A multi-element heat sink heat exchange system and aircraft

Abstract

The application provides a multi-element heat sink heat exchange system and an aircraft. The multi-element heat sink heat exchange system comprises: a cooling liquid circuit comprising a first heat exchange section and a first communication section connected in series, and the first communication section is connected in parallel with a second heat exchange section; an oil heat exchange circuit provided with a first heat exchanger, the first heat exchanger being used for heat exchange and temperature reduction of the second heat exchange section; and a refrigerant heat exchange circuit comprising a third heat exchange section and a fourth heat exchange section connected in series, and the fourth heat exchange section is connected in parallel with a fifth heat exchange section, the fourth heat exchange section and the fifth heat exchange section being used for refrigerant condensation, the third heat exchange section is provided with an evaporator used for heat exchange of the first heat exchange section, the fourth heat exchange section is provided with a consumption heat exchanger, the consumption heat exchanger is used for heat exchange through a consumption heat sink, and the fifth heat exchange section is connected in heat exchange with the oil heat exchange circuit through a condenser. The multi-element heat sink heat exchange system provided in the application greatly reduces the use amount of the consumption heat sink, and can meet the longer flight of the aircraft.

Description

Technical Field

[0001] This invention relates to the field of aircraft thermal management technology, and in particular to a multi-element heat sink heat exchange system. Background Technology

[0002] During flight, aircraft generate significant amounts of heat both internally and externally. For instance, the exterior of the aircraft experiences high temperatures due to aerodynamic heating and the heat flow from fuel combustion; simultaneously, the interior houses numerous energy-intensive devices that also generate substantial heat during operation. The combination of these factors results in a large amount of heat generated during flight. To dissipate this heat quickly and maintain the stable operation of all components, the aircraft requires a highly efficient cooling system.

[0003] In related technologies, heat sinks are used to rapidly cool aircraft. However, due to the limited storage space and payload capacity of aircraft, it is difficult to carry a large number of additional heat sinks. Furthermore, the temperature of the onboard fuel heat sink gradually increases during use, meaning its capacity gradually decreases, which also fails to meet the heat dissipation requirements during flight. In other words, the current cooling system of aircraft severely limits its endurance. Summary of the Invention

[0004] This invention provides a multi-element heat sink heat exchange system and an aircraft, which improves the utilization rate of airborne fuel heat sink and reduces the consumption of consumable heat sink during flight, thereby extending the flight time of the aircraft.

[0005] In a first aspect, the present invention provides a multi-element heat sink heat exchange system, comprising: A coolant circuit for absorbing heat from a heat-generating component includes a first heat exchange section, a second heat exchange section, and a first connecting section. The first connecting section and the second heat exchange section are connected in parallel, and the first connecting section and the second heat exchange section are connected in series with the first heat exchange section. A first heat exchanger is provided on the second heat exchange section, and an evaporator is provided on the first heat exchange section. A refrigerant heat exchange circuit with refrigerant flowing inside includes a third heat exchange section, a fourth heat exchange section, and a fifth heat exchange section. The fourth and fifth heat exchange sections are connected in parallel, and each of the fourth and fifth heat exchange sections is connected in series with the third heat exchange section. The third heat exchange section exchanges heat with the first heat exchange section through the evaporator. A consumable heat exchanger is installed on the fourth heat exchange section, and the consumable heat exchanger achieves refrigerant condensation at the fourth heat exchange section through a consumable heat sink. A condenser for condensing gaseous refrigerant is installed on the fifth heat exchange section. The fuel heat exchange circuit has fuel inside, and the fuel heat exchange circuit exchanges heat with the second heat exchange section through the first heat exchanger, and the fuel heat exchange circuit exchanges heat with the fifth heat exchange section through the condenser.

[0006] In one embodiment, a first thermometer is provided in front of the first heat exchanger, and the multi-element heat sink heat exchange system is also provided with a controller, which is electrically connected to the first thermometer. when When the controller is activated, it will open the second heat exchange section and close the first connecting section, the fourth heat exchange section, and the fifth heat exchange section. when When this occurs, the controller will shut down the second heat exchange section and open the first connecting section, the fourth heat exchange section, and the fifth heat exchange section; when When this occurs, the controller will shut down the second and fifth heat exchange sections and open the first connecting section and the fourth heat exchange section; in, The fuel temperature measured by the first thermometer. , The set temperature value, and .

[0007] In one implementation method The setting range is [45℃, 55℃]. The set range is [85℃, 90℃], and a compressor is provided in the refrigerant heat exchange circuit. The compressor is used to adjust the temperature according to the refrigerant temperature. The gaseous refrigerant flowing out of the evaporator is pressurized, causing the refrigerant's condensation temperature to be higher than that of the evaporator. .

[0008] In one embodiment, the third heat exchange section includes an expansion section, an evaporation section, and a compression section. The compressor is disposed in the compression section, and the fourth heat exchange section, the expansion section, the evaporation section, and the compression section are connected end to end in sequence to form the refrigerant heat exchange circuit. The evaporation section exchanges heat with the first heat exchange section, and the fourth and fifth heat exchange sections are used to condense the refrigerant discharged from the compression section.

[0009] In one embodiment, the refrigerant in the refrigerant heat exchange circuit is R134a, and the compressor is capable of pressurizing the gaseous refrigerant to above 3.04 MPa.

[0010] In one embodiment, a coolant driving device is provided on the coolant circuit, and the second thermometer is used to measure the temperature of the coolant at the heat-generating component. The coolant drive device is used to... Adjusting the coolant flow rate in the coolant circuit , making and Positive correlation.

[0011] In one embodiment, the fuel heat exchange circuit includes a fuel supply section and a fuel return section connected end to end to form a circuit. The second heat exchange section and the fifth heat exchange section are both located in the fuel supply section. The end of the fuel supply section is connected to a fuel drain branch, which is used to supply fuel to the combustion equipment.

[0012] In one embodiment, the oil supply section is further provided with a second heat exchanger and a third heat exchanger, wherein the second heat exchanger is used for heat exchange with the hydraulic oil circuit and the third heat exchanger is used for heat exchange with the lubricating oil circuit.

[0013] In one embodiment, the first heat exchanger, the condenser, the second heat exchanger, and the third heat exchanger are arranged sequentially along the flow direction of the fuel oil.

[0014] In one embodiment, a high-heat structure heat exchange device is provided before the oil outlet of the oil drain branch, and the consumable heat sink discharged by the consumable heat exchanger is also introduced into the high-heat structure heat exchange device so as to utilize fuel oil and consumable heat sink to absorb the heat of the high-heat equipment.

[0015] Secondly, the present invention also provides an aircraft that employs the aforementioned multi-element heat sink heat exchange system.

[0016] Compared with the prior art, the advantages of this invention are that it utilizes both a fuel heat exchange circuit and a refrigerant heat exchange circuit to cool the coolant circuit, thereby cooling the heat-generating components near the coolant circuit and maintaining their normal operation. Specifically, the fuel absorbs some of the heat, reducing the heat absorption in the refrigerant heat exchange circuit and thus reducing the consumption of consumable heat exchange medium by the heat exchanger in the refrigerant heat exchange circuit. This allows for longer flight missions when the aircraft carries the same mass of consumable heat sink. Furthermore, the refrigerant heat exchange circuit in this invention includes a fifth heat exchange section that exchanges heat with the fuel heat exchange circuit. During operation, a portion of the refrigerant can be introduced into this fifth heat exchange section, where the fuel absorbs the heat from the refrigerant, further reducing the consumption of consumable heat sink by the heat exchanger in the fourth heat exchange section. In other words, the fuel heat exchange circuit in this application can not only directly cool the coolant in the coolant circuit, but also improve the heat exchange capacity of the refrigerant heat exchange circuit by absorbing the heat of the refrigerant in the refrigerant heat exchange circuit, and reduce the consumption of consumable heat sink at the refrigerant heat exchange circuit. When carrying the same amount of consumable heat sink, it can meet the flight time of the aircraft for a longer period of time. Attached Figure Description

[0017] The invention will now be described in more detail with reference to embodiments and the accompanying drawings.

[0018] Figure 1 This is a system framework diagram of the multi-element heat sink heat exchange system in an embodiment of the present invention.

[0019] Figure label: 1. Fuel tank; 2. Fuel pump; 3. First thermometer; 4. First heat exchanger; 5. Condenser; 6. Second heat exchanger; 7. Third heat exchanger; 8. Third three-way valve; 9. High-temperature structure heat exchange device; 10. Consumable heat sink; 11. Flow valve; 12. Consumable heat exchanger; 13. Drain valve; 14. First check valve; 15. Expansion valve; 16. Receiver tank; 17. Evaporator; 18. Filter device; 19. Compressor; 20. Second three-way valve; 21. First three-way valve; 22. Third check valve; 23. Third thermometer; 24. First regulating valve; 25. Second regulating valve; 26. First cooling branch; 27. Second cooling branch; 28. Second check valve; 29. ​​Second thermometer; 30. Coolant drive device. Detailed Implementation

[0020] The invention will now be further described with reference to the accompanying drawings.

[0021] See Figure 1 As shown, this application provides a multi-element heat sink heat exchange system, which includes: The coolant circuit for absorbing heat from the heat-generating components includes a first heat exchange section, a second heat exchange section, and a first connecting section. The first connecting section and the second heat exchange section are connected in parallel, and the first connecting section and the second heat exchange section are connected in series with the first heat exchange section. A first heat exchanger 4 is provided on the second heat exchange section, and an evaporator 17 is provided on the first heat exchange section. A refrigerant heat exchange circuit with refrigerant flowing inside includes a third heat exchange section, a fourth heat exchange section, and a fifth heat exchange section. The fourth and fifth heat exchange sections are connected in parallel, and each of the fourth and fifth heat exchange sections is connected in series with the third heat exchange section. The third heat exchange section exchanges heat with the first heat exchange section through the evaporator 17. A consumable heat exchanger 12 is installed on the fourth heat exchange section, and the consumable heat exchanger 12 achieves refrigerant condensation at the fourth heat exchange section through a consumable heat sink. A condenser 5 is installed on the fifth heat exchange section for condensing gaseous refrigerant. The fuel heat exchange circuit has fuel inside, and the fuel heat exchange circuit exchanges heat with the second heat exchange section through the first heat exchanger 4, and the fuel heat exchange circuit exchanges heat with the fifth heat exchange section through the condenser 5.

[0022] A coolant circuit for absorbing heat from a heat-generating component includes a first heat exchange section and a first connecting section connected in series, and a second heat exchange section is connected in parallel to the first connecting section. The coolant in the condensate circuit absorbs heat from the heat-generating components, and the first and second heat exchange sections further absorb heat from the coolant, lowering its temperature. Once the coolant temperature decreases, it flows back along the coolant circuit to the heat-generating components, absorbing heat from them.

[0023] Compared to traditional heat exchange systems, this application utilizes coolant and refrigerant to transfer heat, and uses fuel and consumable heat sinks as heat sinks to dissipate the accumulated heat, thus avoiding heat accumulation.

[0024] When in use, because the fuel heat exchange circuit is equipped with a first heat exchanger 4, the low-temperature fuel can absorb the heat in the coolant. And because the fuel will eventually be burned and discharged into the outside air, a large amount of low-temperature fuel can be used to cool the coolant. That is, the fuel in this application can be regarded as a heat sink.

[0025] After the fuel lowers the temperature of the coolant, the amount of heat that the refrigerant heat exchange circuit needs to absorb will decrease. Therefore, the consumable heat sink consumed by the consumable heat exchanger in the fourth heat exchange section will also be less. In other words, when carrying the same amount of consumable heat sink, it can provide heat dissipation for a longer period of time, meet the flight requirements for a longer period of time, and improve the utilization efficiency of consumable heat sink.

[0026] Furthermore, in this application, the fuel can not only directly cool the coolant through the second heat exchange section, but also cool the refrigerant in the refrigerant heat exchange circuit through the fifth heat exchange section. In other words, during use, a portion of the refrigerant requiring cooling and condensation can be introduced into the fifth heat exchange section, where the fuel can condense the refrigerant. The refrigerant exceeding the heat absorption capacity of the fuel can be introduced into the fourth heat exchange section, where the consumable heat exchanger 12 utilizes the consumable heat sink to condense the refrigerant, further reducing the amount of consumable heat sink used. When the aircraft carries the same amount of consumable heat sink, it can fly farther, improving the utilization rate of the consumable heat sink.

[0027] See Figure 1 As shown, in some implementations, a first thermometer 3 is provided in front of the first heat exchanger 4, and the multi-element heat sink heat exchange system is also provided with a controller (not shown in the figure), which is electrically connected to the first thermometer 3. when When the controller is activated, it will open the second heat exchange section and close the first connecting section, the fourth heat exchange section, and the fifth heat exchange section. when When this occurs, the controller will shut down the second heat exchange section and open the first connecting section, the fourth heat exchange section, and the fifth heat exchange section; when When this occurs, the controller will shut down the second and fifth heat exchange sections and open the first connecting section and the fourth heat exchange section; in, The fuel temperature measured by the first thermometer 3. , The set temperature value, and .

[0028] In other words, when the fuel temperature in the fuel heat exchange circuit is particularly low (below...) The controller shuts down both the fourth and fifth heat exchange sections, effectively disconnecting the refrigerant heat exchange circuit and preventing it from absorbing heat from the coolant circuit. The heat in the coolant is then primarily absorbed by the low-temperature fuel in the fuel heat exchange circuit. Through heat exchange between the low-temperature fuel and the high-temperature coolant carrying heat, the coolant flowing out of the second heat exchange section is cooled to a suitable temperature for subsequent cooling of the heat-generating components.

[0029] The fuel temperature rises in the fuel heat exchange circuit ( If the refrigerant cannot effectively absorb the heat from the coolant, it will close the second heat exchange section and open the first connecting section, preventing the coolant from contacting the relatively hot fuel. Simultaneously, the fourth and fifth heat exchange sections will be opened, allowing the refrigerant to circulate in the refrigerant heat exchange circuit. Through the heat absorption and phase change of the refrigerant evaporation, the coolant is cooled.

[0030] In this application, the fourth and fifth heat exchange sections are mainly used for the condensation of the compressed refrigerant. This involves absorbing the heat from the high-temperature, high-pressure refrigerant, thereby lowering its temperature to the condensation temperature for condensation. Because the fourth and fifth heat exchange sections are connected in parallel, fuel oil can supplement the heat sink, meeting the cooling requirements of the refrigerant. Therefore, when condensing the same amount of refrigerant, less refrigerant is required.

[0031] Understandably, the temperature of the fuel needs to be lower than the condensation temperature of the refrigerant after compression, so that the heat of the refrigerant can be reduced to the condensation temperature through heat exchange to complete condensation.

[0032] When the fuel temperature in the fuel heat exchange circuit becomes too high to be directly used for cooling the coolant or for condensing the refrigerant, the controller will shut down the second and fifth heat exchange sections. The refrigerant will then be condensed using the heat exchanger 12 at the fourth heat exchange section, and the coolant temperature will be lowered by the heat absorption effect of the refrigerant's expansion and evaporation. This completes the heat absorption of the heat-generating components.

[0033] See Figure 1 As shown, a first three-way valve 21 is installed in the coolant circuit. The two outlets of the first three-way valve 21 are connected to the inlet of the first connecting section and the inlet of the second heat exchange section, respectively. The opening and closing of the first connecting section and the second heat exchange section can be achieved by controlling which outlet of the first three-way valve 21 is open. In other words, in this application, the first three-way valve 21 can be electrically connected to a controller. When the controller sends a control command to the first three-way valve 21, it controls the outlet of the first three-way valve 21 connected to the second heat exchange section to open, and the outlet of the first three-way valve 21 connected to the first connecting section to close, so that the coolant will flow to the first heat exchanger 4 to exchange heat with the fuel in the fuel heat exchange circuit.

[0034] Correspondingly, a second three-way valve 20 is installed in the refrigerant heat exchange circuit. Specifically, the second three-way valve 20 is installed on the outlet side of the compressor 19. One outlet of the second three-way valve 20 is connected to the inlet side of the fourth heat exchange section, and the other outlet of the second three-way valve 20 is connected to the inlet side of the fifth heat exchange section. The controller is electrically connected to the second three-way valve 20 to realize the connection or closure of the fourth and fifth heat exchange sections.

[0035] Understandably, in some implementations, one-way valves can be installed on each parallel branch to directly control the connection or disconnection of that branch, thus replacing the technical solution that uses three-way valves.

[0036] In some implementations, The setting range is [45℃, 55℃]. The set range is [85℃, 90℃], and a compressor 19 is provided in the refrigerant heat exchange circuit. The compressor 19 is used to adjust the temperature according to the refrigerant temperature. The gaseous refrigerant flowing out of evaporator 17 is pressurized, causing the refrigerant's condensation temperature to be higher than that of the gaseous refrigerant. .

[0037] For example, in one embodiment, it would be Set to 50℃, and Set to 90℃. This will be at the fuel temperature. At that time, the fuel in the fuel heat exchange circuit is used to cool the high-temperature coolant in the coolant circuit. The coolant is cooled through a refrigerant heat exchange circuit, where part of the refrigerant condenses via fuel and the other part via consumable media. In both cases, the use of consumable media can be reduced, thus allowing for longer heat dissipation without changing the amount of consumable media stored. This effectively improves the utilization rate of consumable media and avoids limiting the aircraft's endurance due to its availability.

[0038] Among them, when At that time, it can be based on The size corresponds to the compression power of compressor 19. Specifically, you can first adjust it according to... Determine the corresponding refrigerant condensation temperature , making Based on the relationship between condensing temperature and condensing pressure, it is determined that compressor 19 needs to compress the gaseous refrigerant to the condensing pressure, so that the condensing temperature of the refrigerant after compression by compressor 19 is [value missing]. .

[0039] For example, when At that time, it can be determined first. Based on the relationship between condensation temperature and pressure, the corresponding gas pressure can be determined. If you wish to adjust the refrigerant condensation temperature to... Compressor 19 is needed to compress the refrigerant to the corresponding level. This ensures that the temperature of the compressed refrigerant drops to near [a certain value] after absorbing heat from the fuel. It then meets the condensation conditions and transforms into a liquid. Of course, in When the temperature is higher, compressor 19 is needed to compress the refrigerant to a higher pressure, so that the condensation temperature of the compressed refrigerant is higher than that of the refrigerant. It uses fuel oil to condense the refrigerant.

[0040] Because the compression capacity of compressor 19 and the sealing capacity of the system are limited, when the fuel temperature is too high, it is difficult to condense the refrigerant even by pressurizing it. In this case, consumable media are used to condense the refrigerant, ensuring the heat dissipation requirements of all aircraft systems.

[0041] See Figure 1 As shown, in some implementations, the third heat exchange section includes an expansion section, an evaporation section, and a compression section. The compressor 19 is located in the compression section, and the fourth heat exchange section, expansion section, evaporation section, and compression section are connected end-to-end to form a refrigerant heat exchange circuit. The evaporation section is equipped with an evaporator 17 that exchanges heat with the first heat exchange section. The fourth and fifth heat exchange sections are used to condense the refrigerant discharged from the compression section.

[0042] In other words, the refrigerant in the refrigerant heat exchange circuit is pressurized by compressor 19 in the compression section. The high-temperature, high-pressure refrigerant gas is then introduced into the fourth or fifth heat exchange section. The high-temperature, high-pressure refrigerant gas is cooled by the heat exchanger 12 in the fourth heat exchange section or by the condenser 5 in the fifth heat exchange section, causing it to condense into liquid refrigerant. The liquid refrigerant is then introduced into the expansion section, where its pressure decreases and its temperature further decreases. The low-temperature, low-pressure liquid refrigerant is then introduced into the evaporation section for further depressurization and evaporation, forming gaseous refrigerant. During evaporation, the refrigerant absorbs heat from the coolant, thus cooling the coolant.

[0043] The evaporator 17 in the evaporation section absorbs heat from the first heat exchange section and uses the refrigerant evaporation to remove heat from the coolant, thereby lowering the coolant temperature. A third check valve 22 is also provided between the evaporator 17 and the first heat exchanger 4 to prevent coolant backflow at the evaporator 17.

[0044] The expansion section is equipped with an expansion valve 15 to reduce the pressure of the liquid refrigerant, forming a refrigerant in a gas-liquid critical state, thereby reducing the difficulty of vaporizing the gaseous state in the evaporation section.

[0045] In some implementations, the refrigerant in the refrigerant heat exchange circuit is R134a, and compressor 19 is used to pressurize the gaseous refrigerant to above 3.04 MPa. R134a is tetrafluoroethane, and because R134a belongs to the HFC class (non-ODS Ozone-depleting Substances)—it does not deplete the ozone layer at all, making it very environmentally friendly. Compressor 19 can pressurize the gaseous refrigerant to above 3.04 MPa. When gaseous R134a is pressurized to 3.04 MPa, its condensation temperature can rise to 90°C, thus allowing the refrigerant to cool to its condensation point even when using relatively hot fuel. Of course, in actual use of compressor 19, the gaseous refrigerant does not necessarily need to be compressed to 3.04 MPa at all times. When the fuel temperature is low, the pressure of the gaseous refrigerant can be controlled to be lower, as long as the condensation temperature of the refrigerant after compression is higher than the current temperature of the fuel. See also Figure 1 As shown, a motor is integrated on the compressor 19, which drives the compressor 19 to compress the refrigerant. A filter device 18 is also provided between the inlet side of the compressor 19 and the outlet side of the evaporator 17. The filter device 18 can filter out impurities generated in the refrigerant heat exchange circuit, preventing damage to the compressor 19 during compression.

[0046] See Figure 1As shown, in some implementations, a coolant drive device 30 and a second thermometer 29 are provided on the coolant circuit. The second thermometer 29 is used to measure the temperature of the coolant at the heat-generating component. The coolant drive unit is used according to Adjusting the coolant flow rate in the coolant circuit , making and Positive correlation. That is to say, in The larger the temperature of the coolant at the heat-generating component, the faster the coolant flows using the coolant drive device 30, thus removing heat from the heat-generating component more quickly and preventing heat buildup. A second thermometer 29 is positioned between the coolant drive device 30 and the heat-generating component, and a second one-way valve 28 is also installed between the heat-generating component and the second thermometer 29. The second one-way valve 28 prevents coolant from flowing into the heat-generating component.

[0047] Similarly, a fuel pump 2 is installed in the fuel heat exchange circuit, when Increase, and At the same time, the coolant flow rate can be increased by using the coolant drive device 30, while the fuel pump 2 can be used to increase the fuel flow rate in the fuel heat exchange circuit, thereby transferring the heat in the coolant to the fuel more quickly, maintaining the coolant at a lower temperature, and ensuring the coolant's heat absorption capacity for the heat-generating components.

[0048] One approach is to first increase the fuel flow rate and then increase the coolant flow rate, or vice versa.

[0049] For example, when At that time, Set to a fixed flow rate , and when At that time, then Increase the fuel circulation speed to accelerate the cooling of the fuel and coolant. And when... This can simultaneously increase the flow rate of the coolant. And increase the fuel flow rate. This improves the cooling effect of the coolant.

[0050] Of course, when At that time, and When the temperature rises, the refrigerant flow rate can be increased to cool the coolant and maintain its temperature. Stability.

[0051] See also Figure 1As shown, in order to store and replenish the refrigerant, a liquid receiver 16 is also provided in the refrigerant heat exchange circuit. The liquid receiver 16 can be used to collect the refrigerant flowing out of the expansion valve 15, and after the evaporator 17 consumes liquid refrigerant, the liquid receiver 16 can be used to replenish the evaporator 17 with liquid refrigerant.

[0052] See Figure 1 As shown, in some implementations, the fuel heat exchange circuit includes a fuel supply section and a fuel return section connected end-to-end to form a circuit. The second and fifth heat exchange sections are both located in the fuel supply section. The end of the fuel supply section is connected to a fuel drain branch, which supplies fuel to combustion equipment, including an engine or other equipment that requires fuel ignition, such as a generator or heating equipment. See also... Figure 1 As shown, a third three-way valve 8 is connected to the outlet side of the oil supply section. One outlet of the third three-way valve 8 leads to the oil discharge branch, and the other outlet of the third three-way valve 8 connects to the oil return branch. The ratio of oil discharge to oil return and the oil quantity can be controlled through the third three-way valve 8.

[0053] In other words, the primary function of the fuel in this application is as a fuel source to provide kinetic energy to the aircraft, maintain stable internal temperature, or supplement electricity. By utilizing a large amount of fuel on the aircraft to enhance heat dissipation, this application reduces consumable heat sinks, increases fuel temperature, enhances fuel thermal energy, and improves fuel combustion efficiency.

[0054] In practical operation, an automatic valve electrically connected to the controller can be installed on the drain branch. This means that not all fuel in the supply section will drain into the drain branch; the remaining fuel will flow into the return section through the third three-way valve 8, and then back into the supply section inlet, thus replenishing the supply section's fuel supply. Of course, a fuel tank 1 is also installed at the supply section inlet, which can replenish fuel to the supply section when the fuel level in the return section is insufficient. This refreshes the fuel in the return section, and since the fuel temperature in fuel tank 1 is lower, replenishing fuel to the supply section using fuel tank 1 can reduce the temperature of the fuel in the fuel heat exchange circuit, thereby improving the heat absorption capacity of the fuel heat exchange circuit.

[0055] See Figure 1 As shown, in some implementations, the oil supply section is further provided with a second heat exchanger 6 and a third heat exchanger 7, wherein the second heat exchanger 6 is used for heat exchange with the hydraulic oil circuit, and the third heat exchanger 7 is used for heat exchange with the lubricating oil circuit. That is to say, the fuel heat exchange circuit in this application can not only achieve cooling of the coolant and condensation of the refrigerant, but also achieve heat exchange with the hydraulic oil and the lubricating oil.

[0056] See Figure 1As shown, in some implementations, the first heat exchanger 4, condenser 5, second heat exchanger 6, and third heat exchanger 7 are arranged sequentially along the fuel flow direction. This allows the lower-temperature fuel to first exchange heat with the larger first heat exchanger 4 and condenser 5. Then, the second heat exchanger 6 and third heat exchanger 7 exchange heat with the hydraulic oil and lubricating oil, bringing their temperatures close to those of the fuel and preventing excessively high or low temperatures from affecting performance.

[0057] See Figure 1 As shown, in some implementations, a high-heat structural heat exchange device 9 is installed before the oil outlet of the oil drain branch, and the consumable heat sink discharged from the consumable heat exchanger is also introduced into the high-heat structural heat exchange device 9 to utilize the fuel oil and the consumable heat sink to absorb the heat of the high-heat equipment. In other words, the discharged fuel oil and consumable heat sink can be used to cool the high-heat equipment, further improving the utilization rate of the consumable heat sink.

[0058] See Figure 1 As shown, the coolant circuit includes a first cooling branch 26 and a second cooling branch 27 connected in parallel. The first cooling branch 26 and the second cooling branch 27 are used to cool different heat-generating components. Each of the first cooling branch 26 and the second cooling branch 27 is equipped with a regulating valve. The flow rate of coolant into the two cooling branches can be controlled by adjusting the opening of these two valves. For example, when the heat-generating device cooled by the first cooling branch 26 has a higher heat output, the opening of the first regulating valve 24 on the first cooling branch 26 can be increased, or the opening of the second regulating valve 25 on the second cooling branch 27 can be decreased, thereby increasing the coolant flow into the first cooling branch 26 and improving its cooling capacity. Of course, more cooling branches can be connected in parallel, distributing different amounts of coolant to different cooling branches to meet the cooling needs of various heat-generating components. In some implementations, the coolant is No. 65 coolant, which has a freezing point below -65°C.

[0059] See also Figure 1 As shown, a third thermometer 23 is also installed between the evaporator 17 and the first cooling branch 26 and the second cooling branch 27 connected in parallel. The temperature of the coolant can be obtained using the third thermometer 23, thereby better controlling the regulating valves on each cooling branch to ensure that the flow rate on each branch meets the cooling requirements. The power of the coolant drive device 30 can also be adjusted according to the temperature measured by the third thermometer 23 to increase or decrease the temperature.

[0060] In some implementations, the consumable heat sink includes, but is not limited to, water, liquid nitrogen, and liquid ammonia. The fuel oil in the fuel oil heat exchange circuit can be a liquid fuel, such as various liquid hydrocarbons or mixtures of hydrocarbons. To store the consumable heat sink, a consumable heat sink box 10 is connected to the inlet of the consumable heat exchanger 12. The consumable heat sink is stored in the consumable heat sink box 10. A flow valve 11 is also provided between the consumable heat sink box 10 and the consumable heat exchanger 12, allowing the amount of consumable heat sink supplied from the consumable heat sink box 10 to the consumable heat exchanger 12 to be controlled by adjusting the opening of the flow valve 11. See also... Figure 1 As shown, a vent valve 13 is also provided on the outlet side of the consumable heat sink of the heat exchanger 12. The vent valve 13 can stably and controllably release the consumable heat sink flowing out of the heat exchanger 12, thereby ensuring the safe, stable and efficient operation of the system. A first check valve 14 is also provided on the outlet side of the heat exchanger 12 and the outlet side of the condenser 5 in the refrigerant heat exchange circuit to prevent refrigerant backflow at the outlet.

[0061] On the other hand, the present invention also provides an aircraft that adopts any of the above-mentioned multi-element heat sink heat exchange systems, which can reduce the amount of consumable heat sink used, thereby making the aircraft's endurance less limited by the amount of consumable heat sink, which is beneficial to improving the stable endurance of the aircraft.

[0062] Although the invention has been described with reference to preferred embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner as long as there is no structural conflict. The invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A multi-element heat sink heat exchange system, characterized by, It includes: A coolant circuit for absorbing heat from a heat-generating component includes a first heat exchange section, a second heat exchange section, and a first connecting section. The first connecting section and the second heat exchange section are connected in parallel, and the first connecting section and the second heat exchange section are connected in series with the first heat exchange section. A first heat exchanger is provided on the second heat exchange section, and an evaporator is provided on the first heat exchange section. A refrigerant heat exchange circuit with refrigerant flowing inside includes a third heat exchange section, a fourth heat exchange section, and a fifth heat exchange section. The fourth and fifth heat exchange sections are connected in parallel, and each of the fourth and fifth heat exchange sections is connected in series with the third heat exchange section. The third heat exchange section exchanges heat with the first heat exchange section through the evaporator. A consumable heat exchanger is installed on the fourth heat exchange section, and the consumable heat exchanger achieves refrigerant condensation at the fourth heat exchange section through a consumable heat sink. A condenser for condensing gaseous refrigerant is installed on the fifth heat exchange section. The fuel heat exchange circuit has fuel inside, and the fuel heat exchange circuit exchanges heat with the second heat exchange section through the first heat exchanger, and the fuel heat exchange circuit exchanges heat with the fifth heat exchange section through the condenser; A first thermometer is installed in front of the first heat exchanger, and the multi-element heat sink heat exchange system is also equipped with a controller, which is electrically connected to the first thermometer. When the controller opens the second heat exchange section, and closes the first communication section, the fourth heat exchange section and the fifth heat exchange section; When the controller closes the second heat exchange section, and opens the first communication section, the fourth heat exchange section and the fifth heat exchange section; When the controller closes the second heat exchange section and the fifth heat exchange section, and opens the first communication section and the fourth heat exchange section; in, The fuel temperature measured by the first thermometer. , The set temperature value, and .

2. The multi-element heat sink heat exchange system according to claim 1, characterized in that, The setting range is [45℃, 55℃]. The set range is [85℃, 90℃], and a compressor is provided in the refrigerant heat exchange circuit. The compressor is used to adjust the temperature according to the refrigerant temperature. The gaseous refrigerant flowing out of the evaporator is pressurized, causing the refrigerant's condensation temperature to be higher than that of the evaporator. .

3. The multi-element heat sink heat exchange system according to claim 2, characterized in that, The third heat exchange section includes an expansion section, an evaporation section, and a compression section. The compressor is located in the compression section. The fourth heat exchange section, the expansion section, the evaporation section, and the compression section are connected end to end in sequence to form the refrigerant heat exchange circuit. The evaporation section exchanges heat with the first heat exchange section. The fourth and fifth heat exchange sections are used to condense the refrigerant discharged from the compression section.

4. The multi-element heat sink heat exchange system according to claim 2, characterized in that, The refrigerant in the refrigerant heat exchange circuit is R134a, and the compressor is capable of pressurizing the gaseous refrigerant to above 3.04 MPa.

5. The multi-element heat sink heat exchange system according to any one of claims 1-4, characterized in that, The coolant circuit is equipped with a coolant drive device and a second thermometer, the second thermometer being used to measure the temperature of the coolant at the heat-generating component. The coolant drive device is used to... Adjusting the coolant flow rate in the coolant circuit , making and Positive correlation.

6. The multi-element heat sink heat exchange system according to any one of claims 1-4, characterized in that, The fuel heat exchange circuit includes a fuel supply section and a fuel return section connected end to end to form a circuit. The second heat exchange section and the fifth heat exchange section are both located in the fuel supply section. The end of the fuel supply section is connected to a fuel drain branch, which is used to supply fuel to the combustion equipment.

7. The multi-element heat sink heat exchange system according to claim 6, characterized in that, The oil supply section is also equipped with a second heat exchanger and a third heat exchanger, wherein the second heat exchanger is used for heat exchange with the hydraulic oil circuit and the third heat exchanger is used for heat exchange with the lubricating oil circuit.

8. The multi-element heat sink heat exchange system according to claim 7, characterized in that, The first heat exchanger, the condenser, the second heat exchanger, and the third heat exchanger are arranged sequentially along the flow direction of the fuel oil.

9. The multi-element heat sink heat exchange system according to claim 8, characterized in that, A high-heat structure heat exchange device is installed before the oil outlet of the oil drain branch, and the consumable heat sink discharged by the consumable heat exchanger is also introduced into the high-heat structure heat exchange device so as to use fuel oil and consumable heat sink to absorb the heat of the high-heat equipment.

10. An aircraft, characterized in that, It employs the multi-element heat sink heat exchange system according to any one of claims 1-9.

Images