Hypersonic dynamic multi-cold-source composite regenerative cooling system

Abstract

The invention discloses a hypersonic dynamic multi-cold-source composite regenerative cooling system which comprises a fuel cooling system, a liquid metal cooling system and a thermal power generation system. The fuel cooling system comprises an oil storage tank, a fuel pump and fuel cooling channels arranged in an engine air inlet channel, a combustion chamber and a spray pipe shell. The liquid metal cooling system comprises a liquid storage tank, an adjustable electromagnetic pump and liquid metal cooling channels arranged in an engine air inlet channel, a combustion chamber and a spray pipe shell. The thermal power generation system comprises a heat exchanger and a CBC power generation system. Liquid metal is added to serve as a second cold source, and the problems that performance is limited and the fuel temperature is too high due to the fact that cooling capacity of existing hypersonic velocity power is insufficient are solved; the method has the effects of improving the performance of an engine regenerative cooling system and widening the engine working condition boundary.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of hypersonic power technology, in particular to a hypersonic power multi-cool source composite regenerative cooling system. BACKGROUND

[0002] With the increase of the speed of the hypersonic vehicle, the wall heat flux of the combustion chamber of the power system rapidly rises to the megawatt level, and the wall temperature far exceeds the temperature limit of the existing materials, so that the traditional passive thermal protection technology cannot meet the working requirements of the long-time cruise of the hypersonic power system. The thermal protection technology not only significantly affects the working safety and flight time of the engine, but also seriously restricts the performance breakthrough of the engine. Under this background, the active regenerative cooling becomes the core supporting key technology for breaking through the "thermal barrier" bottleneck of the engine and realizing the development of the power system to high Mach number and long time, due to its unique advantage of controlling heat transfer.

[0003] The existing hypersonic power regenerative cooling system is mainly derived from the fuel carried by the engine. After the fuel flows through the regenerative cooling channel in the engine shell, it directly enters the combustion chamber through the injection hole to participate in the combustion, forming a single cool source for the closed-loop regenerative cooling of the engine shell. In this case, the fuel flow as the cool source is limited by the equivalence ratio of the engine. With the continuous improvement of the flight speed of the hypersonic vehicle, the heat sink of the fuel with limited flow gradually cannot meet the cooling requirements of the engine shell, and the combustion chamber pressure and temperature which determine the performance of the engine are often limited by the cooling capacity. At the same time, taking the common hydrocarbon fuel as an example, the high fuel temperature causes the fuel to crack and coke, and the risk of cooling channel blockage increases sharply. SUMMARY

[0004] The purpose of the present application is to provide a hypersonic power multi-cool source composite regenerative cooling system, which increases liquid metal as a second cool source to solve the problems of performance limitation caused by insufficient cooling capacity and high fuel temperature faced by the existing hypersonic power.

[0005] In order to achieve the above-mentioned task, the present application adopts the following technical scheme: A hypersonic power multi-cool source composite regenerative cooling system, comprising a fuel cooling system, a liquid metal cooling system and a heat power generation system, wherein: The fuel cooling system comprises an oil tank, a fuel pump and a fuel cooling channel arranged in the inlet channel, the combustion chamber and the nozzle shell of the engine. The fuel cooling channel contains fuel as the first cooling medium, which enters the combustion chamber after flowing through the fuel cooling channel to participate in the combustion directly. The oil tank is used to store fuel, and the fuel pump is used to control the flow and supply pressure of the fuel in the fuel cooling channel. The liquid metal cooling system comprises a liquid storage tank, an adjustable electromagnetic pump, and a liquid metal cooling channel arranged in the intake passage, combustion chamber, and nozzle shell of the engine; the liquid metal cooling channel contains liquid metal as a second cooling medium; the liquid storage tank is used for storing liquid metal, and the adjustable electromagnetic pump is used for controlling the flow of liquid metal in the liquid metal cooling channel. The heat power generation system comprises a heat exchanger and a CBC power generation system; the heat exchanger is used for transferring the heat of the second cooling medium in the liquid metal cooling channel to the CBC power generation system; the CBC power generation system is used for heat-electricity conversion to generate electricity while reducing the temperature of the second cooling medium.

[0006] Further, the cooling system is further provided with a temperature monitoring unit; the temperature monitoring unit comprises temperature sensors distributed in the intake passage, combustion chamber, and nozzle shell of the engine, which are used for collecting temperature data of the positions and transmitting the temperature data to the adjustable electromagnetic pump in the liquid metal cooling system; the adjustable electromagnetic pump controls the flow of the second cooling medium in the liquid metal cooling channel according to the temperature data.

[0007] Further, the first cooling medium in the fuel cooling channel flows into the front section of the fuel cooling channel from the front end of the engine, flows backward along the axial direction of the engine, flows into the rear section of the fuel cooling channel after converging at the tail end, flows forward along the axial direction of the engine, and finally is injected into the combustion chamber through the fuel injection hole at the front edge of the combustion chamber to participate in combustion.

[0008] Further, the materials of the fuel cooling channel and the liquid metal cooling channel are high-temperature alloys with D-printing forming capability; the materials of the high-temperature alloys include nickel-based and tungsten-based alloys.

[0009] Further, an anticorrosion coating is arranged on the inner wall of the liquid metal cooling channel, and the material of the anticorrosion coating is selected from oxides or silicon nitride.

[0010] Further, the cross-sectional shapes of the fuel cooling channel and the liquid metal cooling channel are rectangular, and in the state that the cross-sectional length of the rectangle does not change, the cross-sectional width of the rectangle is adjusted according to the heat exchange requirement of the arrangement position, so that the cross-sectional area is reduced at a position where heat exchange needs to be strengthened, and the cross-sectional area is increased at a position where heat exchange needs to be weakened.

[0011] Further, the fuel cooling channel and the liquid metal cooling channel are straight channels or spiral channels along the axial direction of the combustion chamber; when the channels are spiral channels, the spiral angle α is 0°-45°.

[0012] Further, the liquid metal as the second cooling medium is gallium or gallium-based alloy.

[0013] Further, the fuel cooling channels and the liquid metal cooling channels are arranged in the air inlet, combustion chamber and nozzle shell of the engine in a circumferential uniform interval; the number of the fuel cooling channels and the liquid metal cooling channels is the same.

[0014] Further, a rib is arranged between the adjacent fuel cooling channels and the adjacent liquid metal cooling channels, and the cross-sectional width of the rib is less than or equal to the width of the fuel cooling channel or the liquid metal cooling channel.

[0015] Further, the circulating working medium of the CBC power generation system is supercritical CO2.

[0016] A hypersonic vehicle, wherein the high-speed power multi-cooling source composite regenerative cooling system is used in the vehicle.

[0017] Further, in the starting process of the hypersonic vehicle, the fuel pump is started first to supply fuel to the fuel cooling system and the combustion chamber; as the flight Mach number increases, when the temperature data collected by the temperature monitoring unit reaches the set temperature value, the liquid metal cooling system is started, and the flow of the liquid metal in the liquid metal cooling channel is controlled through the adjustable electromagnetic pump; the heat carried by the liquid metal is transferred to the CBC power generation system through the heat exchanger of the heat power generation system for heat power generation; the generated power can be used for power supply of the adjustable electromagnetic pump and other electronic devices of the vehicle.

[0018] Compared with the prior art, the application has the following technical features: 1. In the process of increasing the flight speed of the hypersonic vehicle, when the fuel alone as the coolant faces the problem of insufficient heat sink, the liquid metal is added as the coolant to cool the engine air inlet, combustion chamber and nozzle. This can effectively reduce the risk of structural failure caused by high temperature, and avoid the problems of fuel cracking or coking caused by high fuel temperature, thereby blocking the cooling channel or affecting the injection combustion.

[0019] 2. The main factor restricting the performance of the hypersonic power at present is the cooling performance. The insufficient cooling capacity of the fuel limits the pressure and temperature of the combustion chamber and the pressure and speed of the exhaust gas. The introduction of liquid metal as a coolant to supplement the cooling capacity can effectively expand the working condition boundary of the engine and improve its working performance, so that the flight speed can break through to a higher Mach number.

[0020] 3. According to the temperature signal detected by the temperature sensor in the shell, the flow of the liquid metal cooling medium is adjusted by the adjustable electromagnetic pump. The cooling intensity can be adjusted according to the actual heat load demand of different flight conditions to improve the cooling efficiency. At the same time, through the heat power generation system, the heat in the liquid metal cooling medium is converted into electric energy for power supply of the electromagnetic pump and other on-board electronic devices of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 The diagram shows the structure of the hypersonic power multi-cold source composite regenerative cooling system provided by this invention.

[0022] Explanation of reference numerals in the attached diagram: 1 Cooling system, 11 Oil tank, 12 Fuel pump, 2 Liquid metal cooling system, 21 Liquid reservoir, 22 Adjustable electromagnetic pump, 23 Liquid metal cooling channel, 3 Thermal power generation system, 31 Heat exchanger, 32 CBC power generation system. Detailed Implementation

[0023] See Figure 1 This invention provides a hypersonic power multi-cold source composite regenerative cooling system, comprising a fuel cooling system 1, a liquid metal cooling system 2, and a thermal power generation system 3, wherein: 1. Fuel cooling system.

[0024] The fuel cooling system 1 includes a fuel tank 11, a fuel pump 12, and a fuel cooling channel 13 disposed in the engine's intake manifold, combustion chamber, and nozzle housing. The fuel cooling channel 13 contains fuel that serves as the first cooling medium and enters the combustion chamber to directly participate in combustion after flowing through the fuel cooling channel 13. The fuel tank 11 is used to store fuel, and the fuel pump 12 is used to control the flow rate and fuel supply pressure of the fuel in the fuel cooling channel 13.

[0025] In one possible implementation, the first cooling medium in the fuel cooling passage 13 flows from the front end of the engine into the front section of the fuel cooling passage 13, flows backward along the engine axis, converges at the tail end manifold and then enters the rear section of the fuel cooling passage 13, flows forward along the engine axis, and finally is injected into the combustion chamber through the fuel injection hole at the front edge of the combustion chamber to participate in combustion.

[0026] 2. Liquid metal cooling system.

[0027] The liquid metal cooling system 2 includes a storage tank 21, an adjustable electromagnetic pump 22, and a liquid metal cooling channel 23 disposed in the engine's intake manifold, combustion chamber, and nozzle housing; the liquid metal cooling channel 23 contains liquid metal as an independent second cooling medium; the storage tank 21 is used to store liquid metal, and the adjustable electromagnetic pump 22 can be used to control the flow rate of liquid metal in the liquid metal cooling channel 23.

[0028] The fuel cooling channel 13 and the liquid metal cooling channel 23 are both made of high-temperature alloys; the high-temperature alloys can be nickel-based, tungsten-based, or other similar materials. Using high-temperature alloys effectively improves the thermal reliability of the cooling channel 13 and the liquid metal cooling channel 23. Furthermore, these high-temperature alloys are capable of 3D printing, which offers advantages over vacuum brazing, such as lower processing costs and fewer constraints on channel structure design.

[0029] In the scheme, the inner wall of the liquid metal cooling channel 23 is provided with a corrosion-resistant coating, and the material of the corrosion-resistant coating can be selected from oxides or silicon nitride; the corrosion-resistant coating can effectively prevent the corrosion of the liquid metal to the channel wall surface, and enhance the safety and durability of the channel.

[0030] The cross-sectional shape of the fuel cooling channel 13 and the liquid metal cooling channel 23 is rectangular; the aspect ratio of the rectangle should be large (greater than a preset value); at the same time, the longer channel length can reduce the temperature non-uniformity of the shell surface; under the condition that the length of the rectangular cross section does not change, adjusting the width can adjust the cross-sectional area of the channel, and the cross-sectional area can be adjusted according to the heat exchange demand of the specific position. When the cross-sectional area is large, the flow speed of the first and second cooling media in the channel is reduced, and the heat exchange is weakened; when the cross-sectional area is small, the flow speed of the cooling medium in the channel is accelerated, and the heat exchange is strengthened.

[0031] The fuel cooling channel 13 and the liquid metal cooling channel 23 are straight channels or spiral channels along the axial direction of the combustion chamber; due to its special structure, when the cross-sectional area on the cross section perpendicular to the engine axis is the same, the flow speed of the first and second cooling media in the channel is faster, and the heat exchange intensity is enhanced. When it is a spiral channel, the spiral angle α is 0°~45°.

[0032] In the embodiment of the application, the liquid metal as the second cooling medium uses gallium or gallium-based alloy; its high thermal conductivity, density and specific heat capacity characteristics can effectively improve the overall heat capacity of the second cooling medium and improve the working performance of the regenerative cooling system.

[0033] In the embodiment of the application, the fuel cooling channel 13 and the liquid metal cooling channel 23 are uniformly and spacedly arranged in the circumferential direction in the intake duct, the combustion chamber and the nozzle shell of the engine. The number of the fuel cooling channel 13 and the liquid metal cooling channel 23 is the same.

[0034] Rib strips are arranged between adjacent fuel cooling channels 13 and adjacent liquid metal cooling channels 23, and the cross-sectional width of the rib strip is less than or equal to the width of the fuel cooling channel 13 and the liquid metal cooling channel 23.

[0035] 3. A thermal power generation system.

[0036] The thermal power generation system 3 comprises a heat exchanger 31 and a CBC power generation system 32; the heat exchanger 31 is used for transferring the heat of the second cooling medium in the liquid metal cooling channel 23 to the CBC power generation system 32; the CBC power generation system 32 is used for heat-electricity conversion and power generation, while reducing the temperature of the second cooling medium.

[0037] The circulating working medium of the CBC power generation system 32 is supercritical CO2; the CBC power generation system using supercritical CO2 as the circulating working medium has the advantages of high power generation efficiency and compact structure.

[0038] 4. A temperature monitoring unit.

[0039] The cooling system further comprises a temperature monitoring unit; the temperature monitoring unit comprises temperature sensors distributed in the air inlet, the combustion chamber and the nozzle shell of the engine, and is used for collecting temperature data of the positions and transmitting the temperature data to the adjustable electromagnetic pump 22 in the liquid metal cooling system 2; the adjustable electromagnetic pump 22 controls the flow of the second cooling medium in the liquid metal cooling channel 23 according to the temperature data.

[0040] In an embodiment of the present application, during the starting process of the hypersonic vehicle equipped with the regenerative cooling system, the fuel pump 12 is first started to supply fuel to the fuel cooling system 1 and the combustion chamber; as the flight Mach number increases, the heat sink for cooling the hot end components by using fuel as the first cooling medium gradually becomes insufficient; when the temperature data collected by the temperature monitoring unit reaches a set temperature value, the liquid metal cooling system 2 is started, the flow of the liquid metal in the liquid metal cooling channel 23 is controlled by the adjustable electromagnetic pump 22, and the cooling of the hot end components is simultaneously performed; the heat carried by the liquid metal is transferred to the CBC power generation system 32 through the heat exchanger 31 of the heat power generation system 3 for heat power generation; the generated power can be used for power supply of the adjustable electromagnetic pump 22 and other electronic devices of the vehicle.

[0041] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalent ones; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A hypersonic dynamic multi-cold-source composite regenerative cooling system, characterized in that, It includes a fuel cooling system (1), a liquid metal cooling system (2), and a thermal power generation system (3), wherein: The fuel cooling system (1) includes a fuel tank (11), a fuel pump (12), and a fuel cooling channel (13) disposed in the engine's intake manifold, combustion chamber, and nozzle housing; the fuel cooling channel (13) contains fuel as the first cooling medium and enters the combustion chamber to directly participate in combustion after flowing through the fuel cooling channel (13); the fuel tank (11) is used to store fuel; and the fuel pump (12) is used to control the flow rate and fuel supply pressure of the fuel in the fuel cooling channel (13). The liquid metal cooling system (2) includes a storage tank (21), an adjustable electromagnetic pump (22), and a liquid metal cooling channel (23) disposed in the engine's intake manifold, combustion chamber, and nozzle housing; the liquid metal cooling channel (23) contains liquid metal as an independent second cooling medium; the storage tank (21) is used to store liquid metal, and the adjustable electromagnetic pump (22) can be used to control the flow rate of liquid metal in the liquid metal cooling channel (23); The thermal power generation system (3) includes a heat exchanger (31) and a CBC power generation system (32); the heat exchanger (31) is used to transfer the heat of the second cooling medium in the liquid metal cooling channel (23) to the CBC power generation system (32); the CBC power generation system (32) is used to perform thermoelectric conversion to generate electricity, while reducing the temperature of the second cooling medium.

2. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The cooling system is also equipped with a temperature monitoring unit; the temperature monitoring unit includes temperature sensors distributed in the engine intake, combustion chamber and nozzle housing, used to collect temperature data at their location and transmit it to the adjustable electromagnetic pump (22) in the liquid metal cooling system (2); the adjustable electromagnetic pump (22) controls the flow rate of the second cooling medium in the liquid metal cooling channel (23) according to the temperature data.

3. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The first cooling medium in the fuel cooling passage (13) flows from the front end of the engine into the front section of the fuel cooling passage (13), flows backward along the engine axis, converges at the tail end manifold and then enters the rear section of the fuel cooling passage (13), flows forward along the engine axis, and finally is injected into the combustion chamber through the fuel injection hole at the front edge of the combustion chamber to participate in combustion.

4. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The fuel cooling channel (13) and the liquid metal cooling channel (23) are both made of high-temperature alloys with 3D printing molding capability; the high-temperature alloys include nickel-based and tungsten-based alloys.

5. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The cross-sectional shape of the fuel cooling channel (13) and the liquid metal cooling channel (23) is rectangular. Under the condition that the cross-sectional length of the rectangle does not change, the cross-sectional width of the rectangle is adjusted according to the heat exchange requirements of the layout location, so as to reduce the cross-sectional area where heat exchange needs to be strengthened and increase the cross-sectional area where heat exchange needs to be weakened.

6. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The fuel cooling channel (13) and the liquid metal cooling channel (23) are straight channels or spiral channels along the combustion chamber axis; when they are spiral channels, the spiral angle α is 0°~45°.

7. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, The fuel cooling channel (13) and liquid metal cooling channel (23) are evenly spaced along the circumference inside the engine's intake, combustion chamber and nozzle housing; the number of fuel cooling channels (13) and liquid metal cooling channels (23) is the same.

8. The hypersonic dynamic multi-cold-source composite regenerative cooling system according to claim 1, characterized in that, Ribs are provided between adjacent fuel cooling channels (13) and adjacent liquid metal cooling channels (23), and the cross-sectional width of the ribs is less than or equal to the width of the fuel cooling channel (13) and the liquid metal cooling channel (23).

9. A hypersonic vehicle, characterized in that, The aircraft employs the hypersonic power multi-cold source composite regenerative cooling system as described in any one of claims 1-8.

10. The hypersonic vehicle according to claim 9, characterized in that, During the startup process of the hypersonic vehicle, the fuel pump (12) is started first to supply fuel to the fuel cooling system (1) and combustion chamber. As the flight Mach number increases, when the temperature data collected by the temperature monitoring unit reaches the set temperature value, the liquid metal cooling system (2) is started, and the flow rate of liquid metal in the liquid metal cooling channel (23) is controlled by the adjustable electromagnetic pump (22). The heat carried by the liquid metal is transferred to the CBC power generation system (32) via the heat exchanger (31) of the thermal power generation system (3) for thermal power generation. The generated electricity can be used to power the adjustable electromagnetic pump (22) and other electronic devices of the vehicle.

Images