Airborne multi-element working medium double-temperature refrigerating system

Abstract

The invention provides an airborne multi-element working medium double-temperature refrigerating system. The system comprises a precooler, a cabin heat exchanger, a vapor-liquid separator and an electronic equipment heat exchanger, an outlet of the precooler is connected with an inlet of the cabin heat exchanger, and a liquid multi-element refrigerant is input into the cabin heat exchanger; the cabin heat exchanger preferentially evaporates low-boiling-point components in the liquid multi-element refrigerant to form a gas-liquid two-phase multi-element refrigerant, and the formed gas-liquid two-phase multi-element refrigerant is connected with an inlet of the gas-liquid separator through a second outlet of the cabin heat exchanger; the vapor-liquid separator comprises a first outlet and a second outlet; a first outlet of the vapor-liquid separator is connected with an inlet of the precooler, and a second outlet of the vapor-liquid separator is connected with an inlet of the electronic equipment heat exchanger; the electronic equipment heat exchanger evaporates and gasifies the liquid-phase multi-element refrigerant; and the formed second gas-liquid two-phase multi-element refrigerant is connected with an inlet of the precooler through a second outlet of the electronic equipment heat exchanger.

Description

Technical Field

[0001] The present application relates to the field of aviation electromechanical technology, and in particular to an airborne multi-media dual-temperature refrigeration system. Background Art

[0002] Aircraft environmental control systems are key to ensuring the comfort and safety of personnel and preventing electronic equipment from overheating and failure. One of its core elements is the refrigeration subsystem. In view of the development trend of aircraft electrification and the surge in power of electronic equipment, the use of main engine-driven evaporative cycle refrigeration to supplement the conventional air cycle refrigeration capacity or directly replace air cycle refrigeration is becoming the development direction of the next generation of aircraft.

[0003] However, the conventional evaporation cycle uses a single refrigerant with a constant evaporation temperature, which makes it difficult to form a good temperature match with the two different temperature heat loads of personnel and electronic equipment. The source of cooling capacity of the evaporation cycle is the vaporization of the working fluid under constant pressure conditions. According to the principles of thermodynamics, the temperature of the constant pressure vaporization process of a pure substance is constant, so the refrigeration temperature of the evaporation cycle using a single refrigerant is constant. However, aircraft have heat loads of various temperatures. Although the loads of different types of aircraft vary greatly, they can basically be divided into two categories: one is the low-temperature heat load used to ensure the comfort and safety of personnel; the other is the high-temperature heat load used to ensure the electronic equipment. If a single refrigerant evaporation cycle is used to meet the requirements of the two types of heat loads, the evaporation temperature can only be designed based on the temperature of the low-temperature load. This results in a large heat transfer temperature difference and high heat transfer loss when the refrigerant exchanges heat with the high-temperature heat load, resulting in low system efficiency. If two sets of evaporation cycles are used to meet the two cooling requirements respectively, the system complexity and quality will increase significantly, making it difficult to meet the aircraft's requirements for a high power-to-weight ratio. Summary of the invention

[0004] In view of this, the present application provides an airborne multi-fluid dual-temperature refrigeration system, which can reduce the heat transfer temperature difference and heat transfer loss in the heat exchange process between the refrigerant and the high-temperature heat load, improve the system efficiency, and at the same time, the system structure is simple and can meet the aircraft's requirements for a high power-to-weight ratio.

[0005] Specifically, the present application is implemented through the following technical solutions:

[0006] In a first aspect, the present application provides an onboard multi-media dual-temperature refrigeration system, the system comprising a precooler, a cabin heat exchanger, a vapor-liquid separator and an electronic equipment heat exchanger; wherein:

[0007] The outlet of the precooler is connected to the inlet of the cabin heat exchanger, the precooler controls the condensation temperature, condenses and liquefies the multi-component refrigerant to form a liquid multi-component refrigerant, and inputs the liquid multi-component refrigerant into the cabin heat exchanger, and the boiling points of the refrigerants are different;

[0008] The cabin heat exchanger preferentially evaporates the low-boiling-point component in the liquid multi-phase refrigerant to form a gas-liquid two-phase multi-phase refrigerant, which is connected to the inlet of the vapor-liquid separator through the second outlet of the cabin heat exchanger;

[0009] The vapor-liquid separator comprises a first outlet and a second outlet; the vapor-liquid separator separates the gas-liquid two-phase multi-component refrigerant into a gas-phase multi-component refrigerant and a liquid-phase multi-component refrigerant, the first outlet is connected to the precooler inlet, and the gas-phase multi-component refrigerant is input to the precooler, and the second outlet is connected to the electronic equipment heat exchanger inlet, and the liquid-phase multi-component refrigerant is input to the electronic equipment heat exchanger;

[0010] The electronic equipment heat exchanger evaporates and gasifies the liquid-phase multi-phase refrigerant, and the formed second gas-liquid two-phase multi-phase refrigerant is connected to the inlet of the precooler through the second outlet of the electronic equipment heat exchanger.

[0011] The airborne multi-refrigerant dual-temperature refrigeration system provided by the present application first utilizes the temperature glide characteristics of the phase change of the multi-refrigerant to provide temperature-distributed refrigeration for the cabin and electronic equipment, and better adapts to the low-temperature heat load required for the comfort and safety of the personnel on the aircraft and the high-temperature heat load required by the electronic equipment. Compared with the traditional single refrigerant evaporation cycle, it avoids the problem of large temperature difference in heat transfer with different temperature heat loads due to constant evaporation temperature, significantly improves the temperature matching degree with the two temperature heat loads, reduces the irreversible loss in the heat transfer process, and improves the thermodynamic efficiency of the system. Secondly, by setting a vapor-liquid separator, the gas phase enriched with low-boiling point components is separated in time, so that the liquid phase multi-refrigerant entering the electronic equipment heat exchanger has a more suitable temperature and composition, improves the heat exchange efficiency and refrigeration effect of the multi-refrigerant in the electronic equipment heat exchanger, can more accurately meet the heat dissipation requirements of the electronic equipment, ensure the stable operation of the electronic equipment in a suitable temperature environment, and extend the service life of the electronic equipment. In addition, compared with the solution of using two sets of evaporation cycles to meet the two temperature heat loads of the cabin and the electronic equipment respectively, the present invention only adds a vapor-liquid separator component, which greatly simplifies the system structure. This not only reduces the complexity of the system, making the system design, installation, debugging and maintenance easier, but also reduces the overall weight of the system, which is more in line with the strict requirements of airborne equipment for high power-to-weight ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 Schematic diagram of the multi-media dual-temperature refrigeration principle provided for this application;

[0013] Figure 2 A structural diagram of the first embodiment of the airborne multi-media dual-temperature refrigeration system provided by the present application;

[0014] Figure 3A flow chart of Example 2 of an airborne multi-media dual-temperature refrigeration system provided in this application;

[0015] Description of reference numerals:

[0016] 1- compressor, 2- precooler, 3- throttle valve, 4- cabin heat exchanger, 5- vapor-liquid separator, 6- electronic equipment heat exchanger, 7- electric motor, 8- shaft power extraction device. DETAILED DESCRIPTION

[0017] Here, exemplary embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0018] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0019] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0020] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0021] In order to facilitate better explanation, the multi-media dual-temperature refrigeration principle mentioned in this application is first explained. Figure 1 Please refer to the schematic diagram of the multi-media dual-temperature refrigeration principle provided for this application. Figure 1When cooling loads with different temperature requirements, the temperature glide characteristics of the multi-component refrigerant make the temperature change of the refrigerant during the evaporation process more closely match the temperature requirements of the heat load, thereby reducing the heat transfer temperature difference. For example, when providing high-temperature cooling for electronic equipment, the bubble point temperature of the liquid multi-component refrigerant increases after passing through the cabin heat exchanger, and the temperature difference with the electronic equipment is relatively small. Compared with a single refrigerant system, it reduces energy loss in the heat transfer process, improves energy utilization efficiency, and thus improves the performance of the entire system. Among them, the multi-component refrigerant includes multiple refrigerants, and the boiling points of each refrigerant are different.

[0022] Figure 2 This is a structural diagram of the first embodiment of the airborne multi-media dual-temperature refrigeration system provided by this application. Please refer to Figure 2 , where S1 to S11 in the figure are flow stock codes, and the system provided in this embodiment may include:

[0023] Precooler 2, cabin heat exchanger 4, vapor-liquid separator 5 and electronic equipment heat exchanger 6; in addition, it also includes compressor 1 and throttle valve 3.

[0024] The outlet of the compressor 1 is connected to the second inlet of the precooler 2 , and the inlet of the compressor 1 is connected to the second outlet of the precooler 2 , so as to pressurize the multi-component refrigerant and input it into the precooler 2 .

[0025] The outlet of the precooler 2 is connected to the inlet of the cabin heat exchanger 4. The precooler 2 controls the condensation temperature, condenses and liquefies the multi-component refrigerant to form a liquid multi-component refrigerant, and inputs the liquid multi-component refrigerant into the cabin heat exchanger 4. The boiling points of each refrigerant are different. A throttle valve 3 is also included between the precooler 2 and the cabin heat exchanger 4. The inlet of the throttle valve 3 is connected to the precooler 2, and the outlet of the throttle valve 3 is connected to the inlet of the cabin heat exchanger 4.

[0026] The cabin heat exchanger 4 preferentially evaporates the low-boiling-point components in the liquid multi-component refrigerant to form a gas-liquid two-phase multi-component refrigerant, which is connected to the inlet of the vapor-liquid separator 5 through the second outlet of the cabin heat exchanger 4; wherein the cabin heat exchanger 4 is also provided with a first outlet, the first outlet of the cabin heat exchanger 4 is connected to the cabin, and the cabin heat exchanger 4 preferentially evaporates and gasifies the low-boiling-point components in the liquid multi-component refrigerant, and the low-temperature cooling energy provided by the evaporation and gasification cools the cabin through the first outlet of the cabin heat exchanger 4. It should be noted that the meaning of preferential evaporation of low-boiling-point components is that the liquid multi-component refrigerant includes components with different boiling points (a mixed refrigerant composed of multiple simple substances), and the evaporation ratio of each simple substance is different from low to high according to the boiling point, and the lower the boiling point, the greater the amount of evaporation. For example, if the liquid multi-component refrigerant includes three elements A, B, and C in a mass ratio of 1:1:1, and their boiling points increase successively, the ratio may change from 1:1:1 to 0.1:0.5:0.9 after evaporation is completed.

[0027] The vapor-liquid separator 5 includes a first outlet and a second outlet; the vapor-liquid separator 5 separates the gas-liquid two-phase multi-component refrigerant into a gas-phase multi-component refrigerant and a liquid-phase multi-component refrigerant, the first outlet of the vapor-liquid separator 5 is connected to the inlet of the precooler 2, and the gas-phase multi-component refrigerant is input into the precooler 2, and the second outlet of the vapor-liquid separator 5 is connected to the inlet of the electronic equipment heat exchanger 6, and the liquid-phase multi-component refrigerant is input into the electronic equipment heat exchanger 6;

[0028] The electronic equipment heat exchanger 6 evaporates and gasifies the liquid multi-phase refrigerant, and the formed second gas-liquid two-phase multi-phase refrigerant is connected to the inlet of the precooler 2 through the second outlet of the electronic equipment heat exchanger 6. The electronic equipment heat exchanger 6 is also provided with a first outlet, and the bubble point temperature of each refrigerant in the liquid multi-phase refrigerant in the electronic equipment heat exchanger 6 is higher than the liquid multi-phase refrigerant input into the cabin heat exchanger 4; the low-temperature cooling capacity provided by the evaporation and gasification in the electronic equipment heat exchanger 6 cools the electronic equipment through the first outlet of the electronic equipment heat exchanger 6.

[0029] In addition, the above system also includes a heat sink and a heat sink heat exchange medium circuit. The heat sink is installed at the precooler 2. The heat sink flows into the precooler 2 from the inlet end through the heat sink heat exchange medium. After absorbing the heat released by the multi-refrigerant in the precooler 2, it flows out from the outlet end and returns to the heat sink to release heat.

[0030] It should be noted that the heat exchange medium of the heat sink flows into the precooler from a specific inlet end, absorbs the heat released by the multi-refrigerant, and then flows out from the other end and returns to the heat sink to release heat. In this process, the heat exchange medium of the heat sink acts as a heat carrier, and it circulates continuously between the precooler and the heat sink. By reasonably adjusting the flow rate of the heat exchange medium of the heat sink flowing into and out of the precooler, the rate and amount of heat exchange can be effectively controlled. For example, when too much heat is generated in the system, the inflow of the heat exchange medium of the heat sink can be appropriately increased to absorb the excess heat faster; conversely, when it is necessary to maintain a certain heat balance state, the flow rate of the heat exchange medium of the heat sink can be finely adjusted according to the actual operation of the system to ensure that the system can maintain a stable temperature and pressure under different working conditions, thereby ensuring the efficient and reliable operation of the entire refrigeration system. In specific implementation, the heat release amount in the precooler 2 can be detected, and then the heat exchange medium inflow amount can be determined according to the release amount, wherein the heat exchange medium inflow amount is proportional to the release amount. The amount of heat exchange medium flowing in is determined according to the amount of heat released in the precooler, and the two are in direct proportion, which can effectively adjust the rate and amount of heat exchange between the precooler and the heat sink. When the system generates too much heat, increasing the amount of heat exchange medium flowing in can quickly absorb the excess heat; when it is necessary to maintain heat balance, fine adjustment of the flow rate can keep the system temperature and pressure stable. This flow control mechanism of the heat sink heat exchange medium is one of the key factors in achieving system heat balance and stable operation. It works in conjunction with other components of the refrigeration system to meet the aircraft's requirements for environmental control refrigeration under various operating conditions.

[0031] It should be noted that the compressor 1 is used to pressurize the multi-component refrigerant, increase the pressure of the refrigerant, and enable it to circulate in the system. The pressurized refrigerant has higher energy, providing power for subsequent heat transfer and state changes in other components. The precooler 2 can be a precooler or a condenser, which is used to receive the high-temperature and high-pressure multi-component refrigerant after the compressor 1 is pressurized in the multi-component refrigerant circuit, so that it releases heat here, realizes the condensation and liquefaction process, and converts the gaseous refrigerant into liquid. At the same time, in the heat sink heat exchange medium circuit, heat exchange is carried out with the heat sink heat exchange medium. The heat sink heat exchange medium absorbs the heat released by the refrigerant and then flows into the heat sink to release heat, thereby helping to maintain the heat balance of the system. The precooler 2 plays a dual role of initially cooling the refrigerant and regulating the heat of the system.

[0032] The throttle valve 3 is used to adjust the pressure and flow rate of the multi-component refrigerant output after being pressurized by the precooler 2 and entering the cabin heat exchanger 4 by controlling the valve opening of the throttle valve 3. When the opening of the throttle valve 3 is reduced, the resistance of the refrigerant passing through the throttle valve 3 increases, the pressure decreases, and the flow rate also decreases accordingly; the opposite is true when the opening is increased.

[0033] The cabin heat exchanger 4 is used to absorb heat and evaporate the liquid multi-component refrigerant that enters the cabin heat exchanger 4 after passing through the throttle valve 3. Since the boiling points of the refrigerants in the entering liquid multi-component refrigerant are different, the low-boiling-point component will evaporate first, and the low-temperature cooling capacity provided by the evaporation and vaporization is used to cool the cabin through the first outlet of the cabin heat exchanger 4, thereby cooling the cabin environment and transferring the heat in the cabin to the refrigerant. Due to the evaporation and vaporization, the state of the liquid multi-component refrigerant changes to become a gas-liquid two-phase multi-component refrigerant.

[0034] The gas-liquid separator 5 is used to receive the gas-liquid two-phase multi-component refrigerant from the cabin heat exchanger 4 and separate it into a gas-phase multi-component refrigerant and a liquid-phase multi-component refrigerant. Through separation, the gas-phase and liquid-phase refrigerants flow to different paths for subsequent heat exchange processes. This separation effect is very important for optimizing the refrigeration effect of the system and improving the utilization efficiency of the refrigerant, because refrigerants in different states can more specifically meet the needs of different temperature heat loads in the subsequent heat exchanger. For example, the separated liquid-phase multi-component refrigerant can better provide relatively high temperature cooling for electronic equipment.

[0035] The electronic equipment heat exchanger 6 is used to receive the liquid multi-component refrigerant from the vapor-liquid separator 5, where the liquid multi-component refrigerant continues to absorb heat and evaporate to provide high-temperature cooling for the electronic equipment to meet the heat dissipation requirements of the electronic equipment. Since the low-boiling point components evaporate preferentially in the previous cabin heat exchanger 4, the bubble point temperature of the liquid multi-component refrigerant entering the electronic equipment heat exchanger 6 is relatively high, which can provide cooling that better meets the temperature requirements of the electronic equipment, achieve effective cooling of the electronic equipment, ensure that the electronic equipment works in a suitable temperature environment, and prevent overheating and failure.

[0036] Specifically, a vapor-liquid separator 5 is provided between the cabin heat exchanger 4 and the electronic equipment heat exchanger 6. First, due to the different boiling points of the refrigerants in the liquid multi-component refrigerant, the low-boiling-point component is first evaporated and gasified in the cabin heat exchanger 4, which generates low-temperature cooling capacity to cool the cabin on the one hand, and changes the state of the liquid multi-component refrigerant to include gas phase and liquid phase multi-component refrigerant on the other hand. After separation by the vapor-liquid separator 5, the gas phase multi-component refrigerant has a certain pressure and temperature, and in order to recycle this part of the energy, the gas phase multi-component refrigerant is directly input into the precooler 2. Considering that electronic equipment usually requires relatively high temperature cooling capacity to dissipate heat to ensure its normal operating temperature range, the separated liquid phase multi-component refrigerant is input into the electronic equipment heat exchanger 6. This is because, in the previous cabin heat exchanger 4, the low-boiling point components evaporate preferentially, making the bubble point temperature of the remaining liquid multi-component refrigerant relatively high. After this higher temperature liquid refrigerant enters the electronic equipment heat exchanger 6, it can absorb the heat generated by the electronic equipment within a suitable temperature range, achieve effective heat dissipation, and meet the electronic equipment's cooling requirements for high-temperature heat loads.

[0037] It should be noted that by introducing the separated liquid phase multi-component refrigerant into the electronic equipment heat exchanger, the temperature glide characteristics of the multi-component refrigerant can be better utilized. This characteristic allows the temperature of the refrigerant to change gradually during the evaporation process, thereby forming a better temperature match with the heat loads of different temperatures on the aircraft (such as the low temperature heat load of the cabin and the high temperature heat load of the electronic equipment). Distributing the liquid phase refrigerant with a relatively high temperature to the electronic equipment heat exchanger can reduce the heat transfer temperature difference between the heat load of the electronic equipment, improve the heat exchange efficiency, reduce the irreversible loss in the heat transfer process, and thus improve the energy efficiency and performance of the entire refrigeration system.

[0038] It should also be noted that the compressor 1 cooperates with the throttle valve 3 to control the multi-component refrigerant flow and the multi-component refrigerant heat. Specifically, when the opening of the throttle valve 3 is reduced, the resistance of the refrigerant passing through the throttle valve 3 increases. According to the principles of fluid mechanics and thermodynamics, the refrigerant will experience pressure loss and energy conversion during the throttling process. The pressure energy of the refrigerant is partially converted into kinetic energy. Due to the throttling effect of the throttle valve 3, the refrigerant flow rate increases and the pressure decreases. At the same time, based on the unchanged enthalpy value (ideally ignoring the heat loss during the throttling process), the pressure reduction will cause the temperature of the refrigerant to also decrease. This is because the enthalpy of the refrigerant is composed of internal energy and pressure energy. When the pressure decreases, in order to keep the enthalpy value unchanged, the internal energy will decrease accordingly, and the internal energy is closely related to the temperature, which leads to a decrease in temperature.

[0039] Based on the above principle, by reducing the temperature of the refrigerant entering the cabin heat exchanger 4 after throttling by the throttle valve 3, the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger 4 can be increased. Because the temperature of the hot fluid in the cabin heat exchanger 4 (usually the cabin air or other medium to be cooled) is relatively stable, when the temperature of the refrigerant is reduced after throttling, the temperature difference between the cold and hot fluids increases. According to the principle of heat transfer, the increase in the heat transfer temperature difference can increase the heat transfer amount, thereby better meeting the refrigeration demand when the cabin refrigeration load increases. At the same time, when the total refrigeration capacity of the system increases, the refrigeration capacity is reasonably allocated to ensure that the load of the electronic equipment heat exchanger 6 remains unchanged.

[0040] In specific implementation, the change in refrigeration temperature and refrigeration load can be determined, and the adjustment direction and adjustment amount of compressor 1 and throttle valve 3 can be determined according to the change, and the power of compressor 1 and the valve opening of throttle valve 3 can be controlled according to the adjustment direction and adjustment amount. By determining the change in refrigeration temperature and load, the working parameters of compressor 1 and throttle valve 3 can be adjusted in a targeted manner, so that the system can flexibly allocate refrigeration capacity according to actual needs. This precise control mechanism helps to improve the energy utilization efficiency of the system and avoid energy waste. At the same time, it ensures that the cabin and electronic equipment can obtain appropriate cooling effects under different working conditions, enhances the adaptability of the system to various working conditions, and improves the performance and reliability of the entire onboard refrigeration system.

[0041] In addition, it should be noted that when the refrigeration temperature and the refrigeration load change, the power of the compressor 1 and the valve opening of the throttle valve 3 are adjusted to control the refrigeration temperature and the refrigeration load, including:

[0042] (1) When the demand for cabin cooling temperature decreases and the demand for electronic equipment cooling temperature remains unchanged, the valve opening of the throttle valve 3 is reduced to reduce the multi-component refrigerant pressure to control the cabin cooling temperature to decrease while increasing the power of the compressor 1.

[0043] It should be noted that reducing the opening of the throttle valve 3 will reduce the pressure of the multi-component refrigerant, thereby reducing the cabin cooling temperature. Because the opening of the throttle valve 3 is reduced, the resistance of the refrigerant passing through the throttle valve 3 increases, and the pressure decreases. According to the refrigeration principle, the pressure reduction will lead to a decrease in the evaporation temperature, thereby reducing the cabin cooling temperature. At the same time, due to the decrease in cabin cooling temperature, the circulation efficiency decreases and the total cooling capacity decreases. In order to keep the cooling temperature of the electronic equipment constant (because its demand remains unchanged), the power of compressor 1 needs to be increased. At this time, the increase in the power of compressor 1 will increase the circulation volume and pressure of the refrigerant, thereby increasing the total cooling capacity to compensate for the reduction in cooling capacity due to the decrease in cabin cooling temperature and maintain the overall cooling balance of the system.

[0044] (2) When the demand for cabin cooling temperature remains unchanged and the demand for electronic equipment cooling temperature decreases, the valve opening of the throttle valve 3 is kept unchanged to control the cabin cooling temperature to remain unchanged, and at the same time, the power of the compressor 1 is increased to increase the total cooling capacity and reduce the cooling temperature of the electronic equipment.

[0045] It should be noted that the throttle valve 3 opening is kept unchanged to ensure that the cabin cooling temperature remains unchanged. At this time, the total cooling capacity is increased by increasing the power of the compressor 1. As the total cooling capacity increases, the overall cooling capacity of the system is enhanced, which can reduce the cooling temperature of the electronic equipment. Because the circulation volume and pressure of the refrigerant increase after the power of the compressor 1 is increased, when other conditions remain unchanged (the throttle valve opening remains unchanged), the refrigerant flow and cooling capacity flowing through the electronic equipment heat exchanger 6 increase, thereby reducing the cooling temperature of the electronic equipment.

[0046] (3) When the cabin cooling load increases and the electronic equipment cooling load remains unchanged, the power of the compressor 1 is increased to increase the multi-component refrigerant flow rate and improve the total cooling capacity of the system. At the same time, the opening of the throttle valve 3 is reduced to reduce the pressure and temperature of the multi-component refrigerant after throttling, so as to increase the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger 4 and improve the heat exchange capacity.

[0047] It should be noted that increasing the power of the compressor 1 increases the refrigerant flow rate, thereby increasing the total cooling capacity of the system, while reducing the opening of the throttle valve 3 and reducing the pressure and temperature after throttling, which will increase the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger 4, thereby increasing the heat transfer. The cooling capacity of the system is increased by increasing the power of the compressor 1, while reducing the opening of the throttle valve 3 makes the temperature of the refrigerant entering the cabin heat exchanger 4 lower, and the temperature difference with the hot fluid in the cabin increases. According to the heat transfer formula Q=K×A×ΔT (where Q is the heat transfer amount, K is the heat transfer coefficient, A is the heat transfer area, and ΔT is the heat transfer temperature difference), the increase in the heat transfer temperature difference can increase the heat transfer amount of the cabin heat exchanger 4 to meet the demand for increased cabin cooling load, while ensuring that the load of the electronic equipment heat exchanger 6 remains unchanged (because the cooling load of the electronic equipment remains unchanged, there is no need to increase the cooling capacity to the electronic equipment heat exchanger).

[0048] (4) When the cabin cooling load remains unchanged and the electronic equipment cooling load increases, the power of the compressor 1 is increased to increase the multi-component refrigerant flow rate and the total cooling capacity of the system. At the same time, the opening of the throttle valve 3 is increased to increase the pressure and temperature after throttling, reduce the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger 4, and reduce the heat exchange amount.

[0049] It should be noted that increasing the power of compressor 1 to increase the refrigerant flow and the total cooling capacity of the system, while increasing the opening of throttle valve 3 to increase the pressure and temperature after throttling, will reduce the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger 4, thereby reducing the heat exchange (because the heat transfer temperature difference is reduced, the heat exchange will decrease when other conditions remain unchanged). By increasing the power of compressor 1 to increase the overall cooling capacity of the system, the increased cooling capacity is mainly allocated to the electronic equipment heat exchanger 6 to meet its increased cooling load requirements. Increasing the opening of throttle valve 3 increases the pressure and temperature of the refrigerant entering the cabin heat exchanger 4, reduces the heat transfer temperature difference with the hot fluid in the cabin, and reduces the heat exchange of the cabin heat exchanger 4 accordingly, thereby ensuring that the load of the cabin heat exchanger 4 remains unchanged while meeting the increased cooling load of the electronic equipment.

[0050] The airborne multi-refrigerant dual-temperature refrigeration system provided in this embodiment firstly utilizes the temperature glide characteristics of the phase change of the multi-refrigerant to provide temperature-distributed refrigeration capacity for the cabin and electronic equipment, and better adapts to the low-temperature heat load required for the comfort and safety of the personnel on the aircraft and the high-temperature heat load required by the electronic equipment. Compared with the traditional single refrigerant evaporation cycle, it avoids the problem of large temperature difference in heat transfer with different temperature heat loads due to constant evaporation temperature, significantly improves the temperature matching degree with the two temperature heat loads, reduces the irreversible loss in the heat transfer process, and improves the thermodynamic efficiency of the system. Secondly, by setting a vapor-liquid separator, the gas phase enriched with low-boiling point components is separated in time, so that the liquid phase multi-refrigerant entering the electronic equipment heat exchanger has a more suitable temperature and composition, improves the heat exchange efficiency and refrigeration effect of the multi-refrigerant in the electronic equipment heat exchanger, can more accurately meet the heat dissipation requirements of the electronic equipment, ensure the stable operation of the electronic equipment in a suitable temperature environment, and extend the service life of the electronic equipment. In addition, compared with the solution of using two sets of evaporation cycles to meet the two temperature heat loads of the cabin and the electronic equipment respectively, the present invention only adds a vapor-liquid separator component, which greatly simplifies the system structure. This not only reduces the complexity of the system, making the design, installation, debugging and maintenance of the system easier, but also reduces the overall weight of the system, which is more in line with the strict requirements of airborne equipment for high power-to-weight ratio. Finally, this embodiment also provides a complete refrigeration temperature and refrigeration load control method. When the cabin refrigeration temperature or load demand changes, and when the refrigeration temperature or load demand of the electronic equipment changes, the system can accurately distribute and adjust the refrigeration capacity by adjusting parameters such as compressor power and throttle valve opening. This flexible control method can quickly and accurately adjust the refrigeration effect according to actual needs, ensuring that the aircraft environmental control system always maintains the best working state, and improving the adaptability and reliability of the system.

[0051] Figure 3 This is a flow chart of Example 2 of the airborne multi-media dual-temperature refrigeration system provided by this application. Please refer to Figure 3, based on the above embodiment, the system further comprises a motor 7 and / or a shaft work extraction device 8, wherein:

[0052] The motor 7 is directly connected to the compressor 1, and the shaft work extraction device 8 is connected to the compressor 1 through the motor 7;

[0053] The motor 7 and the shaft work extraction device 8 are used to drive the compressor 1 to work; the shaft work extraction device 8 directly extracts shaft work based on the motor 1 or the auxiliary power device to drive the compressor 1 to work.

[0054] It should be noted that the motor 7 is a common power conversion device, and in the present refrigeration system, it is directly connected to the compressor 1. When the aircraft power supply is on, the motor 7 converts electrical energy into mechanical energy to drive the compressor 1 to operate, and its function is to provide power for the compressor 1, so that the compressor 1 can pressurize the multi-component refrigerant, thereby promoting the entire refrigeration cycle. Specifically, through the drive of the motor 7, the multi-component refrigerant can flow and change state in the system according to the designed process, realize the cycle conversion from gas to liquid and then to gas, and provide the required cooling capacity for the cabin and electronic equipment.

[0055] The shaft power extraction device 8 is used to directly extract shaft power from the main engine or the auxiliary power unit. In this embodiment, the shaft power extraction device 8 is connected to the compressor 1 through the motor 7, and its main function is to provide another power source option for the compressor 1. When the aircraft is in different flight conditions or energy demand states, the shaft power extraction device 8 can use the shaft power generated by the main engine or the auxiliary power unit of the aircraft, convert it into a power form suitable for the operation of the compressor 1, and then drive the compressor 1 to operate.

[0056] Specifically, in this embodiment, the compressor 1 has two working modes. The first mode is to use the aircraft power supply to drive the electric motor 7, thereby driving the compressor 1 to work; the second mode is to use the shaft power extraction device 8 to directly extract shaft power from the main engine or the auxiliary power unit, thereby driving the compressor 1 to work.

[0057] The airborne multi-media dual-temperature refrigeration system provided in this embodiment can use the aircraft power supply to drive the motor to drive the compressor to work, or use the shaft power extraction device to directly extract shaft power from the main engine or auxiliary power unit to drive the compressor to work. This flexible power source selection method increases the adaptability and reliability of the system, and can reasonably select the most suitable power source according to the different flight states and energy supply conditions of the aircraft, improve energy utilization efficiency, ensure the stable operation of the refrigeration system, and further enhance the overall performance of the aircraft environmental control system.

[0058] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present application scheme. A person of ordinary skill in the art can understand and implement it without paying any creative work.

[0059] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. An airborne multi-media dual-temperature refrigeration system, characterized in that: The system includes a precooler, a cabin heat exchanger, a vapor-liquid separator and an electronic equipment heat exchanger; wherein: The outlet of the precooler is connected to the inlet of the cabin heat exchanger, the precooler controls the condensation temperature, condenses and liquefies the multi-component refrigerant to form a liquid multi-component refrigerant, and inputs the liquid multi-component refrigerant into the cabin heat exchanger, and the boiling points of the refrigerants are different; The cabin heat exchanger preferentially evaporates the low-boiling-point component in the liquid multi-phase refrigerant to form a gas-liquid two-phase multi-phase refrigerant, which is connected to the inlet of the vapor-liquid separator through the second outlet of the cabin heat exchanger; wherein the low-boiling-point component is preferentially evaporated, that is, the liquid multi-phase refrigerant includes components with different boiling points, and the evaporation ratios from low to high boiling points are different; The vapor-liquid separator comprises a first outlet and a second outlet; the vapor-liquid separator separates the gas-liquid two-phase multi-component refrigerant into a gas-phase multi-component refrigerant and a liquid-phase multi-component refrigerant, the first outlet of the vapor-liquid separator is connected to the inlet of the precooler, and the gas-phase multi-component refrigerant is input into the precooler, and the second outlet of the vapor-liquid separator is connected to the inlet of the electronic equipment heat exchanger, and the liquid-phase multi-component refrigerant is input into the electronic equipment heat exchanger; The electronic equipment heat exchanger evaporates and gasifies the liquid-phase multi-phase refrigerant, and the formed second gas-liquid two-phase multi-phase refrigerant is connected to the inlet of the precooler through the second outlet of the electronic equipment heat exchanger.

2. The system according to claim 1, characterized in that The cabin heat exchanger is provided with a first outlet, and the first outlet of the cabin heat exchanger is communicated with the cabin. The cabin heat exchanger preferentially evaporates and vaporizes low-boiling-point components in the liquid multi-component refrigerant, and the low-temperature cooling energy provided by the evaporation and vaporization cools the cabin through the first outlet of the cabin heat exchanger.

3. The system according to claim 1, characterized in that The electronic equipment heat exchanger is provided with a first outlet, and the bubble point temperature of each refrigerant in the liquid multi-component refrigerant in the electronic equipment heat exchanger is higher than the liquid multi-component refrigerant input into the cabin heat exchanger; the low-temperature cooling energy provided by evaporation and gasification in the electronic equipment heat exchanger cools the electronic equipment through the first outlet of the electronic equipment heat exchanger.

4. The system according to claim 1, characterized in that The system further comprises a compressor and a throttle valve, wherein the compressor outlet is connected to the second inlet of the precooler, and the compressor inlet is connected to the second outlet of the precooler, so as to pressurize the multi-component refrigerant and input it into the precooler, the inlet of the throttle valve is connected to the precooler, and the outlet of the throttle valve is connected to the inlet of the cabin heat exchanger; The compressor cooperates with the throttle valve to adjust and control the multi-component refrigerant flow and the multi-component refrigerant heat.

5. The system according to claim 1, characterized in that The system also includes an electric motor and / or a shaft work extraction device, wherein: The motor is directly connected to the compressor, and the shaft work extraction device is connected to the compressor through the motor; The electric motor and the shaft work extraction device are used to drive the compressor to work; the shaft work extraction device directly extracts shaft work based on the electric motor or the auxiliary power device to drive the compressor to work.

6. The system according to claim 4, characterized in that Determine the change in refrigeration temperature and refrigeration load, determine the adjustment direction and adjustment amount of the compressor and the throttle valve according to the change, and control the power of the compressor and the valve opening of the throttle valve according to the adjustment direction and adjustment amount.

7. The system according to claim 6, characterized in that When the demand for cabin cooling temperature decreases and the demand for electronic equipment cooling temperature remains unchanged, reducing the valve opening of the throttle valve to reduce the multi-component refrigerant pressure to control the cabin cooling temperature to decrease while increasing the power of the compressor; When the demand for cabin cooling temperature remains unchanged and the demand for electronic equipment cooling temperature decreases, the valve opening of the throttle valve is kept unchanged to control the cabin cooling temperature to remain unchanged, and at the same time, the compressor power is increased to increase the total cooling capacity and reduce the cooling temperature of the electronic equipment.

8. The system according to claim 6, characterized in that When the cabin cooling load increases and the electronic equipment cooling load remains unchanged, the compressor power is increased to increase the multi-component refrigerant flow rate and improve the total cooling capacity of the system, while reducing the opening of the throttle valve to reduce the pressure and temperature of the multi-component refrigerant after throttling to increase the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger and improve the heat exchange; When the cabin cooling load remains unchanged and the electronic equipment cooling load increases, the compressor power is increased to increase the multi-component refrigerant flow rate and the total cooling capacity of the system. At the same time, the opening of the throttle valve is increased to increase the pressure and temperature after throttling, reduce the heat transfer temperature difference between the cold and hot fluids in the cabin heat exchanger, and reduce the heat exchange amount.

9. The system according to claim 1, characterized in that The system also includes a heat sink and a heat sink heat exchange medium circuit. The heat sink is installed at the precooler. The heat sink flows into the precooler from the inlet end through the heat sink heat exchange medium. After absorbing the heat released by the multi-refrigerant in the precooler, it flows out from the outlet end and returns to the heat sink to release heat.

10. The system according to claim 9, characterized in that The heat release amount in the precooler is detected, and the inflow amount of the heat exchange medium is determined according to the release amount, and the inflow amount of the heat exchange medium is proportional to the release amount.

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