Pressure adjusting system and method for aerostat lighter than air

Abstract

The invention relates to a pressure adjusting system and method for an aerostat lighter than air. The aerostat comprises a floating body capable of being filled with light gas, the floating body is composed of at least two layers of skin, at least one middle buffer chamber is formed between the two layers of skin, and the middle buffer chamber can be filled with buffer media so as to form at least two pressure gradients between the floating body and the external atmosphere. The pressure adjusting system is provided with a first gas adjusting module and a second gas adjusting module so as to reduce the diffusion rate of the light gas towards the outside atmosphere. The pressure adjusting method comprises the steps that the first gas adjusting module is used for loading light gas into the first gas bag, and the loading process is carried out in a pressure controlled mode; the pressure of the light gas in the floating body is monitored, and the needed pressure level is maintained; when it is detected that the light gas leaks, the gas separation unit is started to separate the light gas from the mixed gas; and the separated light gas is sent back into the first gas bag or the first gas storage tank.

Description

Technical Field

[0001] The present invention relates to the technical field of flying machinery, and in particular to a pressure adjustment system and method for a lighter-than-air aerostat. Background Art

[0002] Aerostats generally refer to aircraft that are lighter than air and rely on atmospheric buoyancy to rise into the air. In addition to military use, large civilian aerostats can also be used for transportation, entertainment, disaster relief, film and television shooting, scientific experiments, etc.

[0003] Aerostats are devices that use the lighter-than-air principle to achieve suspension, and are commonly used in fields such as weather detection, advertising, scientific research, and power generation. Aerostats in the prior art have limitations in these applications, such as the inability to maintain fixed-point suspension for a long time and low wind power generation efficiency.

[0004] The leakage rate of light gases (such as helium or hydrogen) inside an aerostat is a key factor affecting its performance. Accurate calculation of the leakage rate is essential for the design, maintenance and performance evaluation of the aerostat. The leakage rate is usually related to multiple parameters, including material properties, container structure, temperature, pressure, and the size and speed of gas molecules. The calculation of the leakage rate is usually based on gas dynamics and material science principles.

[0005] The leakage rate Q has the following simplified calculation formula:

[0006]

[0007] Where Q is the leakage rate (unit: gas volume / time), D is the gas diffusion coefficient, A is the container surface area or pore area, ΔP is the pressure difference, and L is the material thickness.

[0008] It can be seen that as the volume of the aerostat increases, its surface area will increase, and the leakage rate will also increase. In order to reduce the leakage rate, the material thickness can be increased, but this will cause a significant increase in weight, thereby reducing the floating ability of the aerostat. Better coatings can also be used to reduce the gas diffusion coefficient D, but for light gases such as hydrogen and helium, the effect of the coating or layer system on the gas diffusion coefficient D is not enough to increase the hovering time.

[0009] In addition to considering material thickness and gas diffusion coefficient, in order to stay in the air for a long time, lighter-than-air floating bodies such as scientific research balloons or high-altitude exploration balloons currently use a variety of technologies and strategies to extend their stay in the air, such as the following existing technologies:

[0010] 1. Highly airtight materials: Use highly airtight materials such as multi-layer polyester film or nylon, which have extremely low gas permeability and can effectively reduce the diffusion loss of helium through the material wall.

[0011] 2. Sealing technology: Sealing technology, such as heat welding or special adhesives, is used at the seams and joints of the balloon to ensure a tight seal of gas. These sealing technologies must be able to withstand the extreme temperature and pressure changes at high altitudes.

[0012] 3. Pressure control system: Equipped with a pressure control system, including automatic valves and air bags to regulate the gas pressure inside the balloon. This helps maintain the shape and buoyancy of the balloon while reducing gas leakage caused by pressure changes.

[0013] 4. Gas recovery system: Some airships can be equipped with a gas recovery system that can recover unused helium when the airship lands for reuse. This not only extends the airship's hovering time, but also improves the efficiency of helium use.

[0014] 5. Regular inspection and maintenance: Regularly inspect and maintain the floating body to promptly detect and repair any possible leaks. This includes inspections of valves, joints and other key components.

[0015] 6. Environmental adaptability design: The design of the balloon takes into account the extreme conditions of the high-altitude environment, such as low temperature and strong ultraviolet radiation. The use of weather-resistant materials and coatings can protect the balloon from environmental damage, thereby extending its service life.

[0016] 7. Precise inflation technology: During the inflation process, the amount of helium filled is precisely controlled to avoid over-inflation that causes excessive material stress, thereby reducing potential leak points.

[0017] At present, through the comprehensive application of these technologies and strategies, long-term airborne objects can achieve a stay time ranging from several days to several weeks.

[0018] CN102241274A discloses an airship with a sandwich layer, the motivation for setting the sandwich layer is a double safety mechanism, that is, after the inner layer is broken, the outer layer temporarily assumes the sealing function, thereby improving safety. This technical solution does not focus on the requirement of long-term airborne operation lasting for several months or even several years, so there is no need to consider the leakage rate of the material itself.

[0019] CN101296841A relates to a high-pressure balloon, which is arranged in an outer balloon that can be inflated to an aerodynamic shape in the stratosphere, and the outer balloon forms at least one low-pressure or high-pressure isolation chamber that can be filled with a medium around the high-pressure balloon, wherein a heating and cooling device for the medium circulating in the isolation chamber is arranged. The isolation chamber of the invention is only aimed at avoiding the negative impact of extreme temperature differences on the air pressure in the high-pressure balloon, for example, in order to use lighter and cheaper materials to make the high-pressure balloon. The technical solution also does not focus on the requirements of long-term airborne operations lasting for several months or even several years, so there is no need to consider the leakage rate of the material itself.

[0020] CN110726067A relates to a double-layer pressure vessel, which involves two different pressure levels. However, since it only focuses on the relationship between the wall thickness of the inner tank body and the cost, it designs a reduced-wall inner tank body "only for withstanding the pressure difference between high-pressure air and medium-pressure air" from the perspective of simply reducing the pressure level of the inner tank body. The core advantage is only cost saving, and the leakage rate problem is not considered.

[0021] In addition, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making the present invention, but due to space limitations, not all details and contents are listed in detail. However, this does not mean that the present invention does not have the characteristics of these prior arts. On the contrary, the present invention already has all the characteristics of the prior art, and the applicant reserves the right to add relevant prior art to the background technology. Summary of the invention

[0022] In view of the deficiencies of the prior art, the present invention provides a pressure adjustment system and method for a lighter-than-air aerostat to solve at least part of the above-mentioned technical problems.

[0023] The present invention discloses a pressure regulating system for a lighter-than-air aerostat. The aerostat comprises a floating body capable of being filled with a light gas. The floating body is composed of at least two layers of skin and at least one intermediate buffer chamber is formed therebetween. The intermediate buffer chamber can be filled with a buffer medium to form at least two pressure gradients between the floating body and the outside atmosphere so as to reduce the diffusion rate of the light gas toward the outside atmosphere. The pressure regulating system is provided with a first gas regulating module for adjusting the gas state in the floating body and a second gas regulating module for adjusting the gas state in the intermediate buffer chamber.

[0024] The present invention provides an innovative pressure adjustment system for an aerostat, which comprises an aerostat body composed of at least two layers of skin, and at least one intermediate buffer chamber is formed therebetween, which significantly improves the efficiency of maintaining light gas. This design effectively reduces the diffusion rate of light gas to the outside atmosphere, and solves the problem in the prior art that light gas is easy to leak and difficult to maintain the buoyancy of the aerostat for a long time. Through the coordinated work of the first gas adjustment module and the second gas adjustment module, the system can accurately adjust the gas state inside the aerostat to ensure the stability and controllability of the aerostat under different environmental conditions. The essential difference between this technical solution and the prior art lies in its multi-layer structure and the innovative application of pressure gradient, which provides a brand-new solution for long-term high-altitude hovering.

[0025] According to a preferred embodiment, the gaseous buffer medium filled into the intermediate buffer chamber is different from the light gas retained by the floating body, wherein, at the same gas pressure, the liquefaction temperature of the buffer medium is higher than the liquefaction temperature of the light gas.

[0026] The present invention selects a buffer medium with a higher liquefaction temperature than the light gas in order to facilitate the subsequent efficient separation and recovery of the mixed gas. This is because when the light gas and the buffer medium form a mixed gas, the buffer medium will be liquefied first by lowering the temperature or increasing the pressure, while the light gas will remain in a gaseous state due to its lower liquefaction temperature. In this way, the difference in physical properties of substances in different phases can be used to efficiently separate the light gas from the mixed gas.

[0027] According to a preferred embodiment, a first airbag for loading a light gas lighter than air is provided in the aerostat, wherein the light gas in the first airbag is loaded in a pressure-controlled manner through a first gas regulating module.

[0028] The present invention realizes precise control of the pressure of the lightweight gas in the first airbag through the pressure-controlled loading method of the first air regulating module, ensures the buoyancy requirement of the aerostat under different flight conditions, and improves the response speed and regulation accuracy of the system.

[0029] According to a preferred embodiment, a plurality of diaphragms are provided in the first airbag for dividing the inner cavity of the first airbag into a plurality of inner chambers, wherein interconnecting valves for controlling the on / off states of adjacent inner chambers are provided on the diaphragms.

[0030] The present invention realizes independent control of multiple inner chambers by arranging a diaphragm and an intercommunication valve in the first airbag. This design not only improves the structural stability of the airbag, but also allows fine pressure regulation of different inner chambers, thereby optimizing the buoyancy control of the aerostat.

[0031] According to a preferred embodiment, the first gas regulating module includes a first gas filling unit for filling light gas into the first airbag and a first pressure regulating unit for regulating the gas pressure of each chamber of the first airbag, wherein the first gas filling unit can store excess light gas in a first gas tank, and can drive the first compressor to fill the light gas in the first gas tank into the first airbag in response to a control signal issued by the first pressure regulating unit.

[0032] The present invention realizes efficient filling and precise regulation of light gas through the coordinated work of the first gas filling unit and the first pressure regulating unit. This design allows the system to automatically adjust the working state of the first compressor according to real-time gas pressure feedback, ensuring that the light gas pressure in the first airbag is always in the best flight state.

[0033] According to a preferred embodiment, the second gas regulating module includes a second gas filling unit for filling the intermediate buffer chamber with a buffer medium and a second pressure regulating unit for regulating the gas pressure of the intermediate buffer chamber, wherein the second gas filling unit can store excess buffer medium in a second gas storage tank, and can drive the second compressor to fill the buffer medium in the second gas storage tank into the intermediate buffer chamber in response to a control signal issued by the second pressure regulating unit.

[0034] The present invention realizes precise control of the gas state in the intermediate buffer chamber through the cooperation of the second gas filling unit and the second pressure regulating unit. This design not only improves the filling efficiency of the buffer medium, but also enhances the adaptability of the aerostat to environmental changes by precisely regulating the pressure.

[0035] According to a preferred embodiment, each chamber of the first airbag is provided with a second airbag for storing a regulating medium, and the regulating medium stored in the second airbag can be filled by a third gas filling unit in response to a control signal issued by the first pressure regulating unit, wherein the regulating medium is a gaseous medium heavier than light gas.

[0036] The present invention realizes dynamic adjustment of the buoyancy of the aerostat by charging the regulating medium into the third gas filling unit. This design allows the aerostat to quickly adjust the overall density according to flight requirements, thereby improving the operational flexibility and response speed of the aerostat.

[0037] According to a preferred embodiment, the airship is provided with a gas separation unit, which is used to separate the light gas from the mixed gas consisting of the buffer medium in the intermediate buffer chamber and the leaked light gas, and return the separated light gas to the first air bag or the first gas storage tank of the airship body for directly retaining the light gas.

[0038] The present invention significantly reduces the performance loss caused by gas leakage by separating and recovering light gas from mixed gas. This design not only improves the utilization efficiency of light gas, but also enhances the sealing and reliability of the system by returning the separated light gas to the floating body.

[0039] According to a preferred embodiment, the light gas is helium or hydrogen; the buffer medium is ammonia, chlorofluorocarbons, hydrochlorofluorocarbons, hydrofluorocarbons, nitrous oxide, carbon dioxide, sulfur dioxide and / or chlorine; and the regulating medium is air.

[0040] The present invention limits the selection of light gas, buffer medium and regulating medium based on their physical and chemical properties and environmental impact. This design enables the aerostat to meet the requirements of environmental protection and economy while maintaining efficient buoyancy.

[0041] The present invention also discloses a pressure adjustment method for a lighter-than-air aerostat, which comprises the following steps:

[0042] Using a first gas regulating module to load a lighter-than-air gas into a first air bag in the floating body, the loading process is performed in a pressure-controlled manner;

[0043] monitoring the light gas pressure within the floating body and generating a corresponding control signal through the first pressure regulating unit to maintain a desired pressure level;

[0044] When it is detected that the light gas leaks into the intermediate buffer chamber and forms a mixed gas with the buffer medium in the intermediate buffer chamber, the gas separation unit is started to separate the light gas from the mixed gas;

[0045] The separated light gas is sent back to the first air bag or the first air storage tank of the floating body which is used to directly retain the light gas.

[0046] The present invention provides an improved pressure adjustment method, which achieves accurate management of the buoyancy of the aerostat by accurately controlling the loading, monitoring and recovery process of the light gas. This method not only improves the operating efficiency of the aerostat, but also extends the service life of the aerostat through the gas separation and recovery mechanism, providing strong technical support for high-altitude long-term hovering. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 is a hardware connection diagram of the pressure adjustment system of the present invention;

[0048] Figure 2 is a schematic diagram of an aerostat according to a preferred embodiment of the present invention;

[0049] Figure 3 yes Figure 2 The internal structure diagram of the aerostat shown;

[0050] Figure 4 is a schematic diagram of an aerostat according to another preferred embodiment of the present invention;

[0051] Figure 5 yes Figure 4 The internal structure diagram of the aerostat shown;

[0052] Figure 6 yes Figure 4 The schematic diagram of the partial structure of the floating body of the aerostat shown;

[0053] Figure 7 is a schematic diagram of the operation of the first gas filling unit of the present invention under the control of the first pressure regulating unit;

[0054] Figure 8 is a schematic diagram of the operation of the third gas filling unit of the present invention under the control of the first pressure regulating unit;

[0055] Fig. 9 It is a schematic diagram of another skin arrangement of the floating body of the present invention;

[0056] Fig.10 is a schematic diagram of the operation of the second gas filling unit of the present invention under the control of the second pressure regulating unit;

[0057] Fig.11 It is a schematic diagram of the working principle of the gas separation unit of the present invention;

[0058] Fig.12 It is a schematic flow chart of the pressure adjustment method of the present invention.

[0059] Reference numerals list

[0060] 100: floating body; 110: first airbag; 111: light gas; 120: diaphragm; 121: intercommunication valve; 130: inner chamber; 140: second airbag; 141: regulating medium; 210: outer skin; 220: inner skin; 300: intermediate buffer chamber; 310: buffer medium; 400: gas separation unit; 410: phase separation component; 420: heat exchange component; 430: parameter adjustment component; 510: first gas adjustment module; 511 : first pressure regulating unit; 512: first gas filling unit; 513: first gas storage tank; 514: first compressor; 515: first pipeline; 516: first valve; 517: third gas filling unit; 518: third pipeline; 520: second gas regulating module; 521: second pressure regulating unit; 522: second gas filling unit; 523: second gas storage tank; 524: second compressor; 525: second pipeline; 526: fourth pipeline; 600: wind turbine generator set. DETAILED DESCRIPTION

[0061] The following is a detailed description with reference to the accompanying drawings.

[0062] Example 1

[0063] The present invention discloses a pressure adjustment system for a lighter-than-air aerostat, which is particularly suitable for carrying a wind turbine generator set 600 and can be stably suspended in the air for a long time, thereby providing an effective aerial wind power generation solution. Figure 1 It is a hardware connection diagram of the pressure adjustment system of the present invention.

[0064] Preferably, the aerostat of the present invention comprises a floating body 100 that can be filled with a light gas 111, wherein the floating body 100 can be spherical, ellipsoidal, hollow cylindrical or other aerodynamically optimized shapes with streamlined design to reduce air resistance and improve stability. Preferably, the floating body 100 can be made of a light and high-strength material (such as a carbon fiber composite material), and the outer layer can be coated with an ultraviolet protection layer to extend the service life. Figure 2 to Figure 5 Two different aerostats and their internal structures are shown. Figure 6 A partial structural schematic diagram of a second type of aerostat is shown.

[0065] Preferably, the floating body 100 may be filled with a light gas 111 that is lighter than air, so as to utilize the lift generated by the gas to achieve lift and maintain stable suspension, wherein the light gas 111 may be helium or hydrogen.

[0066] Preferably, the floating body 100 is composed of at least two layers of skin, wherein the skin of the floating body 100 is composed of a lightweight and high-strength material (such as a carbon fiber composite material), and at least the outer side of the outermost skin (which may be referred to as the outer skin 210) may be coated with an ultraviolet protection layer to improve its weather resistance and aging resistance, thereby extending its service life.

[0067] Preferably, a first airbag 110 for carrying a lightweight gas 111 that is lighter than air may be provided on the inner side of the innermost skin (referred to as the inner skin 220 ), wherein the first airbag 110 may be configured into a corresponding shape based on the different shapes of the floating body 100 .

[0068] Preferably, the inner skin 220 surrounding the first airbag 110 may be made of a high-strength, lightweight material with good airtightness to ensure reliability and durability in a high-altitude environment. Preferably, the light gas 111 in the first airbag 110 is loaded in a pressure-controlled manner through the first gas regulating module 510. The first gas regulating module 510 may be responsible for controlling the filling and pressure regulation of the light gas 111 in the first airbag 110. Preferably, the first gas regulating module 510 may include a first gas filling unit 512 for filling the first airbag 110 with the light gas 111 and a first pressure regulating unit 511 for regulating the gas pressure of the first airbag 110, wherein Figure 7 As shown, the first gas filling unit 512 may include: a first gas storage tank 513 as a gas source to store excess light gas 111; a first pipeline 515 for connecting the first airbag 110 and the first gas storage tank 513; a first compressor 514 arranged on the first pipeline 515, for pumping the light gas 111 in the first gas storage tank 513 into the first airbag 110. Preferably, a partial structure of the first pipeline 515 may be composed of two parallel branches in parallel, wherein the first compressor 514 is arranged on the first inflation branch, and the first valve 516 controlled by the first pressure regulating unit 511 for one-way flow is arranged on the first deflation branch. Further, the first valve 516 may be configured as a one-way valve, and may allow the light gas 111 in the first airbag 110 to flow to the first gas storage tank 513 when opened under the drive of the first pressure regulating unit 511. Such a configuration can realize an efficient gas filling and discharge mechanism. The first compressor 514 is arranged on the first inflation branch, and can quickly pump the light gas 111 in the first gas tank 513 into the first airbag 110, so as to quickly adjust the buoyancy of the airship when needed. This ability to respond quickly is essential for dealing with sudden weather changes or operational needs, and ensures that the airship can stably maintain a high altitude or adjust its altitude as needed. By providing a one-way flow first valve 516 controlled by the first pressure regulating unit 511 on the first deflation branch, it is ensured that the gas can only flow from the first airbag 110 to the first gas tank 513, preventing the backflow of the gas, and also realizing the precise adjustment of the gas pressure in the first airbag 110. This precise control allows the airship to discharge gas safely and smoothly when it needs to reduce its buoyancy, such as when descending or adjusting its altitude.

[0069] The present invention realizes efficient filling and precise regulation of light gas 111 through the coordinated work of the first gas filling unit 512 and the first pressure regulating unit 511. This design not only allows the system to automatically adjust the working state of the first compressor 514 according to the real-time gas pressure feedback, ensuring that the pressure of the light gas 111 in the first airbag 110 is always in the best flight state, but also further introduces the optimization of gas management by intelligent algorithms. In addition, the design of the first gas storage tank 513 adopts a multi-stage compression and graded storage strategy, making the recovery and reuse of light gas 111 more efficient. When the first airbag 110 needs to adjust the gas volume, the system can not only quickly release the stored gas, but also optimize the distribution method of the light gas in the first gas storage tank 513, reduce energy loss, and further improve the overall energy efficiency. Through this multi-level gas management and intelligent control, the present invention not only enhances the adaptability and operational reliability of the aerostat under various conditions, but also provides an innovative solution for the efficient utilization and environmental adaptation of light gas 111.

[0070] Preferably, a plurality of diaphragms 120 may be provided in the first airbag 110, and these diaphragms 120 divide the inner cavity of the airbag into a plurality of independent inner chambers 130. The design of the diaphragms 120 is intended to improve the structural stability of the airbag and allow independent control of the gas in different inner chambers 130, thereby optimizing the buoyancy control of the airship. Preferably, intercommunication valves 121 may be installed on the diaphragms 120, and these intercommunication valves 121 may be adjusted by the first pressure regulating unit 511 to control the gas flow between adjacent inner chambers 130. The dynamic adjustment function of the intercommunication valves 121 enables the airbag to flexibly adjust the distribution of gas under different flight conditions, thereby achieving superior center of gravity management and attitude control. The design of the intercommunication valves 121 takes into account sealing and reliability, ensuring normal operation even in high pressure and low temperature environments.

[0071] Preferably, the diaphragm 120 can be made of high-strength, lightweight materials, such as carbon fiber reinforced composite materials, to ensure that the weight of the first airbag 110 is not significantly increased while maintaining structural strength. The material selection and design of the diaphragm 120 also greatly increase the durability and fatigue resistance of the airbag. Preferably, the layout of the diaphragm 120 is carefully designed to optimize the gas flow and pressure distribution inside the airbag, reduce the mutual interference of gas between the inner chambers 130, and ensure that each inner chamber 130 can be independently filled and discharged with gas. Further preferably, considering the shape of the first airbag 110, the diaphragm 120 can usually be arranged in the vertical direction, so that the volume ratio between the several inner chambers 130 formed in the first airbag 110 meets the design requirements, wherein the spacing between each adjacent diaphragm 120 can be set to different numerical values.

[0072] Preferably, the design of the intercommunication valve 121 can achieve precise control of the air pressure of multiple inner chambers 130 in the first airbag 110. These intercommunication valves 121 can adopt advanced sealing technology, such as metal sealing rings and high-performance elastomeric materials, to ensure sealing performance under high pressure and low temperature environments. Preferably, the driving mechanism of the intercommunication valve 121 can adopt an electric or pneumatic actuator to achieve rapid response and precise control. Preferably, the first pressure regulating unit 511 can automatically adjust the opening and closing state of the corresponding intercommunication valve 121 based on the pressure and gas volume of each inner chamber 130 in the first airbag 110 to achieve precise adjustment of the buoyancy of the airship, wherein the pressure and gas volume of each inner chamber 130 in the first airbag 110 can be obtained by the first monitoring unit of the first gas regulating module 510.

[0073] Through the design of multiple inner chambers 130, the aerostat can adapt to the changing external environment, such as when the wind speed or air pressure changes, the pressure distribution of the inner chamber 130 can be quickly adjusted to ensure the stability of the aerostat during flight. In addition, this structure also has an intelligent feedback mechanism, which can monitor the status of the first airbag 110 in real time in combination with sensor data, and automatically adjust the opening and closing of the valve according to environmental changes to maintain optimal buoyancy and maneuverability.

[0074] Preferably, a second airbag 140 for storing a conditioning medium 141 may be provided in each inner chamber 130 of the first airbag 110, wherein the conditioning medium 141 is a gaseous medium heavier than the light gas 111. Further preferably, the conditioning medium 141 may be air. This is because air is easy to obtain, low in cost, and easy to control. Using air as the conditioning medium 141 can also avoid using other gases that may have an impact on the environment, which is in line with the development trend of green aviation.

[0075] Preferably, the maximum expansion volume of each second airbag 140 is smaller than the volume of the corresponding inner chamber 130, so that each second airbag 140 can be placed in the corresponding inner chamber 130 and freely expand and contract based on the change of air pressure. Preferably, the expansion and contraction of the second airbag 140 can be achieved by the third gas filling unit 517 in response to the control signal sent by the first pressure regulating unit 511, wherein, Figure 8As shown, one end of the third pipeline 518 of the third air filling unit 517 can be connected to the second airbag 140, and the other end thereof can be connected to the outside atmosphere, so that when air is used as the regulating medium 141, the air in the outside atmosphere can be directly pumped into the second airbag 140 and / or the regulating medium 141 (i.e., air) in the second airbag 140 can be discharged into the outside atmosphere. Such a configuration can directly pump air from the outside atmosphere or discharge the regulating medium 141 in the second airbag 140 into the outside atmosphere according to the buoyancy requirements of the airship, thereby achieving fine adjustment of the buoyancy of the airship. Preferably, part of the structure of the third pipeline 518 can also be configured to be composed of two parallel branches in parallel, wherein the third compressor is configured on the third inflation branch, and the third valve controlled by the first pressure regulating unit 511 for one-way flow is configured on the third deflation branch. Further, the third valve may be configured as a one-way valve, and may allow the regulating medium 141 in the second airbag 140 to flow to the outside atmosphere when opened by the first pressure regulating unit 511 .

[0076] The present invention achieves dynamic adjustment of the buoyancy of the aerostat by charging the regulating medium 141 through the third gas filling unit 517. This design not only allows the aerostat to quickly adjust the overall density according to flight requirements, improving operational flexibility and response speed, but also achieves more efficient buoyancy management by accurately controlling the distribution of the regulating medium 141 in different chambers. For example, in a specific flight phase, the system can automatically adjust the concentration of the regulating medium 141 in each chamber, thereby optimizing the center of gravity and aerodynamic characteristics of the aerostat and enhancing its stability.

[0077] Furthermore, combined with advanced sensors and data analysis technology, the system can monitor the attitude and flight status of the aerostat in real time, and form a closed-loop control with the filling strategy of the adjustment medium 141. This means that when the aerostat faces sudden environmental changes, it can respond immediately and automatically adjust the pressure and medium ratio in each inner chamber 140 to maintain the best flight attitude and buoyancy balance.

[0078] Preferably, the second airbag 140 can be made of flexible material and have good pressure resistance to adapt to the constantly changing pressure environment in the inner chamber 130. Among them, since the surface area of ​​the second airbag 140 is relatively small, it can be made of ultra-high airtightness material to prevent leakage of gas inside and outside the second airbag 140.

[0079] The reason why the second airbag 140 is ensured to be able to expand and contract freely in the inner chamber 130 of the first airbag 110 is that the expansion and contraction of the second airbag 140 can affect the total proportion of the light gas 111 in the first airbag 110, so as to affect the overall density of the floating body 100, thereby realizing the rise or fall of the floating body 100 based on the relationship between the overall density of the floating body 100 and the air density. Therefore, the volume of each inner chamber 130 divided in the first airbag 110 and the maximum expansion volume of the second airbag 140 arranged in each inner chamber 130 need to be strictly designed to ensure the precise regulation of the lifting process of the floating body 100. Preferably, the lifting process of the floating body 100 can be realized based on the regulation of the first pressure regulating unit 511.

[0080] Preferably, when the floating body 100 needs to rise, the first pressure regulating unit 511 can start the first compressor 514 and open the third valve, so that the light gas 111 in the first gas storage tank 513 can be pumped into one or more inner chambers 130 of the first airbag 110. The light gas 111 newly entering the inner chamber 130 will compress the second airbag 140 in a manner of occupying the space of the second airbag 140. The compressed second airbag 140 can press the regulating medium 141 stored therein into the third pipeline 518 and discharge it into the outside atmosphere through the third valve in the open state, thereby increasing the proportion of light gas 111 in the first airbag 110 and reducing the proportion of regulating medium 141, thereby reducing the overall density of the floating body 100 and allowing the floating body 100 to rise.

[0081] Preferably, when the floating body 100 needs to descend, the first pressure regulating unit 511 can start the third compressor and open the first valve 516, so that the regulating medium 141 (i.e., air) in the atmospheric environment can be pumped into one or more second airbags 140 to expand the second airbags 140. The expanded second airbags 140 will occupy the space of the light gas 111 so that the light gas 111 is pressed into the first pipeline 515, and discharged into the first gas storage tank 513 through the first valve 516 in the open state, thereby increasing the proportion of the regulating medium 141 in the first airbag 110 and reducing the proportion of the light gas 111, thereby increasing the overall density of the floating body 100 and allowing the floating body 100 to descend.

[0082] Preferably, when the floating body 100 needs to stop rising or descending, the first pressure regulating unit 511 can make the overall density of the floating body 100 equal to the density of the external atmosphere by adjusting the ratio of the light gas 111 and the regulating medium 141 in the first airbag 110, so that the floating body 100 can maintain a suspended state.

[0083] Preferably, the aerostat body 100 composed of at least two layers of skin can form at least one intermediate buffer chamber 300 between the outer skin 210 and the inner skin 220. Preferably, a specific gas (i.e., buffer medium 310) can be filled in the intermediate buffer chamber 300 to form multiple pressure gradients, which effectively reduces the diffusion rate of the light gas 111 to the outside atmosphere, thereby reducing the leakage rate and improving the long-term stability and reliability of the aerostat.

[0084] Preferably, the gaseous buffer medium 310 filled in the intermediate buffer chamber 300 is different from the light gas 111 retained by the floating body 100, wherein, under the same gas pressure, the liquefaction temperature of the buffer medium 310 is higher than the liquefaction temperature of the light gas 111. The present invention aims to improve the flexibility and efficiency of gas management by selecting a buffer medium 310 having a liquefaction temperature higher than that of the light gas 111. This selection is not only conducive to the subsequent separation and recovery of the mixed gas, but also provides the system with additional heat management capabilities. In the event of gas leakage or a sharp change in external temperature, the higher liquefaction temperature of the buffer medium 310 means that its phase change will be greatly delayed, which helps to maintain the overall thermal stability of the airship. In addition, the selection of the buffer medium 310 can improve the aerodynamic performance of the airship in terms of gas dynamic characteristics, especially when flying at high altitudes, the presence of the buffer medium 310 helps to slow down the diffusion rate of the light gas 111, thereby improving the overall efficiency of buoyancy maintenance. When the light gas 111 is combined with the buffer medium 310 to form a mixed gas, the system can achieve precise temperature and pressure regulation by utilizing different phase change characteristics, so as to automatically optimize the gas separation process under different environmental conditions. This dynamic regulation not only improves the gas recovery efficiency, but also can fine-tune the concentration of the light gas 111 in the mixed gas to achieve long-term stable buoyancy. The innovative selection of the buffer medium 310 in the present invention surpasses the traditional gas management method, and provides stronger adaptability and operational flexibility for the operation of the airship in complex environments by optimizing the phase state and thermal dynamics of the gas. It should be emphasized that in the present invention, the liquefaction temperature can also be replaced by the temperature at which the substance changes from gas to liquid or solid, so as to include some substances that cannot be liquefied by direct condensation through cooling.

[0085] Preferably, the purpose of setting the intermediate buffer chamber 300 in the present invention is to significantly reduce the diffusion rate of the light gas 111 to the outside atmosphere, thereby improving the sealing performance of the container and reducing the loss of gas. The intermediate buffer chamber 300 forms at least one chamber between the inner skin 220 and the outer skin 210 of the floating body 100, and fills these chambers with a specific buffer medium 310 to form at least two pressure gradients with the light gas 111. Preferably, when the floating body 100 is provided with a plurality of intermediate buffer chambers 300, the intermediate buffer chamber 300 close to the outside (i.e., the side of the outside atmosphere) can be arranged in a manner of being sleeved on the intermediate buffer chamber 300 close to the inside (i.e., the side close to the first airbag 110). This design not only improves the sealing performance of the container, but also enhances the safety of the system.

[0086] Preferably, when the floating body 100 is provided with only two layers of skin (i.e., the outer skin 210 and the inner skin 220), an intermediate buffer chamber 300 is provided between the two layers of skin. After the intermediate buffer chamber 300 is filled with the buffer medium 310, the two sides of the inner skin 220 are respectively the light gas 111 in the first airbag 110 and the buffer medium 310 of the intermediate buffer chamber 300, so as to form a first pressure gradient; the two sides of the outer skin 210 are respectively the buffer medium 310 of the intermediate buffer chamber 300 and the outside atmosphere, so as to form a second pressure gradient. In other words, when an intermediate buffer chamber 300 is provided, two pressure gradients can be formed between the first airbag 110 and the outside atmosphere.

[0087] Preferably, if Fig. 9 As shown, when the floating body 100 is provided with three layers of skin (i.e., an outer skin 210, an inner skin 220, and a sandwich skin arranged between the outer skin 210 and the inner skin 220), two intermediate buffer chambers 300 are arranged between the outer skin 210 and the inner skin 220. After these intermediate buffer chambers 300 are filled with corresponding buffer media 310 with different pressures, the two sides of the inner skin 220 are respectively the light gas 111 in the first airbag 110 and the buffer medium 310 of the intermediate buffer chamber 300 close to the inside, so as to form a first pressure gradient; the two sides of the sandwich skin are respectively the buffer medium 310 of the intermediate buffer chamber 300 close to the inside and the buffer medium 310 of the intermediate buffer chamber 300 close to the outside, so as to form a second pressure gradient; the two sides of the outer skin 210 are respectively the buffer medium 310 of the intermediate buffer chamber 300 close to the outside and the external atmosphere, so as to form a third pressure gradient. In other words, when two intermediate buffer chambers 300 are provided, three pressure gradients can be formed between the first airbag 110 and the external atmosphere.

[0088] Therefore, based on the different number of skin settings, one or more intermediate buffer chambers 300 can be provided in the floating body 100, thereby forming at least two pressure gradients. The present invention creates a new gas retention mechanism through the innovative combination of multi-layer structure and pressure gradient, and optimizes the long-term air-staying ability of the aerostat in a high-altitude environment through the coordinated regulation of heat and pressure. This comprehensive design not only improves the performance of the aerostat, but also provides a wider range of possibilities for its application in complex mission environments, making it more adaptable and flexible when performing long-term missions.

[0089] Preferably, since the light gas 111 in the first airbag 110 may leak even when it is completely sealed, especially for an aerostat that needs to stay at high altitude for a long time, the leakage rate is a key factor affecting its performance. This can be seen from the following simplified calculation formula of the leakage rate Q:

[0090]

[0091] Where Q is the leakage rate (unit: gas volume / time), D is the gas diffusion coefficient, A is the container surface area or pore area, ΔP is the pressure difference, and L is the material thickness.

[0092] Accurate calculation of leakage rate is crucial for the design, maintenance and performance evaluation of aerostats. Leakage rate is usually related to multiple parameters, including material properties, container structure, temperature, pressure, and the size and speed of gas molecules. Leakage rate calculation is usually based on gas dynamics and material science principles.

[0093] Preferably, the intermediate buffer chamber 300 can form multiple pressure gradients between the first airbag 110 and the outside atmosphere, which effectively slows down the diffusion speed of gas molecules and reduces the leakage rate of the light gas 111. The setting of such pressure gradients, especially when the liquefaction temperature of the buffer medium 310 is higher than the liquefaction temperature of the light gas 111, helps to form a stable pressure environment in the intermediate buffer chamber 300 and reduce the leakage of the light gas 111.

[0094] Preferably, the gas in the intermediate buffer chamber 300 is loaded in a pressure-controlled manner through the second gas regulating module 520. The second gas regulating module 520 may be responsible for controlling the filling and pressure regulation of the gas in the intermediate buffer chamber 300. Preferably, the second gas regulating module 520 may include a second gas filling unit 522 for filling the intermediate buffer chamber 300 with the buffer medium 310 and a second pressure regulating unit 521 for regulating the gas pressure of the intermediate buffer chamber 300, wherein Fig.10As shown, the second gas filling unit 522 may include: a second gas storage tank 523 as a gas source to store excess buffer medium 310; a second pipeline 525 for connecting the intermediate buffer chamber 300 and the second gas storage tank 523; a second compressor 524 disposed on the second pipeline 525, for pumping the buffer medium 310 in the second gas storage tank 523 into the intermediate buffer chamber 300. Preferably, the multiple compressors of the present invention can be multiplexed, that is, part or all of the first compressor 514, the second compressor 524, and the third compressor can be the same compressor.

[0095] The reason why the second pipeline 525 does not have a partial structure configured to be composed of two parallel branches in parallel like the first pipeline 515 is because the second pipeline 525 can only be used to guide the buffer medium 310 into the intermediate buffer chamber 300 when the second compressor 524 is running. If the buffer medium 310 in the intermediate buffer chamber 300 needs to be introduced into the second air storage tank 523, it can be achieved through a fourth pipeline 526 which is different from the entrance and exit of the second pipeline 525.

[0096] The present invention realizes precise control of the gas state in the intermediate buffer chamber 300 through the cooperation of the second gas filling unit 522 and the second pressure regulating unit 521. This design not only improves the filling efficiency of the buffer medium 310, but also significantly enhances the adaptability of the aerostat in a dynamic environment through refined pressure regulation. On this basis, the system can integrate advanced adaptive feedback mechanisms, monitor environmental factors (such as wind speed, temperature changes and air pressure fluctuations) in real time, and use intelligent algorithms to predict the gas state required for the buffer chamber. In addition, the second gas regulating module 520 can introduce a multifunctional sensor network to monitor the flow speed and uniformity of the gas in the intermediate buffer chamber 300. This enables the system to not only respond quickly to changes in the external environment, but also optimize the gas filling and release processes by analyzing the gas flow characteristics, thereby achieving more efficient gas management.

[0097] Preferably, a gas separation unit 400 may be provided on the fourth pipeline 526, and the gas separation unit 400 may be used to separate the two media from the mixed gas consisting of the buffer medium 310 in the intermediate buffer chamber 300 and the leaked light gas 111, so that the buffer medium 310 and light gas 111 with higher purity obtained after separation can be directly sent back to the corresponding working chamber (i.e., the intermediate buffer chamber 300 and the inner chamber 130 of the first airbag 110) and / or the gas tank (i.e., the second gas tank 523 and the first gas tank 513). Preferably, the gas separation unit 400 can be arranged in the floating body 100, especially in the intermediate buffer chamber 300, so as to directly collect the mixed gas in the intermediate buffer chamber 300 and separate it into the buffer medium 310 and the light gas 111, wherein the buffer medium 310 can be directly discharged into the intermediate buffer chamber 300 or introduced into the second gas storage tank 523, and the light gas 111 can be introduced into the inner chamber 130 of the first airbag 110 or the first gas storage tank 513. In another embodiment, the gas separation unit 400 can also be arranged on the outer wall of the floating body 100, but it is necessary to ensure that the floating body 100 still meets the requirements of high-altitude operation under this arrangement.

[0098] Due to the existence of pressure difference, during the long-term floating process of the floating body 100, the light gas 111 in the first airbag 110 will gradually leak into the intermediate buffer chamber 300 and mix with the buffer medium 310 in the intermediate buffer chamber 300 to form a mixed gas. The design of the intermediate buffer chamber 300 allows the gas to be introduced into the gas separation unit 400 during the circulation process, so that the light gas 111 can be separated and recovered from the mixed gas by the gas separation unit 400, thereby reducing the loss of gas. The introduction of the gas separation unit 400 not only improves the utilization efficiency of resources, but also further improves the sealing performance of the system by returning the separated light gas 111 to the first airbag 110 and / or the first gas storage tank 513.

[0099] The present invention significantly reduces the performance loss caused by gas leakage and improves the utilization efficiency of light gas 111 by separating and recovering light gas 111 from the mixed gas. In addition, the gas separation unit 400 can be combined with advanced sensors to monitor the gas composition and pressure changes of the intermediate buffer chamber 300 in real time, so as to achieve dynamic adjustment and optimization of the separation process. Furthermore, the system can analyze historical data through machine learning algorithms to predict gas leakage trends under different environmental conditions, so as to take response measures in advance and reduce gas losses. This predictive maintenance can not only extend the service life of the airship, but also reduce maintenance costs. The innovation of this comprehensive design is not only reflected in the recycling of gas, but also through intelligent monitoring and optimization methods, it improves the adaptability and overall performance of the airship in complex and changing environments, so as to significantly extend the airship's hovering time.

[0100] Preferably, if Fig.11 As shown, the structure and function of the gas separation unit 400 are mainly realized by the following three key components: parameter adjustment component 430, phase separation component 410 and heat exchange component 420. Through the joint action of these components, the light gas 111 and the buffer medium 310 can be accurately separated and recovered efficiently.

[0101] Preferably, the parameter adjustment component 430 is responsible for adjusting the state of the mixed gas extracted from the intermediate buffer chamber 300. This component can be a temperature adjustment device, such as a refrigeration system, or a pressure adjustment device, such as a booster pump. Further, the mixed gas can first pass through the heat exchange component 420 for temperature adjustment, and then enter the parameter adjustment component 430 for further temperature reduction or pressure increase to prepare for the phase separation process.

[0102] Preferably, the phase separation component 410 is the core part for achieving gas-liquid separation, which separates the light gas 111 and the buffer medium 310 according to the difference in properties of the substance in different phases. In this process, the light gas 111 that remains in a gaseous state is discharged through a specific channel, while the buffer medium 310 that has been converted into a liquid state is discharged through another channel. This design not only improves the separation efficiency, but also enhances the heat exchange effect by allowing the discharge channel to pass through the heat exchange component 420 again, thereby achieving pre-cooling of the mixed gas and temperature regulation of the light gas 111 and the buffer medium 310.

[0103] Preferably, the separated light gas 111 flows back to the first airbag 110 and / or the first gas storage tank 513 through a special recovery pipeline to ensure the recycling of resources and reduce the gas loss in the system, so as to achieve the long-term hovering of the airship at high altitude, which can reach several months to several years, or even ten years to several decades, so that when the airship is equipped with functional devices such as a wind turbine 600, it can operate efficiently and sustainably. In the gas separation unit 400, the buffer medium 310 is transformed from a gaseous state to a liquid state to achieve effective separation from the light gas 111. The selection of the buffer medium 310 is based on its physical and chemical properties, especially its liquefaction temperature must be higher than the liquefaction temperature of the light gas 111, and it must remain stable at the expected operating temperature.

[0104] In the process of screening the buffer medium 310, it is necessary to comprehensively consider the cost-effectiveness, chemical stability, environmental impact and compatibility of the medium with the light gas 111. The type of buffer medium 310 is particularly important, which affects both the leakage rate of the light gas 111 and the gas-liquid separation effect. The physical and chemical properties of various types of buffer media 310 can be determined with the help of physical and chemical indicators such as phase diagrams. The setting of the planned working pressure is based on the leakage rate requirements of the light gas 111 and the ambient temperature of the container system. By comparing the liquefaction temperature of different media at the expected separation pressure with the liquefaction temperature of the light gas 111, the medium with a liquefaction temperature higher than the light gas 111 and close to the working temperature is screened out as the buffer medium 310 or its component.

[0105] Further preferably, after screening, the buffer medium 310 may be from the following group of components or consist of one of them: ammonia, chlorofluorocarbons, hydrochlorofluorocarbons, hydrofluorocarbons, nitrous oxide, carbon dioxide, sulfur dioxide and / or chlorine.

[0106] Exemplarily, carbon dioxide (CO2) is selected as the buffer medium 310 of the intermediate buffer chamber 300, and its unique physical properties can be used to complete the pressure control and the separation process from the light gas 111. The phase diagram of carbon dioxide indicates that the temperature and pressure of its three-phase coexistence point are -56.6°C and 5.11bar, respectively, which means that under a specific working pressure and ambient temperature combination, carbon dioxide can exist in the intermediate buffer chamber 300 in a gaseous form to create the required pressure distribution. Specifically, in a high-altitude and low-temperature environment, the outside atmospheric temperature is about -50°C, which is higher than the triple point temperature of carbon dioxide, which provides conditions for the conversion of carbon dioxide between different phases. At this temperature, by adjusting the pressure, carbon dioxide can be converted between solid, liquid and gaseous states, thereby achieving effective separation from the light gas 111. The reason for choosing carbon dioxide is that it has high environmental compatibility. As a gas widely present in nature, its use has little impact on the ecosystem. In addition, the gaseous stability of carbon dioxide under high pressure and low temperature conditions makes it an ideal medium for maintaining the required pressure gradient in a high-altitude environment. More importantly, the chemical inertness of carbon dioxide reduces the risk of corrosion to materials and enhances the safety and reliability of the system. In order to replenish the carbon dioxide that may be lost due to the operation of the system, high-altitude direct air capture technology or membrane separation technology can be used to extract carbon dioxide from the surrounding atmosphere. These technologies can efficiently separate carbon dioxide from the air in a high-altitude environment and then re-inject it into the intermediate buffer chamber 300, thereby maintaining the balance of the medium inside the system and ensuring the long-term stable operation of the aerostat.

[0107] Exemplarily, the buffer medium 310 can be selected as a specific hydrofluorocarbon compound, namely Freon R134a, whose chemical name is 1,1,1,2-tetrafluoroethane (C2H2F4). This compound is particularly suitable for separation from light gas 111 in a high-altitude environment due to its unique physical and chemical properties. Specifically, under low pressure conditions, such as 0.25 atmospheres (0.25atm), the boiling point of Freon R134a can be reduced to about -60.8 degrees Celsius, and under 0.5 atmospheres (0.5atm), its boiling point is increased to about -44.8 degrees Celsius, and under standard atmospheric pressure (1atm), the boiling point is about -26.1 degrees Celsius. These properties are extremely advantageous in the high-altitude separation process, because at an altitude of 10,000 meters, the ambient temperature is about -50 degrees Celsius and the atmospheric pressure is about 0.25 atmospheres. Under such conditions, Freon R134a can remain in a gaseous state, and by appropriately adjusting the working pressure to slightly above 0.25 atmospheres, it can be ensured that it remains in a gaseous state at the planned working temperature. Subsequently, the mixed gas is slightly pressurized by a compressor, for example, from slightly above 0.25 atmospheres to 0.5 or 1 atmospheres, so that the low temperature environment at high altitudes can be fully utilized to promote the liquefaction of Freon R134a, thereby achieving effective separation from the light gas 111. This setting not only significantly reduces the cost of gas separation and recovery, but also improves the efficiency of the system. Since the pressure on both sides of the outer skin 210 is roughly equal, this design also helps to prevent the mixed gas from leaking to the external environment, further enhancing the sealing and reliability of the system. In addition, this separation mechanism is particularly suitable for media with physical and chemical properties similar to those of Freon R134a, providing an efficient and economical solution for gas recovery and utilization in high-altitude operations.

[0108] Preferably, the first air regulating module 510 of the present invention can control the pressure of a single inner chamber 130 of the first airbag 110. The present invention uses independent sensors and pressure regulating valves, which can monitor the pressure of the light gas 111 in the first airbag 110 in real time and adjust it according to the instructions of the first pressure regulating unit 511. The control system has built-in advanced algorithms, which can automatically adjust the inflation volume according to the preset pressure range and current environmental conditions to ensure that the pressure in the airbag is always maintained in the best flight state. In addition, once a pressure deviation is detected, the first air regulating module 510 will respond quickly, start the inflation or exhaust mechanism, and accurately adjust the pressure to maintain the buoyancy and height of the airship.

[0109] Preferably, the first air regulating module 510 of the present invention can realize the joint adjustment of the pressure between the multiple inner chambers 130 in the first airbag 110 through the interconnected pipes and / or the intercommunication valves 121, so as to allow the light gas 111 to flow between the different inner chambers 130 to achieve pressure balance, thereby optimizing the overall performance of the airship. When facing different flight altitudes or wind conditions, the first pressure regulating unit 511 can comprehensively consider the overall pressure requirements and coordinate the pressure of each inner chamber 130 to maintain the stability and balance of the airship. In addition, by optimizing the configuration of the inner chamber 130 group, the airship can adapt to various flight states and load changes, further improving its adaptability and reliability.

[0110] Preferably, the second gas regulating module 520 of the present invention can realize pressure control for the intermediate buffer chamber 300 between the inner skin 220 and the outer skin 210. The present invention adopts a dedicated second gas filling unit 522 to inject buffer gas into the intermediate buffer chamber 300, and uses a pressure sensor for real-time monitoring. The second pressure regulating unit 521 can adjust the pressure in the intermediate buffer chamber 300 according to the attitude change of the airship and the external environmental pressure, forming an effective pressure gradient, thereby enhancing the structural stability and wind resistance of the airship, and preventing the light gas 111 from leaking directly into the outside atmosphere. When it is necessary to adjust the pressure of the intermediate buffer chamber 300 between the inner skin 220 and the outer skin 210, the second pressure regulating unit 521 can start the corresponding second gas filling unit 522 and / or the gas separation unit 400 to ensure that the pressure of the intermediate buffer chamber 300 is maintained within a safe and effective working range.

[0111] Preferably, the first gas regulating module 510 and the second gas regulating module 520 of the present invention can realize linkage control through data interaction, thereby ensuring the intelligent gas regulation in the floating body 100 of the airship, so that the pressure control strategy can be automatically adjusted according to real-time data and preset algorithms to adapt to the changing environmental conditions and operational requirements. Combined with the dynamic adjustment mechanism of the first gas regulating module and the second gas regulating module, the system of the present invention can monitor and respond to the changes in the aerodynamic performance of the airship in real time, and make more precise gas state adjustments. Through this highly integrated feedback control, the airship not only maintains buoyancy in a static state, but also automatically corrects its attitude in dynamic flight, thereby improving its flight stability and control accuracy.

[0112] Preferably, the pressure adjustment system may be provided with a communication unit, which is used to provide information about the light gas 111 in the floating body 100 and the buffer medium 310 in the intermediate buffer chamber 300 to the ground control unit in a wired or wireless manner, and the information preferably relates to one of the following groups: gas type, pressure, temperature, gas purity, gas flow rate, separation rate, liquefaction pressure and temperature, other gas dynamic parameters, and other parameters related to gas safety, specifically:

[0113] (1) Pressure: working pressure range (minimum and maximum), design pressure (maximum pressure the system can withstand), burst pressure (pressure at which the system fails), vacuum pressure (pressure below atmospheric pressure);

[0114] (2) Temperature: operating temperature range (minimum and maximum), design temperature (maximum temperature the system can withstand), ambient temperature (surrounding temperature), gas liquefaction temperature (temperature at which the gas changes from gas to liquid);

[0115] (3) Gas purity: purity level (percentage of non-inert gases or impurities), acceptable impurity levels for different applications, gas purification methods (e.g., filtration, adsorption, cryogenic separation);

[0116] (4) Gas flow rate: volume flow rate (volume passing through a point per unit time), mass flow rate (mass passing through a point per unit time), linear flow rate (air flow velocity), Reynolds number (a dimensionless parameter that characterizes the flow characteristics of a fluid);

[0117] (5) Separation efficiency: separation efficiency (percentage of desired gas component recovered), recovery rate (percentage of total gas mixture recovered), purity of separated gas component, separation method (e.g., distillation, absorption, adsorption, membrane separation);

[0118] (6) Liquefaction pressure and temperature: liquefaction pressure (pressure required to convert gas into liquid), liquefaction temperature (temperature required to convert gas into liquid), critical pressure (upper limit of pressure at which gas cannot be liquefied by simple compression), critical temperature (above which gas cannot be liquefied by compression alone);

[0119] (7) Other aerodynamic parameters: density (mass per unit volume), viscosity (flow resistance), Mach number (compressibility), specific heat capacity (heat capacity per unit mass), thermal conductivity (ability to transfer heat);

[0120] (8) Gas safety parameters: flammable limits (range of flammable gas-air mixtures), explosive limits (range of explosive gas-air mixtures), lower limit (LEL), upper limit (UEL), flash point (temperature at which the gas becomes flammable), autoignition temperature (temperature at which the gas spontaneously ignites), material compatibility (compatibility of the gas with the materials used in the system), leak detection methods, and emergency shutdown procedures;

[0121] (9) Other gas-related parameters: parameters on the impact of gas use on the environment (e.g. greenhouse gas emissions, ozone depletion potential), parameters on regulatory requirements for gas (handling, storage and use), and economic parameters (gas costs, gas handling system costs).

[0122] Preferably, the pressure adjustment system can receive and execute the pressure control strategy sent by the ground control unit through the communication unit.

[0123] Example 2

[0124] This embodiment is a further improvement on Embodiment 1, and the repeated contents will not be repeated here.

[0125] like Fig.12 The present invention discloses a pressure adjustment method for a lighter-than-air aerostat, which comprises one or more of the following steps:

[0126] When it is detected that the light gas 111 in the first airbag 110 leaks into the intermediate buffer chamber 300 of the floating body 100 and forms a mixed gas with the buffer medium 310 in the intermediate buffer chamber 300, the gas separation unit 400 is activated to separate the light gas 111 from the mixed gas;

[0127] The separated light gas 111 is sent back to the first air bag 110 of the floating body 100 or the first gas storage tank 513 for directly retaining the light gas 111 .

[0128] Preferably, the pressure regulation method may further include one or more of the following steps:

[0129] Using the first gas regulating module 510 to load the first air bag 110 in the floating body 100 with a light gas 111 that is lighter than air, the loading process is performed in a pressure-controlled manner;

[0130] Using the first gas regulating module 510 to load the regulating medium 141 different from the light gas 111 into the second gas bag 140 disposed in each inner chamber 130 of the first gas bag 110, the loading process is performed in a pressure-controlled manner;

[0131] The second gas adjustment module 520 is used to load the intermediate buffer chamber 300 with a buffer medium 310 different from the light gas 111 , and the loading process is performed in a pressure-controlled manner.

[0132] Preferably, the pressure regulation method may further include one or more of the following steps:

[0133] Monitor the pressure of the light gas 111 in the floating body 100 and generate a corresponding control signal through the first pressure regulating unit 511 to maintain a desired pressure level;

[0134] When the floating body 100 needs to rise, the first pressure regulating unit 511 introduces new light gas 111 into the inner chamber 130, so as to compress the second airbag 140 by occupying the space of the second airbag 140, thereby increasing the proportion of the light gas 111 in the first airbag 110 and reducing the proportion of the regulating medium 141;

[0135] When the floating body 100 needs to descend, the first pressure regulating unit 511 introduces new regulating medium 141 into one or more second airbags 140 and expands the second airbags 140, so as to squeeze the light gas 111 out of the inner chamber 130 in a manner that occupies the space of the light gas 111, thereby increasing the proportion of the regulating medium 141 in the first airbag 110 and reducing the proportion of the light gas 111.

[0136] Preferably, the present invention further discloses a use of the pressure adjustment method according to this embodiment for a gas container, wherein the gas container can be particularly used for storing light gas 111 .

[0137] It should be noted that the above-mentioned specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the disclosure scope of the present invention and fall within the protection scope of the present invention. Those skilled in the art should understand that the present invention specification and its drawings are illustrative and do not constitute a limitation of the claims. The scope of protection of the present invention is defined by the claims and their equivalents. The present invention specification contains multiple inventive concepts, such as "preferably" or "according to a preferred embodiment", which means that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to file a divisional application based on each inventive concept. Throughout the text, the features guided by "preferably" are only an optional method and should not be understood as a must-have setting. Therefore, the applicant reserves the right to abandon or delete the relevant preferred features at any time.

Claims

1. A pressure regulating system for a lighter-than-air aerostat, characterized in that: The aerostat comprises a floating body (100) capable of being filled with a light gas (111), the floating body (100) being composed of at least two layers of skin, and at least one intermediate buffer chamber (300) being formed therebetween, wherein the intermediate buffer chamber (300) can be filled with a buffer medium (310) to form at least two pressure gradients between the floating body (100) and the outside atmosphere, so as to reduce the diffusion rate of the light gas (111) toward the outside atmosphere, and the pressure adjustment system is provided with a first gas adjustment module (510) for adjusting the gas state in the floating body (100) and a second gas adjustment module (520) for adjusting the gas state in the intermediate buffer chamber (300).

2. The pressure regulating system according to claim 1, characterized in that: The gaseous buffer medium (310) filled into the intermediate buffer chamber (300) is different from the light gas (111) retained by the floating body (100), wherein, under the same gas pressure, the liquefaction temperature of the buffer medium (310) is higher than the liquefaction temperature of the light gas (111).

3. The pressure regulating system according to claim 1 or 2, characterized in that: The aerostat is provided with a first air bag (110) for loading a light gas (111) lighter than air, wherein the light gas (111) in the first air bag (110) is loaded in a pressure-controlled manner through a first gas regulating module (510).

4. The pressure regulating system according to any one of claims 1 to 3, characterized in that: The first airbag (110) is provided with a plurality of diaphragms (120) for dividing the inner cavity of the first airbag (110) into a plurality of inner chambers (130), wherein the diaphragms (120) are provided with intercommunication valves (121) for controlling the on / off states of adjacent inner chambers (130).

5. The pressure regulating system according to any one of claims 1 to 4, characterized in that: The first gas regulating module (510) includes a first gas filling unit (512) for filling the first airbag (110) with light gas (111) and a first pressure regulating unit (511) for regulating the gas pressure of each chamber of the first airbag (110), wherein the first gas filling unit (512) can store excess light gas (111) in a first gas storage tank (513), and can drive a first compressor (514) to fill the light gas (111) in the first gas storage tank (513) into the first airbag (110) in response to a control signal sent by the first pressure regulating unit (511).

6. The pressure regulating system according to any one of claims 1 to 5, characterized in that: The second gas regulating module (520) includes a second gas filling unit (522) for filling the intermediate buffer chamber (300) with a buffer medium (310) and a second pressure regulating unit (521) for regulating the gas pressure of the intermediate buffer chamber (300), wherein the second gas filling unit (522) can store excess buffer medium (310) in a second gas storage tank (523), and can drive a second compressor (524) in response to a control signal issued by the second pressure regulating unit (521) to fill the buffer medium (310) in the second gas storage tank (523) into the intermediate buffer chamber (300).

7. The pressure regulating system according to any one of claims 1 to 6, characterized in that: A second airbag (140) for storing a regulating medium (141) is arranged in each chamber of the first airbag (110), and the regulating medium (141) stored in the second airbag (140) can be filled by a third gas filling unit (517) in response to a control signal sent by the first pressure regulating unit (511), wherein the regulating medium (141) is a gaseous medium heavier than the light gas (111).

8. The pressure regulating system according to any one of claims 1 to 7, characterized in that: The aerostat is provided with a gas separation unit (400) for separating light gas (111) from a mixed gas consisting of a buffer medium (310) in an intermediate buffer chamber (300) and leaked light gas (111), and for returning the separated light gas (111) to a first air bag (110) or a first gas storage tank (513) of an aerostat body (100) for directly retaining the light gas (111).

9. The pressure regulating system according to any one of claims 1 to 8, characterized in that: The light gas (111) is helium or hydrogen; the buffer medium (310) is ammonia, chlorofluorocarbons, hydrochlorofluorocarbons, hydrofluorocarbons, nitrous oxide, carbon dioxide, sulfur dioxide and / or chlorine; and the regulating medium (141) is air.

10. A method for regulating pressure of a lighter-than-air aerostat, characterized in that: It includes one or more of the following steps: When it is detected that the light gas (111) in the first airbag (110) leaks into the intermediate buffer chamber (300) of the floating body (100) and forms a mixed gas with the buffer medium (310) in the intermediate buffer chamber (300), the gas separation unit (400) is activated to separate the light gas (111) from the mixed gas; The separated light gas (111) is sent back into the first air bag (110) or the first air storage tank (513) of the floating body (100) for directly retaining the light gas (111).

Images