment.

[0022] Explanation of reference signs:

[0023] First heat exchange section 1, second heat exchange section 2, connecting pipe 3, porous liquid suction core 4, support component 5, cooling medium 6, fuselage 7, control rudder 8, wing surface 9.

[0024] The objectives, features, and advantages of this invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0026] 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.

[0027] 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 specified.

[0028] 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.

[0029] It is understood that the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0030] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0031] It is understandable that during ascent and descent, an aircraft has a windward and leeward side due to attitude changes. The windward side experiences more intense aerodynamic heating, resulting in a significantly higher temperature than the leeward side, thus creating a large temperature difference. Based on this, this invention designs an aircraft fuselage heat dissipation system. By effectively utilizing the large temperature gradient distribution characteristics of the aircraft under different attitudes, the aerodynamic heat of the windward side is used as a power source. The cooling medium 6 in the first heat exchange section 1 absorbs the heat from the windward side. Under the action of phase change pressure difference, the cooling medium 6 flows to the leeward side, thereby dissipating the heat to the leeward side. Simultaneously, the lower temperature on the leeward side enables the condensation of the cooling medium 6. Through the capillary driving force provided by the porous wick 4, the condensed cooling medium 6 flows back to the first heat exchange section 1 for cooling circulation. Through this circulation process, the temperature in the windward and leeward areas can be homogenized, reducing temperature peaks. In addition, it also enables the integrated design of the fuselage 7 for load-bearing and thermal control.

[0032] See Figure 1 and Figure 2 The aircraft fuselage heat dissipation system provided in this embodiment includes control rudders 8 and wing surfaces 9 on the fuselage surface. The control rudders 8 are located on the upper part of the tail section of the fuselage 7, and the wing surfaces 9 are located on both sides of the fuselage 7. Within the metal thermal protection layer of the fuselage 7, heat exchange sections and connecting components are arranged. A first heat exchange section 1 is arranged on the windward side of the aircraft, and a second heat exchange section 2 is arranged on the leeward side. The first heat exchange section 1 and the second heat exchange section 2 are connected by the connecting components. Cooling medium 6 is filled in the first heat exchange section 1. After the cooling medium 6 undergoes a heat absorption phase change, it flows to the second heat exchange section 2 through the connecting components.

[0033] It is understandable that the windward and leeward sides depend on the aircraft's flight attitude and are not limited to... Figure 1 The structure is shown. The first heat exchange section 1, located on the windward side of the fuselage 7, is mainly used to absorb heat; the second heat exchange section 2, located on the leeward side of the fuselage 7, is mainly used to release heat. Heat exchange occurs through a phase change in the cooling medium 6. When the windward or leeward side changes, the functions of the first heat exchange section 1 and the second heat exchange section 2 change accordingly; that is, the second heat exchange section 2 absorbs heat, and the first heat exchange section 1 releases heat. Furthermore, in this embodiment, the fuselage 7 is manufactured using 3D printing technology, integrally formed with the first heat exchange section 1, the second heat exchange section 2, the connecting components, and the support component 5, to achieve efficient integration of load-bearing and thermal control.

[0034] Specifically, the first heat exchange section 1 and the second heat exchange section 2 are laid along the plane of the fuselage 7 on the windward and leeward sides, respectively. Their shapes are adapted to the shape of the fuselage 7. For example, in this embodiment, the first heat exchange section 1 arranged on the windward side is an arc-shaped section, and the second heat exchange section 2 arranged on the leeward side is a straight section. The length and width are determined according to the situation, so as to be able to cover the windward and leeward sides as a whole and meet the heat exchange requirements.

[0035] The first heat exchange section 1 and the second heat exchange section 2 are hollow structures, with support members 5 installed within them. The support members 5 increase the structural strength of the first heat exchange section 1 and the second heat exchange section 2, thereby increasing the strength of the fuselage 7. Simultaneously, the support members 4 form microchannels within the first heat exchange section 1 and the second heat exchange section 2. These microchannels facilitate the flow of the cooling medium 6, and when the cooling medium 6 flows within the microchannels, the support members 5 alter the flow path and velocity distribution of the cooling medium 6, thus creating fluid disturbance, enhancing heat transfer, and improving heat exchange efficiency. It is worth noting that the height of the cavities of the first heat exchange section 1 and the second heat exchange section 2 is the same as the thickness of the fuselage 7, allowing them to be integrally formed with the fuselage 7.

[0036] The number of support members 5 is two or more, and the two or more support members 5 are spaced apart, thereby forming three or more microchannels within the spaced area; the microchannels are interconnected to facilitate the flow of the cooling working fluid 6. The spacing between the support members 5 can be equidistant or non-equidistant to form microchannels of the same or different widths. In terms of configuration, the support members 5 can adopt a lattice, honeycomb, or corrugated structure; in this embodiment, a lattice configuration is used, such as... Figure 2 As shown, support component 5 consists of small unit components arranged in an array. This array forms microchannels while simultaneously disturbing the fluid, reducing the overall weight of the aircraft and achieving lightweight design. When a honeycomb or corrugated configuration is used, the honeycomb or corrugated webs are arranged at horizontal intervals to form microchannels. Several connecting holes are formed on the webs, connecting the microchannels to disturb the local fluid and enhance heat transfer. The connecting holes in the webs also contribute to the lightweight design of the aircraft. Support component 5 can be made of heat-resistant materials such as stainless steel or titanium alloy, with titanium alloy being preferred.

[0037] In both the first heat exchange section 1 and the second heat exchange section 2, a porous wick 4 is also provided. The porous wick 4 fills the microchannel along its path and is coaxial with the connecting pipe 3. The porous wick 4 is strip-shaped, with a width adapted to the width of the microchannel. It is preferably made of a porous material with strong hydrophilicity and high temperature resistance, such as sintered porous metal, or more specifically, aluminum foam. By using the porous wick 4, heat exchange performance can be improved while further reducing the overall weight of the fuselage, achieving a lightweight design for the aircraft.

[0038] The cooling medium 6 is made of liquid sodium, liquid potassium, or liquid lithium, which have the characteristics of low melting point, high boiling point, large specific heat capacity, and good thermal conductivity. In the initial stage of installation, it is filled in the first heat exchange section 1 and adsorbed by the porous liquid wick 4.

[0039] Two sets of connecting components are provided, connecting the two ends of the first heat exchange section 1 and the second heat exchange section 2 respectively to form a circulating flow of the cooling medium 6. Specifically, the connecting components include one or more connecting pipes 3; the one or more connecting pipes 3 are arranged in parallel between the first heat exchange section 1 and the second heat exchange section 2 to improve the uniformity and flow stability of the cooling medium 6 during temperature transfer. Specifically, the parallel arrangement is as follows: in the planar direction, the connecting pipes 3 are spaced apart, and the spacing can be equal or unequal; in the vertical direction, the connecting pipes 3 can be single-layered or multi-layered. When multi-layered, the multiple connecting pipes 3 are stacked, and each layer of connecting pipe 3 is tightly fitted. Preferably, the inner diameter of the stacked connecting pipes 3 is 2-5mm, so that the stacked tube bundle can act as a thermosiphon, thereby promoting the flow of the cooling medium 6. It is worth noting that the overall thickness of the stacked connecting pipes 3 is the same as the thickness of the body 7, so that it can be integrally formed with the body 7.

[0040] During operation, the heat flow on the windward side of the aircraft is greater than that on the leeward side. The cooling medium 6 located in the first heat exchange section 1 on the windward side undergoes a phase change after absorbing heat, and its volume expands, increasing the cavity pressure in the first heat exchange section 1. Under the action of the phase change pressure difference, the liquid and vapor two-phase mixed cooling medium 6 flows through the connecting pipe 3 to the second heat exchange section 2 on the leeward side, carrying away the heat from the first heat exchange section 1 in the process. The vaporized medium condenses in the lower temperature second heat exchange section 2, releasing heat and returning to the liquid state. Under the action of the capillary driving force provided by the porous liquid wick 4, it flows back to the first heat exchange section 1, forming a cooling cycle, thereby playing a role in efficient heat conduction.

[0041] When the aircraft is in different flight attitudes, the lateral aerodynamic forces and thermal environment of the windward and leeward sides of the fuselage 7 change. The first heat exchange section 1 and the second heat exchange section 2 can be freely switched with the windward and leeward sides, thereby meeting the requirements of different flight attitudes and realizing reusability.

[0042] 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.

[0043] The embodiments described above are merely illustrative of several implementations of the present invention, 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 the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A heat dissipation system for an aircraft fuselage, characterized in that, include: The heat exchange section is arranged on the fuselage of the aircraft, wherein the first heat exchange section is arranged on the windward side of the aircraft and the second heat exchange section is arranged on the leeward side of the aircraft. The first heat exchange section and the second heat exchange section can be freely switched as the windward side and the leeward side change. The first heat exchange section and the second heat exchange section are connected by a connecting component. The first heat exchange section is filled with a cooling medium; after the cooling medium undergoes a heat absorption phase change, it flows to the second heat exchange section through the connecting component. The connecting components are in two sets; the two sets of connecting components are respectively connected to the two ends of the first heat exchange section and the second heat exchange section to form a circulating flow of the cooling working fluid; A support member is provided in the heat exchange section to support the heat exchange section, and microchannels are formed in the heat exchange section to facilitate the flow of the cooling working fluid. The connecting component includes one or more connecting pipes; one or more connecting pipes are arranged in parallel between the first heat exchange section and the second heat exchange section; A porous liquid-absorbing core is also provided in the heat exchange section; the porous liquid-absorbing core is disposed in the microchannel and is coaxial with the connecting pipe; The support consists of two or more supports spaced apart to form microchannels in the spaced areas; the microchannels are interconnected to facilitate the flow of the cooling working fluid.

2. The aircraft fuselage heat dissipation system according to claim 1, characterized in that, The support component adopts a dot matrix, honeycomb, or corrugated configuration.

3. The aircraft fuselage heat dissipation system according to claim 1, characterized in that, The porous liquid-absorbing core is made of a porous material with strong hydrophilicity and high temperature resistance.

4. The aircraft fuselage heat dissipation system according to claim 1, characterized in that, The cooling medium is liquid sodium, liquid potassium, or liquid lithium.

5. The aircraft fuselage heat dissipation system according to claim 1, characterized in that, The heat exchange section, the support component, and the connecting component are integrally formed with the fuselage of the aircraft.

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