The zigzag channel is the uppermost channel type of an industrial printed circuit heat exchanger (PCHE). The effect of geometric properties on the flow and heat transfer performance of the channel is significant to the PCHE design and optimization. Numerical investigations were conducted on the flow and heat transfer characteristics of supercritical CO₂ (sCO₂) in semicircular zigzag channels by computational fluid dynamics method. The shear stress transfer (SST) k–ω model was used as turbulence model and the National Institute of Standards and Technology (NIST) real gas model with REFPROP database was used to evaluate the thermophysical parameters of sCO₂ in this numerical method. The effectiveness of the simulation method is verified by experimental data. Thermal hydraulic performance for zigzag channels with different pitch lengths, bending angles, and hydraulic diameters are studied comparatively based on this numerical method, with the boundary conditions which cover the pseudocritical point. The comparison results show that reducing the bending angle and pitch length will strengthen the effect of boundary layer separation on the leeward side of the wall and enhance the heat transfer performance, but the pressure drop of the channel will also increase, and the decrease of channel hydraulic diameter is beneficial to the heat transfer enhancement, but it is not as significant as that of the straight channel.

The influence of the cross section shape of microchannels on the thermos-hydraulic performance of the supercritical CO₂ fluid is an important issue in the design of industrial compact heat exchangers, but few studies have been conducted about this issue. In this paper, comparative studies of the flow and heat transfer performance of SCO₂ fluid in horizontal microchannels with circular, semicircular, rectangle, and trapezoidal cross sections were conducted numerically. The comparison is based on the same hydraulic diameter and length for all channel types and is carried out under the same mass flux, outlet pressure, and wall heat flux. The fluid bulk temperature in this analysis ranges from 285K to 375K, which covers the pseudocritical point of SCO₂. The results show that the circular channel has the highest average heat convection coefficient, while the trapezoidal channel has the worst convective heat transfer performance under the same hydraulic diameter and boundary conditions. The results also indicate that the effect of cross section shape on the heat convection coefficient is significantly greater than that on the channel pressure drop, and the existence of the corner region in the cross section, especially the acute angle, will weaken the heat transfer performance.

The electronic oxygen regulator (EOR) is a new type of aviation oxygen equipment which uses electronic servo control technology to control breathing gas pressure. In this paper, the control method of EOR was studied, and the dynamic model of the aviation oxygen system was established. A disturbance-observer-based controller (DOBC) was designed by the backstepping method to achieve the goal of stable and fast breath pressure control. The sensitivity function was proposed to describe the effect of inspiratory flow on breath pressure. Combined with the frequency domain analysis of the input sensitivity function, the parameters of the DOBC were analyzed and designed. Simulation and experiment studies were carried out to examine the control performance of DOBC in respiratory resistance and positive pressurization process under the influence of noise and time delay in the discrete electronic control system, which could meet the aviation physiology requirements. The research results not only verified the rationality of the application of DOBC in the breath control of EOR, but also proved the effectiveness of the control parameters design method according to the frequency domain analysis, which provided an important design basis for the subsequent study of EOR.

The excellent thermophysical properties of supercritical CO₂ (sCO₂) close to the pseudocritical point make it possible to replace water as the coolant of microchannels in application of a high heat flux radiator. The computational fluid dynamics (CFD) method verified by experimental data is used to make a comparison of the thermal hydraulic behavior in CO₂-cooled and of water-cooled microchannels. The operation conditions of the CO₂-based cooling cases cover the pseudocritical point (with the inlet temperature range of 306~320 K and the working pressure of 8 MPa), and the water-based cooling case has an inlet temperature of 308 K at the working pressure of 0.1 MPa. The channel types include the straight and zigzag microchannels with 90°, 120°, and 150° bending angles, respectively. The analysis result shows that, only when the state of CO₂ is close to the pseudocritical point, the sCO₂-cooled microchannel is of a higher average heat convection coefficient and a lower average temperature of the heated surface compared to the water-cooled microchannel. The entropy generation rate of the sCO₂-cooled microchannel can reach 0.58~0.69 times that of the entropy generation rate for the water-cooled microchannel. Adopting the zigzag structure can enhance the heat transfer, but it does not improve the comprehensive performance represented by the entropy generation rate in the sCO₂-cooled microchannel.

To simulate aircraft thermal anti-icing systems and solve the conjugate heat transfer of air-droplet flow and solid skin, the heat and mass transfer model of the runback water on the anti-icing surface was combined with the heat conduction equation of the skin by loosely coupled methods. According to the boundary conditions used for the runback water conservation equations, two loose-coupling methods for the heat exchange between the runback water and the solid skin were developed based on surface heat flow and surface temperature, respectively. The anti-icing and ice accretion results of a NACA 0012 electro-thermal anti-icing system were obtained by the two loose-coupling methods. The heat flow-based method directly solves the thermodynamic model of the runback water without any extra assumptions, but the convergence rate is relatively slow. On the other hand, the temperature-based method achieves higher calculation speed, but the freezing point is extended to an artificial temperature range between water and ice phases. When the value of the artificial temperature range is small, the results obtained by the temperature-based method are consistent with those of the heat flow-based method, indicating that the effect of freezing point extension can be ignored for thermal anti-icing simulation. Furthermore, the solutions of the two methods are in acceptable and comparable agreement with the experimental and simulative results in the literature, confirming their feasibility and effectiveness. In addition, it is found that the ice thicknesses and ice shapes rise obviously near the runback water limits as a result of the transverse heat conduction of the solid skin.

A simulated aircraft fuel tank inerting system was established and experiments were conducted to investigate the performance of the system. The system uses hollow fiber membrane which is widely used in aircraft as the air separation device and a simplified 20% scale multi compartment fuel tank as the inerting object. Experiments were carried out to investigate the influences of different operating parameters on the inerting effectiveness of the system, including NEA (nitrogen-enriched air) flow rate, NEA oxygen concentration, NEA distribution, pressure of bleeding air and fuel load of the tank. Results showed that for the multi compartment fuel tank, concentrated flow washing inerting would cause great differences throughout the distribution of oxygen concentration in the fuel tank, and inerting dead zone would exist. The inerting effectiveness was greatly improved and the ullage oxygen concentration of the tank would reduce to 12% successfully when NEA entered three compartments evenly. The time span of a complete inerting process reduced obviously with increasing NEA flow rate and decreasing NEA concentration, but the trend became weaker gradually. However, the reduction of NEA concentration will decrease the utilization efficiency of the bleeding air. In addition, the time span can also be reduced by raising the pressure of bleeding air, which will improve the bleeding air utilization efficiency at the same time. The time span decreases linearly as the fuel load increases.