CN110645728B - Refrigeration cycle system for aircraft and aircraft - Google Patents
Refrigeration cycle system for aircraft and aircraft Download PDFInfo
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- CN110645728B CN110645728B CN201910857189.9A CN201910857189A CN110645728B CN 110645728 B CN110645728 B CN 110645728B CN 201910857189 A CN201910857189 A CN 201910857189A CN 110645728 B CN110645728 B CN 110645728B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B9/00—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
- F25B9/06—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point using expanders
- F25B9/065—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point using expanders using pressurised gas jets
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space
- B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned
- B64D13/08—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned the air being heated or cooled
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/08—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
- B64D2033/024—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes comprising cooling means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Thermal Sciences (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Pulmonology (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
Abstract
The invention provides a refrigeration cycle system for an aircraft, which comprises a bleed air booster, a heat exchanger and an expander which are sequentially communicated, wherein the bleed air booster is communicated with an air inlet channel of the aircraft; the inlet of the oil way of the heat exchanger is communicated with a fuel oil storage tank of the aircraft, and the outlet of the oil way of the heat exchanger is communicated with an engine of the aircraft and is used for exchanging heat between high-temperature gas from the bleed air booster and fuel oil from the fuel oil storage tank in the heat exchanger; the expander is connected with the aircraft and is used for cooling the shell or the internal element of the aircraft. The system can form continuous low-temperature air cold source supply, and can meet the temperature control requirement of long-distance long-time flight of the aircraft when being used for active heat protection of the aircraft. Meanwhile, the system does not need to adopt a thicker heat-proof layer or carry a large number of cold sources, which is beneficial to the weight reduction of the aircraft, thereby improving the overall performance of the aircraft.
Description
Technical Field
The invention relates to the field of high-speed aircrafts, in particular to a refrigeration cycle system for an aircraft and the aircraft.
Background
When the aircraft flies at a speed of more than 5 times of sound velocity in the space range of 20 km-100 km at the altitude, the aircraft can generate a severe pneumatic heating phenomenon, the surface temperature of the aircraft is increased by pneumatic heating, and under severe conditions, the surface temperature can reach more than 3000 ℃. Excessive surface temperatures can ablate high speed aircraft while continuously increasing the internal temperature of the aircraft, thereby severely compromising the safety of the internal components of the aircraft, placing the aircraft in a high risk state. As high-speed aircraft navigate farther and longer, the thermal protection of the high-speed aircraft is particularly problematic, as are how to mitigate the degree of ablation of the aircraft or to prevent the aircraft from being ablated, and how to control the temperature of the internal components of the aircraft.
For an ultra-high sound velocity aircraft flying for a long time, a thicker heat-proof layer needs to be designed on the outer surface of the aircraft, or a thicker phase-change heat-absorbing material needs to be arranged around temperature-control components or parts, or a large amount of cold source media is carried for active heat protection. These thermal protection approaches all add weight to the aircraft, severely impacting the overall performance of the aircraft, while limiting the aircraft from long range flight. Therefore, finding a new thermal protection method is an urgent problem to be solved by the current aircraft.
Disclosure of Invention
Therefore, the technical problem to be solved by the invention is to overcome the defect that the conventional aircraft heat protection method limits the aircraft to remotely fly for a long time, so as to provide a refrigeration cycle system for the aircraft and the aircraft.
Therefore, the application adopts the technical proposal that,
The invention provides a refrigeration cycle system for an aircraft, which comprises a bleed air booster, a heat exchanger and an expander which are sequentially communicated, wherein the bleed air booster is communicated with an air inlet channel of the aircraft;
The inlet of the oil way of the heat exchanger is communicated with a fuel oil storage tank of the aircraft, and the outlet of the oil way of the heat exchanger is communicated with an engine of the aircraft and is used for exchanging heat between high-temperature gas from the bleed air booster and fuel oil from the fuel oil storage tank in the heat exchanger;
The expander is connected with the aircraft and is used for cooling the shell or the internal element of the aircraft.
Further, the refrigeration cycle system also comprises a cold source utilization device, wherein the cold source utilization device comprises a cavity for storing a cold source and also comprises,
The first air pipe is communicated with the cavity and provided with a first air outlet end, and the first air outlet end is connected with the shell of the aircraft and used for cooling the shell of the aircraft;
the second air pipe is communicated with the cavity and provided with a second air outlet end, and the second air outlet end is close to the inner element and used for spraying out a cold source to cool the inner element.
Further, the cold source utilization device further comprises a third air pipe which is arranged on the cavity of the cold source utilization device and is provided with a third air outlet end, and the third air outlet end is communicated with the engine of the aircraft and is used for supplying air to the engine of the aircraft.
Further, a first exhaust hole is formed in the shell of the aircraft on the windward side, and the first exhaust hole is communicated with the first air outlet end;
The shell of the aircraft positioned on the leeward side is provided with a second exhaust hole, and the second exhaust hole is communicated with the interior of the shell of the aircraft and is used for leading the cold source subjected to heat exchange with the internal element to the outside.
Further, the distance between the first exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 0-1/3 of the length of the shell of the aircraft;
the distance between the second exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 1/2-1 of the length of the shell of the aircraft.
Further, the diameter of the first exhaust hole is 0.1-0.2mm, and the density is 5-300 pieces per square meter;
The diameter of the second exhaust hole is 1-2mm, and the density is 2.5x10 3-104/square meter.
Further, the heat exchanger comprises a body and a tube bundle arranged in the body, the air entraining booster is communicated with the air inlet end of the tube bundle, and the expander is communicated with the air outlet end of the tube bundle;
The body is provided with the oil way inlet and the oil way outlet, and the oil way inlet and the oil way outlet are communicated with the inner cavity of the body.
Further, the tube bundle is a wave-shaped tube bundle, a spiral tube bundle or a double spiral tube bundle.
Further, the refrigeration cycle system may further include a fuel booster conveyor disposed between the fuel tank and the oil passage inlet, and/or disposed between the oil passage outlet and the engine.
The invention also provides an aircraft, and the refrigeration cycle system provided by the invention is adopted.
The technical scheme of the invention has the following advantages:
1. The invention provides a refrigeration cycle system for an aircraft, which comprises a bleed air booster, a heat exchanger and an expander which are sequentially communicated, wherein the bleed air booster is communicated with an air inlet channel of the aircraft; the inlet of the oil way of the heat exchanger is communicated with a fuel oil storage tank of the aircraft, and the outlet of the oil way of the heat exchanger is communicated with an engine of the aircraft and is used for exchanging heat between high-temperature gas from the bleed air booster and fuel oil from the fuel oil storage tank in the heat exchanger; the expander is connected with the aircraft and is used for cooling the shell or the internal element of the aircraft. The system can form continuous low-temperature air cold source supply, and can meet the temperature control requirement of long-distance long-time flight of the aircraft when being used for active heat protection of the aircraft. Meanwhile, the system does not need to adopt a thicker heat-proof layer or carry a large number of cold sources, which is beneficial to the weight reduction of the aircraft, thereby improving the overall performance of the aircraft.
2. The invention provides a refrigeration cycle system for an aircraft, wherein a cold source utilization device comprises a cavity for storing a cold source; the first air outlet end of the first air pipe is communicated with the first air outlet hole; and the second air outlet end of the second air pipe is close to the inner element. The cavity is communicated with the first exhaust hole, and the cold source from the cavity is exhausted through the first exhaust hole, so that the surface can be cooled while the invasion of hot air is blocked; one end of the second air pipe is communicated with the cavity, and the opposite end of the second air pipe is close to the inner element, so that a cold source from the cavity blows air to the inner element, and active heat protection of the inner element is achieved. And a second exhaust hole is formed in the shell of the lee surface of the aircraft, and the second exhaust hole is communicated with the interior of the shell of the aircraft and is used for guiding a cold source subjected to heat exchange with the internal element to the outside. The arrangement of the second exhaust hole can exhaust the air after active heat protection from the aircraft to the atmosphere, so that the pressure and the temperature in the aircraft shell are reduced, and the reliability and the flight safety performance of the system are improved.
3. According to the refrigerating circulation system for the aircraft, the third air pipe is arranged on the cavity of the cold source utilization device and is communicated with the engine of the aircraft, so that the engine can be cooled while the air is supplied to the engine of the aircraft, and the utilization rate of the cold source is improved.
4. According to the refrigeration cycle system for the aircraft, the distance between the first exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 0-1/3 of the length of the shell of the aircraft; the distance between the second exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 1/2-1 of the length of the shell of the aircraft. The position of the aircraft shell, which is ablated and deformed in the flight process, is mainly 0-1/3 of the front end of the windward side, and the area is a main area for heat protection, so that a first exhaust hole is arranged to cool the area; the temperature of the cold source after cooling the internal element increases, and therefore the second exhaust hole is provided away from the region. Specifically, the diameter of the first exhaust hole is 0.1-0.2mm, and the density is 5-300 per square meter; the diameter of the second exhaust hole is 1-2mm, and the density is 2.5x10 3-104/square meter. The reasonable diameter of the first exhaust hole can ensure the smooth discharge of the cold source and improve the refrigeration effect; the reasonable diameter of the second exhaust hole can isolate the entering of external gas when guaranteeing the discharge of the heat exchange cold source, thereby guaranteeing that the temperature accumulation does not occur in the aircraft shell. The reasonable diameter and density of the first vent hole and the second vent hole can ensure smooth discharge of air in the aircraft, and safety accidents caused by pressure increase are avoided.
5. The invention provides a refrigeration cycle system for an aircraft, wherein the heat exchanger comprises a body and a tube bundle arranged in the body, the air entraining booster is communicated with an air inlet end of the tube bundle, and the expander is communicated with an air outlet end of the tube bundle; the body is provided with the oil way inlet and the oil way outlet, and the oil way inlet and the oil way outlet are communicated with the inner cavity of the body. High-temperature gas from the air entraining booster enters the tube bundle from the air inlet end of the tube bundle, fuel oil from the fuel oil storage tank enters the shell from the oil path inlet, after the high-temperature gas exchanges heat with the normal-temperature fuel oil in the heat exchanger, the gas flows out from the gas outlet and then enters the expander, and the fuel oil flows out from the oil path outlet and then enters the engine. The heat of the air is transferred to the fuel oil through heat exchange between the high-temperature gas and the normal-temperature fuel oil, so that the fuel oil with a certain temperature rise can be obtained while the low-temperature air cold source is obtained, and the combustion efficiency of the fuel oil is improved. Meanwhile, the wave-shaped tube bundles, the spiral tube bundles or the double-spiral tube bundles are adopted in the tube bundles, the outer surface area of the tube bundles is large, so that the contact area between high-temperature gas and normal-temperature fuel in a heat exchanger can be increased, the heat exchange effect is improved, the fuel enters an engine at a higher temperature, the combustion efficiency of the fuel is improved, and air enters an expander at a lower temperature, so that the integral refrigeration effect is improved.
6. According to the refrigerating circulation system for the aircraft, the fuel pressurizing conveyor is arranged between the fuel storage tank and the oil way inlet and/or between the oil way outlet and the engine, and the pressure difference in the pipeline is increased by pressurizing fuel so that the fuel flows into the heat exchanger to participate in heat exchange and flows into the engine for combustion.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a refrigeration cycle system for an aircraft in accordance with an embodiment of the present invention;
FIG. 2 is a graph of p-v for operation of a refrigeration cycle system for an aircraft in an embodiment of the invention, with the abscissa v representing the specific volume of air medium (in: m 3/kg) and the ordinate p representing the air medium pressure (in: pa);
FIG. 3 is a graph of T-s for operation of a refrigeration cycle system for an aircraft in an embodiment of the invention, with the abscissa s representing the specific entropy of the air medium (in J/(kgK)), and the ordinate T representing the temperature of the air medium (in K);
reference numerals:
1-an air inlet channel; 2-an engine; 3-bleed air pressurizer; 4-a heat exchanger; 5-an expander; 6-a cold source utilization device; 7-a fuel tank; 8-a fuel booster conveyor; 9-the air inlet end of the tube bundle; 10-the air outlet end of the tube bundle; 11-an oil way inlet; 12-an oil way outlet.
Detailed Description
The following description of the embodiments of the present invention will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In addition, the technical features of the different embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
Example 1
The embodiment provides a refrigeration cycle system for an aircraft, as shown in fig. 1, the refrigeration cycle system comprises a bleed air booster 3, a heat exchanger 4 and an expander 5 which are sequentially communicated, wherein the bleed air booster 3 is communicated with an air inlet channel 1 of the aircraft;
the oil circuit inlet 11 of the heat exchanger 4 is communicated with the fuel oil storage tank 7 of the aircraft, and the oil circuit outlet 12 of the heat exchanger 4 is communicated with the engine 2 of the aircraft and is used for exchanging heat between the high-temperature gas from the air-entraining booster 3 and the fuel oil from the fuel oil storage tank 7 in the heat exchanger 4; in the present embodiment, the engine 2 of the aircraft is a ramjet engine;
The expander 5 is connected with the aircraft and is used for cooling the shell or the internal element of the aircraft; in this embodiment, the shape of the hull of the aircraft may be selected as desired, for example, when the aircraft is an air-breathing rocket, the hull of the aircraft may be cylindrical with a pointed end.
The refrigeration cycle system can form continuous low-temperature air cold source supply, and can meet the temperature control requirement of long-distance long-time flight of the aircraft when being used for active heat protection of the aircraft. Meanwhile, the system does not need to adopt a thicker heat-proof layer or carry a large number of cold sources, which is beneficial to the weight reduction of the aircraft, thereby improving the overall performance of the aircraft.
In a specific embodiment, the refrigeration cycle system further comprises a cold source utilization device 6, the cold source utilization device 6 comprises a cavity for storing a cold source, and further comprises,
The first air pipe is communicated with the cavity and provided with a first air outlet end, and the first air outlet end is connected with the shell of the aircraft and used for cooling the shell of the aircraft;
The second air pipe is communicated with the cavity and provided with a second air outlet end, and the second air outlet end is arranged close to the internal element and is used for spraying out a cold source to cool the internal element.
Further, a first exhaust hole is formed in the shell of the aircraft on the windward side, and the first exhaust hole is communicated with the first air outlet end; the shape of the first exhaust hole is selected according to the requirement, for example, the first exhaust hole can be round hole-shaped;
The shell of the aircraft positioned on the leeward side is provided with a second exhaust hole which is communicated with the interior of the shell of the aircraft and used for leading the cold source subjected to heat exchange with the internal element to the outside; the shape of the second vent hole is selected according to the need, and may be, for example, a circular hole shape.
In the invention, the windward side and the leeward side refer to the windward side and the leeward side facing the wind in the process of the aircraft, and the leeward side facing away from the wind.
The cavity is communicated with the first exhaust hole, and the cold source from the cavity can be discharged through the first exhaust hole to cool the surface while preventing hot air from invading; one end of the second air pipe is communicated with the cavity, and the opposite end is close to the inner element, so that a cold source from the cavity blows air to the inner element, and active heat protection of the inner element is achieved. And a second exhaust hole is formed in the shell of the lee surface of the aircraft and is communicated with the interior of the shell of the aircraft so as to guide a cold source subjected to heat exchange with the internal element to the outside. The arrangement of the second exhaust hole can exhaust the air after active heat protection from the aircraft to the atmosphere, so that the pressure and the temperature in the aircraft shell are reduced, and the reliability and the flight safety performance of the system are improved.
Further, the cold source utilization device 6 further includes a third air pipe, which is disposed on the cavity of the cold source utilization device 6 and has a third air outlet end, and the third air outlet end is communicated with the engine 2 of the aircraft, so that the engine 2 can be cooled while the air is supplied to the engine 2 of the aircraft, and the utilization rate of the cold source is improved.
Specifically, the distance between the first exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 0-1/3 of the length of the shell of the aircraft; the distance between the second exhaust hole and the front end of the shell of the aircraft positioned on the windward side is 1/2-1 of the length of the shell of the aircraft. The position of the aircraft shell, which is ablated and deformed in the flight process, is mainly 0-1/3 of the front end of the windward side, and the area is a main area for heat protection, so that a first exhaust hole is arranged to cool the area; the temperature of the cold source after cooling the internal element increases, and therefore the second exhaust hole is provided away from the region.
Specifically, the diameter of the first exhaust hole is 0.1-0.2mm, and the density is 5-300 per square meter; the diameter of the second exhaust hole is 1-2mm, and the density is 2.5 x10 3-104/square meter. Different areas in the aircraft can be provided with the first exhaust hole and the second exhaust hole with the same diameter and density, and the first exhaust hole and the second exhaust hole can be reasonably arranged according to the specific conditions of the aircraft. The reasonable diameter of the first exhaust hole can ensure the smooth discharge of the cold source and improve the refrigeration effect; the reasonable diameter of the second exhaust hole can isolate the entering of external gas when guaranteeing the discharge of the heat exchange cold source, thereby guaranteeing that the temperature accumulation does not occur in the aircraft shell. The reasonable diameter and density of the first vent hole and the second vent hole can ensure smooth discharge of air in the aircraft, and safety accidents caused by pressure increase are avoided.
Further, the heat exchanger 4 comprises a body and a tube bundle arranged in the body, the air entraining booster 3 is communicated with the air inlet end 9 of the tube bundle, and the expander 5 is communicated with the air outlet end 10 of the tube bundle; the body is provided with an oil way inlet 11 and an oil way outlet 12, and the oil way inlet 11 and the oil way outlet 12 are communicated with the inner cavity of the body. The high-temperature gas from the air entraining booster 3 enters the tube bundle from the air inlet end 9 of the tube bundle, the fuel oil from the fuel oil storage tank 7 enters the shell from the oil way inlet 11, after the high-temperature gas exchanges heat with the normal-temperature fuel oil in the heat exchanger 4, the gas flows out from the gas outlet and then enters the expander 5, and the fuel oil flows out from the oil way outlet 12 and then enters the engine 2. The heat of the air is transferred to the fuel oil through heat exchange between the high-temperature gas and the normal-temperature fuel oil, so that the fuel oil with a certain temperature rise can be obtained while the low-temperature air cold source is obtained, and the combustion efficiency of the fuel oil is improved. Meanwhile, the wave-shaped tube bundles, the spiral tube bundles or the double-spiral tube bundles are adopted as the tube bundles, the outer surface area of the tube bundles is large, so that the contact area of high-temperature gas and normal-temperature fuel oil in the heat exchanger 4 can be increased, the heat exchange effect is improved, the fuel oil enters the engine 2 at a higher temperature, the combustion efficiency of the fuel oil is improved, and the air enters the expander 5at a lower temperature, so that the integral refrigeration effect is improved.
Further, the refrigeration cycle system further comprises a fuel pressurizing conveyor 8 arranged between the fuel storage tank 7 and the oil way inlet 11 and/or between the oil way outlet 12 and the engine 2, and the pressure difference in the pipeline is increased by pressurizing the fuel so that the fuel flows into the heat exchanger 4 to participate in heat exchange and flows into the engine 2 for combustion.
In addition, it should be noted that, according to the need, the refrigeration cycle system can be arranged in the inner cavity of the shell of the aircraft, so that the refrigeration cycle system can be conveniently integrated with the aircraft, and the whole volume of the aircraft is reduced; of course, as another embodiment, the refrigeration cycle system may be disposed outside the housing of the aircraft.
Example 2
The present embodiment provides an aircraft, which adopts the refrigeration cycle system in the above embodiment 1, specifically, the aircraft may be a rocket, a missile, an aircraft, or the like, and these aircraft are air-breathing aircraft;
In addition, the working principle of the refrigeration cycle system in the flight process of the air suction type aircraft is as follows:
1) Initial state: confirming the temperature and pressure of the air in the space where the aircraft is located, i.e. corresponding to the state ① in fig. 2 and 3;
2) Suction pressurization: the air in the initial state is sucked into the aircraft and compressed by the air inlet channel 1, and the temperature and the pressure of the air are increased, namely the state ② in the corresponding figures 2 and 3;
3) And (3) air entraining and pressurizing: a small amount of air is led out from the tail end of the air inlet channel 1, the amount of the led-out air is generally not more than 3% -5% of the total amount of air sucked by an aircraft, the pressure of the led-out air is 0.2-0.3 MPa, and the temperature is 100-200 ℃. The led-out air enters the air entraining booster 3, the temperature of the air is further increased by increasing the pressure of the air, the pressure of the boosted air can reach 1-3 MPa, the temperature can reach 400-700 ℃, and the state corresponds to the state ③ in the figures 2 and 3;
4) Heat exchange and cooling: the normal-temperature fuel oil flows out from the fuel oil storage tank 7, is pressurized by the fuel oil pressurizing conveyor 8, and enters the outflow heat exchanger 4 from the oil way inlet 11; the high-pressure high-temperature air flowing out of the air-entraining booster enters the heat exchanger 4 from the air inlet end 9 of the tube bundle to exchange heat with fuel oil, the air after heat exchange flows out from the air outlet end 10 of the tube bundle, the temperature is reduced to 200-300 ℃, and the pressure is reduced by 10%, namely, the state ④ in the corresponding figures 2 and 3 is achieved; after heat exchange, fuel flows out from an oil way outlet 12, the temperature of the fuel reaches 80-120 ℃, and then the fuel enters an engine to participate in combustion;
5) And (5) expansion cooling: the air flowing out of the heat exchanger enters the expander 5, the temperature of the air is further reduced by reducing the pressure of the air, the pressure is reduced to 0.1-0.2 MPa, and the temperature is reduced to below 0 ℃, namely, the state ⑤ in the corresponding figures 2 and 3 is corresponded, so that the available cold source air is obtained, the temperature of the cold source air is lower than the ambient temperature, and the pressure of the cold source air is higher than the ambient pressure, so that the flowing and the ejection of the cold source gas are facilitated to exert good refrigeration effect;
6) And (3) utilizing a cold source: the cold source air enters the cavity in the cold source utilization device 6, and the cold source is discharged through the first exhaust hole, so that the surface can be cooled while the invasion of hot air is blocked; the cold source blows air to the internal element through the second air pipe so as to realize active heat protection to the internal element. Further, part of cold source enters the engine 2 through the third air pipe, and the engine 2 is cooled while the air is supplied to the engine 2;
7) Discharging: and the heat-exchanged cold source is discharged into the atmosphere through the second exhaust hole.
It is apparent that the above examples are given by way of illustration only and are not limiting of the embodiments. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. While still being apparent from variations or modifications that may be made by those skilled in the art are within the scope of the invention.
Claims (8)
1. The refrigerating cycle system for the aircraft is characterized by comprising a bleed air booster, a heat exchanger and an expander which are communicated in sequence, wherein the bleed air booster is communicated with an air inlet channel of the aircraft;
The inlet of the oil way of the heat exchanger is communicated with a fuel oil storage tank of the aircraft, and the outlet of the oil way of the heat exchanger is communicated with an engine of the aircraft and is used for exchanging heat between high-temperature gas from the bleed air booster and fuel oil from the fuel oil storage tank in the heat exchanger;
the expander is connected with the aircraft and used for cooling the shell or the internal element of the aircraft; and
A cold source utilization device, the cold source utilization device comprising:
The cavity is used for storing the cold source;
The first air pipe is communicated with the cavity and provided with a first air outlet end, and the first air outlet end is connected with the shell of the aircraft and used for cooling the shell of the aircraft;
the second air pipe is communicated with the cavity and provided with a second air outlet end, and the second air outlet end is arranged close to the internal element and is used for spraying a cold source to cool the internal element;
The first exhaust hole is positioned on the shell of the aircraft on the windward side and is communicated with the first air outlet end;
The second exhaust hole is positioned on the shell of the aircraft on the leeward side, is communicated with the interior of the shell of the aircraft and is used for leading the cold source subjected to heat exchange with the internal element to the outside, and the distance between the second exhaust hole and the front end of the shell of the aircraft on the windward side is 1/2-1 time of the length of the shell of the aircraft.
2. The refrigeration cycle according to claim 1, wherein the cold source utilization device further comprises,
The third air pipe is arranged on the cavity of the cold source utilization device and is provided with a third air outlet end, and the third air outlet end is communicated with the engine of the aircraft and is used for supplying air to the engine of the aircraft.
3. The refrigeration cycle system of claim 1, wherein the first vent is spaced from the front end of the shell of the aircraft on the windward side by a distance of 0 to 1/3 times the length of the shell of the aircraft.
4. A refrigeration cycle system according to claim 2 or 3, wherein the first vent hole has a diameter of 0.1 to 0.2mm and a density of 5 to 300 per square meter;
The diameter of the second exhaust hole is 1-2mm, and the density is 2.5x10 3-104/square meter.
5. A refrigeration cycle system as claimed in any one of claims 1 to 3 wherein the heat exchanger comprises a body and a tube bundle disposed within the body, the bleed-air booster being in communication with an inlet end of the tube bundle, the expander being in communication with an outlet end of the tube bundle;
The body is provided with the oil way inlet and the oil way outlet, and the oil way inlet and the oil way outlet are communicated with the inner cavity of the body.
6. The refrigeration cycle system of claim 5, wherein the tube bundle is a wave-shaped tube bundle, a spiral-shaped tube bundle, or a double spiral-shaped tube bundle.
7. The refrigeration cycle system of any of claims 1-3, 6, further comprising a fuel booster delivery disposed between the fuel tank and the oil inlet, and/or disposed between the oil outlet and the engine.
8. An aircraft comprising the refrigeration cycle system of any one of claims 1-7.
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| CN114364203B (en) * | 2020-10-12 | 2025-06-03 | 中国航发商用航空发动机有限责任公司 | EMU cooling device, aircraft engine fuel system and aircraft engine |
| CN112478181A (en) * | 2020-11-25 | 2021-03-12 | 中国航空工业集团公司沈阳飞机设计研究所 | Airborne integrated cooling system |
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