An active cooling structure and application method for optimizing kerosene heat sink utilization.

Abstract

This invention discloses an active cooling structure and application method for optimizing kerosene heat sink utilization, relating to the design of scramjet engines. The structure includes variable cross-section passage zones I, II, and III, a flow restrictor, a local manifold, and a spacer. By providing different heat exchange efficiencies through the variable cross-section passage zones I, II, and III, the invention adjusts the kerosene heat sink utilization rate according to the actual thermal load on the cooling panel, improving the temperature uniformity of the cooling panel structure and effectively guiding the engine's thermal structure design.

Description

Technical Field

[0001] This invention relates to the field of scramjet engine design. More specifically, this invention relates to an active cooling structure and application method for optimizing kerosene heat sink utilization. Background Technology

[0002] During operation, the combustion chamber temperature of a scramjet engine typically exceeds 2000K, which surpasses the allowable limits of existing materials. Therefore, reliable thermal protection technologies are essential to ensure the engine's safe operation over extended periods. Regenerative cooling using kerosene carried by the aircraft is currently the primary cooling solution for scramjet engines. However, the total amount of kerosene carried by the aircraft is limited, resulting in a limited total available heat sink (physical and chemical heat sinks). But the effectiveness of regenerative cooling is not solely constrained by the total fuel heat sink capacity.

[0003] Typically, engine walls with cooling structures contain numerous parallel channels connected by intersecting manifolds to form a complex piping system. Due to the complex combustion flow field, the temperature / heat flow distribution on the engine's inner wall is extremely uneven. Under these conditions, the kerosene used for cooling absorbs different amounts of heat at different locations within the engine, easily leading to overcooling in the lower-temperature front areas and insufficient heat sink in the higher-temperature rear areas. Furthermore, flow drift can occur between channels in the complex piping system due to various disturbances, posing a risk of localized cooling failure. Designing an active cooling structure that optimizes kerosene heat sink utilization and improves the matching of heat sink utilization with the engine panel cooling requirements is crucial for reliable engine thermal protection. Summary of the Invention

[0004] One object of the present invention is to solve at least the above-mentioned problems and / or defects, and to provide at least the advantages described below.

[0005] To achieve these objectives and other advantages of the present invention, an active cooling structure for optimizing kerosene heat sink utilization is provided, comprising: The hollow cooling panel has an inlet and an outlet at its front and rear ends, respectively, which are designed to work with the kerosene circulating cooling unit. The manifold I is spatially adapted to the short side of the cooling panel and is connected to the inlet end; A partition plate divides the cooling panel into at least two independent cooling zones; The flow ribs are adapted to the long side of the cooling panel in space, and divide each cooling area into multiple cooling channels. Each cooling channel is spatially separated into Passage Zone I, Passage Zone II, and Passage Zone III through multiple manifolds II; Among them, the manifold II at the front end of the passage I area is connected to the manifold I through a flow-limiting pipe; In passage I, the left and / or right cross-sections of the diversion rib have an arc-shaped structure I, so that each cooling channel forms a circular passage in passage I; In passage II, the left and / or right cross-sections of the diversion rib have an arc-shaped structure II, so that each cooling channel forms a parabolic passage in passage II. In passage zone III, the left and / or right cross-sections of the diversion ribs have a U-shaped structure so that each cooling channel forms a rectangular passage in passage zone III.

[0006] Preferably, it also includes: a manifold III installed in passage I, passage II, and passage III to segment each passage.

[0007] An application method of an active cooling structure includes: Step 1: Based on engine thermal environment assessment or measurement data, obtain the wall heat flux density distribution characteristics, and combine the engine structure to preliminarily divide the cooling area inside the cooling panel using a partition plate, and ensure that the area of ​​each cooling area is consistent. Step 2: Based on the area and heat flux density distribution characteristics of each cooling zone, evaluate the total heating amount of each cooling zone, and match the kerosene distribution ratio of each cooling zone based on the total heating amount; Step 3: Based on the kerosene distribution ratio, the required area and number of flow-limiting pipes for each region are obtained using the following formula: In the above formula, Q i This indicates the cooling kerosene flow rate for each zone. Q total This indicates the total kerosene flow rate. A i and A j This represents the circulation area of ​​each region; Step 4: The cooling kerosene flows in the same direction as the engine combustion gas. Therefore, by changing the cross-section of the flow divider ribs and separating the flow areas by the manifold II, we can obtain circular, parabolic, and rectangular pathways with varying cross-sections. Step 5: The cooling kerosene in the kerosene circulating cooling unit flows into manifold I through the inlet, and after the flow is distributed by the flow limiting pipe, it flows into each cooling zone through manifold II. Step 6: In each cooling zone, the kerosene first passes through a circular passage to increase the structural temperature, then through a parabolic passage to delay the kerosene cracking reaction in order to retain some of the kerosene's chemical heat sinking, and then through a rectangular passage for efficient heat exchange before flowing into the kerosene circulating cooling unit from the outlet end.

[0008] Preferably, in step four, each cooling zone is reinforced with corresponding diversion ribs to increase structural strength and enhance heat transfer, and the structural parameters of each cooling zone are optimized through coupling iteration with each pathway.

[0009] Preferably, in step four, each cooling zone segments the cooling channel through manifold II and manifold III to redistribute kerosene during its transmission in the cooling channel, thereby interrupting flow drift.

[0010] The present invention has at least the following beneficial effects: Firstly, the present invention divides the engine wall into several independent regions by using a partition plate, which reduces the problem of kerosene flow distribution in a large number of parallel cooling channels to a distribution problem in a few cooling regions, thus significantly reducing the difficulty of control.

[0011] Secondly, the total kerosene flow rate that needs to be controlled in each cooling area of ​​the present invention is increased, and the flow restriction effect is easy to achieve. The flow restriction tube can be set at the kerosene inlet. At this time, the physical properties of kerosene are stable, avoiding the risk of orifice deviation caused by the deviation of kerosene temperature (physical properties) assessment during the design. At the same time, the kerosene flow rate can be matched with the heating amount of each area by adjusting the orifice diameter and number of flow restriction tubes.

[0012] Thirdly, this invention sets up three passage zones with varying cross-sections: Passage Zone I, Passage Zone II, and Passage Zone III. Specifically, a circular passage with lower heat exchange efficiency is used in the lower-temperature front part of the engine. In the middle part of the engine, while improving heat exchange efficiency, it is necessary to delay kerosene cracking and retain its chemical heat sink, so a parabolic passage is set up. In the rear part of the engine, which is a higher-temperature position, it is necessary to achieve high heat exchange efficiency and effective utilization of chemical heat sink, and improve the uniformity of structural temperature, so a rectangular passage is set up, so that the cooling structure can be adapted to the optimization of kerosene heat sink utilization.

[0013] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the active cooling structure of the present invention; Figure 2 for Figure 1 Enlarged diagram of the central circular region; Figure 3 for Figure 1 A cross-sectional diagram of part a-a' in the diagram; Figure 4 for Figure 1 A schematic diagram of the cross-section of part b-b' in the middle; Figure 5 for Figure 1A schematic diagram of the cross-section of part c-c' in the middle; Figure 6 This is a schematic diagram of the cross-sectional shape of the parabolic path in this invention; Figure 7 This is a schematic diagram of the cross-sectional shape of the rectangular pathway in this invention; Figure 8 This is a schematic diagram of the cross-sectional shape of the circular passage in this invention; Figure 9 This is a schematic diagram of the heat flux density distribution along the wall of the cooling passage in this invention; Figure 10 In this invention, channels R1-R3 ( w A schematic diagram of the friction-heated sidewall temperature, fuel temperature, and Prandtl number (=1mm); Figure 11 In this invention, channels R4-R7 ( w A schematic diagram of the friction-heated sidewall temperature, fuel temperature, and Prandtl number (=2mm); Figure 12 In this invention, channels R8-R11 ( w A schematic diagram of the friction-heated sidewall temperature, fuel temperature, and Prandtl number (3mm). Figure 13 This is a schematic diagram of the pyrolysis conversion rate distribution on the symmetry plane of channels R1-R3 in this invention; Figure 14 This is a schematic diagram of the pyrolysis conversion rate distribution on the symmetry plane of channel R4-R7 in this invention; Figure 15 This is a schematic diagram of the thermal conductivity distribution on the symmetry plane of channel R4-R7 in this invention; Figure 16 This is a schematic diagram of the density distribution on the symmetry plane of channel R4-R7 in this invention; Figure 17 This is a schematic diagram of the isobaric specific heat distribution on the symmetry plane of channel R4-R7 in this invention; Figure 18 This is a schematic diagram of the pyrolysis conversion rate distribution on the symmetry plane of channel R8-R11 in this invention; Figure 19 This is a schematic diagram showing the sidewall temperature, fuel temperature, and Prandtl number along the heating path of channels P1-P3 in this invention; Figure 20 This is a schematic diagram showing the sidewall temperature, fuel temperature, and Prandtl number along the heating path of channels C1-C3 in this invention; Figure 21 In this invention, channels C1-C3 are... L Schematic diagram of cross-sectional temperature distribution at 0.6m; Figure 22This is a schematic diagram showing the comparison of wall temperature, heat transfer coefficient, and pyrolysis conversion rate along the heating side of channels R2 and R4 with the same flow area in this invention. Figure 23 This is a schematic diagram showing the comparison of wall temperature, heat transfer coefficient, and pyrolysis conversion rate along the heating side of channels R5 and R8 with the same flow area in this invention. Figure 24 This is a schematic diagram showing the comparison of wall temperature, heat transfer coefficient, and pyrolysis conversion rate along the heating side of channels R6 and P1 with the same flow area in this invention. Among them, inlet-1, manifold I-2, flow restrictor-3, manifold II-4, partition plate-5, flow divider rib-6, cooling channel-7, circular passage-701, parabolic passage-702, rectangular passage-703, and manifold III-8. Detailed Implementation

[0015] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0016] This invention proposes an active cooling structure to optimize kerosene heat sink utilization. Through a novel structure coupling flow restriction + zoning with a variable structure cooling channel, the engine wall is divided into several independent cooling zones. Combined with a flow restriction pipe, kerosene flow is distributed among these zones, reducing the complexity compared to distribution between individual channels. The variable structure cooling channel significantly alters heat exchange efficiency, reducing the risks of overcooling and insufficient heat sink while improving structural temperature uniformity. Specifically, as... Figure 1-5 As shown, it mainly includes a variable cross-section passage I, passage II, passage III, flow limiting pipe 3, manifold I 2, manifold II 4, manifold III 8, spacer plate 5, flow dividing rib 6, etc. In actual operation, the active cooling structure of the present invention is realized by 3D printing technology.

[0017] In practical applications, the variable cross-section cooling channels I, II, and III are used to provide different heat transfer efficiencies. That is, based on the actual heat load of the cooling panel, different local heat transfer efficiencies are achieved through the variable cross-section cooling channels, thereby improving the uniformity of the structural temperature. The flow restrictor 3 is located between the manifold I2 and the foremost manifold II4. Its flow area and number of holes are adjustable. It is used to suppress the kerosene flow deviation between different cooling zones and to distribute the flow according to the thermal protection requirements of each zone.

[0018] Manifold I2, Manifold II4, and Manifold III8 are used to redistribute kerosene between different cooling channels in each cooling area, reducing the risk of flow drift. Spatially, Manifold I2, Manifold II4, and Manifold III8 construct intermittent variable cross-sections within the cooling structure, that is, different shapes of cooling paths such as circles, parabolic shapes, and rectangles can be formed between the manifolds in each local area. The partition is used to divide different cooling areas. That is, the partition is a continuous structure that extends to both ends of the cooling panel, dividing the cooling panel into multiple independent cooling areas. The working process of the active cooling structure is mainly described as follows: the partition plate 5 divides the cooling panel into independent cooling areas, each of which consists of a diversion rib 6 and a cooling channel 7; the cooling kerosene flows into the manifold I2 from the inlet 1, and after the flow is distributed by the flow limiting pipe 3, it enters the first local manifold II4 of each area, and then flows into the cooling channel 7 to the outlet at the tail of the panel.

[0019] First, based on engine thermal environment assessment or measurement data, the wall heat flux density distribution characteristics are obtained. Combined with the engine structure, the cooling area is initially divided using a partition plate 5. The required cooling area for each area is consistent. At the same time, the number of cooling channels 7 in each area should not be too many, about 10.

[0020] The flow-limiting pipe 3 is located between the manifold I2 and the manifold II4 at the front end of the passage I area. Its main function is to control the flow rate of cooling kerosene entering each cooling zone and suppress flow deviation. Based on the area and heat flux density distribution characteristics of the divided cooling zones, the total heating amount of each zone can be evaluated, and thus the kerosene distribution ratio matching this heating amount can be obtained. The flow-limiting pipes 3 are essentially connected in parallel. After determining the kerosene distribution ratio of each zone, it can be determined through the area distribution formula. This will give the required cross-sectional area and number of flow restrictors 3 for each region.

[0021] The flow divider 6 has the function of increasing structural strength and enhancing heat transfer. Through coupling and iteration with the cooling channel, the structural parameters of each cooling area are optimized.

[0022] The thermal environment of each cooling zone is not exactly the same. Due to disturbances caused by factors such as density and composition, flow drift may occur between channels. Local manifolds II4 and III8 redistribute kerosene by segmenting the cooling channels, interrupting the continuous development of flow drift and reducing the risk of local cooling failure.

[0023] The cooling kerosene flows in the same direction as the engine combustion gas. Therefore, after the kerosene enters the cooling channel 7, since the engine wall temperature is relatively low, the circular passage 701 with the lowest heat exchange efficiency is used to increase the structural temperature. Then, it enters the parabolic passage 702 through the local manifold II4. The heat exchange efficiency of the parabolic passage is comparable to that of the rectangular passage, but it has the characteristic of delaying the kerosene cracking reaction. Since the kerosene temperature in the middle of the engine has reached the cracking temperature, the parabolic passage can retain some of the chemical heat sink of the kerosene. After passing through the local manifold II4 again, it enters the rectangular passage 703. The high-temperature area at the rear of the engine is designed with a rectangular passage 703 with high heat exchange efficiency, which can combine with the part of chemical heat sink retained in the middle to achieve effective thermal protection of the structure.

[0024] Assume the total length of the cooling channel L It is 1000mm long, and the cross-sectional shape is as follows: Figure 6-8 As shown, where, H Total height of the passage W The total width of the channel is 5mm for both; for parabolic cooling channels, the heating sidewall thickness is... t The parabola's vertex is 1.2mm from the insulation sidewall thickness, and the circular channel is centrally located. d The rib width for parabolic and circular cooling channels is expressed as the minimum value; furthermore, h and w These represent the height and width of the rectangular channel, respectively. Table 1 provides a detailed dimension table for the cooling channels; the rectangular channel includes the height and width of the rectangular channel. w The table shows three sets of structures with diameters of 1mm, 2mm, and 3mm respectively. D h Represents the equivalent diameter of each channel, S It represents the flow area of ​​each channel, and AR represents the aspect ratio of the rectangular channel.

[0025] Table 1: Cooling Channel Dimensions Heat flow along the wall of the channel, such as Figure 9 As shown, due to the total width of each cooling channel W and length L The heating area remains the same, therefore the total heating amount of each channel is consistent.

[0026] The calculations were performed with a fuel flow rate of 1.5 g / s and a pressure of 5 MPa; the structural material was GH3625.

[0027] from Figures 10-12It can be seen that as the AR decreases, the wall temperature gradually decreases, meaning the heat transfer efficiency increases. The main reason for this is that the reduced flow area leads to an increase in fuel flow velocity, which significantly enhances the mixing effect within the fluid, disrupts or thins the boundary layer, and improves the convective heat transfer efficiency.

[0028] At the same time Figures 10-12 It can be seen that as the channel width increases, the wall temperature difference at the heat flux peak becomes more significant. This is because when the channel width is 1 mm, the fuel basically does not undergo decomposition (e.g., Figure 13 (As shown); however, when the width is 2 mm, the pyrolysis reaction at the heat flux peak becomes non-negligible, due to... Figure 14 It is known that the cracking conversion rate near the wall of the R7 channel can reach a maximum of 41.6%, which leads to a decrease in fuel thermal conductivity (e.g., Figure 15 As shown), density decreases ( Figure 16 This creates a low-density region near the wall, causing changes in the flow field structure. Although the specific heat at constant pressure increases (e.g.) Figure 17 (As shown), but overall it restricts temperature transfer between the near-wall area and the mainstream, resulting in heat flow not being effectively carried away. From Figure 18 It can be seen that when the channel width is 3mm, the pyrolysis conversion rate near the wall is higher, the low-density zone is thicker, and the impact on heat exchange efficiency is more significant.

[0029] from Figure 19 It can be seen that, with D h As the temperature decreases, the wall temperature gradually drops, meaning the heat exchange efficiency increases. The reason for this is the same as with rectangular channels and will not be repeated here. From Figure 20 It can be seen that, with D h As the amount of heat increases, the wall temperature rises sharply. Figure 21 The temperature distribution across the circular channel cross-section was revealed, showing that... D h The larger the flow area, the more pronounced the layered structure of the fuel temperature, with a distinct core low-temperature zone and a wall high-temperature zone, exhibiting extremely poor uniformity. This indicates that a large flow area is not conducive to fluid mixing, and heat is difficult to transfer efficiently from the wall to the mainstream.

[0030] For comparison, channels with the same flow area were selected, including three groups: R2 and R4, R5 and R8, and R6 and P1, with a flow area of ​​2mm. 2 3mm 2 and 4mm 2 , Figures 22-24 The distribution of wall temperature (hereinafter referred to as wall temperature), heat transfer coefficient, and pyrolysis conversion rate on each heating side is given (where, in Figures 22-24In the diagram, the curve corresponding to the circle with arrow A represents the curve distribution along the path where the vertical axis is temperature; the curve corresponding to the circle with arrow B represents the curve distribution along the path where the vertical axis is heat transfer coefficient; and the curve corresponding to the circle with arrow C represents the curve distribution along the path where the vertical axis is cracking conversion rate. As shown in the diagram, R2 and R4 have small flow areas, their fuel cracking conversion rates are negligible, and with the same fuel temperature, the maximum deviation in heat transfer coefficient does not exceed 6.1%, and their wall temperature distributions are essentially the same. For R5 and R8, except at the heat flux peak, the wall temperature of R8 is lower than that of R5. The reason for this is that R5 has a channel width of 2mm and a height of 1.5mm, while R8 has a channel width of 3mm and a height of 1mm. The larger thermal contact area and smaller lateral transport distance result in more intense mixing within the R8 channel, thus leading to a higher heat transfer coefficient. Near the heat flux peak, the reason there is no difference in heat transfer coefficient and wall temperature between the two is that the R8 channel has a higher pyrolysis conversion rate. At this point, the larger thermal contact area negatively impacts heat transfer, leading to a larger low-density zone near the wall, thus decreasing the heat transfer coefficient. R6 and P1 are comparisons of rectangular and parabolic channels with the same flow area. It can be seen that the difference in heat transfer coefficient and wall temperature is very small, with maximum differences of 3.7% and 2.8% respectively. However, there is a significant difference in conversion rate after pyrolysis occurs. This is because the rectangular channel has the largest wetted perimeter, resulting in more fuel undergoing pyrolysis at the wall.

[0031] To facilitate a more intuitive comparison, Table 2 lists the maximum wall temperature and pressure difference data for each channel. Overall, the rectangular cooling channel has the best heat exchange efficiency; the parabolic cooling channel has comparable heat exchange efficiency and flow resistance to the rectangular channel; the circular cooling channel has the worst heat exchange efficiency, but it has a significant advantage in reducing flow resistance.

[0032] Table 2: Maximum wall temperature and pressure difference of each cooling channel Therefore, it can be seen that under non-uniform heating conditions with heat flux peaks, the heat transfer law of the variable structure cooling channel can be summarized as follows: 1) When the width of a rectangular cooling channel remains constant, the smaller the channel height-to-width ratio, the higher the heat transfer coefficient, but the greater the flow resistance; 2) When the equivalent diameter (flow area) of the rectangular cooling channel is the same, the heat transfer coefficient and flow resistance increase slightly as the channel width increases, and the fuel cracking conversion rate differs significantly. 3) Fuel cracking first occurs near the wall surface around the peak heat flux, and the higher the conversion rate, the more significant the decrease in the local heat transfer coefficient. 4) For the same equivalent diameter (flow area), the heat transfer coefficient and flow resistance of the parabolic cooling channel are comparable to those of the rectangular cooling channel, but the fuel cracking conversion rate is lower. 5) Circular cooling channels have the lowest heat transfer coefficient, but also significantly reduced flow resistance; In practical applications, the variable cross-section cooling passage of this invention uses a circular passage with lower heat exchange efficiency at the front of the engine where the temperature is lower. At the middle of the engine, while improving heat exchange efficiency, it is necessary to delay kerosene cracking and retain its chemical heat sink, so a parabolic passage is set up. At the rear of the engine, where the temperature is higher, it is necessary to achieve high heat exchange efficiency and effective utilization of chemical heat sink, and improve the uniformity of structural temperature, so a rectangular passage is set up so that the cooling structure can be adapted to the optimization of kerosene heat sink utilization.

[0033] The above solution is merely an illustration of a preferred example and is not limited thereto. When implementing this invention, appropriate substitutions and / or modifications can be made according to the user's needs.

[0034] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. An active cooling structure for optimizing the utilization rate of kerosene heat sink, characterized in that, include: The hollow cooling panel has an inlet and an outlet at its front and rear ends, respectively, which are designed to work with the kerosene circulating cooling unit. The manifold I is spatially adapted to the short side of the cooling panel and is connected to the inlet end; A partition plate divides the cooling panel into at least two independent cooling zones; The flow ribs are adapted to the long side of the cooling panel in space, and divide each cooling area into multiple cooling channels. Each cooling channel is spatially separated into Passage Zone I, Passage Zone II, and Passage Zone III through multiple manifolds II; Among them, the manifold II at the front end of the passage I area is connected to the manifold I through a flow-limiting pipe; In passage I, the left and / or right cross-sections of the diversion rib have an arc-shaped structure I, so that each cooling channel forms a circular passage in passage I; In passage II, the left and / or right cross-sections of the diversion rib have an arc-shaped structure II, so that each cooling channel forms a parabolic passage in passage II. In passage zone III, the left and / or right cross-sections of the diversion ribs have a U-shaped structure so that each cooling channel forms a rectangular passage in passage zone III.

2. The active cooling structure for optimizing the utilization rate of kerosene heat sink according to claim 1, characterized in that, Also includes: Manifold III is installed in passage I, passage II, and passage III to divide each passage into sections.

3. A method of using an active cooling structure, which uses the active cooling structure for optimizing the utilization rate of kerosene heat sinks according to any one of claims 1-2, characterized in that, include: Step 1: Based on engine thermal environment assessment or measurement data, obtain the wall heat flux density distribution characteristics, and combine the engine structure to preliminarily divide the cooling area inside the cooling panel using a partition plate, and ensure that the area of ​​each cooling area is consistent. Step 2: Based on the area and heat flux density distribution characteristics of each cooling zone, evaluate the total heating amount of each cooling zone, and match the kerosene distribution ratio of each cooling zone based on the total heating amount; Step 3: Based on the kerosene distribution ratio, the required area and number of flow-limiting pipes for each region are obtained using the following formula: In the above formula, Q i This indicates the cooling kerosene flow rate for each zone. Q total This indicates the total kerosene flow rate. A i and A j This represents the circulation area of ​​each region; Step 4: The cooling kerosene flows in the same direction as the engine combustion gas. Therefore, by changing the cross-section of the flow divider ribs and separating the flow areas by the manifold II, we can obtain circular, parabolic, and rectangular pathways with varying cross-sections. Step 5: The cooling kerosene in the kerosene circulating cooling unit flows into manifold I through the inlet, and after the flow is distributed by the flow limiting pipe, it flows into each cooling zone through manifold II. Step 6: In each cooling zone, the kerosene first passes through a circular passage to increase the structural temperature, then through a parabolic passage to delay the kerosene cracking reaction in order to retain some of the kerosene's chemical heat sinking, and then through a rectangular passage for efficient heat exchange before flowing into the kerosene circulating cooling unit from the outlet end.

4. The application method of the active cooling structure as described in claim 3, characterized in that, In step four, each cooling zone is reinforced with corresponding flow dividers to increase structural strength and enhance heat transfer, and the structural parameters of each cooling zone are optimized through iterative coupling with each pathway.

5. The application method of the active cooling structure as described in claim 3, characterized in that, In step four, each cooling zone segments the cooling channel through manifold II and manifold III to redistribute kerosene during its transmission through the cooling channel, thereby interrupting flow drift.

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