Coagulation treatment method, system and equipment for water vapor in fairing cavity and storage medium
By evaluating water vapor condensation inside the fairing using internal pressure dynamics and isentropic contraction flow models, the pressure dynamics and condensation problems inside the fairing were solved, improving the design and launch safety of the launch vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AEROSPACE SCI & IND KET TECH CO LTD
- Filing Date
- 2025-12-30
- Publication Date
- 2026-04-10
AI Technical Summary
Pressure dynamics and water vapor condensation issues within the fairing lead to structural instability and contamination risks, and existing technologies struggle to quickly and accurately assess condensation conditions.
By employing an internal pressure dynamics model and an isentropic converging flow model, combined with data acquisition and parameter adjustment, a method for determining the water vapor condensation time interval is generated, and the safety conditions are met by adjusting the exhaust port area.
It enables rapid and accurate assessment of water vapor condensation inside the fairing, improving the design and launch safety of launch vehicles and reducing computational complexity.
Smart Images
Figure CN121835015A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aerospace engineering technology, and in particular to a method, system, device and storage medium for treating water vapor condensation inside a fairing cavity. Background Technology
[0002] As a crucial component of launch vehicles, the fairing's primary function is to prevent the adverse effects of aerodynamic forces, aerothermal activity, and noise on satellites and other payloads during flight. During launch and ascent, as altitude increases, the atmospheric pressure outside the fairing rapidly decreases. Pressure is released between the fairing's internal cavity and the external environment through pre-designed vents or gaps to achieve pressure balance. This physical process involves two key and interrelated technical issues: the pressure dynamics within the fairing and the condensation of water vapor inside the fairing.
[0003] In terms of fairing internal pressure dynamics, the dynamic characteristics of fairing depressurization are affected by factors such as the initial environment inside the fairing, the rocket flight trajectory, and the effective area of the exhaust port. The pressure difference between the internal pressure of the fairing and the external atmospheric environment is the core indicator for evaluating the structural integrity of the fairing. Excessive positive or negative pressure difference can lead to instability or even damage to the fairing structure, threatening the safety of the launch mission.
[0004] Regarding water vapor condensation inside the fairing, if there is a large pressure difference between the inside and outside atmosphere during rocket flight and fairing depressurization, the humid air inside the fairing will accelerate rapidly from a stagnant state and be discharged from the exhaust port due to the pressure difference. Its internal energy will be converted into kinetic energy in large quantities, and its temperature and pressure will also decrease. When the temperature of the humid air inside the fairing drops sharply below the dew point temperature, water vapor will condense into fine mist droplets, which may contaminate the surface of optically sensitive loads inside the fairing or cause short circuit risks to electrical equipment. Summary of the Invention
[0005] The embodiments of this application provide a method, system, device, and storage medium for treating water vapor condensation inside a fairing cavity, which can quickly and accurately calculate the internal pressure of the fairing during the flight of a launch vehicle, thereby further determining the water vapor condensation situation inside the fairing.
[0006] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary section is not intended to limit the key and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.
[0007] This application specifically includes the following aspects: Firstly, this application proposes a method for treating water vapor condensation inside a fairing cavity, comprising: S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity changing with time; wherein, the fairing-related data includes at least: the exhaust port area of the fairing; S2, obtain the first humid air temperature sequence of water vapor in the rectifier cavity over time; S3, input the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time. S4. Based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence, a first relationship curve is generated, wherein the first relationship curve is used to characterize the state change path of water vapor flowing from the rectifier cavity to the rectifier exhaust port. S5. Based on the first relationship curve and the preset phase boundary line, determine the condensation time range of water vapor; S6, determine whether the condensation time interval meets the preset safety conditions; S7. If not satisfied, adjust the exhaust port area of the rectifier according to the condensation time interval, and repeat S1 to S6 until the condensation time interval meets the preset safety conditions.
[0008] In one feasible implementation, S1 includes: The critical pressure at the previous moment is determined by using the first humid air pressure in the first humid air pressure sequence. Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the internal pressure dynamics model is called to process the fairing-related data to obtain the first humid air pressure at the current moment in the first humid air pressure sequence. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the internal pressure dynamics model is called to process the fairing-related data to obtain the first humid air pressure at the current moment in the first humid air pressure sequence. The first moist air pressure sequence is obtained based on the first moist air pressure at each time point.
[0009] In one feasible implementation, the first sub-model in the internal pressure dynamics model is: ; The second sub-model in the internal pressure dynamics model is: ; in, The pressure of the first humid air inside the fairing cavity at time t+1; t represents the first humid air pressure inside the fairing cavity at time t; V represents the fairing volume. Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; denoted as the iteration time step of the internal pressure dynamics model; A is the total area of the fairing exhaust port; Z is the compressibility factor. Let t be the external atmospheric pressure of the fairing at time t; k is the specific heat capacity ratio of the humid air inside the fairing. Let t be the external atmospheric pressure of the fairing at time t; Let t be the critical pressure of the fairing at time t.
[0010] In one feasible implementation, the humid air state sequence includes: a second humid air pressure sequence and a second humid air temperature sequence; The S3 includes: Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the isentropic shrinking flow model is called to process the fairing-related data to obtain the current flow velocity of the moist air at the fairing exhaust port. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the isentropic shrinking flow model is called to process the fairing-related data to obtain the current flow velocity of the humid air at the fairing exhaust port. The temperature of the second humid air at the current moment is determined based on the current flow velocity of the humid air at the fairing exhaust port. Determine the second humid air pressure based on the first humid air pressure and the current humid air moisture content at the current moment; The humid air state sequence is obtained based on the second humid air temperature and the second humid air pressure at each time point.
[0011] In one feasible implementation, the first sub-model in the isentropic contraction flow model is: ; The second sub-model in the isentropic contraction flow model is: ; in, Let t be the velocity of the humid air at the fairing exhaust port at time t; Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; Let t be the external atmospheric pressure of the fairing at time t; t represents the first humid air pressure inside the fairing cavity at time t; k represents the specific heat capacity ratio of the humid air inside the fairing; Z represents the compressibility factor. Let t be the critical pressure of the fairing at time t.
[0012] In one feasible implementation, S4 includes: Based on the first humid air pressure sequence and the first humid air temperature sequence, the stagnation point of water vapor change over time is obtained. Based on the second humid air pressure sequence and the second humid air temperature sequence, the exhaust port state point of water vapor change over time is obtained; The first relationship curve is determined based on the stagnation point of the water vapor over time and the exhaust port state point of the water vapor over time; wherein the first relationship curve contains several water vapor state change line segments; the water vapor state change line segments are obtained by connecting the stagnation point and the exhaust port state point at the same time.
[0013] In one feasible implementation, S5 includes: Determine whether the plurality of water vapor state change line segments intersect with the preset phase boundary line, and identify the target water vapor state change line segment that intersects with the preset phase boundary line. Based on the corresponding time of the target water vapor state change line segment, determine the condensation start time and condensation end time of the water vapor; Based on the condensation start time and the condensation end time, the condensation time interval of the water vapor is obtained.
[0014] Secondly, this application also proposes a water vapor condensation treatment system within the fairing cavity, the system comprising: The first calculation module is used to execute S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity over time; wherein, the fairing-related data includes at least the exhaust port area of the fairing; The data acquisition module is used to execute S2 to obtain the first humid air temperature sequence of water vapor in the rectifier cavity over time; The second calculation module is used to execute S3, inputting the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time. The curve generation module is used to execute S4 to generate a first relationship curve based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence. The first relationship curve is used to characterize the state change path of water vapor flowing from the rectifier cavity to the rectifier exhaust port. The time determination module is used to execute S5, which determines the condensation time interval of water vapor based on the first relationship curve and the preset phase boundary line. The condition judgment module is used to execute S6 to determine whether the condensation time interval meets the preset safety conditions; The parameter adjustment module is used to execute S7. If the condition is not met, the exhaust port area of the rectifier is adjusted according to the condensation time interval, and S1 to S6 are repeated until the condensation time interval meets the preset safety conditions.
[0015] Thirdly, this application also proposes an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program stored in the memory to implement the steps of the water vapor condensation treatment method in the rectifier cavity as described in any of the first aspects above.
[0016] Fourthly, this application also proposes a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the water vapor condensation treatment method in the rectifier cavity of any one of the first aspects.
[0017] This application proposes a method for treating water vapor condensation inside the fairing cavity. Compared with traditional CFD calculation methods, the computational efficiency is greatly improved. It can meet the requirements of rapid iteration and real-time simulation of a large number of working conditions during the fairing design stage of launch vehicles. Furthermore, it can determine the water vapor condensation situation inside the fairing during flight based on preset actual environmental conditions before the launch vehicle launches, providing efficient and reliable support for fairing design and launch safety assessment.
[0018] This application discloses a method, system, device, and storage medium for treating water vapor condensation inside a fairing cavity. Other advantages, objectives, and features of this application will be partly apparent from the following description and partly understood by those skilled in the art through study and practice of this application. Attached Figure Description
[0019] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1A flowchart illustrating a method for treating water vapor condensation inside a fairing cavity, provided in an embodiment of this application; Figure 2 A schematic diagram of the internal and external pressure curves of the fairing provided in this application embodiment; Figure 3 A water vapor phase diagram provided in an embodiment of this application; Figure 4 This is a schematic diagram of water vapor state changes provided in an embodiment of this application; Figure 5 This is a schematic diagram illustrating the state changes of water vapor inside the fairing of a launch vehicle at various moments during flight, as provided in an embodiment of this application. Detailed Implementation
[0020] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.
[0021] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The term "two or more" includes two or more cases.
[0022] Please see Figure 1 This is a flowchart illustrating a method for treating water vapor condensation inside a fairing cavity, provided in an embodiment of this application. Specifically, it may include: S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity over time; wherein, the fairing-related data includes at least: the exhaust port area of the fairing.
[0023] For example, the exhaust port area of the fairing is a key design parameter that affects the internal pressure change. The internal pressure dynamics model is a model specifically built for the fairing depressurization characteristics during the flight of a launch vehicle. It can combine the exhaust port area with relevant data such as the rocket flight trajectory and ground environmental pressure to accurately simulate the pressure change of the humid air inside the fairing cavity at different times, and finally output a set of pressure data arranged in chronological order, which is the first humid air pressure sequence, to provide pressure basis data for subsequent analysis.
[0024] In some examples, S1 includes: The critical pressure at the previous moment is determined by using the first moist air pressure in the first moist air pressure sequence. Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the internal pressure dynamics model is called to process the fairing-related data and obtain the first moist air pressure at the current moment in the first moist air pressure sequence. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the internal pressure dynamics model is called to process the fairing-related data and obtain the first humid air pressure at the current moment in the first humid air pressure sequence. The sequence of first moist air pressures is obtained based on the first moist air pressure at each time point.
[0025] For example, the relative magnitude of the external atmospheric pressure and the critical pressure directly affects the depressurization flow state of the humid air inside the fairing, thus influencing the internal pressure calculation logic. The critical pressure is the key pressure threshold at which the humid air flow state changes. When the external atmospheric pressure is greater than the critical pressure, a first sub-model adapted to the current flow characteristics is used for pressure calculation; when the external atmospheric pressure is less than or equal to the critical pressure, the flow pattern changes, requiring a switch to a second sub-model for calculation. During the calculation process, based on the first humid air pressure at the previous moment, and combined with relevant fairing data, the first humid air pressure at the current moment is calculated using the corresponding sub-model, iterating sequentially in chronological order to obtain a complete sequence of first humid air pressures. This method of dynamically switching models according to the flow state avoids calculation deviations of a single model under different flow states, ensuring the accuracy of pressure data at each moment.
[0026] In some examples, the first sub-model in the internal pressure dynamics model is: (1); The second sub-model in the internal pressure dynamics model is: (2); in, The pressure of the first humid air inside the fairing cavity at time t+1; t represents the first humid air pressure inside the fairing cavity at time t; V represents the fairing volume. Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; is the iteration time step of the internal pressure dynamics model; A is the total area of the fairing exhaust port; Z is the compressibility factor, used to correct the deviation between the ideal gas model and the actual gas, and improve the calculation accuracy; t represents the external atmospheric pressure of the fairing at time t; k represents the specific heat capacity ratio of the humid air inside the fairing, which is an inherent thermodynamic parameter of the humid air and reflects its indoor characteristics. Let t be the external atmospheric pressure of the fairing at time t; Let be the critical pressure of the fairing at time t, through The critical pressure was calculated and compared with the external air pressure of the fairing to determine the humid air state at the exhaust port.
[0027] Furthermore, such as Figure 2 Furthermore, this application can also use an internal pressure dynamics model to calculate the pressure inside and outside the fairing after the launch vehicle ignites by specifying data such as ground environmental pressure, exhaust port area, and flight mission trajectory, thereby obtaining the humid air pressure inside the launch vehicle fairing, the external atmospheric pressure, and the pressure difference between the inside and outside.
[0028] S2, obtain the first humid air temperature sequence of water vapor in the fairing cavity over time.
[0029] For example, temperature is one of the core factors affecting the state of water vapor. During rocket flight, the temperature inside the fairing cavity changes dynamically with changes in flight altitude, speed, and the flow state of the humid air. By collecting relevant test data, combining environmental control system design parameters with flight trajectory analysis, and other methods, the temperature data of the humid air inside the cavity at different times can be obtained, forming the first humid air temperature sequence. This provides key temperature data for subsequent determination of whether water vapor has condensed.
[0030] S3. Input the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time.
[0031] For example, the isentropic contraction flow model can accurately simulate the state changes of moist air as it rapidly flows from the rectifier cavity (in a stagnant state) to the exhaust port. Using the first moist air pressure sequence obtained in S1 and the first moist air temperature sequence obtained in S2 as inputs, the model can calculate the pressure, temperature, and other state parameters of the moist air at the exhaust port at each moment. This set of state parameters arranged over time constitutes the moist air state sequence, establishing a bridge between the water vapor state inside the cavity and at the exhaust port.
[0032] In some examples, the humid air state sequence includes: a second humid air pressure sequence and a second humid air temperature sequence; S3 includes: Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the isentropic contraction flow model is called to process the fairing-related data and obtain the current flow velocity of the moist air at the fairing exhaust port. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the isentropic contraction flow model is called to process the fairing-related data and obtain the current flow velocity of the moist air at the fairing exhaust port. The temperature of the second humid air at the current moment is determined based on the current flow velocity of the humid air at the fairing exhaust port; Determine the second humid air pressure based on the first humid air pressure and the current humid air moisture content at the current moment; The humid air state sequence is obtained based on the second humid air temperature and the second humid air pressure at each time point.
[0033] For example, during the flow of humid air from the fairing cavity to the exhaust port, the flow velocity is a key factor affecting temperature and pressure changes. The calculation of the flow velocity also depends on the relative magnitude of the external atmospheric pressure and the critical pressure, as the calculation rules differ under different flow conditions. When the external atmospheric pressure is greater than the critical pressure, the first sub-model is used to calculate the flow velocity; when the external atmospheric pressure is less than or equal to the critical pressure, the second sub-model is used. After obtaining the flow velocity, based on the energy equation in thermodynamics and combined with parameters such as the specific heat capacity of humid air, the temperature of the second humid air at the exhaust port can be calculated (temperature changes are related to flow velocity changes; an increase in flow velocity leads to a decrease in temperature). Simultaneously, based on the relationship between the moisture content of the humid air and the pressure of the first humid air in the cavity, the pressure of the second humid air at the exhaust port (water vapor partial pressure) can be calculated. Through this step-by-step calculation method, the key state parameters of the humid air at the exhaust port can be comprehensively obtained, forming a complete humid air state sequence, providing comprehensive and accurate intermediate data for subsequent relationship curve plotting and condensation judgment.
[0034] In some examples, the first sub-model in the isentropic contraction flow model is: (3); The second sub-model in the isentropic contraction flow model is: (4); The temperature of the second humid air at the fairing exhaust port at time t is: (5); The second humid air pressure at the fairing exhaust port at time t is: (6); in, Let t be the velocity of the humid air at the fairing exhaust port at time t; Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; Let t be the external atmospheric pressure of the fairing at time t; t represents the first humid air pressure inside the fairing cavity at time t; k represents the specific heat capacity ratio of the humid air inside the fairing; Z represents the compressibility factor. The temperature of the second humid air at the fairing exhaust port at time t; Let be the critical pressure of the fairing at time t, through Complete the critical pressure calculation and compare it with the external air pressure of the fairing to determine the humid air state at the exhaust port. t represents the second humid air pressure at the fairing exhaust port at time t; d represents the moisture content of the humid air. This is the specific heat capacity of moist air at constant pressure.
[0035] S4. Based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence, a first relationship curve is generated, wherein the first relationship curve is used to characterize the state change path of water vapor flowing from the fairing cavity to the fairing exhaust port.
[0036] For example, as water vapor flows from the rectifier cavity to the exhaust port, its pressure and temperature continuously change, forming a specific state change path. By using the pressure sequence of S1, the temperature sequence of S2, and the humid air state sequence of S3, the water vapor state inside the cavity and the water vapor state at the exhaust port at the same moment can be mapped to draw a first relationship curve reflecting this change path, making the abstract state change intuitive and visible.
[0037] In some examples, S4 includes: Based on the first humid air pressure sequence and the first humid air temperature sequence, the stagnation point of water vapor change over time is obtained. Based on the second humid air pressure sequence and the second humid air temperature sequence, the exhaust port state points of water vapor change with time are obtained; A first relationship curve is determined based on the stagnation point of water vapor over time and the exhaust port state point of water vapor over time; wherein, the first relationship curve contains several water vapor state change segments; the water vapor state change segments are obtained by connecting the stagnation point and the exhaust port state point at the same time.
[0038] For example, the process of water vapor flowing from the rectifier cavity to the exhaust port corresponds to the transition from a stagnant state to an exhaust port state. These two states at each moment can be characterized by a point in a pressure-temperature (PT) coordinate system. The coordinates of the stagnant state point are determined by the first humidified air pressure sequence and the first humidified air temperature sequence, reflecting the initial state of the water vapor inside the cavity. The coordinates of the exhaust port state point are determined by the second humidified air pressure sequence and the second humidified air temperature sequence, reflecting the final state of the water vapor after flowing to the exhaust port. Since the state change of water vapor flowing from the cavity to the exhaust port at the same moment is continuous, connecting the stagnant state point and the exhaust port state point at the same moment with a line segment yields the state change line segment of the water vapor at that moment. All the state change line segments at all moments together constitute the first relationship curve. This curve completely and intuitively presents the state change path of water vapor from the cavity to the exhaust port at different moments, making the abstract state change process clearly visible and providing an intuitive analytical basis for subsequent judgment of whether water vapor condenses.
[0039] S5. Based on the first relationship curve and the preset phase boundary line, determine the condensation time range of water vapor.
[0040] For example, such as Figure 3 As shown, the introduction of a water vapor phase diagram makes the analysis process more intuitive. The vertical axis of the water vapor phase diagram represents partial pressure, and the horizontal axis represents temperature. The evaporation line, melting line, and sublimation line in the phase diagram separate the gas, liquid, and solid phases. The position of the water's state point can be determined by pressure and temperature, thus clarifying whether it is in a solid, liquid, or gaseous state. Here, A is the triple point, representing the state of gas-liquid-solid coexistence. The triple point temperature... The triple point pressure is 273.16 K (0.01 °C). The value is 611.659 Pa.
[0041] For example, the water vapor inside the fairing is in the gas phase, and its state point is located below the evaporation line. To analyze whether the water vapor inside the fairing will condense at the exhaust port during flight, we need to determine whether the state point will cross the evaporation line or the sublimation line during flight.
[0042] Predefined phase boundary lines are key lines in the water vapor phase diagram that distinguish between gaseous, liquid, and solid states. These include the evaporation line (gas-liquid boundary) and the sublimation line (gas-solid boundary). Water vapor only condenses or sublimates when it crosses these boundary lines during a state change. Figure 4 As shown, by determining whether the first relationship curve intersects with these boundary lines, the moments when water vapor begins to condense and ends to condense can be determined, thus clarifying the condensation time interval.
[0043] An accurate phase diagram of water is drawn using empirical formulas based on engineering numerical methods, facilitating analysis and calculation. The empirical formulas for the evaporation and sublimation lines are as follows (the melting line can be approximated as a straight line perpendicular to the temperature axis, therefore its formula is not required). For saturation pressure, The formula for plotting the curve is as follows, given the saturation temperature: (7); like Figure 5 As shown, a PT diagram and a water vapor phase diagram are plotted on the same coordinate plane. The stagnation points of water vapor in the fairing and the exhaust port state points are marked on the PT diagram at various moments during the rocket's flight. These points are connected by a dashed straight line, and it is determined whether the dashed line intersects with the evaporation or sublimation lines in the water vapor phase diagram. If no intersection occurs, no water vapor condensation occurs; if an intersection occurs, water vapor condensation occurs. Calculating the intersection values yields the start and end times of water vapor condensation inside the fairing during the rocket's flight, thus obtaining the water vapor condensation process within the fairing.
[0044] In some examples, S5 includes: Determine whether several water vapor state change line segments intersect with the preset phase boundary line, and identify the target water vapor state change line segment that intersects with the preset phase boundary line. Based on the corresponding time of the target water vapor state change line segment, determine the condensation start time and condensation end time of the water vapor; Based on the condensation start time and condensation end time, the condensation time range of water vapor is obtained.
[0045] For example, the preset phase boundary lines (evaporation lines, sublimation lines) are the critical lines for the phase transition of water vapor. Water vapor will only change from a gaseous state to a liquid state (condensation) or a solid state (deposition) if it crosses these boundary lines during the state change process. Each state change line segment in the first relationship curve corresponds to the complete state change path of water vapor from the cavity to the exhaust port at a certain moment. By determining whether each state change line segment intersects with the evaporation line or the sublimation line, it can be determined whether the water vapor will condense at that moment: if the line segment intersects with the boundary line, it means that the water vapor will condense during the flow at that moment, and this line segment is the target water vapor state change line segment; if it does not intersect, condensation will not occur. For the target water vapor state change line segment, the corresponding moment is the moment when condensation occurs. The earliest moment among the start moments corresponding to all target line segments is taken as the condensation start moment, and the latest moment among the end moments corresponding to all target line segments is taken as the condensation end moment. The time interval between the two moments is the condensation time interval. This method of determining the condensation time interval based on the intersection of line segments can accurately and objectively determine the condensation time interval, avoiding errors caused by subjective judgment.
[0046] S6, determine whether the condensation time interval meets the preset safety conditions.
[0047] For example, the preset safety conditions are set based on the characteristics of the payload inside the fairing, such as optically sensitive payloads not being able to withstand fog-like droplet contamination, and electrical equipment not facing short-circuit risks. If the condensation duration is too long and may cause safety hazards, it is determined that the preset safety conditions are not met; otherwise, they are met.
[0048] If S7 is not met, adjust the exhaust port area of the fairing according to the condensation time interval, and repeat S1 to S6 until the condensation time interval meets the preset safety conditions.
[0049] For example, the exhaust port area directly affects the depressurization rate and the flow state of humid air within the fairing, which in turn affects the temperature and pressure changes of water vapor, ultimately altering the condensation time range. When S6 determines that safety conditions are not met, the process from S1 to S6 is repeated by increasing or decreasing the exhaust port area, iteratively adjusting until the condensation time range meets the preset safety conditions, ensuring the safety of the launch mission.
[0050] In summary, the water vapor condensation treatment method provided in this application avoids complex computer simulation (CFD) calculations, enables rapid and accurate calculation of the pressure of humid air and water vapor partial pressure inside the fairing, and determines the water vapor condensation status of the fairing based on PT diagrams, thereby improving the design efficiency of the launch vehicle fairing and exhaust port and providing support for the flight safety assessment of launch vehicle launch missions.
[0051] Furthermore, this application also proposes a water vapor condensation treatment system within the fairing cavity, for implementing any of the above-described water vapor condensation treatment methods within the fairing cavity, the system comprising: The first calculation module is used to execute S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity over time; wherein, the fairing-related data includes at least: the exhaust port area of the fairing; The data acquisition module is used to execute S2 to obtain the first humid air temperature sequence of water vapor in the fairing cavity over time. The second calculation module is used to execute S3, inputting the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time. The curve generation module is used to execute S4 to generate a first relationship curve based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence. The first relationship curve is used to characterize the state change path of water vapor as it flows from the fairing cavity to the fairing exhaust port. The time determination module is used to execute S5, which determines the condensation time range of water vapor based on the first relationship curve and the preset phase boundary line. The condition judgment module is used to execute S6 to determine whether the condensation time interval meets the preset safety conditions. The parameter adjustment module is used to execute S7. If the condition is not met, the exhaust port area of the rectifier is adjusted according to the condensation time interval, and S1 to S6 are executed repeatedly until the condensation time interval meets the preset safety conditions.
[0052] It should be noted that the above embodiments are merely best examples and are not intended to limit the implementation of this application.
[0053] Furthermore, embodiments of this application also provide an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of any of the above-described methods for treating water vapor condensation in the rectifier cavity.
[0054] Since the electronic device described in this embodiment is the device used to implement the water vapor condensation treatment method in the rectifier cavity of this application embodiment, those skilled in the art can understand the specific implementation method and various variations of the electronic device in this embodiment based on the method described in this application embodiment. Therefore, how the electronic device implements the method in this application embodiment will not be described in detail here. Any device used by those skilled in the art to implement the method in this application embodiment is within the scope of protection of this application.
[0055] In practice, when this computer program is executed by the processor, it can achieve... Figure 1 Any of the corresponding implementation methods in the embodiments.
[0056] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.
[0057] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-readable program code.
[0058] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.
[0059] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.
[0060] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.
[0061] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform a process for treating water vapor condensation within the rectifier cavity.
[0062] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).
[0063] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.
[0064] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms.
[0065] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0066] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.
[0067] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0068] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.
[0069] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this specification.
[0070] Obviously, those skilled in the art can make various modifications and variations to this specification without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims and their equivalents, this specification is also intended to include such modifications and variations.
Claims
1. A method for treating water vapor condensation inside a fairing cavity, characterized in that, include: S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity changing with time; wherein, the fairing-related data includes at least: the exhaust port area of the fairing; S2, obtain the first humid air temperature sequence of water vapor in the rectifier cavity over time; S3, input the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time. S4. Based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence, a first relationship curve is generated, wherein the first relationship curve is used to characterize the state change path of water vapor flowing from the rectifier cavity to the rectifier exhaust port. S5. Based on the first relationship curve and the preset phase boundary line, determine the condensation time range of water vapor; S6, determine whether the condensation time interval meets the preset safety conditions; S7. If not satisfied, adjust the exhaust port area of the rectifier according to the condensation time interval, and repeat S1 to S6 until the condensation time interval meets the preset safety conditions.
2. The method according to claim 1, characterized in that, S1 includes: The critical pressure at the previous moment is determined by using the first humid air pressure in the first humid air pressure sequence. Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the internal pressure dynamics model is called to process the fairing-related data to obtain the first humid air pressure at the current moment in the first humid air pressure sequence. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the internal pressure dynamics model is called to process the fairing-related data to obtain the first humid air pressure at the current moment in the first humid air pressure sequence. The first moist air pressure sequence is obtained based on the first moist air pressure at each time point.
3. The method according to claim 2, characterized in that, The first sub-model in the internal pressure dynamics model is: ； The second sub-model in the internal pressure dynamics model is: ； in, The pressure of the first humid air inside the fairing cavity at time t+1; t represents the first humid air pressure inside the fairing cavity at time t; V represents the fairing volume. Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; denoted as the iteration time step of the internal pressure dynamics model; A is the total area of the fairing exhaust port; Z is the compressibility factor. Let t be the external atmospheric pressure of the fairing at time t; k is the specific heat capacity ratio of the humid air inside the fairing. Let t be the external atmospheric pressure of the fairing at time t; Let t be the critical pressure of the fairing at time t.
4. The method according to claim 1, characterized in that, The humid air state sequence includes: a second humid air pressure sequence and a second humid air temperature sequence; The S3 includes: Compare the atmospheric pressure outside the fairing at the previous moment with the critical pressure at the previous moment; If the atmospheric pressure outside the fairing at the previous moment is greater than the critical pressure at the previous moment, the first sub-model in the isentropic shrinking flow model is called to process the fairing-related data to obtain the current flow velocity of the moist air at the fairing exhaust port. If the atmospheric pressure outside the fairing at the previous moment is less than or equal to the critical pressure at the previous moment, the second sub-model in the isentropic shrinking flow model is called to process the fairing-related data to obtain the current flow velocity of the humid air at the fairing exhaust port. The temperature of the second humid air at the current moment is determined based on the current flow velocity of the humid air at the fairing exhaust port. Determine the second humid air pressure based on the first humid air pressure and the current humid air moisture content at the current moment; The humid air state sequence is obtained based on the second humid air temperature and the second humid air pressure at each time point.
5. The method according to claim 4, characterized in that, The first sub-model in the isentropic contraction flow model is: ； The second sub-model in the isentropic contraction flow model is: ； in, Let t be the velocity of the humid air at the fairing exhaust port at time t; Let t be the temperature of the first humid air inside the fairing cavity at time t; The gas constant of the humid air inside the fairing cavity; Let t be the external atmospheric pressure of the fairing at time t; t represents the first humid air pressure inside the fairing cavity at time t; k represents the specific heat capacity ratio of the humid air inside the fairing; Z represents the compressibility factor. Let t be the critical pressure of the fairing at time t.
6. The method according to claim 4, characterized in that, The S4 includes: Based on the first humid air pressure sequence and the first humid air temperature sequence, the stagnation point of water vapor change over time is obtained. Based on the second humid air pressure sequence and the second humid air temperature sequence, the exhaust port state point of water vapor change over time is obtained; The first relationship curve is determined based on the stagnation point of the water vapor over time and the exhaust port state point of the water vapor over time; wherein the first relationship curve contains several water vapor state change line segments; the water vapor state change line segments are obtained by connecting the stagnation point and the exhaust port state point at the same time.
7. The method according to claim 6, characterized in that, The S5 includes: Determine whether the plurality of water vapor state change line segments intersect with the preset phase boundary line, and identify the target water vapor state change line segment that intersects with the preset phase boundary line. Based on the corresponding time of the target water vapor state change line segment, determine the condensation start time and condensation end time of the water vapor; Based on the condensation start time and the condensation end time, the condensation time interval of the water vapor is obtained.
8. A water vapor condensation treatment system within a fairing cavity, characterized in that, The system includes: The first calculation module is used to execute S1, call the internal pressure dynamics model to process the fairing-related data of the launch vehicle, and obtain the first humid air pressure sequence of water vapor in the fairing cavity over time; wherein, the fairing-related data includes at least the exhaust port area of the fairing; The data acquisition module is used to execute S2 to obtain the first humid air temperature sequence of water vapor in the rectifier cavity over time; The second calculation module is used to execute S3, inputting the first humid air pressure sequence and the first humid air temperature sequence into the isentropic contraction flow model to obtain the humid air state sequence of water vapor at the fairing exhaust port as a function of time. The curve generation module is used to execute S4 to generate a first relationship curve based on the first humid air pressure sequence, the first humid air temperature sequence, and the humid air state sequence. The first relationship curve is used to characterize the state change path of water vapor flowing from the rectifier cavity to the rectifier exhaust port. The time determination module is used to execute S5, which determines the condensation time interval of water vapor based on the first relationship curve and the preset phase boundary line. The condition judgment module is used to execute S6 to determine whether the condensation time interval meets the preset safety conditions; The parameter adjustment module is used to execute S7. If the condition is not met, the exhaust port area of the rectifier is adjusted according to the condensation time interval, and S1 to S6 are repeated until the condensation time interval meets the preset safety conditions.
9. An electronic device, comprising: The memory and processor are characterized in that the processor is used to execute a computer program stored in the memory to implement the steps of the method for treating water vapor condensation in the rectifier cavity as described in any one of claims 1 to 7.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the water vapor condensation treatment method in the fairing cavity as described in any one of claims 1 to 7.