Heat dissipation system for high-speed aircraft, simulation verification system of heat dissipation system and high-speed aircraft

Abstract

The invention discloses a heat dissipation system for a high-speed aircraft, a simulation verification system of the heat dissipation system and the high-speed aircraft, and relates to the technical field of aerospace, the heat dissipation system comprises an evaporator, a hot circuit and a cold circuit, and the cold circuit comprises a cold source; the cold source at least comprises a first cooling medium and a second cooling medium with the saturation temperature sequentially reduced in the same pressure environment, the first cooling medium and the second cooling medium are used for circulating heat exchange in the cold path in different pressure environments, and the use environment pressure of the first cooling medium and the use environment pressure of the second cooling medium are sequentially increased. The simulation verification system of the heat dissipation system comprises the heat dissipation system and a vacuum simulation system, the vacuum simulation system comprises a closed space, a vacuum unit and simulation airborne electronic equipment, and the aircraft also comprises the heat dissipation system. According to the heat dissipation system, different cooling media are used in different pressure environments, reasonable resource distribution is formed, and various problems existing in a single cooling medium are solved.

Description

Technical Field

[0001] This invention belongs to the field of aerospace technology, specifically relating to a heat dissipation system for high-speed aircraft, a simulation verification system for the heat dissipation system, and a high-speed aircraft. Background Technology

[0002] In recent years, with the rapid development of hypersonic vehicles and reusable spacecraft, thermal protection technology during atmospheric reentry faces severe challenges. When a spacecraft re-enters at speeds exceeding Mach 5, the atmospheric environment at different altitudes exhibits significantly different thermodynamic environments: in the thin atmosphere at altitudes of 80-50 km, aerodynamic heating primarily originates from shock wave compression; while in the dense atmosphere below 50 km, frictional heat generation and turbulent heat transfer dominate. Traditional thermal protection systems (TPS) often employ active cooling cycles using a single working fluid, such as liquid hydrogen or supercritical carbon dioxide, but these systems have significant drawbacks.

[0003] The working fluid parameters are mismatched: in the thin atmosphere of high altitudes, the convective heat transfer coefficient is low, requiring the coolant to have high heat capacity; while in the high convective heat transfer zone of low altitudes, a medium with high latent heat of phase change is needed. A single working fluid cannot simultaneously meet the heat load requirements across the entire altitude range, resulting in an excessive supply of coolant at certain altitudes and wasting resources.

[0004] Thermodynamic cycle efficiency bottleneck: Traditional single-working-medium systems are forced to increase pumping pressure in the high-altitude section due to low heat transfer efficiency, while in the low-altitude section, incomplete phase change leads to a heat exchanger volume expansion rate of over 300%, significantly increasing system structural weight and energy consumption.

[0005] Material compatibility deterioration: Under continuous high temperature gradients, the thermal decomposition products of a single working fluid are prone to cause pipeline corrosion under different pressure environments. For example, liquid hydrogen is prone to hydrogen embrittlement in the subcritical state, while it accelerates metal fatigue in the supercritical state.

[0006] Therefore, there is an urgent need to develop a segmented thermal management system that can dynamically adjust the physical properties of the coolant according to the reentry altitude, in order to overcome the bottleneck of excessive cost caused by insufficient adaptability to the altitude environment in the existing technology. Summary of the Invention

[0007] The purpose of this invention is to provide a heat dissipation system for high-speed aircraft, a simulation verification system for the heat dissipation system, and a high-speed aircraft, so as to solve the problems existing in the prior art.

[0008] To achieve the above objectives, the present invention provides the following solution:

[0009] A heat dissipation system for high-speed aircraft, comprising:

[0010] An evaporator, the evaporator including a first heat supply path and a first heat absorption path for heat exchange;

[0011] A heating circuit, comprising a pump and a heat absorption section connected in sequence, wherein the inlet of the pump is connected to the outlet of the first heating path, and the outlet of the heat absorption section is connected to the inlet of the first heating path;

[0012] A cold path, the cold path including a cold source, the outlet of the cold source being connected to the inlet of the first heat absorption path;

[0013] The cold source includes at least a first cooling medium and a second cooling medium. Under the same pressure environment, the saturation temperature of the first cooling medium and the second cooling medium decreases sequentially. The first cooling medium and the second cooling medium are used to circulate and exchange heat in the cold circuit under different pressure environments. The operating environment pressure values ​​of the first cooling medium and the second cooling medium increase sequentially.

[0014] In an exemplary embodiment, the first cooling medium is water, which is used to circulate and exchange heat in the cooling path when the flight altitude of the aircraft is in the range of 33 to 40 km.

[0015] In one exemplary embodiment, the second cooling medium is a hydrofluorocarbon product used for heat exchange in the cooling path when the aircraft's flight altitude is below 33 km.

[0016] In one exemplary embodiment, the second cooling medium is R134a.

[0017] In an exemplary embodiment, at least one of the first cooling medium and the second cooling medium is provided with a pressure regulating device for adjusting the ambient pressure value of the cooling medium.

[0018] In an exemplary embodiment, a recirculating cooler is provided between the heat-absorbing part and the evaporator. The recirculating cooler includes a second heat supply path and a second heat absorption path for heat exchange. The inlet of the second heat supply path is connected to the outlet of the heat-absorbing part, the outlet of the second heat supply path is connected to the inlet of the first heat supply path, and the outlet of the first heat absorption path is connected to the inlet of the second heat absorption path.

[0019] In an exemplary embodiment, a three-way valve is provided between the heat absorption section and the evaporator. The three-way valve includes a first inlet, a second inlet, and a first outlet. The first inlet is connected to the outlet of the heat absorption section, and the second inlet is connected to the outlet of the first heating path and is normally closed. The first outlet of the three-way valve is connected to the inlet of the first heating path. A first temperature sensing element is provided at the outlet of the first heating path. The first temperature sensing element is signal-connected to the control system. The control system controls the opening and closing of the first inlet and the second inlet of the three-way valve according to the sensing value of the first temperature sensing element.

[0020] In one exemplary embodiment, a flow meter is provided between the heat absorption section and the evaporator.

[0021] The present invention also provides a simulation verification system for a heat dissipation system, used to simulate the working environment of the aforementioned heat dissipation system and verify its heat dissipation performance. The system includes the aforementioned heat dissipation system and a vacuum simulation system. The vacuum simulation system includes a sealed space, a vacuum unit, and simulated airborne electronic equipment. The sealed space is used to simulate the low-pressure environment of a high-speed aircraft flying at high altitudes. The vacuum unit is used to evacuate the sealed space. The simulated airborne electronic equipment is used to simulate the heat-generating equipment in a high-speed aircraft. Both the heat dissipation system and the simulated airborne electronic equipment are located within the sealed space. The heat-absorbing part of the heat dissipation system is used to absorb the heat emitted by the simulated airborne electronic equipment.

[0022] The present invention also provides a high-speed aircraft, characterized in that: it includes the above-mentioned heat dissipation system, wherein the heat-absorbing part of the heat dissipation system is used to absorb the heat emitted by the heat-generating equipment in the high-speed aircraft.

[0023] The present invention achieves the following technical effects compared to the prior art:

[0024] By configuring an evaporator, a hot circuit, and a cold circuit, the cold circuit includes a cold source, which at least includes a first cooling medium and a second cooling medium. Under the same pressure environment, the saturation temperatures of the first and second cooling media decrease sequentially. By using different cooling media under different pressure environments—for example, at higher flight altitudes where the ambient pressure is lower, using a cooling medium with a higher saturation temperature under the same pressure environment—even if the cooling medium has a high saturation temperature under a certain pressure environment, its saturation temperature will decrease when placed in a relatively low-pressure environment, thus making it easier to evaporate; at lower flight altitudes where the ambient pressure is higher, using a cooling medium with a lower saturation temperature under the same pressure environment, because this cooling... The saturation temperature of the medium is relatively low under the same pressure environment. Even when placed under relatively high pressure, its saturation temperature remains relatively low, and it is still easy to evaporate. The heat dissipation requirements of the aircraft are met by the latent heat of vaporization. This forms a reasonable resource allocation and solves the various problems of a single cooling medium. It avoids the need to supply excessive coolant at specific altitudes, which would waste resources. It also avoids the need to increase pumping pressure at high altitudes due to low heat transfer efficiency, and avoids the need to increase the volume of heat exchangers at low altitudes due to incomplete phase change, which would increase the weight of the system structure and energy consumption. Furthermore, by using a suitable cooling medium at specific altitudes, it can avoid the corrosion of pipelines caused by the thermal decomposition products of a single working fluid under different pressure environments. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A schematic diagram of a heat dissipation system for a high-speed aircraft, as disclosed in a specific embodiment of the present invention;

[0027] Figure 2 A diagram showing the refrigerant switching at different flight altitudes;

[0028] Among them, 101, evaporator; 102, sixth temperature sensing element; 103, fifth pressure sensing element; 104, three-way valve; 105, cooler; 106, second electronic flow meter; 107, fourth temperature sensing element; 108, heat absorption section; 109, fifth temperature sensing element; 110, pump; 111, sixth pressure sensing element; 112, first temperature sensing element; 113, fourth pressure sensing element; 114, third temperature sensing element; 115, throttle valve; 116. Third pressure sensing element; 117. Needle valve; 118. Switch valve; 119. First electronic flow meter; 120. Second pressure sensing element; 121. Second temperature sensing element; 122. Second medium container; 123. Switch regulating valve; 124. First pressure sensing element; 125. Pressure regulating tank; 126. First medium container; 127. First heating path; 128. First heat absorption path; 129. Second heating path; 130. Second heat absorption path. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. 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.

[0030] The purpose of this invention is to provide a heat dissipation system for high-speed aircraft, a simulation verification system for the heat dissipation system, and a high-speed aircraft, so as to solve the problems existing in the prior art.

[0031] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] Example 1

[0033] Please refer to Figure 1 This embodiment provides a heat dissipation system for a high-speed aircraft, including a hot path and a cold path for heat exchange via an evaporator 101. The evaporator 101 includes a first heat supply path 127 and a first heat absorption path 128 for heat exchange. The hot path includes a pump 110 and a heat absorption section 108 connected in sequence. The inlet of the pump 110 is connected to the outlet of the first heat supply path 127, and the outlet of the heat absorption section 108 is connected to the inlet of the first heat supply path 127. The cold path includes a cold source, and the outlet of the cold source is connected to the inlet of the first heat absorption path 128. The cold source includes at least a first cooling medium and a second cooling medium, and may also include a third cooling medium, a fourth cooling medium, and so on. Under the same pressure environment, the saturation temperatures of the first cooling medium, the second cooling medium, the third cooling medium, the fourth cooling medium, and so on decrease sequentially. The Nth cooling medium is used for heat exchange in the cooling circuit under different pressure environments, namely the first cooling medium, the second cooling medium, the third cooling medium, the fourth cooling medium, and so on. The operating pressure of the Nth cooling medium increases sequentially.

[0034] The working principle of this embodiment is that the environmental pressure is different at different flight altitudes, and the environmental pressure will affect the saturation temperature of the cooling medium. The lower the flight altitude, the higher the environmental pressure, the higher the saturation temperature of the cooling medium, the less likely it is to evaporate, and thus the less likely it is to meet the heat dissipation needs of the aircraft by means of latent heat of vaporization. By using different cooling media under different pressure environments—for example, at higher flight altitudes where the ambient pressure is lower, a cooling medium with a higher saturation temperature under the same pressure environment can be used. Even if the saturation temperature of this cooling medium is high under a certain pressure environment, its saturation temperature will decrease when placed in a relatively low-pressure environment, making it easier to evaporate; conversely, at lower flight altitudes where the ambient pressure is higher, a cooling medium with a lower saturation temperature under the same pressure environment can be used. Because the saturation temperature of this cooling medium is low under a certain pressure environment, its saturation temperature will remain relatively low even when placed in a relatively high-pressure environment, making it equally easy to evaporate. This achieves a reasonable resource allocation, solving various problems associated with a single cooling medium. It avoids the need for excessive coolant supply at specific altitudes, which would lead to resource waste, and it also avoids the need to increase the pump pressure at high altitudes due to low heat transfer efficiency, and the risk of heat exchanger volume expansion at low altitudes due to incomplete phase change, which would increase system weight and energy consumption. Furthermore, by using a suitable cooling medium at a specific altitude, it avoids the risk of pipeline corrosion caused by the thermal decomposition products of a single working fluid under different pressure environments.

[0035] Taking a high-speed aircraft whose flight mission involves atmospheric reentry within a 40km range as an example, when the flight altitude is between 33 and 40km, water is used as the primary cooling medium to meet the aircraft's heat dissipation requirements. When the flight altitude is below 33km, hydrofluorocarbons are used as the secondary cooling medium to meet the aircraft's thermal requirements, with R134a (1,1,1,2-tetrafluoroethane) being the preferred choice. Figure 2 As shown.

[0036] Water and R134a were used as cooling media at different flight altitudes. The higher the flight altitude, the lower the ambient pressure, and the lower the saturation temperature of water. Therefore, at higher altitudes, water can more easily absorb heat through evaporation, making it an effective cooling medium at high altitudes. Furthermore, water is an infinitely renewable resource with extremely low cost. At a flight altitude of 33 km, the atmospheric pressure is 0.77 kPa, and the saturation temperature of water is 3.17℃. However, below 33 km, the ambient pressure increases with decreasing altitude, and the saturation temperature of water also increases, failing to provide sufficient latent heat of vaporization to meet the aircraft's heat dissipation requirements. In this case, R134a was used as the cooling medium to meet the requirements because, even at higher ambient pressures, R134a maintains a low saturation temperature, possesses good thermal conductivity and a stable latent heat of vaporization, and is more environmentally friendly and pollution-free than ammonia.

[0037] However, while R134a is the preferred cooling medium, its saturation temperature at 1 atmosphere is -26°C, which is too low and incompatible with the operating temperature of the electronic equipment in high-speed aircraft, failing to provide a stable near-zero temperature control environment during reentry. Therefore, it is necessary to increase the saturation temperature of R134a by pressurization. After pressurization, the saturation temperature of R134a at 3-4 atmospheres is 1.04°C-9.32°C, which meets the required temperature.

[0038] Therefore, in one embodiment, at least one of the first cooling medium and the second cooling medium is equipped with a pressure regulating device to regulate the ambient pressure value of the cooling medium.

[0039] Taking a specific embodiment as an example, the cold source includes at least a first medium container 126 and a second medium container 122. The first medium container 126 is used to hold water, and the second medium container 122 is used to hold a cooling medium, such as R134a, whose ambient pressure value needs to be adjusted according to a suitable temperature. The outlets of both the first medium container 126 and the second medium container 122 are connected to the inlet of the first heat absorption path 128 of the evaporator 101. Furthermore, the inlet of the second medium container 122 is also connected to a pressure regulating tank 125 as a pressure regulating device. The pressure regulating tank 125 contains a pressure regulating gas, such as nitrogen or other inert gases. When pressure adjustment is required, an appropriate amount of nitrogen is injected into the second medium container 122 to raise the ambient pressure value of R134a to the required range. To ensure that the ambient pressure of R134a is maintained at 3-4 atmospheres, this embodiment provides a pressure regulating valve or an overflow valve at the outlet of the first heat absorption path 128.

[0040] As a preferred embodiment, a first pressure sensing element 124 is provided at the outlet of the pressure regulating tank 125 to monitor the outlet pressure of the pressure regulating gas. A switch regulating valve 123 is provided between the pressure regulating tank 125 and the second medium container 122. A second pressure sensing element 120 is provided at the outlet of the first medium container 126 and the second medium container 122 to monitor the output pressure of the first cooling medium or the second cooling medium. If the output pressure of the second cooling medium is not qualified, the outlet pressure of the pressure regulating gas is increased or decreased by adjusting the switch regulating valve 123.

[0041] Of course, the cold source may also include a third medium container, a fourth medium container, and so on. The Nth medium container, the pressure regulating tank 125, is connected to at least one of the first medium container 126 to the Nth medium container, or at least one of the first medium container 126 to the Nth medium container is respectively provided with a corresponding pressure regulating tank 125.

[0042] In one embodiment, a second temperature sensing element 121 is provided at the outlet of the first medium container 126 and the second medium container 122 to monitor the output temperature of the first cooling medium or the second cooling medium.

[0043] In one embodiment, a first electronic flow meter 119, a switching valve 118, a needle valve 117, and a throttling valve 115 are sequentially arranged between the outlets of the first medium container 126 and the second medium container 122 and the inlet of the first heat absorption path 128 of the evaporator 101.

[0044] The first electronic flow meter 119 is used to monitor the overall flow rate of the cold circuit and control the adjustment of the needle valve 117 based on the measured flow rate. If the volumetric flow rate monitored by the first electronic flow meter 119 is too high, the valve of the needle valve 117 is slightly closed to reduce the flow rate entering the throttle valve 115, thereby reducing the volumetric flow rate monitored by the first electronic flow meter 119. If the volumetric flow rate monitored by the first electronic flow meter 119 is too low, the valve of the needle valve 117 is slightly opened to increase the flow rate entering the throttle valve 115. This makes the flow rate of the cold circuit tend to a stable range, thereby increasing the volumetric flow rate monitored by the first electronic flow meter 119.

[0045] A third pressure sensing element 116 is provided between the throttle valve 115 and the needle valve 117. This element monitors the pressure of the cooling medium after it has been regulated by the first electronic flow meter 119 and the needle valve 117. Based on the measured pressure value, the element controls the adjustment of the throttle valve 115. If the pressure value detected by the third pressure sensing element 116 is too high, the throttle valve 115 is increased, thus reducing the pressure of the cooling medium entering the evaporator 101. If the pressure value detected by the third pressure sensing element 116 is too low, the throttle valve 115 is decreased, thus increasing the pressure of the cooling medium entering the evaporator 101. This ensures that the pressure value of the cooling medium entering the evaporator 101 in the cold path tends to a stable range. Here, the adjustment of the throttle valve 115 is equivalent to a secondary adjustment of the needle valve 117.

[0046] A third temperature sensing element 114 and a fourth pressure sensing element 113 are provided between the throttle valve 115 and the evaporator 101 to monitor the temperature and pressure of the cooling medium entering the inlet of the evaporator 101.

[0047] In the thermal circuit, the heat absorption section 108 is used to absorb the heat emitted by the heat-generating equipment in the high-speed aircraft. The heat absorption medium in the thermal circuit is heated by the heat-generating equipment in the high-speed aircraft, flows into the evaporator 101 to exchange heat with the cooling medium, and then flows back to the heat absorption section 108 to cool down the heat-generating equipment in the high-speed aircraft.

[0048] In one embodiment, a recirculating cooler 105 is provided between the heat-absorbing part 108 and the evaporator 101. The recirculating cooler 105 includes a second heat supply path 129 and a second heat absorption path 130 for heat exchange. The inlet of the second heat supply path 129 is connected to the outlet of the heat-absorbing part 108, the outlet of the second heat supply path 129 is connected to the inlet of the first heat supply path 127, and the outlet of the first heat absorption path 128 is connected to the inlet of the second heat absorption path 130.

[0049] The cooling medium flowing out from the first heat absorption path 128 of the evaporator 101 absorbs heat and changes from a liquid state to a vapor state. In high-speed aircraft, it is usually directly vented, making it difficult to recover and reuse the cooling medium itself or the residual heat or cold energy. Especially when using R134a pressurized to 3-4 atmospheres, its pressure in the hot circuit and inside the evaporator 101 remains at 3-4 atmospheres. When it is discharged from the evaporator 101, it is easy to connect to the outside environment and enter an environment with a much lower pressure. The pressure change causes the temperature of the R134a in its liquid state to drop rapidly, regaining a considerable amount of cooling energy. If it is also directly vented at this time, it will result in a considerable waste.

[0050] In this embodiment, a recirculating cooler 105 is installed. The heat-absorbing medium in the thermal path, after being heated by the heat-generating equipment in the high-speed aircraft, reaches its highest temperature within the entire thermal path. Let the temperature of the heat-absorbing medium at this point be T1. The heat-absorbing medium flows into the recirculating cooler 105 at temperature T1, where it first exchanges heat with the vapor-state cooling medium flowing out from the outlet of the first heat-absorbing path 128, initially lowering its temperature. Let the temperature of the heat-absorbing medium at this point be T2, where T2 < T1. Subsequently, this initially cooled heat-absorbing medium continues to flow, entering the evaporator 101 at temperature T2, where it exchanges heat with the liquid cooling medium at approximately 0°C, further lowering its temperature to the lowest temperature state within the entire thermal path. Let the temperature of the cooling medium after heat absorption be T3. According to the second law of thermodynamics, heat transfer requires a temperature difference. When the temperature of the cooling medium approaches the temperature T3 of the heat-absorbing medium, the temperature difference between them approaches zero, and the heat transfer rate decreases significantly. Therefore, the final temperature of the cooling medium can never reach or exceed the temperature of the heat source. Furthermore, the actual efficiency of heat exchangers is usually less than 100%, so the outlet temperature of the cold medium will be even lower, and heat loss will inevitably occur during the heat exchange process. Therefore, T3 must be less than T2. ​​Thus, in evaporator 101, the temperature of the cooling medium T3 is less than the temperature of the heat-absorbing medium T2, while the temperature of the heat-absorbing medium T2 in evaporator 101 is less than the temperature of the heat-absorbing medium T1 in cooler 105, i.e., T3 < T2 < T1. Therefore, the cooling medium with temperature T3 flowing out of evaporator 101, after flowing into cooler 105 at temperature T3, can cool the heat-absorbing medium with temperature T1. After secondary cooling, the heat-absorbing medium flows into heat-absorbing section 108 through pump 110, effectively absorbing and cooling the heat generated by the heat-generating equipment in the high-speed aircraft, and then continues to flow to cooler 105, thus forming a closed loop.

[0051] As a preferred embodiment, a sixth temperature sensing element 102 is provided between the outlet of the first heat absorption path 128 of the evaporator 101 and the inlet of the second heat absorption path 130 of the cooler 105, for monitoring the temperature of the cooling medium flowing out from the outlet of the first heat absorption path 128.

[0052] By setting up a recirculating cooler 105, the cooling energy in the cooling medium flowing out of the evaporator 101 is reused, which improves energy utilization and reduces the consumption of cooling medium.

[0053] In one embodiment, a three-way valve 104 is provided between the heat absorption section 108 and the evaporator 101. The three-way valve 104 includes a first inlet, a second inlet, and a first outlet. The first inlet is connected to the outlet of the heat absorption section 108, and the second inlet is connected to the outlet of the first heating path 127 and is normally closed. The first outlet of the three-way valve 104 is connected to the inlet of the first heating path 127. A first temperature sensing element 112 is provided at the outlet of the first heating path 127 to monitor the temperature of the heat absorption medium at the outlet of the first heating path 127. The opening and closing of the first inlet and the second inlet of the three-way valve 104 are controlled according to the measured temperature value. If the water temperature flowing out of the evaporator 101 is detected to be too high, making it unable to effectively cool the heat-generating equipment in the high-speed aircraft, the first inlet is closed, cutting off the flow from the heat-absorbing section 108 to the evaporator 101. The second inlet is opened, allowing the heat-absorbing medium that did not enter the heat-absorbing section 108 to directly re-enter the evaporator 101 for secondary cooling until the qualified temperature is reached. Then, the first inlet is opened again, and the second inlet is closed, allowing the qualified heat-absorbing medium to flow back into the heat-absorbing section 108. Various three-way valves 104 can achieve the above functions; in this embodiment, an electrically controlled three-way valve 104 is preferred, combined with the control system described below to achieve automatic regulation.

[0054] A fourth temperature sensing element 107 and a fifth temperature sensing element 109 are respectively provided at the inlet and outlet of the heat absorption section 108, which are used to monitor the temperature of the heat absorption medium at the inlet and outlet of the heat absorption section 108, respectively.

[0055] A second electronic flow meter 106 is installed between the heat absorption section 108 and the evaporator 101 to monitor the overall flow rate of the heat path and control the adjustment of the pump 110 based on the measured flow rate. If the volumetric flow rate monitored by the second electronic flow meter 106 is too high, the pump 110 is adjusted to reduce the flow rate into the heat absorption section 108; if the volumetric flow rate monitored by the second electronic flow meter 106 is too low, the pump 110 is adjusted to increase the flow rate into the heat absorption section 108, thereby making the flow rate of the heat path tend to a stable range.

[0056] A fifth pressure sensing element 103 and a sixth pressure sensing element 111 are respectively installed at the inlet and outlet of the first heating path 127 of the evaporator 101 to measure the pressure difference of the heat absorption medium before and after entering the evaporator 101.

[0057] In one embodiment, a control system is also provided. The aforementioned first temperature sensing element 112, second temperature sensing element 121, third temperature sensing element 114, fourth temperature sensing element 107, fifth temperature sensing element 109, sixth temperature sensing element 102, first pressure sensing element 124, second pressure sensing element 120, third pressure sensing element 116, fourth pressure sensing element 113, fifth pressure sensing element 103, sixth pressure sensing element 111, first electronic flow meter 119, second electronic flow meter 106, three-way valve 104, needle valve 117, throttle valve 115, and other electronic and controllable components are all connected to the control system for signal transmission.

[0058] Example 2

[0059] This embodiment provides a simulation verification system for a heat dissipation system, used to simulate the working environment of the heat dissipation system described in Embodiment 1 and to verify its heat dissipation performance. It includes the heat dissipation system described in Embodiment 1 and a vacuum simulation system. The vacuum simulation system includes a sealed space, a vacuum unit, and simulated airborne electronic equipment. The sealed space is used to simulate the low-pressure environment of a high-speed aircraft flying at high altitude. The vacuum unit is used to evacuate the sealed space. The simulated airborne electronic equipment is used to simulate the heat-generating equipment in a high-speed aircraft. Both the heat dissipation system and the simulated airborne electronic equipment are located in the sealed space. The heat absorption part 108 of the heat dissipation system is used to absorb the heat emitted by the simulated airborne electronic equipment.

[0060] Specifically, the vacuum unit can consist of two Roots vacuum pumps 110, model JZQS1200-2A, with a pumping speed of 1200 L / s and an ultimate pressure of 500 Pa. A single Roots vacuum pump 110 is model ZJQ-1200, with a pumping speed of 1200 L / s, a minimum achievable ultimate pressure of 13 kPa, and an allowable pressure difference of 87 kPa.

[0061] In practical applications, recovering the cooling medium from the heat dissipation system installed in high-speed aircraft is very difficult. However, this is not a limitation in ground simulation verification tests, where a recovery system can be set up for recovery. In one embodiment, a collection device and a cooling device are sequentially installed at the outlet of the first heat absorption path 128 of the evaporator 101. The cooling device is connected to the medium container of the cold source. After absorbing heat from the simulated airborne electronic equipment, the cooling medium in the evaporator 101 undergoes a phase change process and transforms into vapor. It is discharged from the outlet of the first heat absorption path 128 and collected by the collection device. The collected vapor then enters the cooling device for cooling, releasing the heat it carries and recondensing into a liquid state. This cooled and reliquefied cooling medium is then sent back to the cooling medium container of the heat dissipation system, thus forming a complete recycling system.

[0062] Example 3

[0063] This embodiment provides a high-speed aircraft, including the heat dissipation system described in Embodiment 1, wherein the heat absorption part 108 of the heat dissipation system is used to absorb the heat emitted by the heat-generating equipment in the high-speed aircraft.

[0064] In the description of this invention, it should be understood that the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, 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, and therefore should not be construed as a limitation of this invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0065] In the description of this invention, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0066] If this invention discloses or relates to components or structural parts that are fixedly connected to each other, then, unless otherwise stated, a fixed connection can be understood as: a fixed connection that can be detached (e.g., using bolts or screws), or a fixed connection that cannot be detached (e.g., riveting, welding). Of course, a fixed connection can also be replaced by an integral structure (e.g., manufactured in one piece using a casting process) (except where it is obviously impossible to use an integral molding process).

[0067] In addition, unless otherwise stated, the terms used in any of the technical solutions disclosed in this invention to indicate positional relationships or shapes include states or shapes that are similar to, close to, or approximate with those states or shapes.

[0068] Any component provided by this invention can be assembled from multiple individual components or can be a single component manufactured by a one-piece molding process.

[0069] It should be noted that the structures, proportions, sizes, etc., depicted in the accompanying drawings of this specification are only used to complement the content disclosed in the specification, so as to enable those skilled in the art to understand and read them, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0070] It should also be noted that in the embodiments of this application, the same reference numerals are used to denote the same component or the same part.

[0071] Any adaptive changes made according to actual needs are within the scope of protection of this invention.

[0072] It should be noted that, for those skilled in the art, it is obvious that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0073] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A heat dissipation system for high-speed aircraft, characterized in that, include: An evaporator, the evaporator including a first heat supply path and a first heat absorption path for heat exchange; A heating circuit, comprising a pump and a heat absorption section connected in sequence, wherein the inlet of the pump is connected to the outlet of the first heating path, and the outlet of the heat absorption section is connected to the inlet of the first heating path; A cold path, the cold path including a cold source, the outlet of the cold source being connected to the inlet of the first heat absorption path; The cold source includes at least a first cooling medium and a second cooling medium. Under the same pressure environment, the saturation temperature of the first cooling medium and the second cooling medium decreases sequentially. The first cooling medium and the second cooling medium are used to circulate and exchange heat in the cold circuit under different pressure environments. The operating environment pressure values ​​of the first cooling medium and the second cooling medium increase sequentially.

2. The heat dissipation system for high-speed aircraft according to claim 1, characterized in that: The first cooling medium is water, which is used to circulate and exchange heat in the cooling circuit when the flight altitude of the aircraft is in the range of 33 to 40 km.

3. The heat dissipation system for high-speed aircraft according to claim 2, characterized in that: The second cooling medium is a hydrofluorocarbon product, which is used for heat exchange in the cooling circuit when the aircraft's flight altitude is below 33 km.

4. The heat dissipation system for high-speed aircraft according to claim 3, characterized in that: The second cooling medium is R134a.

5. The heat dissipation system for high-speed aircraft according to claim 1, characterized in that: At least one of the first cooling medium and the second cooling medium is provided with a pressure regulating device for adjusting the ambient pressure value of the cooling medium.

6. The heat dissipation system for high-speed aircraft according to any one of claims 1-5, characterized in that: A recirculating cooler is provided between the heat-absorbing part and the evaporator. The recirculating cooler includes a second heat supply path and a second heat absorption path for heat exchange. The inlet of the second heat supply path is connected to the outlet of the heat-absorbing part, the outlet of the second heat supply path is connected to the inlet of the first heat supply path, and the outlet of the first heat absorption path is connected to the inlet of the second heat absorption path.

7. The heat dissipation system for high-speed aircraft according to any one of claims 1-5, characterized in that: A three-way valve is provided between the heat absorption section and the evaporator. The three-way valve includes a first inlet, a second inlet, and a first outlet. The first inlet is connected to the outlet of the heat absorption section, and the second inlet is connected to the outlet of the first heating path and is normally closed. The first outlet of the three-way valve is connected to the inlet of the first heating path. A first temperature sensing element is provided at the outlet of the first heating path. The first temperature sensing element is signal-connected to the control system. The control system controls the opening and closing of the first inlet and the second inlet of the three-way valve according to the sensing value of the first temperature sensing element.

8. The heat dissipation system for high-speed aircraft according to any one of claims 1-5, characterized in that: A flow meter is installed between the heat absorption section and the evaporator.

9. A simulation verification system for a heat dissipation system, characterized in that: This device is used to simulate the working environment of the heat dissipation system according to any one of claims 1-8 and to verify its heat dissipation performance. It includes the heat dissipation system according to any one of claims 1-8 and a vacuum simulation system. The vacuum simulation system includes a sealed space, a vacuum unit, and simulated airborne electronic equipment. The sealed space is used to simulate the low-pressure environment of high-speed aircraft flying at high altitudes. The vacuum unit is used to evacuate the sealed space. The simulated airborne electronic equipment is used to simulate the heat-generating equipment in a high-speed aircraft. The heat dissipation system and the simulated airborne electronic equipment are both located in the sealed space. The heat-absorbing part of the heat dissipation system is used to absorb the heat emitted by the simulated airborne electronic equipment.

10. A high-speed aircraft, characterized in that: The heat dissipation system includes any one of claims 1-8, wherein the heat-absorbing part of the heat dissipation system is used to absorb the heat emitted by the heat-generating equipment in the high-speed aircraft.

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