A heat dissipation system design method, heat dissipation system and aircraft

Abstract

The present application relates to the technical field of heat dissipation, in particular to a heat dissipation system design method, a heat dissipation system and an aircraft. The heat dissipation system design method comprises: obtaining a first flow parameter of a first fluid flowing through a channel assembly based on an installation space of the heat dissipation system; wherein the channel assembly is arranged in the installation space of the heat dissipation system; obtaining a plurality of groups of selectable performance parameters of a heat dissipation assembly based on the first flow parameter, position change information of the heat dissipation system and a rated heat dissipation requirement; wherein at least part of the heat dissipation assembly is arranged in a hollow region in the channel assembly; obtaining a target performance parameter of the heat dissipation assembly based on the plurality of groups of selectable performance parameters; wherein the heat dissipation assembly comprises a first heat dissipation unit and a driving unit; the driving unit can drive the first fluid to pass through the first heat dissipation unit; the position change of the heat dissipation system causes the first fluid to pass through the first heat dissipation unit. Thus, the problem that the design of the hydrogen fuel cell airborne heat dissipation system is difficult to meet the full working condition is solved.

Description

Technical Field

[0001] This invention relates to the field of heat dissipation technology, and more specifically, to a heat dissipation system design method, a heat dissipation system, and an aircraft. Background Technology

[0002] Hydrogen fuel cells, as an airborne power system, have significant advantages in both green and low-carbon operation and high energy density. They can not only support the development of a new generation of energy-saving and environmentally friendly civil aircraft, but also help achieve breakthroughs in the endurance of long-endurance UAVs, thereby promoting carbon emission reduction in the aviation industry and significantly improving the range, flight time and transport capacity of existing UAVs.

[0003] However, hydrogen fuel cells generate a significant amount of waste heat during operation, which must be dissipated through coolant and ultimately released into the environment via the outside air. To address this heat dissipation requirement, the cooling system design should fully utilize the ram air during flight, optimizing the configuration of the heat exchanger and cooling fan to increase airflow and enhance convective heat transfer. Furthermore, in practical applications, the cooling system accounts for a relatively large proportion of the system's weight; therefore, the heat exchanger and fan must be adapted to specific flight conditions to minimize system weight and size while ensuring cooling performance and reliability, achieving overall optimization. Summary of the Invention

[0004] To address the challenge of designing airborne heat dissipation systems for hydrogen fuel cells that cannot meet all operating conditions, this invention provides a heat dissipation system design method, a heat dissipation system, and an aircraft, comprising:

[0005] In a first aspect, the present invention provides a heat dissipation system design method, comprising:

[0006] Based on the installation space of the heat dissipation system, the first flow parameters of the first fluid flowing through the channel assembly are obtained; wherein, the channel assembly is set within the installation space of the heat dissipation system;

[0007] Based on the first flow parameters, the location change information of the heat dissipation system, and the rated heat dissipation requirements, multiple sets of selectable performance parameters of the heat dissipation components are obtained; wherein, at least some of the heat dissipation components are set in the hollow area within the channel components;

[0008] Based on multiple sets of selectable performance parameters, the target performance parameters of the heat dissipation component are obtained; wherein, the target performance parameters include the performance parameters of the first heat dissipation unit and the performance parameters of the driving unit; the heat dissipation component includes the first heat dissipation unit and the driving unit; the driving unit can drive the first fluid to pass through the first heat dissipation unit; the position change of the heat dissipation system causes the first fluid to pass through the first heat dissipation unit.

[0009] Optionally, the step of obtaining the first flow parameters of the first fluid flowing through the channel assembly based on the installation space of the heat dissipation system includes:

[0010] Based on the installation space of the heat dissipation system, the first flow direction of the first fluid is obtained;

[0011] Based on the first flow direction, the cross-sectional area of ​​the main flow channel in the hollow region within the channel component along the first flow direction is obtained; wherein, the first flow parameters include the first flow direction and the cross-sectional area of ​​the main flow channel.

[0012] Optionally, the step of obtaining the first flow parameters of the first fluid flowing through the channel assembly based on the installation space of the heat dissipation system further includes:

[0013] Based on the installation space of the heat dissipation system and the first flow direction, the second flow direction is obtained;

[0014] Based on the second flow direction, the cross-sectional area of ​​the branch flow in the hollow region within the channel assembly along the second flow direction is obtained; wherein, the first flow parameter also includes the second flow direction and the cross-sectional area of ​​the branch flow.

[0015] Optionally, the step of obtaining multiple sets of optional performance parameters of the heat dissipation component based on the first flow parameter, the location change information of the heat dissipation system, and the rated heat dissipation requirement includes:

[0016] Based on the first flow parameters, the initial performance parameters of the heat dissipation component are obtained;

[0017] Based on the location change information of the heat dissipation system and the rated heat dissipation demand, multiple sets of dynamic heat dissipation demand and multiple sets of second flow parameters of the heat dissipation components are obtained.

[0018] Based on initial performance parameters, multiple sets of dynamic heat dissipation requirements, and multiple sets of secondary flow parameters, multiple sets of selectable performance parameters for the heat dissipation component are obtained.

[0019] Optionally, the step of obtaining multiple sets of dynamic heat dissipation requirements and multiple sets of second flow parameters for the heat dissipation components based on the location change information of the heat dissipation system and the rated heat dissipation requirements includes:

[0020] Based on the position change information of the heat dissipation system, the operating parameters of the heat dissipation system and multiple sets of second flow parameters are obtained; wherein, the second flow parameters include the parameters of the first fluid and the parameters of the first fluid flowing through the channel components during a set time period in the process of position change of the heat dissipation system.

[0021] Based on operating parameters and the rated heat dissipation requirements of the heat dissipation system, multiple sets of dynamic heat dissipation requirements for the heat dissipation components are obtained.

[0022] Optionally, the rated heat dissipation requirement includes a first rated requirement and a second rated requirement; wherein the first rated requirement is greater than the second rated requirement.

[0023] The steps to obtain multiple sets of dynamic heat dissipation requirements for heat dissipation components based on operating parameters and the rated heat dissipation requirements of the heat dissipation system include:

[0024] Based on operating parameters and second rated requirements, obtain multiple sets of second dynamic requirements for the heat dissipation components;

[0025] Based on operating parameters, first rated demand, and multiple sets of second dynamic demands, multiple sets of first dynamic demands for the heat dissipation component are obtained; among them, multiple sets of dynamic heat dissipation demands include multiple sets of second dynamic demands and multiple sets of first dynamic demands.

[0026] Alternatively, the heat dissipation system design method also includes:

[0027] Based on the target performance parameters, obtain the manufacturing parameters of the heat dissipation system.

[0028] In a second aspect, the present invention provides a heat dissipation system, obtained by any of the heat dissipation system design methods of the first aspect, comprising:

[0029] The channel component is configured as a hollow tube;

[0030] A heat dissipation assembly includes a first heat dissipation unit and a driving unit; the first heat dissipation unit and the driving unit are respectively connected to a channel assembly; at least a portion of the first heat dissipation unit and the driving unit are respectively disposed in a hollow area within the channel assembly.

[0031] The heat dissipation state of the heat dissipation system includes: through the position change of the first heat dissipation unit and / or driven by the drive unit, the first fluid passes through at least part of the first heat dissipation unit via the channel assembly.

[0032] Optionally, the heat dissipation assembly further includes a second heat dissipation unit; the second heat dissipation unit is connected to the channel assembly and / or the first heat dissipation unit;

[0033] The heat dissipation state also includes: at least a portion of the first fluid passes through the second heat dissipation unit and the first heat dissipation unit in sequence.

[0034] Thirdly, the present invention provides an aircraft, comprising:

[0035] Organism;

[0036] Heating component; the heating component is connected to the body; the heating component and the body transfer energy and / or information;

[0037] The second aspect includes any of the heat dissipation systems; the channel assembly is connected to the body; and the first heat dissipation unit transfers heat to the heat-generating components.

[0038] Optionally, the heating component includes a first heating element and a second heating element; the first heating element and the second heating element transfer energy and / or information; the first heating element and the second heating element are respectively connected to the body; at least one of the first heating element and the second heating element transfers energy and / or information to the body.

[0039] The heat dissipation assembly also includes a second heat dissipation unit; the first heat dissipation unit transfers heat with the first heat-generating element; the second heat dissipation unit transfers heat with the second heat-generating element;

[0040] The operating status of the aircraft includes: the average heat output of the first heating element is greater than the average heat output of the second heating element.

[0041] To address the challenge of designing onboard cooling systems for hydrogen fuel cells that cannot meet all operating conditions, this invention offers the following advantages:

[0042] By combining the ram air caused by changes in the aircraft's position with the air driven by the cooling fan, a dual cooling mechanism for the cooling system is achieved. This not only avoids the power waste caused by the long-term excessive operation of the fan, but also effectively compensates for the insufficient cooling capacity of the ram air under low-speed conditions on the ground. Ultimately, this results in a highly reliable, low-energy-consumption cooling system optimized design scheme that is applicable to all operating conditions. Attached Figure Description

[0043] Figure 1 A flowchart illustrating a heat dissipation system design method according to one embodiment is shown;

[0044] Figure 2 A schematic diagram of the structure of a heat dissipation system according to one embodiment is shown;

[0045] Figure 3 A schematic diagram of a heat dissipation component of a heat dissipation system according to one embodiment is shown.

[0046] Reference numerals: 10 Channel assembly; 111 First main channel; 112 Second main channel; 113 Third main channel; 114 Control gate; 121 First branch valve; 122 First branch channel; 123 Second branch valve; 124 Second branch channel; 20 Heat dissipation assembly; 21 First heat dissipation unit; 211 First heat exchanger; 212 First pipe; 22 Second heat dissipation unit; 221 Second heat exchanger; 222 Second pipe; 23 Drive unit. Detailed Implementation

[0047] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0048] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0049] In the field of avionics heat dissipation, with the continuous increase in the integration and heat dissipation power of airborne electronic equipment, heat dissipation design faces severe challenges. Currently, there are two main types of forced air cooling: one is fan-driven cooling, which, although actively controllable, requires continuous power consumption, and is often designed based on the worst operating conditions (such as high temperature and low pressure), resulting in fans having excessive capacity and wasting power during most flight phases; the other is ram air cooling, which utilizes the introduction of outside air for cooling during high-speed flight. Although it does not consume power, the ram pressure is insufficient at low speeds or during ground parking and taxiing, failing to provide effective heat dissipation. Furthermore, aircraft undergo a full spectrum of operating conditions, including parking, takeoff, climb, cruise, and landing. The ambient temperature, air pressure, and flight speed vary greatly under different conditions, leading to dynamic changes in heat dissipation requirements. Traditional fixed-parameter heat dissipation system designs struggle to simultaneously achieve synergy and complementarity between the two cooling methods and optimal energy consumption across all operating conditions. Therefore, a design scheme is needed that can coordinate and optimize the configuration of both cooling methods based on changes in operating conditions.

[0050] Example 1:

[0051] In this embodiment, as Figure 1 As shown, in order to solve the above problems, this application discloses a heat dissipation system design method, including steps S10, S20 and S30.

[0052] Step S10: Based on the installation space of the heat dissipation system, obtain the first flow parameters of the first fluid flowing through the channel assembly 10; wherein, the channel assembly 10 is set within the installation space of the heat dissipation system; in this embodiment, the installation space refers to the limited area reserved for the heat dissipation system in the aircraft fuselage. Due to the compact internal space of the aircraft, the design of the heat dissipation system must strictly adhere to this spatial constraint. The first fluid is air, encompassing ram air and airflow driven by the drive unit 23. This step, by obtaining the flow parameters with the actual installation space as the boundary, ensures that all subsequent design decisions are based on the real physical space and airflow resistance characteristics, effectively avoiding the serious deviation between theoretical heat dissipation capacity and actual operating conditions caused by neglecting spatial layout and flow channel pressure drop in traditional methods, thus guaranteeing the feasibility of the solution from the source.

[0053] Step S20: Based on the first flow parameters, the position change information of the heat dissipation system, and the rated heat dissipation requirements, multiple sets of optional performance parameters for the heat dissipation component 20 are obtained. At least some of the heat dissipation components 20 are located in the hollow area within the channel component 10. As the aircraft operates through all flight conditions, including parking, takeoff, climb, cruise, and landing, the incoming flow conditions continuously change, leading to variations in the flow rate of the first fluid. Furthermore, the heat dissipation requirements differ significantly under different conditions. Therefore, it is necessary to extract the performance parameters of the heat dissipation system that meet the corresponding heat dissipation requirements for each typical operating point. By introducing position change information reflecting flight attitude and coupling it with the rated heat dissipation requirements, the design is no longer limited to a single extreme condition but can comprehensively cover the entire operational scenario from ground parking and taxiing to high-speed cruise. This determines the natural heat dissipation of the ram air under each condition, laying a data foundation for subsequent coordinated control. In this embodiment, under the condition of rated heat dissipation requirements, combined with the heat dissipation provided by the ram air, the actual heat dissipation capacity that the heat dissipation component 20 needs to supplement under this condition is calculated, thereby obtaining multiple sets of optional performance parameters.

[0054] Step S30: Based on multiple sets of selectable performance parameters, obtain the target performance parameters of the heat dissipation component 20. These target performance parameters include the performance parameters of the first heat dissipation unit 21 and the performance parameters of the driving unit 23. The heat dissipation component 20 includes the first heat dissipation unit 21 and the driving unit 23. The driving unit 23 can drive a first fluid through the first heat dissipation unit 21. Changes in the position of the heat dissipation system cause the first fluid to pass through the first heat dissipation unit 21. In this embodiment, the driving unit 23 is a cooling fan. Forced convection from the fan and natural convection of ram air caused by flight attitude together cool the first heat dissipation unit 21. Since the first heat dissipation unit 21 exchanges heat with the heat-generating component, its cooling effect directly determines the temperature control level of the heat-generating component. This step selects target parameters from multiple candidate solutions that simultaneously meet the performance requirements of the first heat dissipation unit 21 and the driving unit 23, achieving optimal matching of ram air natural cooling and forced fan cooling under all operating conditions. During high-speed cruise, ram air can be utilized first, reducing fan power consumption. At low speeds or on the ground, the fan actively compensates for insufficient ram air cooling, thus minimizing overall energy consumption while meeting cooling requirements under all operating conditions. In summary, this process achieves dynamic synergy and a balance between energy efficiency and performance across the entire flight envelope, avoiding power waste caused by prolonged excessive fan operation and effectively compensating for insufficient cooling of ram air at low speeds on the ground. Ultimately, this results in a highly reliable, low-energy-consumption, and all-condition applicable optimized cooling system design.

[0055] Furthermore, step S10 may include steps S11 and S12, and the heat dissipation system design method executes steps S11, S12, S20 and S30 in sequence.

[0056] Step S11: Based on the installation space of the heat dissipation system, obtain the first flow direction of the first fluid; the first flow direction refers to the main direction of the first fluid along the channel assembly 10 after entering the channel assembly 10, that is, the general direction of the first fluid moving forward in the channel assembly 10, specifically the length direction of the channel assembly 10.

[0057] Step S12: Based on the first flow direction, obtain the main flow cross-sectional area of ​​the hollow region within the channel assembly 10 along the first flow direction; wherein, the first flow parameters include the first flow direction and the main flow cross-sectional area. The main flow cross-sectional area refers to the overall net cross-sectional area of ​​the channel perpendicular to the first flow direction, and this area determines the upper limit of the total mass flow rate of the first fluid flowing within the channel assembly 10.

[0058] By determining the first flow direction based on the installation space and obtaining the cross-sectional area of ​​the main flow path accordingly, the windward surface of the heat dissipation system can be precisely matched with the actual ram airflow direction of the aircraft, thereby maximizing the capture and utilization of ram air dynamic pressure during flight. This provides a precise flow reference for the selection of the cooling fan's booster and the design of the windward surface size of the first heat dissipation unit 21, effectively avoiding the waste of windward area or ram air energy loss caused by flow path deviation, and ensuring that the main heat dissipation circuit obtains maximum passive cooling efficiency within the limited airborne installation space.

[0059] Furthermore, step S10 also includes steps S13 and S14, and the heat dissipation system design method executes steps S11, S12, S13, S14, S20 and S30 in sequence.

[0060] Step S13: Based on the installation space of the heat dissipation system and the first flow direction, obtain the second flow direction;

[0061] Step S14: Based on the second flow direction, obtain the branch cross-sectional area of ​​the hollow region within the channel assembly 10 along the second flow direction; wherein, the first flow parameters also include the second flow direction and the branch cross-sectional area.

[0062] In this embodiment, the heating component includes a first heating element (hydrogen fuel cell) and a second heating element (battery auxiliary equipment). The two require different cooling temperatures, with the second heating element requiring a lower cooling temperature. Using a single heat dissipation unit for unified heat dissipation would be difficult to balance size and heat dissipation requirements. Therefore, the heat dissipation component 20 is also equipped with a second heat dissipation unit 22, which dissipates heat from the second heating element. To minimize the overall size, the two components are integrated, with the second heat dissipation unit 22 positioned at one corner of the first heat dissipation unit 21 to share an air duct and cooling fan. However, this layout causes interference between the airflow of the two units, making independent control difficult. Therefore, a control gate 114 is added between the first heat dissipation unit 21 and the second heat dissipation unit 22 to adjust the airflow ratio of the first fluid entering the two units. Specifically, the angle of the control gate 114 is adjusted according to the outlet temperature of the second heat dissipation unit 22. When the outlet temperature is high, the control gate 114 increases the angle on one side of the second heat dissipation unit 22, increasing the airflow through it; when the outlet temperature is low, the control gate 114 adjusts to the opposite side. The cooling fan speed should be adjusted according to the outlet temperature of the heat dissipation component 20. When the temperature is high, the fan speed should be increased to increase the cooling airflow, and when the temperature is low, the fan speed should be reduced to decrease the cooling airflow.

[0063] In this embodiment, the second flow direction is determined based on the installation space and the first flow direction, and the cross-sectional area of ​​the branch flow along this direction is defined accordingly, thereby clarifying the airflow branch path entering the second heat dissipation unit 22. The design of this branch flow cross-sectional area serves two purposes: firstly, it provides a reference for the adjustment stroke of the control gate 114; secondly, by controlling its ratio to the main flow cross-sectional area, the proportion of cold air flowing through the second heat dissipation unit 22 can be precisely allocated, prioritizing the cooling needs of the low-temperature circuit. Simultaneously, the heated air can smoothly merge into the downstream main heat exchanger, achieving secondary utilization and forming a tiered, highly efficient utilization of cooling capacity.

[0064] Further, step S20 may include steps S21, S22 and S23, and the heat dissipation system design method executes steps S11, S12, S21, S22, S23 and S30 in sequence; or executes steps S11, S12, S13, S14, S21, S22, S23 and S30 in sequence.

[0065] Step S21: Based on the first flow parameters, obtain the initial performance parameters of the heat dissipation component 20. In this embodiment, there are two cases: 1. Obtain the initial performance parameters of the heat dissipation component 20 based on the first flow direction and the cross-sectional area of ​​the main flow channel; 2. Obtain the initial performance parameters of the heat dissipation component 20 based on the first flow direction, the cross-sectional area of ​​the main flow channel, the second flow direction, and the cross-sectional area of ​​the branch flow channel. Based on the fixed installation space and flow channel geometry parameters, obtain the width, height, and other parameters of the heat dissipation component 20 to establish a benchmark reference value for all subsequent designs and provide the initial starting point for calculation.

[0066] Step S22: Based on the location change information and rated heat dissipation requirements of the heat dissipation system, multiple sets of dynamic heat dissipation requirements and multiple sets of second flow parameters of the heat dissipation component 20 are obtained. Combined with the attitude changes of the aircraft under different operating conditions (such as ground, climb, and cruise), the actual heat dissipation required at each operating point is calculated, as well as the actual flow velocity and flow area of ​​the first fluid passing through the heat dissipation component 20 under that attitude. This extends the single design to the entire flight envelope, accurately identifying which operating conditions have sufficient ram air and which require additional compensation, providing dynamic input for subsequent scheme matching.

[0067] Step S23: Based on initial performance parameters, multiple sets of dynamic heat dissipation requirements, and multiple sets of second flow parameters, obtain multiple sets of optional performance parameters for the heat dissipation component 20. Integrate the hardware baseline from step S21 with the dynamic requirements of each operating condition from step S22 to solve for multiple configurations of the heat dissipation component 20 that can simultaneously meet all operating conditions (such as overall heat exchanger size, fan power, etc.), generating multiple feasible candidate solutions. This allows designers to make trade-offs between weight, power consumption, and volume, ensuring that the final selected combination is not over-designed and meets heat dissipation requirements throughout the entire flight, achieving overall optimization.

[0068] Further, step S22 may include steps S221 and S222, and the heat dissipation system design method executes steps S11, S12, S21, S221, S222, S23 and S30 in sequence; or executes steps S11, S12, S13, S14, S21, S221, S222, S23 and S30 in sequence.

[0069] Step S221: Based on the position change information of the heat dissipation system, obtain the operating parameters of the heat dissipation system and multiple sets of second flow parameters. Among them, the second flow parameters include the parameters of the first fluid and the parameters of the first fluid flowing through the channel component 10 during a set time period in the process of position change of the heat dissipation system. The spatial attitude change of the aircraft is converted into specific physical boundary conditions. The temperature, pressure, density and other parameters of the external atmosphere under different operating conditions are extracted. Combined with the installation space constraints, the real-time flow velocity and flow rate of the air flowing through the channel component 10 within a set time period are calculated. The position change is decomposed into quantifiable cooling medium input conditions. At the same time, the time dimension is introduced, so that the analysis is extended from static operating point to continuous dynamic process, providing data support for subsequent accurate evaluation of the real-time cooling supply capacity of ram air in each flight stage.

[0070] Step S222: Based on the operating parameters and the rated heat dissipation requirements of the heat dissipation system, obtain multiple sets of dynamic heat dissipation requirements for the heat dissipation component 20. The rated heat dissipation requirement refers to the maximum amount of heat the heat dissipation system needs to continuously remove under specified normal operating conditions to ensure the safe and stable operation of the system. All subsequent sets of dynamic heat dissipation requirements must be within the range of the rated heat dissipation requirement. Based on the obtained specific operating parameters, such as flight speed and altitude, and combined with the system's rated heat dissipation requirements, the actual heat load value that the heat dissipation component 20 needs to bear in each flight state is derived, thus forming multiple sets of dynamic heat dissipation requirements covering all operating conditions. This achieves a precise match between the externally available cooling capacity and the actual internally generated heat, clearly distinguishing which operating conditions require sufficient ram air to meet the requirements and which operating conditions necessitate forced cooling by fans to compensate for the shortfall, providing a clear objective for subsequent component selection.

[0071] Furthermore, the rated heat dissipation requirement includes a first rated requirement and a second rated requirement; wherein the first rated requirement is greater than the second rated requirement. In this embodiment, since the heat generated by the hydrogen fuel cell is much greater than the heat generated by the battery auxiliary equipment, the first rated requirement is greater than the second rated requirement. This tiered approach distinguishes between primary and secondary heat sources, avoiding over-design or insufficient localized heat dissipation caused by treating all heat-generating elements uniformly.

[0072] Step S222 may include steps S2221 and S2222. The heat dissipation system design method executes steps S11, S12, S21, S221, S2221, S2222, S23 and S30 in sequence; or executes steps S11, S12, S13, S14, S21, S221, S2221, S2222, S23 and S30 in sequence.

[0073] Step S2221: Based on operating parameters and second rated requirements, obtain multiple sets of second dynamic requirements for the heat dissipation component 20; based on environmental parameters and operating status under each operating condition, calculate only the actual heat generation of the second heat source (battery auxiliary equipment) in different flight phases to obtain multiple sets of second dynamic requirements that vary throughout the entire operating condition. First, perform independent dynamic requirement analysis on auxiliary equipment with smaller heat generation to avoid difficulty in distinguishing their actual contributions after being mixed with the requirements of the main heat source, thus providing accurate reference data for graded heat dissipation design.

[0074] Step S2222: Based on operating parameters, the first rated demand, and multiple sets of second dynamic demands, obtain multiple sets of first dynamic demands for the heat dissipation component 20; wherein, the multiple sets of dynamic heat dissipation demands include multiple sets of second dynamic demands and multiple sets of first dynamic demands. The rated heat output of the first heating element (hydrogen fuel cell) under different operating conditions is superimposed with the second dynamic demands obtained in step S2221 to comprehensively calculate the multiple sets of first dynamic demands that the heat dissipation system actually needs to bear at each operating point. Since the two types of heating elements often coexist in the same heat dissipation channel, the heat emitted by the second heating element will be superimposed on the cooling medium of the first heating element. Therefore, the second dynamic demands must be taken into consideration when calculating the first dynamic demands, ultimately forming a complete dynamic heat dissipation demand covering all heating components, providing a unified and realistic heat load input for the subsequent joint selection of the heat dissipation component 20.

[0075] Specifically, the first rated demand and the second rated demand correspond to the heat dissipation of the first heat dissipation unit 21 and the second heat dissipation unit 22, respectively. These two heat dissipation units are designed as a single unit, and the heat dissipation of the first heat dissipation unit 21 is greater than that of the second heat dissipation unit 22. Assume the overall air inlet temperature of the heat dissipation assembly 20 is T1, the outlet temperature is T2, and the air outlet temperature of the second heat dissipation unit 22 is T3. Since the cooling temperature of the second heat dissipation unit 22 is lower, its heat exchange temperature difference is smaller. To maximize the use of the first fluid in the low-temperature section for heat dissipation, T3 should be kept as low as possible, specifically set to be less than half the sum of T1 and T2. Simultaneously, to control the adjustment function of the control gate 114 and prevent the airflow of the heat dissipation assembly 20 and the second heat dissipation unit 22 from changing synchronously with the control gate 114, the ratio of the ventilation height L1 of the ventilation surface of the second heat dissipation unit 22 to the overall ventilation height L2 of the heat dissipation assembly 20 should not be too large; L1 should be less than half of L2. Further, let the total heat dissipation of the heat dissipation assembly 20 be M, and the heat dissipation of the second heat dissipation unit 22 be N. At this point, the ratio of N to M is equal to the ratio of "the ventilation height L2 of the second heat dissipation unit multiplied by the difference between T3 and T1" to "the overall ventilation height L1 multiplied by the difference between T2 and T1". Based on this ratio, the specific value of the ventilation height L1 of the second heat dissipation unit 22 can be calculated. Further combining this with actual operating parameters, the heat dissipation length of the second heat dissipation unit 22 can be determined. Once the size of the second heat dissipation unit 22 is determined, since the two are designed as a single unit, the size of the first heat dissipation unit 21 is also determined. Thus, the dimensions of the entire heat dissipation assembly 20 and its constituent units can be fully derived.

[0076] Furthermore, the heat dissipation system design method also includes step S40, in which steps S10, S20, S30 and S40 are executed sequentially.

[0077] Step S40: Based on the target performance parameters, obtain the manufacturing parameters of the heat dissipation system. After determining the target performance parameters, derive the specific physical manufacturing parameters of the heat dissipation system, such as fin spacing, pipe diameter, wall thickness, and cooling fan blade angle.

[0078] Example 2:

[0079] In this embodiment, as Figure 2 and Figure 3 As shown, this application discloses a heat dissipation system, obtained through any of the heat dissipation system design methods in Embodiment 1, comprising:

[0080] Channel component 10, which is configured as a hollow tube;

[0081] The heat dissipation assembly 20 includes a first heat dissipation unit 21 and a drive unit 23. The first heat dissipation unit 21 further includes a first heat exchanger 211 and a first pipe 212. The first heat exchanger 211 is connected to an external first heating element through the first pipe 212 and performs cyclic heat exchange with it. The first heat dissipation unit 21 and the drive unit 23 are respectively connected to the channel assembly 10. At least a portion of the first heat dissipation unit 21 and the drive unit 23 are respectively disposed in the hollow area within the channel assembly 10. The drive unit 23 is preferably a cooling fan, which is disposed opposite to the first heat exchanger 211 and is used to drive the first fluid to forcefully pass through the fins or tube bundle of the first heat exchanger 211 to remove heat.

[0082] The heat dissipation state of the heat dissipation system includes: through the positional change of the first heat dissipation unit 21 and / or the driving of the drive unit 23, the first fluid passes through at least a portion of the first heat dissipation unit 21 via the channel assembly 10; that is, the heat dissipation system has at least the following three operating modes: passive heat dissipation, which relies solely on the positional change of the first heat dissipation unit 21 with the channel assembly 10 or the aircraft body, allowing the first fluid in the external environment to pass through the first heat exchanger 211 under ramming action. This mode is suitable for the cruise or high-speed movement phase of the aircraft, where the incoming airflow speed is sufficient to meet the rated heat dissipation requirements, and the drive unit 23 can be stopped or slowed down to save energy. Active heat dissipation, which occurs when the aircraft body is stationary or in the start-up phase, due to the lack of sufficient relative motion to drive the fluid, by activating the drive unit 23, the first fluid is forced to circulate within the channel assembly 10 and pass through the first heat exchanger 211 to meet the heat dissipation requirements of heat-generating components such as hydrogen fuel cells in the initial start-up phase. Hybrid heat dissipation means that when the machine is in a high-power output stage and the heat generation increases sharply, the heat dissipation capacity of a single mode is insufficient to meet the heat balance requirements. Passive heat dissipation and active heat dissipation work together, superimposed on the fluid flow rate through the first heat exchanger 211, to maximize the output of heat dissipation power.

[0083] Furthermore, such as Figure 3 As shown, the heat dissipation assembly 20 further includes a second heat dissipation unit 22; the second heat dissipation unit 22 is connected to the channel assembly 10 and / or the first heat dissipation unit 21; in one embodiment, the heating component inside the machine body includes a first heating element and a second heating element, wherein the first heating element is a hydrogen fuel cell and the second heating element is a battery auxiliary device. Based on this dual heat source operating condition, this embodiment adds a second heat dissipation unit 22; the second heat dissipation unit 22 further includes a second heat exchanger 221 and a second pipe 222, the second heat exchanger 221 is connected to the battery auxiliary device through the second pipe 222 to realize cyclic heat exchange with the battery auxiliary device.

[0084] The heat dissipation process also includes at least a portion of the first fluid passing sequentially through the second heat dissipation unit 22 and the first heat dissipation unit 21. Specifically, along the flow direction of the first fluid, the second heat dissipation unit 22 is located upstream, and the first heat dissipation unit 21 is located downstream. In actual operation, the operating temperature of the hydrogen fuel cell is typically maintained at around 80°C, while the cooling requirements of the battery auxiliary equipment usually require its temperature to be maintained below 60°C, meaning the operating temperature of the battery auxiliary equipment is lower than that of the hydrogen fuel cell. Based on this temperature characteristic, the first fluid first flows through the lower-temperature second heat dissipation unit 22 to cool the battery auxiliary equipment; subsequently, the first fluid continues to flow downstream, engaging in convective heat exchange with the higher-temperature first heat dissipation unit 21 to cool the hydrogen fuel cell. Since the target cooling temperature of the second heat dissipation unit 22 is lower but its heat dissipation is relatively small, the temperature rise of the first fluid passing through the second heat dissipation unit 22 is extremely limited, hardly affecting its cooling capacity for the downstream first heat dissipation unit 21. By connecting two heat sources with different temperature gradients in series in the same flow channel, the cascade utilization of cooling capacity is achieved, significantly simplifying the system structure and reducing the overall weight without sacrificing the cooling efficiency of the hydrogen fuel cell.

[0085] Furthermore, such as Figure 3 As shown, the channel assembly 10 includes a main channel unit and branch channel units connected together. The main channel unit includes a first main channel 111, a second main channel 112, a third main channel 113, and a regulating gate 114. The first main channel 111 and the second main channel 112 are both interconnected with the third main channel 113. The first main channel 111 is connected to the first heat dissipation unit 21, and the second main channel 112 is connected to the second heat dissipation unit 22. The regulating gate 114 is located between the first main channel 111 and the second main channel 112 and is connected to the heat dissipation assembly 20. It is used to adjust the airflow ratio of the first fluid flowing into the first main channel 111 and the second main channel 112, thereby adjusting the fluid flow distribution through the first heat dissipation unit 21 and the second heat dissipation unit 22. The drive unit 23 is located within the third main channel 113, which is used to supply the first fluid flowing through the first heat dissipation unit 21 and the second heat dissipation unit 22.

[0086] Furthermore, such as Figure 3As shown, the branch channel unit is connected to the third main channel 113 and includes a first branch valve 121, a first branch channel 122, a second branch valve 123, and a second branch channel 124. The first branch channel 122 and the second branch channel 124 are respectively connected to opposite sides of the third main channel 113. The first branch valve 121 is used to control the on / off connection between the first branch channel 122 and the third main channel 113, and the second branch valve 123 is used to control the on / off connection between the second branch channel 124 and the third main channel 113. During operation, when the flow rate of the first fluid due to the change in the aircraft's position is sufficient to meet the heat dissipation requirements and the drive unit 23 does not need to be activated, the drive unit 23 can be turned off, and the first branch valve 121 and / or the second branch valve 123 can be opened, allowing the first fluid to be diverted through the branch channel unit to reduce flow resistance and thus save system power consumption.

[0087] Example 3:

[0088] In this embodiment, as Figure 2 As shown, this application discloses an aircraft, comprising:

[0089] Aircraft body; heat-generating component connected to the airframe; energy and / or information transfer between the heat-generating component and the airframe; any of the heat dissipation systems in Embodiment 2; channel assembly 10 connected to the airframe, embedding the heat dissipation system within the aircraft airframe to avoid additional wind resistance from external heat sinks; first heat dissipation unit 21 transfers heat to the heat-generating component. The heat dissipation system is deeply integrated with the aircraft airframe, utilizing the ram airflow generated by the aircraft's inherent motion for passive cooling, supplemented by the drive unit 23 within the channel assembly 10 for active cooling during hovering / starting conditions.

[0090] Furthermore, such as Figure 3 As shown, the heating component includes a first heating element and a second heating element; the first heating element and the second heating element transfer energy and / or information. Specifically, the first heating element is a hydrogen fuel cell, and the second heating element is a battery auxiliary device; the first heating element and the second heating element are respectively connected to the body; at least one of the first heating element and the second heating element transfers energy and / or information with the body; the heat dissipation component 20 also includes a second heat dissipation unit 22; the first heat dissipation unit 21 transfers heat with the first heating element; the second heat dissipation unit 22 transfers heat with the second heating element.

[0091] The aircraft's operating state includes: the average heat output of the first heat source is greater than that of the second heat source. Therefore, the first fluid is configured to first flow through the second heat dissipation unit 22 corresponding to the second heat source with lower heat output, and then flow through the first heat dissipation unit 21 corresponding to the first heat source with higher heat output. Since the heat dissipation of the second heat source is small, the temperature rise of the fluid when it passes through is extremely limited, and it hardly affects the cooling temperature difference of the downstream first heat source. Thus, without sacrificing the cooling efficiency of the main heat source, the two heat sources are integrated into the same series flow channel, simplifying the system architecture and reducing the overall weight of the aircraft.

[0092] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A heat dissipation system design method, characterized in that, The heat dissipation system design method includes: Based on the installation space of the heat dissipation system, first flow parameters of the first fluid flowing through the channel assembly are obtained; wherein, the channel assembly is disposed within the installation space of the heat dissipation system; Based on the first flow parameter, the position change information of the heat dissipation system, and the rated heat dissipation requirement, multiple sets of optional performance parameters of the heat dissipation component are obtained; wherein, at least a portion of the heat dissipation component is disposed in the hollow region within the channel component; Based on the multiple sets of selectable performance parameters, the target performance parameters of the heat dissipation component are obtained; wherein, the target performance parameters include the performance parameters of the first heat dissipation unit and the performance parameters of the driving unit; the heat dissipation component includes the first heat dissipation unit and the driving unit; the driving unit can drive the first fluid through the first heat dissipation unit; the position change of the heat dissipation system causes the first fluid to pass through the first heat dissipation unit. Based on the installation space of the heat dissipation system, the first flow direction of the first fluid is obtained; Based on the first flow direction, the main flow cross-sectional area of ​​the hollow region within the channel assembly along the first flow direction is obtained; wherein, the first flow parameter includes the first flow direction and the main flow cross-sectional area; Based on the installation space of the heat dissipation system and the first flow direction, the second flow direction is obtained; Based on the second flow direction, the cross-sectional area of ​​the branch flow in the hollow region within the channel assembly along the second flow direction is obtained; wherein, the first flow parameter further includes the second flow direction and the cross-sectional area of ​​the branch flow; Based on the first flow parameters, the initial performance parameters of the heat dissipation component are obtained; Based on the location change information and rated heat dissipation requirements of the heat dissipation system, multiple sets of dynamic heat dissipation requirements and multiple sets of second flow parameters of the heat dissipation components are obtained. Based on the initial performance parameters, the multiple sets of dynamic heat dissipation requirements, and the multiple sets of second flow parameters, multiple sets of optional performance parameters of the heat dissipation component are obtained.

2. The heat dissipation system design method according to claim 1, characterized in that, The step of obtaining multiple sets of dynamic heat dissipation requirements and multiple sets of second flow parameters of the heat dissipation component based on the position change information and rated heat dissipation requirements of the heat dissipation system includes: Based on the position change information of the heat dissipation system, the operating parameters of the heat dissipation system and multiple sets of second flow parameters are obtained; wherein, the second flow parameters include the parameters of the first fluid and the parameters of the first fluid flowing through the channel component during a set time period in the process of position change of the heat dissipation system. Based on the operating parameters and the rated heat dissipation requirements of the heat dissipation system, multiple sets of dynamic heat dissipation requirements for the heat dissipation components are obtained.

3. The heat dissipation system design method according to claim 2, characterized in that, The rated heat dissipation requirement includes a first rated requirement and a second rated requirement; wherein, the first rated requirement is greater than the second rated requirement; The step of obtaining multiple sets of dynamic heat dissipation requirements for the heat dissipation component based on the operating parameters and the rated heat dissipation requirements of the heat dissipation system includes: Based on the operating parameters and the second rated requirement, multiple sets of second dynamic requirements for the heat dissipation component are obtained. Based on the operating parameters, the first rated demand, and the multiple sets of second dynamic demands, multiple sets of first dynamic demands for the heat dissipation component are obtained; wherein, the multiple sets of dynamic heat dissipation demands include the multiple sets of second dynamic demands and the multiple sets of first dynamic demands.

4. The heat dissipation system design method according to claim 1, characterized in that, The heat dissipation system design method also includes: Based on the target performance parameters, the manufacturing parameters of the heat dissipation system are obtained.

5. A heat dissipation system, characterized in that, The heat dissipation system is obtained by any one of the heat dissipation system design methods according to claims 1 to 4, wherein the heat dissipation system comprises: A channel assembly, wherein the channel assembly is configured as a hollow tube; A heat dissipation assembly includes a first heat dissipation unit and a driving unit; the first heat dissipation unit and the driving unit are respectively connected to the channel assembly; at least a portion of the first heat dissipation unit and the driving unit are respectively disposed in a hollow area within the channel assembly; The heat dissipation state of the heat dissipation system includes: by changing the position of the first heat dissipation unit and / or by driving the drive unit, the first fluid passes through the channel assembly through at least a portion of the first heat dissipation unit.

6. A heat dissipation system according to claim 5, characterized in that, The heat dissipation assembly further includes a second heat dissipation unit; the second heat dissipation unit is connected to the channel assembly and / or the first heat dissipation unit. The heat dissipation state further includes: at least a portion of the first fluid passing through the second heat dissipation unit and the first heat dissipation unit respectively.

7. An aircraft, characterized in that, The aircraft includes: Organism; A heating element is connected to the body; the heating element and the body exchange energy and / or information. The heat dissipation system according to any one of claims 5 to 6; the channel assembly is connected to the body; the first heat dissipation unit transfers heat with the heat-generating component.

8. An aircraft according to claim 7, characterized in that, The heating component includes a first heating element and a second heating element; the first heating element and the second heating element transmit energy and / or information; the first heating element and the second heating element are respectively connected to the body; at least one of the first heating element and the second heating element transmits energy and / or information to the body. The heat dissipation assembly further includes a second heat dissipation unit; the first heat dissipation unit transfers heat with the first heat-generating element. The second heat dissipation unit transfers heat with the second heating element; The operating state of the aircraft includes: the average heat output of the first heating element is greater than the average heat output of the second heating element.

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