阅读说明：本技术 一种燃油综合热管理系统及其工作方法 (Fuel oil comprehensive heat management system and working method thereof ) 是由 段旭文 张瑞华 刘卫华 于 2021-08-17 设计创作，主要内容包括：本发明公开了一种燃油综合热管理系统及其工作方法,包括输油箱、供油箱、发动机系统、板式换热器和液氮系统,输油箱通过管道输送燃油给供油箱燃油,一部分燃油作为热沉排出,主动冷却机载设备后形成回热燃油；另一部分燃油作为热力源输送至发动机系统；板式换热器包含热侧通道和冷侧通道,回热燃油进入板式换热器热侧通道,液氮系统管道连接该冷侧通道以冷却所述回热燃油；液氮吸收回热燃油散发的热量变为氮气与燃油自动分开,氮气进入供油箱起惰化作用,回热燃油冷却后回到供油箱,形成闭环系统。本发明能够有效控制热燃油回流至供油箱时的温度,且能抑制高温燃油发生自燃,提高了系统运行的稳定性、和安全性。(The invention discloses a fuel oil comprehensive heat management system and a working method thereof, wherein the fuel oil comprehensive heat management system comprises a fuel delivery tank, an oil supply tank, an engine system, a plate heat exchanger and a liquid nitrogen system, wherein the fuel delivery tank delivers fuel oil to the oil supply tank through a pipeline, a part of the fuel oil is discharged as heat sink, and regenerative fuel oil is formed after airborne equipment is actively cooled; the other part of the fuel oil is used as a heat source to be conveyed to the engine system; the plate heat exchanger comprises a hot side channel and a cold side channel, the regenerative fuel oil enters the hot side channel of the plate heat exchanger, and a liquid nitrogen system pipeline is connected with the cold side channel to cool the regenerative fuel oil; the liquid nitrogen absorbs heat emitted by the regenerative fuel oil, the heat is changed into nitrogen which is automatically separated from the fuel oil, the nitrogen enters the oil supply tank to play an inerting role, and the regenerative fuel oil returns to the oil supply tank after being cooled to form a closed loop system. The invention can effectively control the temperature of hot fuel oil when the hot fuel oil flows back to the oil supply tank, can inhibit the high-temperature fuel oil from generating spontaneous combustion, and improves the stability and the safety of system operation.)

1. The utility model provides a thermal management system is synthesized to fuel which characterized in that: the regenerative fuel oil heat exchanger comprises a fuel delivery tank (1), an oil supply tank (2), an engine system, a plate heat exchanger (38) and a liquid nitrogen system, wherein the fuel delivery tank (1) delivers fuel oil to the oil supply tank (2) through a pipeline, one part of the fuel oil is discharged as heat sink, and regenerative fuel oil is formed after airborne equipment is actively cooled; the other part of the fuel oil is used as a heat source to be conveyed to the engine system; the plate heat exchanger (38) comprises a hot side channel and a cold side channel, the regenerative fuel oil enters the hot side channel of the plate heat exchanger (38), and the liquid nitrogen system pipeline is connected with the cold side channel to output liquid nitrogen to cool the regenerative fuel oil; the liquid nitrogen absorbs heat emitted by the regenerative fuel oil and is changed into nitrogen which is automatically separated from the fuel oil, the nitrogen enters the oil supply tank (2) to play an inerting role, and the regenerative fuel oil returns to the oil supply tank (2) after being cooled to form a closed-loop system.

2. The integrated fuel heat management system of claim 1, wherein: after the fuel discharged as the heat sink cools the onboard equipment, the temperature rises, one part of the fuel is directly connected with a hot side channel of the plate heat exchanger (38) for waiting for backflow for the regenerative fuel, and the other part of the fuel is converged into the fuel serving as a heat source through a fourth electric control valve (15) to provide the fuel required by the engine for the engine system.

3. The integrated fuel heat management system of claim 2, wherein: the airborne equipment comprises an environmental control system (11), a general driving generator (12), an air driving generator (13) and a hydraulic system (14) which are connected in sequence through pipelines.

4. A fuel integrated thermal management system according to claim 2 or 3, characterized in that: a third electric control valve (7) is arranged on a pipeline between the oil conveying tank (1) and the oil supply tank (2); a first electric control valve (3), a second electric control valve (6), a cooling circulating oil pump (4) and an oil supply pump (5) are arranged in the oil supply tank (2), and the first electric control valve (3) is connected with the cooling circulating oil pump (4) through a pipeline to convey fuel oil serving as heat sink; the second electrically controlled valve (6) is in line with the feed pump (5) for delivering fuel as a source of heat.

5. The integrated fuel heat management system of claim 4, wherein: the engine system is connected with the oil supply tank (2) through a pipeline, and a bypass hydraulic valve (9) is arranged on the pipeline; the engine system comprises an engine booster pump (16), an afterburning fuel chamber (23), a hydraulic system (22) and a main fuel chamber (24); the fuel oil as a heat source is pressurized by an engine booster pump (16) and then is divided into two branches, and the first branch enters a boosting fuel oil chamber (23) through a boosting fuel pump (18) and a second fuel oil filter (19); the second branch enters the main fuel chamber (24) through the main pump (20), the third fuel filter (21) and the hydraulic system (22).

6. The integrated fuel heat management system of claim 5, wherein: and an engine electronic speed regulator (17) for controlling the speed of the engine booster pump (16) is connected in parallel with the engine booster pump.

7. The integrated fuel heat management system of claim 6, wherein: the liquid nitrogen system comprises a liquid nitrogen tank (25) for storing liquid nitrogen, and the bottom of the liquid nitrogen tank (25) is connected with a pipeline at the top of the liquid nitrogen tank (25) through a fifth electric control valve (27), a first manual control valve (26) and a vaporizer (32) in sequence.

8. The integrated fuel heat management system of claim 7, wherein: and a passage of the liquid tank (25) connected with the plate heat exchanger (38) is also provided with a third pressure sensor (30), a seventh electric control valve (36), an eighth electric control valve (37) and a liquid nitrogen filter (35).

9. The integrated fuel heat management system of claim 8, wherein: the liquid nitrogen tank (25) is also connected with a liquid level meter (31) for detecting the liquid level in the tank and a sixth electric control valve (33) for controlling and discharging the redundant liquid nitrogen.

10. The method of operating a fuel integrated thermal management system according to claim 9, characterized by: the method comprises the following steps:

step 1, oil transportation of an oil transportation tank: fuel is stored in the fuel tank, the third electric control valve (7) is opened, and the fuel is conveyed into the fuel supply tank (2) through the action of gravity;

step 2, supplying oil to an oil supply tank: opening the first electric control valve (3) and starting the cooling circulating oil pump (4), discharging a part of fuel oil as heat sink to cool each system on the airplane, and actively reducing the heat load of the airplane; opening the second electric control valve (6) and starting the oil supply pump (5); the rest fuel is discharged through the fuel supply pump (5), the output speed and the output quantity of the fuel are regulated through the second electric control valve (6), and then the fuel flows into an engine system under the control of a bypass hydraulic valve (9) to prepare to enter a combustion chamber to provide a heat source for the engine;

step 3, a fuel oil cooling airborne system: after the fuel cools the onboard equipment, the temperature rises, one part of the fuel flows into a hot side channel of the plate heat exchanger (38) to wait for backflow, and the other part of the fuel flows into an engine system through a fourth electric control valve (15);

step 4, fuel flows into an engine system: starting an engine booster pump (16) to pressurize fuel flowing into an engine system, and enabling the engine booster pump (16) to stably operate in a set working condition by using an electromagnetic device through an engine electronic speed regulator (17); one part of the pressurized fuel oil enters an afterburning oil chamber (23) and injects, ignites and combusts the post airflow of the fuel gas or the fan so as to improve the temperature of the airflow to realize the increase of the thrust of the engine in a short time and be applied to the working condition that the acceleration is needed in a short time; the other part of the fuel is pushed into a main combustion chamber (24) to be combusted to generate high-temperature fuel gas which is applied to normal working conditions to provide enough power for the engine;

step 5, providing liquid nitrogen by a liquid nitrogen system: liquid nitrogen is filled into a liquid nitrogen tank (35), a vaporizer (32) and a first manual control valve (26) are started firstly, the opening degree of a fifth electric control valve (27) is controlled, gas extrudes the liquid nitrogen, a liquid level meter (31) is observed, the opening degree of a sixth electric control valve (33) is controlled, the output quantity of the liquid nitrogen is adjusted, cold-side channels of a plate heat exchanger (38) are prepared to cool regenerative fuel oil, the liquid nitrogen passing through a pipeline is detected by a third pressure sensor (30), the quantity of the liquid nitrogen entering the plate heat exchanger is controlled by the opening degree of a seventh electric control valve (36), and if the pressure detected by the third pressure sensor (30) exceeds a threshold value, an eighth electric control valve (37) is opened to discharge redundant liquid nitrogen and recover the redundant liquid nitrogen;

and 6, hot fuel oil reflux cooling: liquid nitrogen enters a cold side channel of the plate heat exchanger (38), regenerative fuel oil enters a hot side channel of the plate heat exchanger, the liquid nitrogen absorbs heat after the fuel oil is cooled, then the heat is changed into nitrogen gas which is automatically separated from the fuel oil, and the nitrogen gas enters an oil supply tank to play an inerting role; after the pressure and the temperature of the fuel are detected, the opening degree of the ninth electric control valve (41) is controlled, so that the regenerative fuel returns to the fuel supply tank (2) after being cooled, and a complete closed-loop system is formed by the fuel thermal management system.

Technical Field

The invention relates to the field of aircraft airborne electromechanical systems, in particular to a fuel oil comprehensive thermal management system and a working method thereof.

Background

The airplane thermal management means that the safety of the airplane is ensured by controlling the generation, the dissipation and the recycling of heat energy. With the development of aviation technology and the continuous improvement of airplane performance, advanced airplanes adopt a large amount of electronic equipment with high integration level, and the heat dissipation requirement of advanced airplanes continuously rises; this is especially true for high mach number, and even hypersonic, aircraft, whose complex thermal environment and design requirements present challenges to the development of thermal management systems.

At present, the comprehensive thermal management technology of the airplane is taken as one of the main functions of an airplane energy management system, the heat load of airborne electronic equipment is increased, available heat sinks are limited, the refrigerating capacity requirements of all parts of the airplane need to be comprehensively considered, and the heat management efficiency is improved by uniformly configuring and managing in the aspects of heat generation, transmission, heat sink and the like. In particular, how to cool and return hot fuel oil to the oil supply tank is a crucial part for controlling the generation, emission, and recycling of heat energy. In a typical aircraft, there are two main ways to cool the return fuel: cooled or returned to the metal wing fuel tank by ram air and cooled by heat dissipation from the wing surface. However, when the flight speed is further increased, the temperatures of the ram air and the wing surface are increased, so that the fuel temperature cannot be effectively reduced and even the fuel temperature can be adversely affected, that is, the ram air and the aircraft wing cannot provide the cooling capacity required for cooling the fuel. The traditional technology adopts ram air as an auxiliary cold source, the temperature of the ram air rises suddenly in a high Mach number (Ma is more than 2) flight state, the possibility of effectively cooling fuel in a hot oil tank is lost, if the ram air is continuously adopted as the auxiliary cold source, the temperature of the fuel which flows back to the hot oil tank cannot be reduced, and meanwhile, the risk of spontaneous combustion of an oil supply tank can be brought.

Therefore, for the complex thermal environment of the aircraft, the traditional heat protection technology or single technology cannot meet the heat management requirement, and an efficient heat management system needs to be developed based on the characteristics and the current research situation of the prior art so as to realize integrated management and efficient control of heat energy dissipation and recycling of the aircraft.

Disclosure of Invention

In order to solve the problems, the invention discloses a fuel oil comprehensive heat management system which adopts fuel oil as a main heat sink and liquid nitrogen as an auxiliary cold source to realize integrated management and efficient control of heat energy dissipation and recycling of an airplane.

The technical scheme of the invention is as follows:

a fuel oil comprehensive heat management system comprises a fuel delivery tank, an oil supply tank, an engine system, a plate heat exchanger and a liquid nitrogen system, wherein the fuel delivery tank delivers fuel oil to the oil supply tank through a pipeline, a part of the fuel oil is discharged as heat sink, and regenerative fuel oil is formed after onboard equipment is actively cooled; the other part of the fuel oil is used as a heat source to be conveyed to the engine system; the plate heat exchanger comprises a hot side channel and a cold side channel, the regenerative fuel oil enters the hot side channel of the plate heat exchanger, and a liquid nitrogen system pipeline is connected with the cold side channel to output liquid nitrogen to cool the regenerative fuel oil; the liquid nitrogen absorbs heat emitted by the regenerative fuel oil, the heat is changed into nitrogen which is automatically separated from the fuel oil, the nitrogen enters the oil supply tank to play an inerting role, and the regenerative fuel oil returns to the oil supply tank after being cooled to form a closed loop system.

Preferably, the temperature of the fuel discharged as the heat sink is increased after the fuel cools the onboard equipment, one part of the fuel is directly connected with the hot side channel of the plate heat exchanger for waiting for backflow for the regenerative fuel, and the other part of the fuel is converged into the fuel serving as the heat source through the fourth electric control valve to provide the fuel required by the engine for the engine system.

Preferably, the onboard equipment comprises an environmental control system, an overall drive generator, an air drive generator and a hydraulic system which are connected in sequence through pipelines.

Preferably, a third electric control valve is arranged on a pipeline between the oil conveying tank and the oil supply tank; a first electric control valve, a second electric control valve, a cooling circulating oil pump and an oil supply pump are arranged in the oil supply tank, and the first electric control valve is connected with a cooling circulating oil pump pipeline to convey fuel oil serving as heat sink; the second electrically controlled valve is connected to the feed pump conduit for delivering fuel as a source of heat.

Preferably, the engine system is connected with an oil supply tank pipeline, and a bypass hydraulic valve is arranged on the pipeline; the engine system comprises an engine booster pump, an afterburning fuel chamber, a hydraulic system and a main fuel chamber; the fuel oil as the heat source is pressurized by an engine booster pump and then is divided into two branches, and the first branch enters a boosting fuel oil chamber through a boosting fuel pump and a second fuel oil filter; the second branch enters the main fuel chamber through the main pump, the third fuel filter and the hydraulic system.

Preferably, an engine electronic governor is connected in parallel to the engine booster pump to control the speed of the engine booster pump.

Preferably, the liquid nitrogen system comprises a liquid nitrogen tank for storing liquid nitrogen, and the bottom of the liquid nitrogen tank is connected with a pipeline at the top of the liquid nitrogen tank through a fifth electric control valve, a first manual control valve and a vaporizer in sequence.

Preferably, a third pressure sensor, a seventh electric control valve, an eighth electric control valve and a liquid nitrogen filter are further arranged on a passage connecting the liquid tank and the plate heat exchanger.

Preferably, the liquid nitrogen tank is also connected with a liquid level meter for detecting the liquid level in the tank and a sixth electric control valve for controlling and discharging the redundant liquid nitrogen.

The invention also discloses a working method of the fuel comprehensive heat management system, which comprises the following steps:

step 1, oil transportation of an oil transportation tank: fuel is stored in the fuel tank and the third electrically controlled valve is opened and fuel is delivered by gravity to the fuel supply tank.

Step 2, supplying oil to an oil supply tank: opening the first electric control valve and starting the cooling circulating oil pump, discharging a part of fuel oil as heat sink to cool each system on the airplane, and actively reducing the heat load of the airplane; opening the second electrically controlled valve and starting the feed pump; the rest fuel is discharged through the fuel supply pump, the output speed and the output quantity of the fuel are adjusted through the second electric control valve, and then the fuel flows into an engine system through the control of the bypass hydraulic valve to prepare to enter a combustion chamber to provide a heat source for the engine.

Step 3, a fuel oil cooling airborne system: after the fuel cools the onboard equipment, the temperature rises, one part of the fuel flows into the hot side channel of the plate heat exchanger to wait for backflow, and the other part of the fuel flows into the engine system through the fourth electric control valve.

Step 4, fuel flows into an engine system: starting an engine booster pump to pressurize fuel flowing into an engine system, and enabling the engine booster pump to stably operate in a set working condition by using an electromagnetic device by using an engine electronic speed regulator; one part of the pressurized fuel oil enters an afterburning oil chamber, and oil injection, ignition and combustion are carried out on the post-airflow of the fuel gas or the fan so as to improve the temperature of the airflow and realize the increase of the thrust of the engine in a short time, and the fuel oil is applied to the working condition that the acceleration is needed in a short time; the other part of the fuel is pushed into the main combustion chamber to be combusted to generate high-temperature fuel gas, and the high-temperature fuel gas is applied to normal working conditions to provide enough power for the engine.

Step 5, providing liquid nitrogen by a liquid nitrogen system: filling liquid nitrogen into a liquid nitrogen tank, starting a vaporizer and a first manual control valve firstly, controlling the opening of a fifth electric control valve, extruding the liquid nitrogen by gas, observing a liquid level meter, controlling the opening of a sixth electric control valve, adjusting the output quantity of the liquid nitrogen, preparing to enter a cold side channel of a plate heat exchanger to cool regenerative fuel oil, detecting the liquid nitrogen passing through a pipeline by a third pressure sensor, controlling the quantity of the liquid nitrogen entering the plate heat exchanger by the opening of a seventh electric control valve, and if the pressure detected by the third pressure sensor exceeds a threshold value, opening an eighth electric control valve to discharge redundant liquid nitrogen and recover the redundant liquid nitrogen.

And 6, hot fuel oil reflux cooling: liquid nitrogen enters a cold side channel of the plate heat exchanger, regenerative fuel oil enters a hot side channel of the plate heat exchanger, the liquid nitrogen absorbs heat after the fuel oil is cooled, then the heat is changed into nitrogen gas which is automatically separated from the fuel oil, and the nitrogen gas enters an oil supply tank to play an inerting role; after the fuel oil is subjected to pressure and temperature detection, the opening degree of the ninth electric control valve is controlled, so that the regenerative fuel oil returns to the oil supply tank after being cooled, and a complete closed-loop system is formed by the fuel oil thermal management system.

Has the advantages that:

(1) the invention adopts fuel oil as heat sink and liquid nitrogen as auxiliary cold source, is suitable for high Mach number airplane (Ma is more than 2), can effectively control the temperature when hot fuel oil flows back to the oil supply tank, and achieves better cooling effect; the gasified nitrogen is introduced into the oil tank, so that the spontaneous combustion of high-temperature fuel oil in the oil supply tank can be effectively inhibited, and the stability and the safety of the system operation are improved;

(2) the invention can realize the unified management of the heat of onboard subsystems such as a hydraulic system, an environmental control system, an engine system and the like;

(3) the invention can effectively control the temperature of hot fuel oil when the hot fuel oil flows back to the oil supply tank and the interface temperature of the machine body/engine by adjusting the cooling flow of the fuel oil according to the heat load of different flight states, so as to control the temperature of the fuel oil at the inlet of the engine combustion chamber within the temperature of carbon deposition.

Drawings

FIG. 1 is a schematic diagram of an aircraft fuel thermal management system for cooling fuel based on liquid nitrogen as an auxiliary cooling source according to an embodiment of the invention.

Reference numerals: 1-a fuel delivery tank, 2-a fuel supply tank, 3-a first electrically controlled valve, 4-a cooling circulating oil pump, 5-a fuel supply pump, 6-a second electrically controlled valve, 7-a third electrically controlled valve, 8-a cross-linking valve, 9-a bypass hydraulic valve, 10-a first fuel filter, 11-an environmental control system, 12-a total drive generator, 13-an air drive generator, 14-a hydraulic system, 15-a fourth electrically controlled valve, 16-an engine booster pump, 17-an engine electronic governor, 18-an energizing fuel pump, 19-a second fuel filter, 20-a main fuel pump, 21-a third fuel filter, 22-a hydraulic system, 23-an energizing fuel chamber, 24-a main fuel chamber, 25-a liquid nitrogen tank, 26-a first manual control valve, 27-a fifth electric control valve, 28-a first pressure sensor, 29-a second pressure sensor, 30-a third pressure sensor, 31-a level gauge, 32-a vaporizer, 33-a sixth electric control valve, 34-a second manual control valve, 35-a liquid nitrogen filter, 36-a seventh electric control valve, 37-an eighth electric control valve, 38-a plate heat exchanger, 39-a fourth pressure sensor, 40-a temperature sensor, 41-a ninth electric control valve, 42-a tenth electric control valve, 43-a controller.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The invention discloses a fuel oil comprehensive heat management system and a working method thereof. The invention adopts fuel oil as heat sink and liquid nitrogen as auxiliary cold source, is suitable for high Mach number airplane (Ma is more than 2), and can effectively control the temperature when hot fuel oil flows back to the oil supply tank; meanwhile, the temperature of the fuel at the inlet of the combustion chamber of the engine can be controlled within the carbon deposition temperature by adjusting the cooling flow of the fuel according to the heat load in different flight states.

As shown in figure 1, the fuel comprehensive heat management system comprises a fuel delivery tank 1, a fuel supply tank 2 and a cross-linking valve 8, wherein the cross-linking valve 8 is connected with symmetrical structures at two sides of an aircraft system, and left and right systems are communicated by virtue of the cross-linking valve 8 and are backup for each other. The fuel delivery tank 1 comprises three tanks, each of which is present at a different location in the aircraft structure and which are interconnected by pipes. The oil supply tank 2 includes a first electric control valve 3, a cooling circulation oil pump 4, an oil supply pump 5, and a second electric control valve 6. The first electric control valve 3 is connected with a cooling circulating oil pump 4 through a pipeline and then connected with a first fuel filter 10 outside the oil supply tank 2; the second electric control valve 6 is connected with a fuel feed pump 5 through a pipeline, and the fuel feed pump 5 is communicated with an engine booster pump 16 outside the fuel tank through a bypass hydraulic valve 9. The fuel delivery tank 1 delivers fuel to the fuel supply tank 2 through a pipeline, a part of the fuel is discharged as heat sink, and regenerative fuel is formed after the onboard equipment is actively cooled; another portion of the fuel is delivered to the engine system as a source of heat.

The plate heat exchanger 38 comprises a hot side channel and a cold side channel. The inlet of the hot side channel of the plate heat exchanger 38 is connected with the oil supply tank 2 through the outlet of the hydraulic system 14 in a pipeline mode and used for receiving regenerative fuel oil. The cold side channel of the plate heat exchanger 38 is connected with the seventh electric control valve 36, the liquid nitrogen filter 35 and the sixth electric control valve 33 and the outlet of the liquid nitrogen tank 25, and is used for introducing liquid nitrogen to cool the regenerative fuel oil; the cold side channel is further connected with the oil supply tank 2 through a tenth electric control valve 42 in a pipeline mode, liquid nitrogen absorbs heat emitted by regenerative fuel oil, the heat is changed into nitrogen and the fuel oil is automatically separated, the nitrogen enters the oil supply tank 2 to play an inerting role, and the regenerative fuel oil is controlled to return to the oil supply tank 2 through the tenth electric control valve 42 after being cooled, so that a closed-loop system is formed. A fourth pressure sensor 39, a temperature sensor 40 and a ninth electrically controlled valve 41 are also provided between the plate heat exchanger 38 and the oil supply tank 2. The bottom of the liquid nitrogen tank 25 is connected with the top pipeline of the liquid nitrogen tank 25 through a first manual control valve 26, a fifth electric control valve 27 and a vaporizer 32, the liquid nitrogen tank 25 is further provided with a liquid level meter 31 for detecting the internal liquid level and a first pressure sensor 28 for detecting the pressure, and the top pipeline of the liquid nitrogen tank 25 is further connected with a sixth electric control valve 33 and a standby second manual control valve 34. A second pressure sensor 29, an eighth electric control valve 37, a third pressure sensor 30 and a seventh electric control valve 36 are further arranged between the liquid nitrogen tank 25 and the plate heat exchanger 38.

The engine system is connected with the oil supply tank 2 through a pipeline, and a bypass hydraulic valve 9 is arranged on the pipeline; the engine system comprises an engine booster pump 16, an afterburner chamber 23, a hydraulic system 22 and a main fuel chamber 24. The engine booster pump 16 is connected in parallel with an engine electronic governor 17 which controls the operation thereof. The fuel oil as the heat source flows back to the regenerative fuel oil in a small part through a bypass hydraulic valve 9, and the majority of the fuel oil is conveyed to an engine system and is divided into two branches after being pressurized by an engine booster pump 16, wherein the first branch enters a boosting fuel oil chamber 23 through a boosting fuel pump 18 and a second fuel oil filter 19; the second branch enters the main fuel chamber 24 through the main pump 20, the third fuel filter 21 and the hydraulic system 22.

The fuel pipeline as the heat sink is pressurized by the cooling circulating oil pump 4 and filtered by the first fuel filter 10 to sequentially cool the environmental control system 11, the overall driving generator 12, the air driving generator 13 and the hydraulic system 14, and then the two branches are divided, wherein one branch reaches the engine booster pump 16 through the pipeline and the fourth electric control valve 15, and the other branch is connected with the hot side channel pipeline of the plate heat exchanger 38.

The system is also provided with a controller 43 which controls the various sensors and the electrically controlled valve. The controller 43 is electrically connected to the temperature sensor 40, the first pressure sensor 28, the second pressure sensor 29, the third pressure sensor 30, the fourth pressure sensor 39, the bypass hydraulic valve 9, the engine electronic governor 17, the first electric control valve 3, the second electric control valve 6, the third electric control valve 7, the fourth electric control valve 15, the fifth electric control valve 27, the sixth electric control valve 33, the seventh electric control valve 36, the eighth electric control valve 37, the ninth electric control valve 41, and the tenth electric control valve 42, respectively.

The invention also discloses a working method of the fuel oil comprehensive heat management system, which comprises a fuel oil transportation process of the fuel oil transportation tank, a fuel oil supply process of the fuel oil supply tank, a process of cooling the vehicle-mounted system by using the fuel oil as the heat sink, a process of supplying the fuel oil to the combustion chamber for the use of the engine, a process of supplying liquid nitrogen by the liquid nitrogen system, a hot fuel oil backflow cooling process and data acquisition and control of the whole system.

The oil transportation process of the oil transportation tank comprises the following steps:

initially, the fuel is stored in the fuel tank 1, the fuel tank 2, and the fuel tank 3, which are respectively located at different positions in the aircraft structure, and the fuel in the fuel delivery tank 1 is fed into the fuel supply tank 2 through the third electrically-controlled valve 7, i.e., the fuel supply cross-linked valve, by the action of gravity, to give a sufficient amount of fuel to the fuel supply tank.

The oil supply process of the oil supply tank:

the oil supply tank 2 is also called a consumption oil tank, after a part of fuel oil passes through the first electric control valve 3 and the cooling circulating oil pump 4, the discharged fuel oil is taken as heat sink and passes through the first fuel oil filter 10, and then various systems on the airplane are cooled, and the heat load of the airplane is actively reduced; the remaining fuel is ready to enter the combustion chamber to provide a heat source for the engine and the fuel discharged by the fuel supply pump 5 is communicated to the bypass hydraulic valve 9 by adjusting the output speed and output through the second electrically controlled valve 6. The bypass hydraulic valve functions as a safety valve, has a regulating function when the motion state is instantaneously changed, improves the operation stability of an aircraft fuel system, and realizes the target pressure and temperature under the conditions of low noise, small vibration and valve core touch damage resistance while executing the functions, and delivers fuel to the engine booster pump 16.

The fuel is a heat sink cooling airborne system process:

after the fuel oil passes through the first fuel oil filter 10, the fuel oil is used as a cold source to cool the onboard equipment, wherein the environmental control system 11, the overall driving generator 12, the air driving generator 13 and the hydraulic system 14 are included, then the temperature of the fuel oil is increased, one part of the fuel oil is directly connected with the hot edge of the plate type heat exchanger 38 to wait for backflow, and the other part of the fuel oil passes through the fourth electric control valve 15 by another branch to prepare to provide the fuel oil required by the engine for the combustion chamber, so that the heat sink function is realized, the energy can be provided, and the reasonable utilization of resources is realized.

Supplying fuel to a combustion chamber for use by an engine:

the fuel oil from the oil supply tank 2 is pressurized by an engine booster pump 16 and is simultaneously controlled by an electronic speed regulator 17 of the engine, the engine is electrically regulated to enable the engine to stably run in a set working condition by using an electromagnetic device, the pressurized fuel oil runs through two branches, a small part of the pressurized fuel oil enters a boost fuel oil chamber 23 after passing through a boost fuel oil pump 23 and a second fuel oil filter 19, and oil injection, ignition and combustion are carried out on the boost engine on the gas or fan rear airflow so as to improve the temperature of the airflow for increasing the thrust of the engine in a short time and apply to the working condition needing acceleration in the short time; most of the fuel oil is pushed into a main combustion chamber 24 through a main pump 20, a third fuel oil filter 21 and a hydraulic system 22, the hydraulic system changes pressure intensity and increases acting force, the fuel oil is combusted to generate high-temperature fuel gas, and the fuel oil is applied to normal working conditions.

The liquid nitrogen system provides a liquid nitrogen process:

liquid nitrogen is loaded into a liquid nitrogen tank 35 through a second manual control valve 34 on the ground, when the liquid nitrogen needs to be supplied, a vaporizer 32 and a first manual control valve 26 are firstly opened, the opening degree of a fifth electric control valve 27 is controlled, the liquid nitrogen is extruded by gas, a liquid level meter 31 is observed, the opening degree of a sixth electric control valve 33 is controlled, the output quantity of the liquid nitrogen is adjusted, the liquid nitrogen passes through a liquid nitrogen filter 35 and then is detected by a second pressure sensor 29, cold side cooling regenerative fuel oil serving as a plate heat exchanger 38 is prepared, the liquid nitrogen passing through a pipeline is detected by a third pressure sensor 30, the quantity of the liquid nitrogen entering the plate heat exchanger is controlled by a seventh electric control valve 36, namely the opening degree of a system pipeline control valve, if the pressure is too high, the discharge quantity of the liquid nitrogen needs to be adjusted, an eighth electric control valve 39, namely a safety valve is opened, redundant liquid nitrogen is discharged and is recovered, the system is designed tightly, the stability of liquid nitrogen is improved and reliable and stable.

And (3) hot fuel oil reflux cooling process:

liquid nitrogen enters the cold edge of the plate heat exchanger 38, the regenerative fuel oil enters the hot edge of the plate heat exchanger, the liquid nitrogen absorbs heat after the fuel oil is cooled, then the heat is changed into nitrogen gas which is automatically separated from the fuel oil, and the nitrogen gas enters the oil supply tank through the tenth electric control valve 42 to play an inerting role; after the fuel oil is detected by the fourth pressure sensor 39 and the temperature sensor 40, the opening of the ninth electric control valve 41, namely the return valve, is controlled, so that the regenerative fuel oil returns to the oil supply tank 2 after being cooled, a complete closed loop system is formed by the fuel oil thermal management system, the condition that the fuel oil required by the comprehensive thermal management of the airplane is used as engine fuel to provide energy and simultaneously cools each system on the airplane is met, and the regenerative fuel oil is not wasted.

The data acquisition and control process comprises the following steps:

the first pressure sensor 28, the second pressure sensor 29, the third pressure sensor 30 and the fourth pressure sensor 39 detect working condition pressure and transmit signals to the controller 43 for analyzing and judging the working condition of the system; a temperature sensor 40 detects the temperature of the regenerated fuel and transmits a signal to the controller; when the temperature is greater than the given value, the controller outputs a control signal to the ninth electric control valve 41 to close it. The controller adjusts the fuel amount entering the cooling circulating oil pump 4 and the fuel supply pump 5 by controlling the opening degree of the first electric control valve 3 and the second electric control valve 6, thereby ensuring sufficient fuel amount and system safety. The controller 43 controls the opening of the third electric control valve 7 to adjust the fuel amount of the fuel tank 1 entering the fuel supply tank 2, thereby ensuring the fuel amount of the fuel supply tank. The controller controls the opening of the bypass hydraulic valve 9 to play a role of a safety valve when the motion state is instantaneously changed, so that the operation stability of an aircraft fuel system is improved, and the target pressure and temperature of the aircraft fuel system are realized under the conditions of low noise, small vibration and resistance to touch damage of a valve core while the functions are executed. The controller 43 controls the opening degree of the fourth electrically controlled valve 15 to adjust the amount of fuel that enters the engine fuel pump from the fuel that has been cooled, thereby making the best use of the fuel. The controller 43 controls the opening of the fifth electric control valve 27 to adjust the pressure of the gas passing through the vaporizer 32, so as to ensure that the liquid nitrogen smoothly flows out of the liquid nitrogen tank 25. The controller adjusts the outflow of liquid nitrogen by controlling the opening of the sixth electrically controlled valve 33 to ensure the amount of liquid nitrogen required to enter the piping. The controller 43 adjusts the amount of liquid nitrogen entering the plate heat exchanger by controlling the opening of the seventh electrically controlled valve 36, thereby ensuring the amount of liquid nitrogen required for cooling the fuel. The controller controls the opening of the eighth electric control valve 37, and when the liquid nitrogen amount exceeds the standard, the control valve is opened to enable the liquid nitrogen to safely flow out of the pipeline, so that the safety and protection effects are achieved. The controller 43 adjusts the amount of the regenerative fuel returned to the fuel supply tank by controlling the opening of the ninth electric control valve 41, and closes the valve in time when the temperature is higher than the limit of the fuel supply tank, thereby protecting the system. The controller adjusts the amount of nitrogen entering the oil supply tank by controlling the opening of the tenth electric control valve 42, and the nitrogen plays a role in inerting and protecting the oil supply tank.

Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that changes may be made in the embodiments and/or equivalents thereof without departing from the spirit and scope of the invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.