RU2429994C1 - Cooling system of onboard equipment of suspended aircraft optic-electronic container - Google Patents

Abstract

FIELD: heating. ^ SUBSTANCE: cooling system of onboard equipment of suspended aircraft optic-electronic container includes evaporation circuit filled with cooling agent and provided with compressor, throttle control devices and heat exchanger, capacitor with supply device of straight-flow intake air and independent tight closed air circulation system inside the housing of suspended aircraft optic-electronic container. Air circulation system includes heat exchanger of evaporation circuit, cooled equipment and fans. Evaporation circuit in suction line of compressor includes at least one additional heat exchanger with throttle control device, which is located in a separate tight housing which is movable relative to container housing. Supply of cooling agent to heat exchanger is provided with the use of flexible elements and automatic controls of cooling agent distribution along circuits. As cooling agent in evaporation circuit there used is cooling agent with critical temperature of more than 130C, for example, R142b or F142b. ^ EFFECT: providing the required temperature mode of optic-electronic equipment of suspended aircraft containers and unpiloted aircrafts. ^ 3 cl, 1 dwg

Description

The on-board equipment cooling system relates to aeronautical engineering, namely, to the on-board equipment cooling systems of autonomous optoelectronic devices, made in the form of separate modules and located outside the aircraft carrier (airplane, helicopter), and can be used to provide the necessary temperature regime for optoelectronic equipment for suspended aircraft containers and unmanned aerial vehicles (UAVs).

Due to the fact that during the flight, the body of the suspended aviation optoelectronic container is subjected to aerodynamic heating and solar radiation, while the onboard equipment operating inside it also generates its own heat, it becomes necessary to cool and cool the internal volume of the housing of the suspended aviation optical electronic container in order to ensure the necessary temperature and normal operating conditions of the system.

Known principles of cooling on-board equipment of suspended aviation optoelectronic containers presented in the book by G. Voronin and Verba M.I. “Air conditioning on aircraft” (Mashinostroenie publishing house, Moscow, 1965, p. 70, section 3.6, On-board air conditioning systems on missiles and guided missiles).

Known liquid cooling systems of equipment presented in the book Badylkes I.S., Buchter B.Z. and other “Refrigeration equipment” (Gostorgizdat Publishing House 1960, p. 287, section “Wet Air Coolers”), in the book of Konstantinov LI, Melnichenko LG “Ship refrigeration units” (Moscow “Food Industry”, 1978, p. 121 “Schemes of intermediate fluid refrigerant supply units”), etc., but such systems are not widespread, since the use of liquids requires additional volumes for their storage, in addition The non-freezing liquids used in these systems lose their qualities within two to three years and require refueling and refueling, and some of them can even cause involuntary ignition.

The simplest and most reliable cooling systems for on-board equipment of suspended aviation optoelectronic containers are cooling systems using high-speed air pressure generated during the movement of an aircraft carrier in the air (Voronin GI, Verba MI “Air conditioning on aircraft” , Mashinostroenie publishing house, Moscow, 1965, p. 70, section 3.6 “On-board air conditioning systems on missiles and guided missiles”).

The disadvantage of such systems is their limited area of use due to the dependence of the cooling efficiency of the on-board equipment on the speed and altitude of the aircraft carrier, as well as on the ambient temperature. In particular, the use of such a system during flight of aircraft carriers at low altitude with high speed is excluded, since the temperature of the air flow on the surface of the body of the suspended aircraft container in this case is in excess of + 120 ° С.

Known cooling systems with an evaporative cycle (Voronin G.I., Verba M.I. "Air conditioning on aircraft", publishing house "Mechanical Engineering", Moscow, 1965, p. 71, section 3.6 "Units for cooling an open evaporative cycle" ), the cooling efficiency of which does not depend on the speed and altitude of the aircraft carrier. Such systems include a device for injecting and evaporating a refrigerant, for example water or alcohol, in cooling air, which allows to expand the range of their use.

The disadvantage of these systems is the limited operating time, depending on the volume of the refrigerant storage tank. In addition, constant monitoring, including during the flight, of the presence of refrigerant in the tank, as well as refueling of the tank with refrigerant before each departure, is required.

Closest to the technical nature of the claimed system is a cooling system for on-board equipment of suspended aviation optoelectronic containers according to US patent No. 4869071 from 09/26/1989, which is taken as a prototype. This system includes an outboard air circulation circuit, an air cooler (or heat exchanger), an air intake, a water separator that draws out and pumps out air ducts, design elements of the cooling system, such as an air damper (or valve), temperature control devices inside the container body, and height and speed control devices flight (or means of determining flight parameters), the cooling system control unit (or controller), temperature sensors, a fan and an ejection valve (or an unloading valve ) In this case, the air cooler is located in the circulation circuit, and the fan is located between the air cooler and the evacuation duct and is designed to pump out the exhaust air from the container body. The source of compressed air circulating in the air circuit of this system is external atmospheric air, which enters the circulation circuit due to the pressure head during the flight of the carrier. The system monitors the temperature inside the container body, altitude and flight speed according to the readings of means for determining flight parameters. Creating the same temperature regimes of the heat load is provided by dividing the zone of the flight path into three ranges of operating conditions. The necessary parameters of the air flow to the air cooler depending on the operating mode range are provided by controlling the cooling system elements, such as the air damper (valve) located in the air intake, the fan and the exhaust valve (unloading valve), by removing excess air from the air circuit . A dehumidifier in the air circuit is designed to reduce the humidity of the outside air.

The disadvantages of the prototype include:

- The use of external atmospheric air for blowing electronic equipment, which adversely affects the performance and reliability of the on-board equipment.

- The presence of three controlled modes of operation of the cooling system depending on the flight zone of the aircraft carrier, which requires constant analysis of the location of the aircraft carrier and regular switching of the cooling system to the desired mode.

- The presence of only one fan, in the event of a shutdown or failure of which, when the operating mode of the cooling system changes, the same air temperature gradient is violated at all points of the air circuit, which can lead to local overheating of the on-board equipment.

- The presence of a controlled damper, which complicates the design of the air intake, creates additional aerodynamic resistance to air flow, which leads to a decrease in the mass of air entering the working circuit of the cooling system, as well as to the formation of shock waves, while the possibility of freezing the damper and getting into the air intake of outsiders is not excluded objects (stones, concrete fragments from the runway, ice and dirt), which can cause an interruption of work and a prerequisite for an emergency shutdown with system.

The presence of a water separator in the air circuit, which creates additional aerodynamic resistance to flow in the circuit and requires the installation of a powerful fan.

- The impossibility of redistributing cold air depending on the heat load of individual elements of the on-board equipment.

- It is not intended to transfer refrigeration capacity to the movable (rotating) hulls of an aircraft container.

The task to which the claimed technical solution is directed is to increase the reliability of the system in any flight mode of an aircraft carrier with the possibility of cooling the onboard equipment of the hanging container located both in the fixed part and in the moving (rotating) parts of the container body.

The technical result achieved in this case lies in the possibility of using the inventive system on any type of aircraft carrier, as well as in creating a sealed system independent of atmospheric and flight conditions, ensuring the normal operation of on-board equipment in the stationary and moving (rotating) parts of the container body.

The task is achieved by using an airborne container equipment cooling system containing a refrigerant-filled evaporator circuit with a compressor, throttle control devices and a heat exchanger, a condenser with a direct-flow intake air supply device, and an air circulation system including an evaporative circuit heat exchanger, cooled equipment, and a fan.

The claimed cooling system differs from the prototype in that it is autonomous, tight, circularly closed inside the container body, while the evaporative circuit in the compressor suction line contains additional heat exchangers and throttle control devices located in separate sealed cases that are movable (rotating) relative to the container body .

The essence of the cooling system of the onboard equipment of the container is illustrated in the drawing.

The drawing shows a General diagram of the device.

The device includes a compressor 1, a sealed air circuit 2, a main heat exchanger 3, an additional heat exchanger 4, an additional freon circuit 5 with pipelines, a flexible element 6 of a freon circuit 5, a condenser 7, forcing and suction fans 8, air intakes 9, cooled on-board equipment or cooling objects 10 and 11, temperature sensors 12, main (fixed) housing 13, additional (movable) housing 14, control unit 15, controlling the cooling system, and automatic controller 16, selectively circulating refrigerant.

The system operates as follows.

At a time when the temperature of the medium inside the aircraft optoelectronic container around the cooling objects 10 and 11 reaches a predetermined value, the temperature sensors 12 provide a signal to the control unit 15 to turn on the compressor drive motor 1.

The refrigerant is compressed in the compressor 1 and enters the condenser 7 through the high pressure pipe, where it turns into a liquid state (liquefaction) due to heat removal from the refrigerant by the outboard air through the air intakes 9. The air channel of the air intakes 9 has a special profile that ensures continuous air flow at any range of carrier flight speeds and the exclusion of formation of air shock waves. When this outboard air passes through the grill of the condenser 7 and is thrown out. The sealed air circuit 2, in which the cooling objects 10 and 11 are located, does not allow outside air to get into them. To cool objects 10 and 11, clean atmospheric air is used, free of impurities, which fills the sealed air circuit 2 before the start of flight and which circulates in a closed circuit 2 all the time the system is in operation.

To cool objects 10 located in the main (fixed) housing 13, the liquid refrigerant passes through a throttle tube in which the refrigerant is throttled, its pressure and temperature drop, after which it enters the heat exchanger 3, in which the refrigerant evaporates, cooling the surrounding air, pumped by fans 8 through cooling objects 10.

To cool objects 11, including optical ones, located in an additional (movable) housing 14, liquid refrigerant through pipelines 5 passes through a throttle tube to an additional heat exchanger 4, in which the refrigerant evaporates, cooling the surrounding gas environment, which can be used as any neutral gas, for example nitrogen, pumped by fans 8 through cooling objects 11, which eliminates the possibility of fogging of optical elements and windows.

The return flow of the refrigerant after the heat exchanger 3 is mixed with the return flow of the refrigerant after the heat exchanger 4 and is sucked into the compressor 1, which ensures the continuity of the process during the flight, which can continue for any given period of time.

Since the nose of the container is primarily heated in flight from aerodynamic heating, in the initial position the automatic regulator 16 overlaps the freon circuit of the main (fixed) body 13, which ensures that maximum cooling capacity is supplied only to objects of the additional (mobile) body 14.

With the continuation of the flight, when the middle part of the container warms up, the control element of the automatic regulator 16 is heated, and it turns on the freon circuit of the main (fixed) body 13, which ensures its cooling.

At the same time, maximum cooling capacity begins to be developed and the entire cooling system reaches the optimal (calculated) mode of cooling the container equipment.

When the temperature of the cooling objects 10 and 11 drops to a predetermined value, the temperature sensors 12 provide a signal to the compressor control unit 1 to turn off the compressor motor 1, i.e. at a given minimum temperature, the system turns off automatically.

Taking into account the high fluidity of the refrigerants and the consequent extreme complexity of sealing the freon pipelines at the points of entry into the additional (movable, for example, rotating) housings, the proposed scheme uses flexible elements 6 with a circular gasket, and the pipeline with a direct refrigerant flow has the opposite direction in relation to the return flow pipe. Thus, in the process of rotation of the additional (movable) body 14 in any direction, one pipe is wound, the second is untwisted, partially neutralizing the forces necessary for its twisting.

Unlike the prototype, the system provides stable operation parameters under any flight conditions of an aircraft carrier. This is achieved by using high-temperature refrigerants in the system with a critical temperature above or equal to 130 ° C, for example R 142b (Russia) or F 142b (France).

Thus, the system maintains a predetermined temperature mode of operation of electronic on-board equipment, ensuring the continuity of the process for any given period of time.

The inventive system is designed, manufactured and passed bench and flight tests with positive results.

Claims (3)

1. The cooling system of the on-board equipment of the suspended aircraft optoelectronic container containing a refrigerant-filled evaporator circuit with a compressor, throttle control devices and a heat exchanger, a condenser with a direct-flow outboard air supply device and an air circulation system including an evaporative circuit heat exchanger, cooled equipment and a fan, characterized the fact that the air circulation system is autonomous, sealed, circularly closed inside the housing under a complete aviation optical-electronic container and contains additional fans, and the evaporative circuit in the compressor suction line contains at least one additional heat exchanger with a throttle control device, which is located in a separate sealed housing that is movable relative to the container body, while transferring refrigerant to the heat exchanger is ensured by the use of flexible elements and automatic regulators of the distribution of refrigerant along the circuits, moreover, in the evaporation circuit uses refrigerant with a critical temperature of 130 ° C or higher, for example R 142b. 2. The system according to claim 1, characterized in that the compressor is configured to maintain the health of the system for any spatial position of the carrier, as well as in zero gravity. 3. The system according to claim 1 or 2, characterized in that the flexible pipelines have the same dimensions and are directed in the opposite direction, reducing the load from the rotation motor of the movable housing.