Heat dissipation device for aerospace engine

Abstract

The invention relates to a heat dissipation device for an aerospace engine, and belongs to the technical field of aerospace, the aerospace engine comprises an engine body, and the heat dissipation device comprises a liquid cooling mechanism and a rotating mechanism; the liquid cooling mechanism comprises a heat exchange pipe arranged on the outer side of the engine body, and the heat exchange pipe is filled with cooling liquid. The rotating mechanism comprises a wind wheel arranged on the front side of the engine body, a stirring piece penetrating into the heat exchange pipe and a transmission assembly connected between the wind wheel and the stirring piece. When the wind wheel rotates, the wind wheel drives the stirring piece to rotate through the transmission assembly, so that the cooling liquid in the heat exchange pipe rolls over. According to the heat dissipation device, the wind wheel drives the stirring piece to enable the cooling liquid in the heat exchange pipe to roll over, the heat exchange efficiency of the cooling liquid and the engine body is greatly improved, a large amount of heat generated by the engine can be dissipated more timely, and compared with a traditional single liquid cooling device, the heat dissipation efficiency is remarkably improved; and the engine can be effectively maintained to operate at a proper temperature.

Description

Technical Field

[0001] The present invention belongs to the field of aerospace technology, and in particular relates to a heat dissipation device for an aerospace engine. Background Art

[0002] In the aerospace industry, engines generate significant heat during operation. Failure to dissipate this heat can lead to decreased engine performance, component damage, and even serious accidents. Heat dissipation devices, typically installed in key locations on the engine's exterior, transfer heat generated by the engine to the surrounding environment through a specific heat dissipation method, enabling the engine to operate efficiently and continuously within an appropriate temperature range, ensuring flight safety.

[0003] However, the existing aerospace engine heat dissipation devices have the following defects: the liquid-cooled heat dissipation devices rely solely on the natural circulation of the coolant to dissipate heat, and the heat exchange efficiency is low. It is difficult to meet the heat dissipation requirements of the high heat load of the aerospace engine, and it is impossible to achieve efficient, stable and reliable heat dissipation, thereby limiting the further improvement of the aerospace engine performance and safe operation. Summary of the Invention

[0004] In order to solve the problem that the existing liquid-cooled heat dissipation device only relies on the natural circulation of coolant to dissipate heat, has low heat exchange efficiency, is difficult to meet the heat dissipation requirements of the high heat load of aerospace engines, cannot achieve efficient, stable and reliable heat dissipation, thereby limiting the further improvement of aerospace engine performance and safe operation, the present invention provides a heat dissipation device for an aerospace engine.

[0005] The purpose of the present invention can be achieved through the following technical solutions: The present invention provides a heat dissipation device for an aerospace engine, the aerospace engine comprising an engine body, the heat dissipation device comprising a liquid cooling mechanism and a rotating mechanism; the liquid cooling mechanism comprising a heat exchange tube disposed outside the engine body, the heat exchange tube being filled with coolant; the rotating mechanism comprising a wind wheel disposed on the front side of the engine body, an agitator penetrating the heat exchange tube, and a transmission assembly connected between the wind wheel and the agitator; When the wind wheel rotates, the wind wheel drives the stirring member to rotate through the transmission assembly, so that the coolant in the heat exchange tube rolls.

[0006] In a preferred embodiment of the present invention, the heat dissipation device further comprises a hollow casing, the wind wheel is rotatably mounted on the inner side of the casing, the engine body is fixedly mounted on the rear side of the wind wheel in the casing, and a flow gap is provided between the heat exchange tube and the inner wall of the casing so that the airflow entering through the front end opening of the casing can pass through the flow gap and flow out from the rear end opening of the casing.

[0007] In a preferred embodiment of the present invention, the heat exchange tube is provided with heat dissipation fins extending toward the flow gap.

[0008] In a preferred embodiment of the present invention, the heat exchange tube comprises a plurality of straight cylindrical copper tubes attached to the engine body, and the stirring member comprises a plurality of stirring shafts coaxially penetrating the straight cylindrical copper tubes, wherein the stirring shafts are arranged in a one-to-one correspondence with the straight cylindrical copper tubes; The transmission assembly includes a rotating shaft, a first transmission gear, and a second transmission gear. The rotating shaft is connected to the center of the wind wheel, the first transmission gear is connected to the rotating shaft, and the second transmission gear is connected to the stirring shaft, and the first transmission gear and the second transmission gear are meshed.

[0009] In a preferred embodiment of the present invention, the stirring shaft includes a shaft body and stirring blades extending circumferentially outward from the shaft body, and the sum of radial dimensions of the shaft body and the stirring blades is smaller than the inner diameter of the straight cylindrical copper tube.

[0010] In a preferred embodiment of the present invention, the heat dissipation device also includes a water tank, a first hose, a second hose, a first annular tube and a second annular tube, the water tank is filled with coolant, the first annular tube is arranged on the front side of the engine body, and the first annular tube is connected to the front side of all the straight cylindrical copper tubes; the second annular tube is arranged on the rear side of the engine body, and the second annular tube is connected to the rear side of all the straight cylindrical copper tubes; the first hose is connected to the water tank and the first annular tube, and the second hose is connected to the water tank and the second annular tube.

[0011] In a preferred embodiment of the present invention, the heat dissipation device further comprises a cooling assembly disposed in the water tank, the cooling assembly comprising a compressor, a condenser, a water tank evaporator and a refrigerant circulation pipeline; The inlet end of the compressor is connected to the outlet end of the water tank evaporator through a refrigerant circulation pipeline, and the outlet end of the compressor is connected to the inlet end of the condenser through a refrigerant circulation pipeline; the outlet end of the condenser is connected to the inlet end of the water tank evaporator through a refrigerant circulation pipeline; The compressor is used to compress the refrigerant to turn it into a gaseous refrigerant; the condenser is used to condense the gaseous refrigerant into a liquid refrigerant; the water tank evaporator is arranged inside the water tank, and is used to absorb the heat of the coolant in the water tank, cool the coolant, and evaporate the liquid refrigerant into a gaseous refrigerant.

[0012] In a preferred embodiment of the present invention, when the stirring shaft rotates, the stirring blades can generate a thrust on the coolant in the straight cylindrical copper tube toward the second annular tube; A first pressure switch control valve and a second pressure switch control valve are arranged in the straight cylindrical copper tube. The first pressure switch control valve is arranged on the rear side of the connection between the straight cylindrical copper tube and the first annular tube, and the second pressure switch control valve is arranged on the front side of the connection between the straight cylindrical copper tube and the second annular tube. The first pressure switch control valve is configured to be turned on when the pressure from the first annular tube to the straight cylindrical copper tube is greater than a first threshold value, and the second pressure switch control valve is configured to be turned on when the pressure from the direction of the straight cylindrical copper tube is greater than a second threshold value.

[0013] In a preferred embodiment of the present invention, the water tank includes a box body and a cover body, the cover body is detachably fixedly connected to the box body, the cover body is provided with an air port and a liquid port, the air port is connected to a detachable first sealing cover, and the liquid port is connected to a detachable second sealing cover.

[0014] In a preferred embodiment of the present invention, the heat dissipation device further includes a filter screen, which is connected to the inner side of the casing and is arranged at the front end opening of the casing.

[0015] The beneficial effects of the present invention are: This solution uses a wind wheel to drive a stirring element to make the coolant in the heat exchange tube roll, greatly enhancing the heat exchange efficiency between the coolant and the engine body, and can dissipate the large amount of heat generated by the engine more promptly. Compared with traditional single liquid cooling devices, the heat dissipation efficiency is significantly improved, and the engine can be effectively maintained at an appropriate temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] To facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0017] Figure 1 This is a schematic diagram of the overall structure of a heat dissipation device for an aerospace engine according to the present invention; Figure 2 This is a schematic diagram of a first separation structure of a heat dissipation device for an aerospace engine according to the present invention; Figure 3This is a schematic diagram of a second separation structure of a heat dissipation device for an aerospace engine according to the present invention; Figure 4 This is a schematic structural diagram of a rotating mechanism of a heat dissipation device for an aerospace engine according to the present invention; Figure 5 This is a schematic diagram of the internal structure of a casing of a heat dissipation device for an aerospace engine according to the present invention; Figure 6 This is a schematic structural diagram of a transmission assembly of a heat dissipation device for an aerospace engine according to the present invention; Figure 7 This is a schematic structural diagram of an agitator for a heat dissipation device for an aerospace engine according to the present invention; Figure 8 This is a schematic diagram of the structure of the stirring member and the straight cylindrical copper tube in the heat dissipation device for an aerospace engine of the present invention; Figure 9 This is a schematic diagram of the separation structure of the stirring member and the straight cylindrical copper tube of a heat dissipation device for an aerospace engine of the present invention; Figure 10 The present invention is a schematic structural diagram of a cooling assembly for a heat dissipation device of an aerospace engine.

[0018] Description of main symbols In the picture: 10. Engine body; 20. Liquid cooling mechanism; 21. Heat exchange tube; 211. Straight cylindrical copper tube; 212. First annular tube; 213. Second annular tube; 22. Heat dissipation fins; 30. Rotating mechanism; 31. Wind wheel; 32. Agitator; 321. Shaft body; 322. Agitator blades; 33. Transmission assembly; 331. Rotating shaft; 332. First transmission gear; 333. Second transmission gear; 40. Housing; 50. Water tank; 51. First hose; 52. Second hose; 60. Cooling assembly; 61. Compressor; 62. Condenser; 63. Water tank evaporator; 70. Coolant. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of the present invention.

[0021] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships described in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0022] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0023] In the present invention, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0024] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0025] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. Throughout this specification, the schematic representations of these terms should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0026] See also Figure 1-5 This embodiment provides a heat dissipation device for an aerospace engine. The aerospace engine includes an engine body 10, and the heat dissipation device includes a liquid cooling mechanism 20 and a rotating mechanism 30. The liquid cooling mechanism 20 includes a heat exchange tube 21 arranged on the outside of the engine body 10, and the heat exchange tube 21 is filled with coolant 70. The rotating mechanism 30 includes a wind wheel 31 arranged on the front side of the engine body 10 and an agitator 32 inserted into the heat exchange tube 21, and a transmission assembly 33 connected between the wind wheel 31 and the agitator 32. When the wind wheel 31 rotates, the wind wheel 31 drives the agitator 32 to rotate through the transmission assembly 33, so that the coolant 70 in the heat exchange tube 21 rolls.

[0027] It is understood that the heat exchange tube 21 of the liquid cooling mechanism 20 of this embodiment is attached to the outside of the engine body 10 and contains coolant 70. When the impeller 31 in the rotating mechanism 30 rotates, the agitator 32 is driven to rotate via the transmission assembly 33, causing the coolant 70 in the heat exchange tube 21 to tumble. Compared to the natural circulation of the coolant 70, this forced disturbance can disrupt the laminar flow of the coolant 70. The tumbling flow of the coolant 70 ensures that the coolant 70 near the engine body 10 transfers the absorbed heat to areas away from the engine body 10 in a timely manner, thereby allowing the coolant 70 in the heat exchange tube 21 to participate in the heat exchange process and avoiding local overheating caused by excessive heat absorption by local coolant 70.

[0028] Specifically, when an aerospace engine operates, the engine block 10 generates heat. At the same time, the airflow hits the impeller 31, driving the impeller 31 to rotate. The rotation of the impeller 31 is transmitted to the stirring member 32 through the transmission assembly 33, causing it to rotate in the heat exchange tube 21. The rotation of the stirring member 32 stirs the coolant 70 in the heat exchange tube 21, forming a tumbling flow state. During the tumbling process of the coolant 70, when the coolant 70 near the outside of the engine body 10 absorbs heat, due to the action of the stirring member 32, this part of the coolant 70 that absorbs heat will be quickly pushed to other directions, mixing and exchanging with the coolant 70 that has not absorbed heat or absorbed less heat, so that the coolant 70 in the entire heat exchange tube 21 can evenly absorb the heat generated by the engine and transfer the heat to other parts of the heat exchange tube 21 through the circulation of the coolant 70, ultimately achieving effective heat dissipation. This dynamic coolant 70 circulation mechanism ensures that the coolant 70 does not accumulate heat in the local area near the engine body 10, but rather the entire coolant 70 system works efficiently to jointly complete the heat dissipation task.

[0029] Furthermore, the heat dissipation device further includes a hollow casing 40, the wind wheel 31 is rotatably mounted on the inner side of the casing 40, the engine body 10 is fixedly mounted on the rear side of the wind wheel 31 in the casing 40, and a flow gap is provided between the heat exchange tube 21 and the inner wall of the casing 40 so that the airflow entering from the front opening of the casing 40 can flow out from the rear opening of the casing 40 through the flow gap. Preferably, as Figure 8 As shown, the heat exchange tube 21 is provided with heat dissipation fins 22 extending toward the flow gap.

[0030] This embodiment, based on the principle of synergistic heat dissipation through air cooling and liquid cooling, mounts the impeller 31 on the inner front end of the casing 40. When air enters the casing 40 through the front opening, it impacts the impeller 31, driving its rotation while continuing to flow rearward along the flow gap. The heat exchange tube 21, with cooling fins 22 extending from it, adheres to the outside of the engine body 10, further increasing its contact area with the airflow within the flow gap. Coolant 70 within the heat exchange tube 21 tumbles and dissipates heat under the action of the rotating mechanism 30. The casing 40 combines the drive of the impeller 31 with the guidance of the airflow, utilizing the flow gap to orderly flow air across the surface of the heat exchange tube 21. This enhances the air cooling effect, allowing the air cooling and liquid cooling to work together to improve overall heat dissipation efficiency.

[0031] Specifically, when the engine is running, heat is generated and the aircraft moves forward, and the airflow enters the interior from the front opening of the casing 40, first impacting the wind wheel 31 and pushing the wind wheel 31 to rotate; the rotation of the wind wheel 31 drives the agitator 32 to rotate in the heat exchange tube 21 through the transmission assembly 33, causing the coolant 70 to roll, realizing liquid cooling and heat dissipation. At the same time, the airflow flows backward along the circulation gap between the inner wall of the casing 40 and the heat exchange tube 21, and during the flow process, passes through the heat dissipation fins 22 on the surface of the heat exchange tube 21; the heat dissipation fins 22 transfer part of the heat of the coolant 70 in the heat exchange tube 21 to the airflow in the circulation gap, and uses the flow of the airflow to carry the heat away from the engine area and discharge it through the rear end opening of the casing 40, completing the air cooling and heat dissipation auxiliary process. In this cycle, the air cooling and liquid cooling work together to continuously dissipate the heat of the engine body 10.

[0032] In some embodiments, as Figure 5 、 Figure 6 As shown, the heat exchange tube 21 includes a plurality of straight cylindrical copper tubes 211 attached to the engine body 10, and the agitator 32 includes a plurality of stirring shafts coaxially inserted into the straight cylindrical copper tube 211, and the stirring shafts are arranged in a one-to-one correspondence with the straight cylindrical copper tube 211; the transmission assembly 33 includes a rotating shaft 331, a first transmission gear 332, and a second transmission gear 333, the rotating shaft 331 is connected to the center of the wind wheel 31, the first transmission gear 332 is connected to the rotating shaft 331, the second transmission gear 333 is connected to the stirring shaft, and the first transmission gear 332 and the second transmission gear 333 are meshed.

[0033] It should be noted that the heat exchange tube 21 comprises multiple straight copper tubes 211, which are tightly attached to the outside of the engine body 10 to ensure that they can fully absorb the heat generated by the engine. The straight cylindrical structure of the straight copper tubes 211 not only facilitates contact with the engine surface, but also provides a large heat dissipation area, which is conducive to the conduction and dissipation of heat. The agitator 32 comprises multiple stirring shafts, which are coaxially inserted into the straight copper tubes 211 in a one-to-one correspondence. The stirring shafts are designed to ensure stable rotation within the straight copper tubes 211. The stirring blades 322 extending circumferentially outward generate effective thrust and disturbance on the coolant 70 during rotation, causing the coolant 70 to form a tumbling flow. The transmission assembly 33 includes a rotating shaft 331, a first transmission gear 332 and a second transmission gear 333. The rotating shaft 331 is connected to the center of the wind wheel 31 and is used to transmit the rotational motion of the wind wheel 31; the first transmission gear 332 is connected to the rotating shaft 331, and the second transmission gear 333 is connected to the stirring shaft. The two are engaged to achieve motion transmission, and the rotational power of the wind wheel 31 is accurately transmitted to the stirring shaft, driving the stirring shaft to rotate in the straight cylindrical copper tube 211.

[0034] Further, such as Figure 7-9As shown, the stirring shaft includes a shaft body 321 and stirring blades 322 extending circumferentially outward from the shaft body 321. The sum of the radial dimensions of the shaft body 321 and the stirring blades 322 is less than the inner diameter of the straight cylindrical copper tube 211. The design of the sum of the radial dimensions of the shaft body 321 and the stirring blades 322 being less than the inner diameter of the straight cylindrical copper tube 211 ensures that the stirring shaft has sufficient rotational space within the straight cylindrical copper tube 211 and does not excessively rub against or become stuck with the inner wall of the straight cylindrical copper tube 211. This improves the stability of the stirring shaft's rotation, extends the service life of the heat dissipation device, and enhances the reliability and stability of the entire device during long-term operation. Optionally, the stirring blades 322 are arranged helically on the shaft body 321.

[0035] In some embodiments, as Figure 1-4 as well as Figure 10 As shown, the heat dissipation device also includes a water tank 50, a first hose 51, a second hose 52, a first annular tube 212 and a second annular tube 213. The water tank 50 is filled with coolant 70. The first annular tube 212 is arranged on the front side of the engine body 10, and the first annular tube 212 is connected to the front side of all straight cylindrical copper tubes 211; the second annular tube 213 is arranged on the rear side of the engine body 10, and the second annular tube 213 is connected to the rear side of all straight cylindrical copper tubes 211; the first hose 51 is connected to the water tank 50 and the first annular tube 212, and the second hose 52 is connected to the water tank 50 and the second annular tube 213.

[0036] It is understood that the coolant 70 in the water tank 50 is transported through the first hose 51 to the first annular tube 212, which evenly distributes the coolant 70 to the front sides of each of the straight copper tubes 211. After absorbing engine heat in the straight copper tubes 211, the coolant 70 is collected through the second annular tube 213 and returned to the water tank 50 through the second hose 52. This repetitive cycle allows the coolant 70 to continuously remove engine heat and dissipate it to the surrounding environment. At the same time, the water tank 50 also serves to stabilize the flow and pressure of the coolant 70, ensuring the stable operation of the entire circulation system.

[0037] Both the first hose 51 and the second hose 52 are made of pressure-resistant, corrosion-resistant soft tubing, offering excellent flexibility and easy connection. One end of the first hose 51 is connected to the liquid outlet of the water tank 50, and the other end is connected to the first annular tube 212. The second hose 52 is connected to the liquid inlet of the water tank 50 at one end, and the other end is connected to the second annular tube 213. These hoses can accommodate the displacement and vibration of the heat dissipation device under different operating conditions, ensuring stable flow of coolant 70 between the water tank 50 and the first and second annular tubes 212, 213.

[0038] Furthermore, the heat dissipation device also includes a cooling component 60 arranged in the water tank 50, and the cooling component 60 includes a compressor 61, a condenser 62, a water tank evaporator 63 and a refrigerant circulation pipeline; the inlet end of the compressor 61 is connected to the outlet end of the water tank evaporator 63 through the refrigerant circulation pipeline, and the outlet end of the compressor 61 is connected to the inlet end of the condenser 62 through the refrigerant circulation pipeline; the outlet end of the condenser 62 is connected to the inlet end of the water tank evaporator 63 through the refrigerant circulation pipeline; the compressor 61 is used to compress the refrigerant to make it a gaseous refrigerant; the condenser 62 is used to condense the gaseous refrigerant into a liquid refrigerant; the water tank evaporator 63 is arranged inside the water tank 50, and is used to absorb the heat of the coolant 70 in the water tank 50, so as to cool the coolant 70 and evaporate the liquid refrigerant into a gaseous refrigerant.

[0039] When the heat dissipation device is in operation, compressor 61 starts, sucking in gaseous refrigerant from the outlet of water tank evaporator 63 and compressing it into a high-temperature, high-pressure gaseous refrigerant, which is then discharged into condenser 62. In condenser 62, the high-temperature, high-pressure gaseous refrigerant releases heat to the external environment and gradually condenses into liquid refrigerant. The liquid refrigerant flows into water tank evaporator 63 through the refrigerant circulation pipeline. Water tank evaporator 63, located inside water tank 50, begins to operate, absorbing heat from the coolant 70 in water tank 50, lowering the temperature of the coolant 70 while simultaneously raising its own temperature. After absorbing heat, the liquid refrigerant evaporates again into gaseous refrigerant. The gaseous refrigerant returns to the inlet of compressor 61 and continues the next cycle. Through this process, the temperature of the coolant 70 in water tank 50 is effectively controlled, providing a lower temperature coolant 70 for the entire heat dissipation device and improving heat dissipation efficiency.

[0040] Furthermore, when the stirring shaft rotates, the stirring blades 322 can generate a thrust on the coolant 70 in the straight cylindrical copper tube 211 toward the second annular tube 213; a first pressure switch control valve and a second pressure switch control valve are provided in the straight cylindrical copper tube 211, the first pressure switch control valve is provided at the rear side of the connection between the straight cylindrical copper tube 211 and the first annular tube 212, and the second pressure switch control valve is provided at the front side of the connection between the straight cylindrical copper tube 211 and the second annular tube 213; the first pressure switch control valve is configured to be turned on when the pressure from the first annular tube 212 to the straight cylindrical copper tube 211 is greater than a first threshold value, and the second pressure switch control valve is configured to be turned on when the pressure from the straight cylindrical copper tube 211 is greater than a second threshold value.

[0041] As the agitator shaft rotates, the agitator blades 322 on it generate a thrust that pushes the coolant 70 toward the second annular tube 213. At this point, the pressure of the coolant 70 inside the straight copper tube 211 increases. As the coolant 70 flows through the straight copper tube 211 and absorbs engine heat, its pressure continuously fluctuates. When the pressure exceeds the second threshold set by the second pressure switch control valve, the second pressure switch control valve opens, allowing the coolant 70 to flow smoothly from the straight copper tube 211 into the second annular tube 213. The coolant 70 then flows back to the water tank 50 through the second annular tube 213 and the second hose 52. In the water tank 50, the coolant 70 is cooled by the cooling assembly 60 before being supplied to the straight copper tube 211 again through the first hose 51 and the first annular tube 212. When the pressure of the coolant 70 inside the first annular tube 212 reaches the first threshold set by the first pressure switch control valve, the first pressure switch control valve opens, allowing the coolant 70 to flow into the straight copper tube 211, completing a cycle. This pressure control mechanism ensures that coolant 70 always flows in the predetermined direction, preventing backflow or localized stagnation, thereby achieving efficient heat dissipation. It is understood that the design of the first and second pressure switch control valves helps to rationally distribute the flow of coolant 70 within each of the straight cylindrical copper tubes 211, ensuring that each copper tube receives an adequate supply of coolant 70, further improving the heat dissipation uniformity and reliability of the entire heat dissipation device.

[0042] In some embodiments, the water tank 50 includes a box body and a cover body, the cover body is detachably fixed to the box body, the cover body is provided with an air port and a liquid port, the air port is connected to a detachable first sealing cover, and the liquid port is connected to a detachable second sealing cover.

[0043] It will be appreciated that during operation of the cooling device, the cover of the water tank 50 is tightly attached to the tank body, with the first and second sealing covers respectively sealing the air and liquid ports, ensuring a tight seal between the water tank 50 and preventing leakage of the coolant 70. When maintenance is required on the water tank 50, such as refilling or replacing the coolant 70, the operator can first remove the second sealing cover and refill or replace the coolant 70 through the liquid port. If the pressure within the water tank 50 fluctuates, the first sealing cover can be removed to balance the internal and external pressures, ensuring proper operation of the water tank 50. After maintenance is complete, the sealing covers are reinstalled to ensure the tight seal of the water tank 50.

[0044] In some embodiments, the heat dissipation device further includes a filter screen, which is connected to the inner side of the casing 40 and is disposed at the front end opening of the casing 40 .

[0045] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed as above in terms of a preferred embodiment, it is not intended to limit the present invention. Any person skilled in the art can, without departing from the scope of the technical solution of the present invention, make some changes or modifications to equivalent embodiments using the technical contents disclosed above. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A heat dissipation device for an aerospace engine, the aerospace engine comprising an engine body, characterized in that: The heat dissipation device includes a liquid cooling mechanism and a rotating mechanism; the liquid cooling mechanism includes a heat exchange tube arranged on the outside of the engine body, and the heat exchange tube is filled with coolant; the rotating mechanism includes a wind wheel arranged on the front side of the engine body and an agitator inserted into the heat exchange tube, and a transmission assembly connected between the wind wheel and the agitator; When the wind wheel rotates, the wind wheel drives the stirring member to rotate through the transmission assembly, so that the coolant in the heat exchange tube rolls.

2. The heat dissipation device for an aerospace engine according to claim 1, characterized in that: The heat dissipation device also includes a hollow casing, the wind wheel is rotatably mounted on the inner side of the casing, the engine body is fixedly mounted on the rear side of the wind wheel in the casing, and a flow gap is provided between the heat exchange tube and the inner wall of the casing so that the airflow entering through the front end opening of the casing can pass through the flow gap and flow out from the rear end opening of the casing.

3. The heat dissipation device for an aerospace engine according to claim 2, characterized in that: The heat exchange tube is provided with heat dissipation fins extending toward the flow gap.

4. The heat dissipation device for an aerospace engine according to claim 1, characterized in that: The heat exchange tubes include a plurality of straight cylindrical copper tubes attached to the engine body, and the stirring member includes a plurality of stirring shafts coaxially penetrating the straight cylindrical copper tubes, and the stirring shafts are arranged in a one-to-one correspondence with the straight cylindrical copper tubes; The transmission assembly includes a rotating shaft, a first transmission gear, and a second transmission gear. The rotating shaft is connected to the center of the wind wheel, the first transmission gear is connected to the rotating shaft, and the second transmission gear is connected to the stirring shaft, and the first transmission gear and the second transmission gear are meshed.

5. The heat dissipation device for an aerospace engine according to claim 4, characterized in that: The stirring shaft includes a shaft body and stirring blades extending circumferentially outward from the shaft body. The sum of radial dimensions of the shaft body and the stirring blades is smaller than the inner diameter of the straight cylindrical copper tube.

6. The heat dissipation device for an aerospace engine according to claim 4, characterized in that: The heat dissipation device also includes a water tank, a first hose, a second hose, a first annular tube and a second annular tube. The water tank is filled with coolant. The first annular tube is arranged on the front side of the engine body, and the first annular tube is connected to the front side of all the straight cylindrical copper tubes; the second annular tube is arranged on the rear side of the engine body, and the second annular tube is connected to the rear side of all the straight cylindrical copper tubes; the first hose is connected to the water tank and the first annular tube, and the second hose is connected to the water tank and the second annular tube.

7. The heat dissipation device for an aerospace engine according to claim 6, characterized in that: The heat dissipation device further comprises a cooling assembly arranged in the water tank, the cooling assembly comprising a compressor, a condenser, a water tank evaporator and a refrigerant circulation pipeline; The inlet end of the compressor is connected to the outlet end of the water tank evaporator through a refrigerant circulation pipeline, and the outlet end of the compressor is connected to the inlet end of the condenser through a refrigerant circulation pipeline; the outlet end of the condenser is connected to the inlet end of the water tank evaporator through a refrigerant circulation pipeline; The compressor is used to compress the refrigerant to convert it into a gaseous refrigerant; The condenser is used to condense the gaseous refrigerant into liquid refrigerant; the water tank evaporator is arranged inside the water tank, and is used to absorb the heat of the coolant in the water tank, cool the coolant, and evaporate the liquid refrigerant into gaseous refrigerant.

8. The heat dissipation device for an aerospace engine according to claim 6, characterized in that: When the stirring shaft rotates, the stirring blades can generate a thrust on the coolant in the straight cylindrical copper tube toward the second annular tube; A first pressure switch control valve and a second pressure switch control valve are arranged in the straight cylindrical copper tube. The first pressure switch control valve is arranged on the rear side of the connection between the straight cylindrical copper tube and the first annular tube, and the second pressure switch control valve is arranged on the front side of the connection between the straight cylindrical copper tube and the second annular tube. The first pressure switch control valve is configured to be turned on when the pressure from the first annular tube to the straight cylindrical copper tube is greater than a first threshold value, and the second pressure switch control valve is configured to be turned on when the pressure from the direction of the straight cylindrical copper tube is greater than a second threshold value.

9. The heat dissipation device for an aerospace engine according to claim 6, characterized in that: The water tank includes a box body and a cover body, the cover body is detachably fixedly connected to the box body, the cover body is provided with an air port and a liquid port, the air port is connected to a detachable first sealing cover, and the liquid port is connected to a detachable second sealing cover.

10. The heat dissipation device for an aerospace engine according to claim 2, characterized in that: The heat dissipation device further comprises a filter screen, which is connected to the inner side of the casing and is arranged at the front end opening of the casing.

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