A heat dissipation device for aerospace engines

Abstract

This invention relates to a heat dissipation device for aerospace engines, belonging to the field of aerospace technology. The aerospace engine includes an engine body, and the heat dissipation device includes a liquid cooling mechanism and a rotating mechanism. The liquid cooling mechanism includes heat exchange tubes disposed on the outside of the engine body, and the heat exchange tubes are filled with coolant. The rotating mechanism includes a fan wheel disposed on the front side of the engine body and an agitator inserted into the heat exchange tubes, as well as a transmission assembly connecting the fan wheel and the agitator. When the fan wheel rotates, it drives the agitator to rotate via the transmission assembly, causing the coolant in the heat exchange tubes to tumble. The heat dissipation device of this invention, by using a fan wheel to drive the agitator to tumble the coolant in the heat exchange tubes, greatly enhances 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 it can effectively maintain the engine operating at a suitable temperature.

Description

Technical Field

[0001] This invention belongs to the field of aerospace technology, and specifically relates to a heat dissipation device for aerospace engines. Background Technology

[0002] In the aerospace field, engines generate a large amount of heat during operation. If this heat cannot be dissipated in time, it can lead to decreased engine performance, damage to components, and even serious accidents. Cooling devices are typically installed on critical external parts of the engine and use specific heat dissipation methods to transfer the heat generated by the engine to the surrounding environment, enabling the engine to operate continuously and efficiently within a suitable temperature range and ensuring flight safety.

[0003] However, the existing cooling devices for aerospace engines have the following drawbacks: liquid-cooled cooling devices rely solely on the natural circulation of coolant for heat dissipation, resulting in low heat exchange efficiency. This makes it difficult to meet the high heat load requirements of aerospace engines and to achieve efficient, stable, and reliable heat dissipation, thus limiting further performance improvements and safe operation of aerospace engines. Summary of the Invention

[0004] To address the problem that existing liquid-cooled heat dissipation devices rely solely on the natural circulation of coolant for heat dissipation, resulting in low heat exchange efficiency, which makes it difficult to meet the high heat load requirements of aerospace engines and achieve efficient, stable, and reliable heat dissipation, thus limiting further performance improvements and safe operation of aerospace engines, this invention provides a heat dissipation device for aerospace engines.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] The present invention provides a heat dissipation device for an aerospace engine, the aerospace engine including an engine body, the heat dissipation device including a liquid cooling mechanism and a rotating mechanism; the liquid cooling mechanism including a heat exchange tube disposed on the outside of the engine body, the heat exchange tube being filled with coolant; the rotating mechanism including a fan wheel disposed on the front side of the engine body and an agitator penetrating the heat exchange tube, and a transmission assembly connecting the fan wheel and the agitator.

[0007] When the wind turbine rotates, it drives the agitator to rotate through the transmission assembly, thereby causing the coolant in the heat exchange tube to tumble.

[0008] In a preferred embodiment of the present invention, the heat dissipation device further includes a hollow housing, the impeller is rotatably mounted inside the housing, the engine body is fixedly mounted inside the housing on the rear side of the impeller, and a flow gap is provided between the heat exchange pipe and the inner wall of the housing so that the airflow introduced from the front opening of the housing can flow out from the rear opening of the housing through the flow gap.

[0009] In a preferred embodiment of the present invention, the heat exchange tube extends into the flow gap and is provided with heat dissipation fins.

[0010] In a preferred embodiment of the present invention, the heat exchange tube includes multiple straight cylindrical copper tubes attached to the engine body, and the agitator includes multiple stirring shafts coaxially inserted into the straight cylindrical copper tubes, with each stirring shaft corresponding to one of the straight cylindrical copper tubes.

[0011] 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 impeller, the first transmission gear is connected to the rotating shaft, and the second transmission gear is connected to the stirring shaft. The first transmission gear and the second transmission gear mesh with each other.

[0012] 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, wherein the sum of the radial dimensions of the shaft body and the stirring blades is less than the inner diameter of the straight cylindrical copper tube.

[0013] In a preferred embodiment of the present invention, the heat dissipation device further includes a water tank, a first hose, a second hose, a first annular pipe, and a second annular pipe. The water tank is filled with coolant. The first annular pipe is disposed on the front side of the engine body and is connected to the front side of all the straight cylindrical copper pipes. The second annular pipe is disposed on the rear side of the engine body and is connected to the rear side of all the straight cylindrical copper pipes. The first hose is connected to the water tank and the first annular pipe, and the second hose is connected to the water tank and the second annular pipe.

[0014] In a preferred embodiment of the present invention, the heat dissipation device further includes a cooling assembly disposed in the water tank, the cooling assembly including a compressor, a condenser, a water tank evaporator, and a refrigerant circulation pipeline;

[0015] The inlet of the compressor is connected to the outlet of the water tank evaporator via a refrigerant circulation pipeline; the outlet of the compressor is connected to the inlet of the condenser via a refrigerant circulation pipeline; and the outlet of the condenser is connected to the inlet of the water tank evaporator via a refrigerant circulation pipeline.

[0016] The compressor is used to compress the refrigerant, turning it into a gaseous refrigerant; the condenser is used to condense the gaseous refrigerant into a liquid refrigerant; the water tank evaporator is located inside the water tank and is used to absorb the heat of the coolant in the water tank, thereby cooling the coolant and simultaneously evaporating the liquid refrigerant into a gaseous refrigerant.

[0017] 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 direction of the second annular tube;

[0018] The straight cylindrical copper tube is equipped with a first pressure switch control valve and a second pressure switch control valve. The first pressure switch control valve is located 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 located 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 open when the pressure from the first annular tube toward the straight cylindrical copper tube is greater than a first threshold, and the second pressure switch control valve is configured to open when the pressure from the straight cylindrical copper tube is greater than a second threshold.

[0019] In a preferred embodiment of the present invention, the water tank includes a tank body and a cover body, the cover body being detachably and fixedly connected to the tank body, the cover body being provided with an air port and a liquid port, the air port being connected to a detachable first sealing cover, and the liquid port being connected to a detachable second sealing cover.

[0020] In a preferred embodiment of the present invention, the heat dissipation device further includes a filter screen connected to the inner side of the housing and disposed at the front opening of the housing.

[0021] The beneficial effects of this invention are as follows:

[0022] This solution uses a fan to drive an agitator, causing the coolant inside the heat exchange tube to tumble. This greatly enhances the heat exchange efficiency between the coolant and the engine, allowing for more timely dissipation of the large amount of heat generated by the engine. Compared to traditional single liquid cooling devices, the heat dissipation efficiency is significantly improved, effectively maintaining the engine at a suitable operating temperature. Attached Figure Description

[0023] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0024] Figure 1 This is a schematic diagram of the overall structure of a heat dissipation device for aerospace engines according to the present invention.

[0025] Figure 2 This is a schematic diagram of the first separate structure of a heat dissipation device for an aerospace engine according to the present invention;

[0026] Figure 3 This is a schematic diagram of the second separate structure of a heat dissipation device for an aerospace engine according to the present invention;

[0027] Figure 4 This is a schematic diagram of the rotating mechanism structure of a heat dissipation device for aerospace engines according to the present invention;

[0028] Figure 5 This is a schematic diagram of the internal structure of a heat dissipation device for an aerospace engine according to the present invention.

[0029] Figure 6 This is a schematic diagram of the transmission component structure of a heat dissipation device for an aerospace engine according to the present invention;

[0030] Figure 7 This is a schematic diagram of the agitator structure of a heat dissipation device for an aerospace engine according to the present invention;

[0031] Figure 8 This is a schematic diagram of the structure of the agitator and the straight cylindrical copper tube in a heat dissipation device for aerospace engines according to the present invention.

[0032] Figure 9 This is a schematic diagram of the separation structure of the agitator and the straight cylindrical copper tube in a heat dissipation device for an aerospace engine according to the present invention;

[0033] Figure 10 This is a schematic diagram of a cooling component structure for a heat dissipation device used in aerospace engines according to the present invention.

[0034] Explanation of main symbols

[0035] In the picture:

[0036] 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. Fan 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 Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0040] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0041] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0042] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0043] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. The illustrative expressions of the above terms in this specification 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 one or more embodiments or examples.

[0044] Please see 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 pipe 21 disposed on the outside of the engine body 10, and the heat exchange pipe 21 is filled with coolant 70. The rotating mechanism 30 includes a fan wheel 31 disposed on the front side of the engine body 10 and an agitator 32 inserted into the heat exchange pipe 21, and a transmission assembly 33 connecting the fan wheel 31 and the agitator 32. When the fan wheel 31 rotates, the fan wheel 31 drives the agitator 32 to rotate through the transmission assembly 33, so that the coolant 70 in the heat exchange pipe 21 tumbles.

[0045] It is understood that in this embodiment, the heat exchange tube 21 of the liquid cooling mechanism 20 is attached to the outside of the engine body 10 and contains coolant 70. When the fan 31 in the rotating mechanism 30 rotates, it drives the agitator 32 to rotate via the transmission component 33, causing the coolant 70 in the heat exchange tube 21 to tumble and flow. Compared with the natural circulation of the coolant 70, this forced disturbance can break the laminar flow state of the coolant 70. The tumbling flow of the coolant 70 can ensure that the coolant 70 near the engine body 10 can transfer the absorbed heat to the area away from the engine body 10 in a timely manner, so that the coolant 70 in the heat exchange tube 21 can participate in the heat exchange process, avoiding the phenomenon of local overheating caused by excessive heat absorption by the local coolant 70.

[0046] Specifically, when the aerospace engine is running, the engine body 10 generates heat. Meanwhile, the airflow impacts the impeller 31, driving it to rotate. The rotation of the impeller 31 is transmitted to the agitator 32 through the transmission component 33, causing it to rotate within the heat exchange tube 21. The rotation of the agitator 32 agitates the coolant 70 within the heat exchange tube 21, creating a turbulent flow. During this turbulence, when the coolant 70 near the outer side of the engine body 10 absorbs heat, the agitator 32 rapidly pushes this portion of the heat-absorbing coolant 70 in other directions, mixing and exchanging it with the coolant 70 that has not absorbed heat or has absorbed less heat. This ensures that the coolant 70 throughout the heat exchange tube 21 can evenly absorb the heat generated by the engine, and the heat is transferred 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 localized areas near the engine body 10, but rather that the entire coolant 70 system works efficiently to complete the heat dissipation task.

[0047] Furthermore, the heat dissipation device also includes a hollow housing 40, with a fan 31 rotatably mounted inside the housing 40. The engine body 10 is fixedly mounted inside the housing 40 behind the fan 31. A flow gap is provided between the heat exchange pipe 21 and the inner wall of the housing 40, so that airflow entering from the front opening of the housing 40 can flow out from the rear opening of the housing 40 through the flow gap. Preferably, as shown... Figure 8 As shown, heat exchange tube 21 extends into the flow gap and is provided with heat dissipation fins 22.

[0048] In this embodiment, based on the principle of synergistic heat dissipation through air cooling and liquid cooling, the impeller 31 is installed on the front end of the inner side of the housing 40. When airflow enters the housing 40 from the front opening, it impacts the impeller 31, causing it to rotate, while continuing to flow backward along the flow gap. The heat exchange tube 21 is attached to the outside of the engine body 10, with cooling fins 22 extending from it, further increasing the contact area with the airflow in the flow gap. Meanwhile, the coolant 70 inside the heat exchange tube 21 tumbles and dissipates heat under the action of the rotating mechanism 30. By combining the driving of the impeller 31 with the airflow guidance through the housing 40, and utilizing the flow gap to allow the airflow to flow orderly across the surface of the heat exchange tube 21, the air cooling effect is enhanced, allowing air cooling and liquid cooling to work together to improve the overall heat dissipation efficiency.

[0049] Specifically, when the engine is running, it generates heat and the aircraft is moving forward. Airflow enters the interior through the front opening of the casing 40, first impacting the impeller 31 and driving it to rotate. The rotation of the impeller 31 drives the agitator 32 to rotate inside the heat exchange tube 21 through the transmission component 33, causing the coolant 70 to tumble and achieve liquid cooling. At the same time, the airflow flows backward along the flow gap between the inner wall of the casing 40 and the heat exchange tube 21. During the flow, it passes through the heat dissipation fins 22 on the surface of the heat exchange tube 21. The heat dissipation fins 22 transfer some of the heat from the coolant 70 in the heat exchange tube 21 to the airflow in the flow gap. With the help of the airflow, the heat is carried away from the engine area and discharged through the rear opening of the casing 40, completing the auxiliary process of air cooling. This cycle continues, with air cooling and liquid cooling working together to continuously dissipate heat from the engine body 10.

[0050] In some embodiments, such as Figure 5 , Figure 6 As shown, the heat exchange tube 21 includes multiple straight cylindrical copper tubes 211 attached to the engine body 10, and the agitator 32 includes multiple stirring shafts coaxially inserted into the straight cylindrical copper tubes 211. The stirring shafts are arranged in a one-to-one correspondence with the straight cylindrical copper tubes 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 impeller 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 first transmission gear 332 and the second transmission gear 333 mesh with each other.

[0051] It should be explained that the heat exchange pipe 21 uses multiple straight cylindrical copper pipes 211, which are closely attached to the outside of the engine body 10 to ensure that the heat generated by the engine can be fully absorbed. The straight cylindrical structure design of the copper pipes 211 is convenient for contact with the engine surface and provides a large heat dissipation area, which is conducive to heat conduction and dissipation. The agitator 32 consists of multiple stirring shafts, which are coaxially inserted into the straight cylindrical copper pipes 211 one by one. The design of the stirring shafts can ensure stable rotation inside the straight cylindrical copper pipes 211. The circumferentially outward-extending stirring blades 322 generate effective thrust and disturbance to the coolant 70 when rotating, causing the coolant 70 to tumble and 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 impeller 31 and is used to transmit the rotational motion of the impeller 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 meshed to realize the transmission of motion, accurately transmitting the rotational power of the impeller 31 to the stirring shaft, driving the stirring shaft to rotate inside the straight cylindrical copper tube 211.

[0052] Furthermore, 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. This design, where 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, ensures that the stirring shaft has sufficient rotational space within the straight cylindrical copper tube 211, preventing excessive friction or jamming with the inner wall of the tube. 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 in a spiral shape on the shaft body 321.

[0053] In some embodiments, such as Figure 1-4 as well as Figure 10 As shown, the cooling device also includes a water tank 50, a first hose 51, a second hose 52, a first annular pipe 212, and a second annular pipe 213. The water tank 50 is filled with coolant 70. The first annular pipe 212 is located on the front side of the engine body 10 and is connected to the front side of all the straight cylindrical copper pipes 211. The second annular pipe 213 is located on the rear side of the engine body 10 and is connected to the rear side of all the straight cylindrical copper pipes 211. The first hose 51 is connected to the water tank 50 and the first annular pipe 212, and the second hose 52 is connected to the water tank 50 and the second annular pipe 213.

[0054] Understandably, the coolant 70 in the water tank 50 is delivered to the first annular pipe 212 through the first hose 51. The first annular pipe 212 evenly distributes the coolant 70 to the front of each straight cylindrical copper pipe 211. After absorbing engine heat in the straight cylindrical copper pipes 211, the coolant 70 is collected through the second annular pipe 213 and flows back to the water tank 50 through the second hose 52. This cycle repeats continuously, allowing the coolant 70 to continuously carry away engine heat and dissipate it to the surrounding environment. At the same time, the water tank 50 also plays a role in stabilizing the flow rate and pressure of the coolant 70, ensuring the stable operation of the entire circulation system.

[0055] Both the first hose 51 and the second hose 52 are made of pressure-resistant and corrosion-resistant flexible tubing, possessing good flexibility and ease of connection. One end of the first hose 51 is connected to the outlet of the water tank 50, and the other end is connected to the first annular pipe 212; one end of the second hose 52 is connected to the inlet of the water tank 50, and the other end is connected to the second annular pipe 213. This allows it to adapt to the displacement and vibration of the heat dissipation device under different operating conditions, ensuring a stable supply of coolant 70 between the water tank 50 and the first annular pipe 212 and the second annular pipe 213.

[0056] Furthermore, the heat dissipation device also includes a cooling assembly 60 disposed in the water tank 50. The cooling assembly 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, turning it into a gaseous refrigerant. The condenser 62 is used to condense the gaseous refrigerant into a liquid refrigerant. The water tank evaporator 63 is disposed inside the water tank 50 and is used to absorb the heat of the coolant 70 in the water tank 50, thereby cooling the coolant 70 and simultaneously evaporating the liquid refrigerant into a gaseous refrigerant.

[0057] When the heat dissipation device is running, the compressor 61 starts, drawing in gaseous refrigerant from the outlet of the evaporator 63 in the water tank and compressing it into a high-temperature, high-pressure gaseous refrigerant, which is then discharged to the condenser 62. In the 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 the evaporator 63 in the water tank 50 through the refrigerant circulation pipeline. The evaporator 63, located inside the water tank 50, starts working, absorbing heat from the coolant 70 in the water tank 50, lowering the temperature of the coolant 70, while its own temperature rises. The liquid refrigerant absorbs heat and evaporates back into gaseous refrigerant. The gaseous refrigerant then returns to the inlet of the compressor 61 to continue the next cycle. Through this process, the temperature of the coolant 70 in the water tank 50 is effectively controlled, providing a lower-temperature coolant 70 for the entire heat dissipation device and improving heat dissipation efficiency.

[0058] 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 located on 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 located on 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 conduct when the pressure from the first annular tube 212 toward the straight cylindrical copper tube 211 is greater than a first threshold, and the second pressure switch control valve is configured to conduct when the pressure from the straight cylindrical copper tube 211 is greater than a second threshold.

[0059] When the stirring shaft rotates, its agitator blades 322 exert a thrust on the coolant 70 towards the second annular tube 213. At this time, the pressure of the coolant 70 inside the straight cylindrical copper tube 211 increases. As the coolant 70 flows within the straight cylindrical copper tube 211 and absorbs engine heat, its pressure continuously changes. 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 cylindrical copper tube 211 into the second annular tube 213. Subsequently, the coolant 70 flows back to the water tank 50 through the second annular tube 213 and the second hose 52. In the water tank 50, after being cooled by the cooling assembly 60, the coolant 70 is again supplied to the straight cylindrical copper tube 211 through the first hose 51 and the first annular tube 212. When the pressure of the coolant 70 in 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 cylindrical copper tube 211, completing one cycle. This pressure control mechanism ensures that the coolant 70 always flows in a predetermined direction, avoiding backflow or local stagnation, and achieving efficient heat dissipation. Understandably, the design of the first and second pressure switch control valves helps to rationally distribute the flow of coolant 70 in each straight copper tube 211, ensuring that each copper tube receives a sufficient supply of coolant 70, further improving the heat dissipation uniformity and reliability of the entire cooling system.

[0060] In some embodiments, the water tank 50 includes a tank body and a cover body. The cover body is detachably fixedly connected to the tank 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.

[0061] Understandably, during the operation of the cooling system, the cover of the water tank 50 is tightly connected to the tank body. The first and second sealing covers respectively seal the air vent and liquid inlet, ensuring the water tank 50 is sealed and preventing coolant 70 leakage. When maintenance of the water tank 50 is required, such as adding or replacing coolant 70, the operator can first remove the second sealing cover and add or replace coolant 70 through the liquid inlet. If the pressure inside the water tank 50 changes, the first sealing cover can be removed to balance the internal and external pressures and ensure the normal operation of the water tank 50. After maintenance, the sealing covers are reinstalled to ensure the water tank 50 is sealed.

[0062] In some embodiments, the heat dissipation device further includes a filter screen connected to the inside of the housing 40 and disposed at the front opening of the housing 40.

[0063] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope 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 pipe disposed on the outside of the engine body, and the heat exchange pipe is filled with coolant; the rotating mechanism includes a fan wheel disposed on the front side of the engine body and an agitator inserted into the heat exchange pipe, and a transmission assembly connected between the fan wheel and the agitator. When the wind turbine rotates, it drives the agitator to rotate through the transmission assembly, thereby causing the coolant in the heat exchange tube to tumble. The heat exchange tube includes multiple straight cylindrical copper tubes attached to the engine body; the agitator includes multiple stirring shafts coaxially inserted into the straight cylindrical copper tubes, with each stirring shaft corresponding to one of 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 impeller; the first transmission gear is connected to the rotating shaft; the second transmission gear is connected to the stirring shaft; and the first transmission gear and the second transmission gear mesh. The stirring shaft includes a shaft body and stirring blades extending circumferentially outward from the shaft body. The sum of the radial dimensions of the shaft body and the stirring blades is less than the inner diameter of the straight cylindrical copper tube. The cooling device further includes a water tank, a first flexible hose, a second flexible hose, a first annular pipe, and a second annular pipe. The water tank is filled with coolant. The first annular pipe is located at the front of the engine body and is connected to the front of all the straight cylindrical copper pipes. The second annular pipe is located at the rear of the engine body and is connected to the rear of all the straight cylindrical copper pipes. The first flexible hose connects the water tank and the first annular pipe, and the second flexible hose connects the water tank and the second annular pipe. When the stirring shaft rotates, the stirring blades can generate a thrust on the coolant inside the straight cylindrical copper tube toward the second annular tube. A first pressure switch control valve and a second pressure switch control valve are provided inside the straight cylindrical copper tube. The first pressure switch control valve is located behind the connection between the straight cylindrical copper tube and the first annular tube, and the second pressure switch control valve is located in front of the connection between the straight cylindrical copper tube and the second annular tube. The first pressure switch control valve is configured to open when the pressure from the first annular tube toward the straight cylindrical copper tube is greater than a first threshold, and the second pressure switch control valve is configured to open when the pressure from the straight cylindrical copper tube is greater than a second threshold.

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

3. The heat dissipation device for aerospace engines according to claim 2, characterized in that: The heat exchange tube extends into the flow gap and is provided with heat dissipation fins.

4. The heat dissipation device for aerospace engines according to claim 1, characterized in that: The heat dissipation device also includes a cooling assembly disposed in the water tank, the cooling assembly including a compressor, a condenser, a water tank evaporator, and a refrigerant circulation pipeline; The inlet of the compressor is connected to the outlet of the water tank evaporator via a refrigerant circulation pipeline; the outlet of the compressor is connected to the inlet of the condenser via a refrigerant circulation pipeline; and the outlet of the condenser is connected to the inlet of the water tank evaporator via a refrigerant circulation pipeline. The compressor is used to compress the refrigerant, turning it into a gaseous refrigerant; The condenser is used to condense the gaseous refrigerant into a liquid refrigerant; the water tank evaporator is located inside the water tank and is used to absorb the heat of the coolant in the water tank, thereby cooling the coolant and simultaneously evaporating the liquid refrigerant into a gaseous refrigerant.

5. The heat dissipation device for aerospace engines according to claim 1, characterized in that: The water tank includes a tank body and a cover body. The cover body is detachably and fixedly connected to the tank 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.

6. The heat dissipation device for aerospace engines according to claim 2, characterized in that: The heat dissipation device also includes a filter screen, which is connected to the inside of the housing and is located at the front opening of the housing.

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