Power device, flying car, and temperature regulation method

Abstract

This application discloses a power unit, a flying car, and a temperature control method. The power unit is applied to the flying car and includes: a power module, a land temperature control module, and a flight temperature control module. The power module is used to provide the flying car with power for both flight and land operation. The land temperature control module is used to adjust the operating temperature of the power module when the flying car is in a land-based operating state. The land temperature control module is also used to disconnect from the power module when the flying car is in flight operation to achieve separation from the flying car. The flight temperature control module is used to adjust the operating temperature of the power module when the flying car is in flight operation. Thus, the operating temperature of the power module is adjusted by switching between the land temperature control module and the flight temperature control module according to the operating state of the flying car, thereby reducing the weight of the power unit when the flying car is in flight operation, thereby reducing the workload of the flying car.

Description

Technical Field

[0001] The present application relates to the field of aircraft, and more specifically, to a power device, a flying car, and a temperature regulation method. Background Art

[0002] When a flying car is in flight, the power battery system of the flying car is in a state of continuous discharge at a high rate, causing the temperature of the power battery system to gradually rise, and the power battery system needs to be cooled in time.

[0003] Generally, flying cars have high requirements on weight. However, in related technologies, the temperature regulating device used in the power battery system is heavy, which will increase the workload of the flying car in flight conditions. Summary of the Invention

[0004] In view of the above problems, the embodiments of the present application propose a power device, a flying car, and a temperature control method, which can effectively reduce the mass of the power battery system when the flying car is in flight condition, thereby reducing the workload of the flying car in flight condition.

[0005] In a first aspect, an embodiment of the present application provides a power device for use in a flying car, the power device comprising: a power module, a land temperature regulation module, and a flight temperature regulation module; wherein the power module is used to provide power to the flying car for flight and land operation; the land temperature regulation module is used to regulate the operating temperature of the power module when the flying car is in a land operation state; and is used to disconnect from the power module when the flying car is in a flight operation state to achieve separation from the flying car; the flight temperature regulation module is used to regulate the operating temperature of the power module when the flying car is in a flight operation state.

[0006] In a second aspect, an embodiment of the present application further provides a flying car, which includes the above-mentioned power device; wherein the power device is used to provide working energy to the flying car.

[0007] In a third aspect, an embodiment of the present application further provides a temperature regulation method, which is applied to the above-mentioned power device. The regulation method includes: when the flying car is in a land operating condition, regulating the operating temperature of the power module through the land temperature regulation module; when the flying car is in a flight operating condition, disconnecting the land temperature module from the power module; and regulating the operating temperature of the power module by controlling the flight temperature regulation module.

[0008] The technical solution provided in this application is applied to a flying car. The power unit includes: a power module, a land temperature regulation module, and a flight temperature regulation module. The power module is used to provide the flying car with power for both flight and land use. The land temperature regulation module is used to regulate the operating temperature of the power module when the flying car is in a land-based operating state. It is also used to disconnect from the power module when the flying car is in flight, thereby achieving separation from the flying car. The flight temperature regulation module is used to regulate the operating temperature of the power module when the flying car is in flight. Thus, the operating temperature of the power module can be adjusted by switching between the land temperature regulation module and the flight temperature regulation module according to the operating state of the flying car, thereby reducing the weight of the power unit and thus the workload of the flying car. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the embodiments of this application, the following is a brief introduction to the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments and drawings obtained by ordinary technicians in this field without creative work are within the scope of protection of this invention.

[0010] Figure 1 It is a structural schematic diagram of a power device provided in an embodiment of the present application.

[0011] Figure 2 It is a structural schematic diagram of another power device provided in an embodiment of the present application.

[0012] Figure 3 This is a structural diagram of another power device provided in an embodiment of the present application.

[0013] Figure 4 This is a structural diagram of another power device provided in an embodiment of the present application.

[0014] Figure 5 This is a structural diagram of another power device provided in an embodiment of the present application.

[0015] Figure 6 This is a structural diagram of another power device provided in an embodiment of the present application.

[0016] Figure 7 It is a structural schematic diagram of a flying car provided in an embodiment of the present application.

[0017] Figure 8 A flow chart of a temperature regulation method provided in an embodiment of the present application is shown.

[0018] Figure 9A schematic diagram of the structure of a computer-readable storage medium provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0020] When a flying car is in flight, its power battery system is in a high-rate continuous discharge state. During this process, the temperature of the power battery system will gradually increase, and the power battery system needs to be cooled.

[0021] Among related technologies, active cooling technologies for power battery systems primarily include air cooling, liquid cooling, and direct refrigerant cooling. Air cooling offers poor heat dissipation and cannot meet the cooling requirements of power battery systems. Liquid cooling requires a refrigerant refrigeration system, a coolant system, and a cooling device, resulting in a heavier overall power battery system, which can reach 25 to 30 kilograms. This increases the workload of flying cars in flight. Direct refrigerant cooling, on the other hand, is relatively immature and carries certain risks. Furthermore, its use cannot mitigate the heavy weight of the power battery system.

[0022] In order to improve the above-mentioned problems, the present application provides a power device, a flying car and a temperature control method. The power device is applied to the flying car, and the power device includes: a power module, a land temperature control module and a flight temperature control module; wherein the power module is used to provide working energy to the flying car; the land temperature control module is used to adjust the working temperature of the power module when the flying car is in a land operating condition; and is used to disconnect from the power module when the flying car is in a flight operating condition; the flight temperature control module is used to adjust the working temperature of the power module when the flying car is in a flight operating condition.

[0023] Therefore, the operating temperature of the power module is adjusted by switching between the land temperature adjustment module and the flight temperature adjustment module according to the operating conditions of the flying car, so as to reduce the weight of the power device and thus reduce the workload of the flying car.

[0024] The following is an introduction to the power device provided by the embodiment of the present invention.

[0025] See also Figure 1 , Figure 1 This is a schematic diagram of the structure of a power device provided in an embodiment of the present application. Figure 1 As shown, the power device 100 provided in the embodiment of the present application includes a power module 110 , a land temperature regulation module 120 and a flight temperature regulation module 130 .

[0026] Among them, the power module 110 is used to provide the flying car with power for flight and land operation; the land temperature regulation module 120 is used to regulate the operating temperature of the power module 110 when the flying car is in the land operation state; and is used to disconnect from the power module 110 when the flying car is in the flight operation state to achieve separation from the flying car; the flight temperature regulation module 130 is used to regulate the operating temperature of the power module 110 when the flying car is in the flight operation state.

[0027] Therefore, when the flying car is in flight mode, the land temperature regulation module 120 in the flying car is disconnected, and the flight temperature regulation module 130 regulates the temperature of the power module 110, thereby reducing the overall weight of the flying car and reducing the weight of the flying car when in flight mode.

[0028] In the embodiment of the present application, the power module 110 may be a battery pack.

[0029] In the embodiment of the present application, when the flying car is in a land-based operating state, the land-based temperature regulating module 120 is connected to the power module 110 to regulate the operating temperature of the power module 110. For example, when the flying car is in a land-based operating state and the operating temperature of the power module 110 rises to a first preset temperature threshold, the power module 110 needs to be cooled. The land-based temperature regulating module 120 lowers the operating temperature of the power module 110 to avoid safety risks posed by the high operating temperature of the power module 110.

[0030] For another example, when the flying car is in a land-based operating condition and the operating temperature of the power module 110 drops to a second preset temperature threshold, the power module 110 needs to be heated up. The operating temperature of the power module 110 is increased by the land temperature adjustment module 120 to avoid the power module 110 from losing power quickly or being unable to increase the working energy for the flying car due to the low operating temperature.

[0031] It can be understood that the first preset temperature threshold is greater than the second preset temperature threshold, and the specific numerical settings of the first preset temperature threshold and the second preset temperature threshold can be set according to the flight environment of the flying car, and this application does not impose any restrictions on this.

[0032] In some embodiments, when the flying car is in a land operating state, the land temperature regulating module 120 is connected to the power module 110 , and the flight temperature regulating module 130 is connected to the power module 110 . The land temperature regulating module 120 is used to regulate the operating temperature of the power module 110 .

[0033] In some embodiments, when the flying car is in a land operating state, the land temperature adjustment module 120 is connected to the power module 110 , and the flight temperature adjustment module 130 is disconnected from the power module 110 .

[0034] In an embodiment of the present application, when the flying car is in flight mode, the land temperature adjustment module 120 is disconnected from the power module 110, and the flight temperature adjustment module 130 is connected to the power module 110, so that the operating temperature of the power module 110 can be adjusted (e.g., by increasing or decreasing the temperature of the power module 110) by the flight temperature adjustment module 130. For example, when the flying car is in flight mode and the operating temperature of the power module 110 reaches a preset threshold, the flight temperature adjustment module 130 adjusts the operating temperature of the power module 110 to thereby decrease the operating temperature of the power module 110.

[0035] Since the land temperature regulating module 120 is disconnected from the power module 110 when the flying car is in flight, the operator can remove the land temperature regulating module 120 to reduce the flight weight of the power unit, thereby reducing the flight burden of the flying car.

[0036] In some embodiments, when the flying car is in flight, the power module 110 is in a high-rate continuous discharge state, resulting in a high operating temperature of the power module 110. Therefore, when the flying car is in flight, the power module 110 has a high demand for cooling. Therefore, the flight temperature adjustment module 130 may only have the function of cooling the power module 110 (i.e., lowering the operating temperature of the power module 110), thereby simplifying the structural setting of the flight temperature adjustment module 130.

[0037] According to the operating conditions of the flying car, the land temperature regulation module 120 or the flight temperature regulation module 130 is flexibly adjusted to adjust the operating temperature of the power module 110, so that the operator can remove the temporarily idle temperature regulation module (such as the land temperature regulation module 120 or the flight temperature regulation module 130) to reduce the weight of the power unit 110 under different operating conditions.

[0038] When the flying car is in flight mode, the connection between the land temperature regulating module 120 and the power module 110 is disconnected. The operator can remove the land temperature regulating module 120 to reduce the weight of the flying car in flight mode. At this time, the operating temperature of the power module 110 is regulated by the flight temperature regulating module 130. Figure 2 , Figure 2 This is a schematic diagram of the structure of another power device provided in the embodiment of the present application. Figure 2 As shown, in some embodiments, the flight temperature regulation module 130 includes a flight cooling unit 131 and a flight heat exchange unit 132 .

[0039] In an embodiment of the present application, the flight cooling unit 131 is connected to the flight heat exchange unit 132, and the flight cooling unit 131 is used to adjust the temperature of the flight heat exchange unit 132; the flight heat exchange unit 132 is connected to the power module 110, and the flight heat exchange unit 132 is used to adjust the operating temperature of the power module 110.

[0040] That is, the temperature of the flight heat exchange unit 132 can be adjusted by the flight cooling unit 131 , and then the operating temperature of the power module 110 can be adjusted by the flight heat exchange unit 132 after the temperature adjustment.

[0041] More specifically, in some embodiments, the first end 132a of the flight heat exchange unit 132 is used to receive the cooling medium transmitted by the flight cooling unit 131 when the flying car is in flight operation, so as to perform heat exchange on the cooling liquid in the flight heat exchange unit 132 through the cooling medium, thereby reducing the temperature of the cooling liquid.

[0042] In some embodiments, the second end 132 b of the flight heat exchange unit 132 is used to transmit the cooling liquid that has completed the heat exchange to the power module 110 to reduce the operating temperature of the power module 110 .

[0043] In some embodiments, the third end 132 c of the flight heat exchange unit 132 is used to receive cooling liquid transmitted by the power module 110 , so as to achieve circulation of the cooling liquid among the flight cooling unit 131 , the flight heat exchange unit 132 , and the power module 110 .

[0044] In some embodiments, the flight heat exchange unit 132 may employ an electric chiller.

[0045] The flight cooling unit 131 transmits the cooling medium to the first end 132a of the flight heat exchange unit 132. The cooling liquid in the flight heat exchange unit 132 exchanges heat with the cooling medium, and the temperature gradually decreases. The cooling liquid with a lower temperature that completes the heat exchange is then transmitted to the power module 110 through the second end 132b of the flight heat exchange unit 132 to reduce the operating temperature of the power module 110.

[0046] In some embodiments, the flight cooling unit 131 is a storage unit for a liquid cooling medium. The room temperature liquid cooling medium needs to be stored in a high-pressure steel cylinder or a high-pressure composite material tank, for example, a liquid cooling medium storage tank or a liquid cooling medium steel cylinder.

[0047] Optionally, when the cooling medium is exhausted, the flight cooling unit 131 may be directly replaced, that is, the cooling unit 131 exhausted of the cooling medium may be replaced with a flight cooling unit 131 full of the cooling medium, so that the cooling medium may be replenished quickly.

[0048] Optionally, when the cooling medium is depleted, the cooling medium can be replenished by refilling the depleted flight cooling unit 131. For example, the refill port of the flight cooling unit 131 can be connected to a cold source via a connecting pipe to replenish the cooling medium in the flight cooling unit 131, thereby eliminating the need for repeated installation and removal of the flight cooling unit 131. The specific method for refilling the cooling medium can be configured based on actual usage needs and is not limited in this application.

[0049] In some embodiments, see Figure 3 , Figure 3 This is a structural diagram of another power device provided in the embodiment of the present application. Figure 3 As shown, a one-way shutoff valve can be provided between flight cooling unit 131 and flight heat exchange unit 132. By controlling the state of the one-way shutoff valve (e.g., open or closed), it is possible to control whether flight cooling unit 131 can transmit the cooling medium to first end 132a of flight heat exchange unit 132. Specifically, the state of the one-way shutoff valve between flight cooling unit 131 and flight heat exchange unit 132 can be controlled based on the flight operating conditions of the flying vehicle.

[0050] In some embodiments, the fourth end 132d of the flight heat exchange unit 132 is used to transmit the cooling medium that has completed heat exchange to the power module 110; wherein the state of the cooling medium is converted from liquid to gas after completing heat exchange.

[0051] The flight cooling unit 131 transmits a cooling medium (for example, liquid carbon dioxide) to the first end 132a of the flight heat exchange unit 132. The cooling medium absorbs the heat of the cooling liquid and is converted from liquid to gas (for example, liquid carbon dioxide is converted into gaseous carbon dioxide). The gaseous cooling medium is transmitted to the power module 110 through the fourth end 132d of the flight heat exchange unit 132. When a safety hazard occurs in the power module 110, the power module 110 can be extinguished.

[0052] In some embodiments, a one-way shut-off valve may be provided between the fourth end 132 d of the flight heat exchange unit 132 and the power module 110 .

[0053] Optionally, the one-way stop valve can be kept in an open state, and the gaseous cooling medium that has completed the heat exchange can enter the power module 120, so that when a safety hazard occurs in the power module 110, such as a fire, fire extinguishing can be carried out in time.

[0054] Optionally, the one-way stop valve can be opened when a safety hazard occurs in the power module 110. For example, when the power module 110 triggers an alarm signal (such as when the temperature is too high), the one-way stop valve provided between the fourth end 132d of the flight heat exchange unit 132 and the power module 110 is controlled to be in an open state, so that the gaseous cooling medium can enter the power module 110 in time when a safety hazard occurs in the power module 110 to extinguish the fire in the power module 110.

[0055] In some embodiments, the gaseous cooling medium output from the fourth end 132d of the flight heat exchange unit 132 may also be discharged directly into the atmosphere, thereby further reducing the weight of the flying car in flight conditions.

[0056] It is understandable that, preferably, the cooling medium used by the flight cooling unit 131 is a cooling medium that does not affect environmental safety, such as carbon dioxide.

[0057] In some embodiments, the opening of the one-way shut-off valve is controlled to control the flow of the gaseous cooling medium input into the power module 110 (for example, controlling the flow of gaseous carbon dioxide input into the power module 110 ), thereby further cooling the power module 110 .

[0058] In some embodiments, the coolant can be liquid such as water, and the circulation of the cooling liquid can be achieved through a power transmission device 133 such as a water pump. The power transmission device 133 can be set at the output end or the input end of the power module 110.

[0059] When the flying car is in flight mode, the land temperature regulation module 120 is disconnected from the power module 110, that is, the land temperature regulation module 120 is separated from the flying car. In some embodiments, the power module 110 and the land temperature regulation module 120 can be separated by a coolant quick-connect connector to ensure that the cooling liquid in the flight temperature regulation module 130 is sealed and that the cooling liquid in the flight temperature regulation module 130 circulates normally to cool the power module 110.

[0060] When the flying car is in flight, the weight of the power unit can be effectively reduced by adjusting the power module using the above-mentioned flight temperature regulation module. In the embodiment of the present application, the weight of the power unit can be reduced to 5 kilograms (it is understood that in other embodiments, the weight reduction situation will vary depending on the specifications and temperature regulation requirements of the flying car, and this is not limited here), thereby reducing the workload of the flying car.

[0061] It is worth noting that the implementation method of the flight temperature regulation module adopted in the embodiment of the present application can be directly discharged into the atmosphere after the cooling medium completes the heat exchange, which can further reduce the weight of the flying car. The cooling medium does not need to be repeatedly recycled, and there is no need to set up modules such as compressors used in related technologies to convert the cooling medium from gas to liquid, which can achieve further lightweighting.

[0062] When the flying car is in the land operating state, the land temperature regulating module 120 is used to adjust the operating temperature of the power module 110. For more details, please refer to Figure 4 , Figure 4 This is a schematic diagram of the structure of another power device provided in the embodiment of the present application. In some embodiments, the land operating condition includes a cooling condition and a heating condition; Figure 4 As shown, the land temperature regulation module 120 includes a land cooling submodule 121 and a land heating submodule 122; wherein, the land cooling submodule 121 is used to reduce the operating temperature of the power module 110 when the flying car is in a cooling state; the land heating submodule 122 is used to increase the operating temperature of the power module 110 when the flying car is in a heating state.

[0063] In an embodiment of the present application, the cooling condition includes a pre-cooling condition before the flying car enters the flight condition and a cooling condition when the flying car is traveling on land.

[0064] In some embodiments, when the flying car is in a pre-cooling state, it indicates that the operating temperature of the power module 110 is too high and the flying car cannot meet the take-off conditions. The operating temperature of the power module 110 needs to be lowered. At this time, the land cooling submodule 121 is connected to the power module 110 to lower the operating temperature of the power module 110 through the land cooling submodule 121, so that the power module 110 meets the flight conditions.

[0065] In some embodiments, when the flying car is in a pre-cooling condition, the land heating submodule 122 can be connected to the power module 110, and the land heating submodule 122 is in an idle state; in some embodiments, when the flying car is in a pre-cooling condition, the land heating submodule 122 is disconnected from the power module 110.

[0066] In some embodiments, when the flying car is in a cooling state, it indicates that the operating temperature of the power module 110 is high and affects the operation of the power module 110 , and the power module 110 needs to be cooled. At this time, the land cooling sub-module 121 is connected to the power module 110 to keep the power module 110 at a better operating temperature.

[0067] In an embodiment of the present application, the heating operating condition includes a preheating operating condition before the flying car enters the flight operating condition and a heating operating condition when the flying car is traveling on land.

[0068] In some embodiments, when the flying car is in a preheating state, it means that the temperature of the power module 110 is low and the flying car cannot meet the take-off conditions. At this time, the land heating sub-module 122 is connected to the power module 110 to increase the operating temperature of the power module 110 through the land heating sub-module 122 so that the operating temperature of the power module 110 reaches the take-off conditions.

[0069] In some embodiments, when the flying car is in a heating condition, it means that the temperature of the power module 110 is low and affects the operation of the power module. At this time, the land heating sub-module 122 is connected to the power module 110 to increase the operating temperature of the power module 110 through the land heating sub-module 122, so that the operating temperature of the power module 110 is at a more optimal operating temperature.

[0070] When the flying car is in cooling mode, the land cooling submodule is allocated to reduce the operating temperature of the power module. For more details, please refer to Figure 5 , Figure 5 This is a structural diagram of another power device provided in the embodiment of the present application. Figure 5 As shown, in some embodiments, the land cooling submodule 121 includes a land heat exchange unit 1211 and a land cooling unit 1212 .

[0071] In an embodiment of the present application, the land cooling unit 1212 is connected to the land heat exchange unit 1211, and the land cooling unit 1212 is used to reduce the temperature of the land heat exchange unit 1211; the land heat exchange unit 1211 is connected to the power module 110, and the land heat exchange unit 1211 is used to reduce the operating temperature of the power module 110.

[0072] That is, the temperature of the land heat exchange unit 1211 can be adjusted by the land cooling unit 1212, and then the operating temperature of the power module 110 can be adjusted by the land heat exchange unit 1211 after the temperature adjustment, so that the power module 110 is at a better operating temperature.

[0073] For further information, please refer to Figure 4 ,like Figure 4As shown, in some embodiments, the first end 1211a of the land heat exchange unit 1211 is used to receive the cooling medium transmitted by the land cooling unit 1212 when the flying car is in a land operating condition, so as to perform heat exchange on the cooling liquid in the land heat exchange unit 1211 through the cooling medium, thereby reducing the temperature of the cooling liquid; the second end 1211b of the land heat exchange unit 1211 is used to transmit the cooling liquid that has completed the heat exchange to the power module 110, so as to reduce the operating temperature of the power module 110.

[0074] The third end 1211 c of the land heat exchange unit 1211 is used to receive the cooling liquid transmitted by the power module 110 to achieve circulation of the cooling liquid between the land heat exchange unit 1211 and the power module 110 .

[0075] The fourth end 1211d of the land heat exchange unit 1211 is used to transfer the cooling medium that has completed heat exchange to the land cooling unit 1212; the land cooling unit 1212 is used to pressurize and liquefy the cooling medium that has completed heat exchange, and to transfer the pressurized and liquefied cooling medium to the first end 1211a of the land heat exchange unit 1211, so as to realize the circulation of the cooling medium between the land heat exchange unit 1211 and the land cooling unit 1212.

[0076] In an embodiment of the present application, the land heat exchange unit may be a battery chiller.

[0077] In some embodiments, the pressurized liquefaction process includes a pressurization process and a liquefaction process; the land cooling unit 1212 includes a compressor and a condenser.

[0078] In an embodiment of the present application, the first end of the compressor is connected to the fourth end 1211d of the land heat exchange unit 1211; the second end of the compressor is connected to the first end of the condenser; the compressor is used to pressurize the cooling medium that has completed the heat exchange; the second end of the condenser is connected to the first end 1211a of the land heat exchange unit 1211; the condenser is used to liquefy the cooling medium after the pressurization treatment; the condenser is used to transfer the liquefied cooling medium to the first end of the land heat exchange unit 1211.

[0079] The condenser liquefies the cooling medium so as to convert the cooling medium from a gaseous state to a liquid state, and transmits the liquid cooling medium to the first end 1211a of the land heat exchange unit 1211 through the second end of the condenser, that is, to the land heat exchange unit 1211. The liquid cooling medium absorbs the heat of the cooling liquid in the land heat exchange unit 1211 to convert from a liquid state to a gaseous state. The gaseous cooling medium is transmitted from the fourth end 1211d of the land heat exchange unit 1211 to the compressor. The compressor pressurizes the gaseous cooling medium and then transmits it to the condenser, thereby completing the circulation of the cooling medium.

[0080] When the flying car is in land-based operation, the weight requirement for the power unit is lower, and the use of recyclable cooling media for temperature regulation can reduce resource consumption.

[0081] The cooling liquid in the land heat exchange unit 1211 transfers heat to the cooling medium, thereby reducing the temperature of the cooling liquid. The cooling liquid that completes the heat exchange is transmitted to the power module 110 through the second end 1211b of the land heat exchange unit 1211 to cool the power module 110, and then returns to the land heat exchange unit 1211 through the third end 1211c of the land heat exchange unit 1211 to realize the circulation of the cooling liquid.

[0082] In some embodiments, the flight cooling unit is used to connect to the land temperature regulation module when the flying car is in a land-based operating condition, and the land temperature regulation module is used to provide a cooling medium to the flight cooling unit.

[0083] When the cooling medium of the land temperature regulation module 120 and the flight cooling unit 131 is the same (for example, the cooling medium of the land temperature regulation module 120 and the flight cooling unit 131 is liquid carbon dioxide), the flight cooling unit 131 is connected to the land temperature regulation module 120 and receives the cooling medium transmitted by the land temperature regulation module 120 to replenish the cooling medium of the flight cooling unit 131 when the flying car is in the land operating condition.

[0084] In some embodiments, when the flying car is in a land-based operating state, the cooling medium in the flight cooling unit 131 can be filled through a ground filling station.

[0085] In some embodiments, see Figure 6 , Figure 6 This is a schematic diagram of the structure of another power device provided in the embodiment of the present application. Figure 6 As shown, a power transmission device 123 (e.g., a water pump) is provided at the output end of the power module 110. The power transmission device 123 is used to facilitate the entry of cooling liquid into the power module 110, thereby promoting the circulation of the cooling liquid between the land heat exchange unit 1211 and the power module 110. It will be understood that in other embodiments, the power transmission device 133 may also be provided at the input end of the power module 110.

[0086] In some embodiments, a first switch valve 124 (e.g., an expansion valve) is provided between the condenser and the first end 1211a of the land heat exchange unit 1211. When the first switch valve 124 is opened, the cooling medium can enter the first end 1211a of the land heat exchange unit 1211 from the condenser; when the first switch valve 124 is closed, the cooling medium cannot enter the first end 1211a of the land heat exchange unit 1211 from the condenser; thereby, by controlling the opening and closing state of the first switch valve 124, interference of the land cooling sub-module 121 with the operation of the land heating sub-module 122 can be reduced when the flying car is in a heating condition.

[0087] In some embodiments, the land temperature control module 120 also includes a refrigeration module 125, which is used to reduce the temperature inside the flying car. One end of the refrigeration module 125 is connected to the condenser, receiving liquid cooling medium from the condenser. The other end of the refrigeration module 125 is connected to the compressor, transferring the cooling medium, which has completed heat exchange in the refrigeration module 125, to the compressor. In some embodiments, the refrigeration module 125 may be an evaporator, thereby simultaneously cooling the power module 110 and the interior temperature of the flying car.

[0088] In some embodiments, a second on-off valve 126 (e.g., an expansion valve) is further provided between the refrigeration module and the condenser. This second on-off valve 126 controls whether the cooling medium can enter the refrigeration module. Specifically, when the second on-off valve 126 is open, the cooling medium enters the refrigeration module through the second on-off valve 126. When the second on-off valve 126 is closed, the cooling medium cannot enter the refrigeration module through the second on-off valve 126. Thus, by controlling the state of the second on-off valve 126, the degree of regulation of the operating temperature of the power module 110 by the land temperature regulation module 120 can be controlled.

[0089] When the flying car is in a heating state, the land heating submodule is allocated to increase the operating temperature of the power module. More specifically, in some embodiments, the land heating submodule 122 includes a land heating unit, which is used to increase the temperature of the cooling liquid.

[0090] In an embodiment of the present application, the first end of the land heating unit is connected to the power module 110, and the first end of the land heating unit is used to transmit the heated cooling liquid to the power module 110 to increase the operating temperature of the power module 110; the second end of the land heating unit is connected to the power module 110, and the second end of the land heating unit is used to receive the cooling liquid that completes heat exchange in the power module 110, thereby realizing the circulation of the cooling liquid between the land heating unit and the power module 110.

[0091] In some embodiments, the land heating unit is a heater (Positive Temperature Coefficient, PTC).

[0092] In some embodiments, a third on-off valve 127 (e.g., an expansion valve) is provided between the land heating unit and the power module 110. This valve controls whether cooling liquid can flow from the battery pack into the land heating unit. Specifically, when the valve is open, cooling liquid flows through the valve 127 into the land heating unit. When the valve is closed, cooling liquid cannot flow through the valve 127 into the land heating unit. This reduces the impact of the land cooling submodule 121 and the land heating submodule 122 on the operation of the land heating submodule 122 by controlling the state of the valve 127.

[0093] Since the flight temperature control module consumes a lot of cooling medium, when the flying car is in land operation, the flying car has lower requirements for the weight of the power unit. Using the land temperature control module to lower the operating temperature of the power module can also reduce resource consumption.

[0094] An embodiment of the present application provides a power unit for use in a flying car. The power unit comprises a power module, a land temperature regulation module, and a flight temperature regulation module. The power module provides operating energy to the flying car. When the flying car is in a land-based operating state, the land temperature regulation module regulates the operating temperature of the power module; when the flying car is in flight, the flight temperature regulation module regulates the operating temperature of the power module. The flight temperature regulation module is lighter than the land temperature regulation module, effectively reducing the workload of the flying car in flight.

[0095] See also Figure 7 , Figure 7 This is a schematic diagram of the structure of a flying car provided by an embodiment of the present application. Figure 7 As shown, the flying car 200 provided in the embodiment of the present application includes the power device 100 in the above embodiment, wherein the power device 100 is used to provide working energy to the flying car 200.

[0096] The flying car 200 may be, for example, an airplane, a drone, or a flying vehicle.

[0097] See also Figure 8 , Figure 8 The flow chart of the temperature regulation method provided in the embodiment of the present application is shown in FIG. Figure 8As shown, the temperature adjustment method provided in the embodiment of the present application is applied to the power device 100 in the above embodiment. The temperature adjustment method includes steps 310 to 320. Specifically:

[0098] In step 310, when the flying car is in a land-based operating state, the operating temperature of the power module is adjusted by the land-based temperature adjustment module.

[0099] In an embodiment of the present application, the flying car is in a land operating condition, and the land temperature regulating module is connected to the power module to regulate the operating temperature of the power module, for example, to lower or increase the operating temperature of the power module.

[0100] In some embodiments, the land operating condition includes a cooling operating condition and a heating operating condition, and step 310 further includes the following steps.

[0101] (1) When the flying car is in cooling mode, the operating temperature of the power module is adjusted by the land cooling unit.

[0102] In some embodiments, the cooling operating condition includes a pre-cooling operating condition before the flying car enters the flight operating condition and a cooling operating condition when the flying car is traveling on land.

[0103] In some embodiments, when the flying car is in a pre-cooling state, the land cooling submodule is connected to the power module to reduce the operating temperature of the power module through the land cooling submodule, so that the power module meets flight conditions.

[0104] In some embodiments, when the flying car is in a cooling state, the land cooling submodule is connected to the power module to keep the power module at an optimal operating temperature.

[0105] (2) When the flying car is in the heating state, the operating temperature of the power module is adjusted by the land heating unit.

[0106] In some embodiments, the heating condition includes a preheating condition before the flying car enters the flight condition and a heating condition when the flying car is traveling on land.

[0107] In some embodiments, when the flying car is in a preheating state, the land heating submodule is connected to the power module to increase the operating temperature of the power module through the land heating submodule so that the operating temperature of the power module reaches the take-off condition.

[0108] In some embodiments, when the flying car is in a heating state, the land heating submodule is connected to the power module to increase the operating temperature of the power module through the land heating submodule, so that the operating temperature of the power module is at a more optimal operating temperature.

[0109] In step 320, when the flying car is in flight mode, the connection between the land temperature module and the power module is disconnected; and the operating temperature of the power module is adjusted by controlling the flight temperature adjustment module.

[0110] When the flying car is in flight mode, the land temperature regulating module is disconnected from the power module, and the flight temperature regulating module is connected to the power module to regulate the operating temperature of the power module through the flight temperature regulating module.

[0111] Since the land temperature regulation module is disconnected from the power module when the flying car is in flight condition, the operator can remove the land temperature regulation module to reduce the flight weight of the power unit, thereby reducing the flight burden of the flying car.

[0112] See also Figure 9 , Figure 9 A schematic diagram of the structure of a computer-readable storage medium provided in an embodiment of the present application is shown. The computer-readable medium 400 stores program code, which can be called by a processor to execute the adjustment method described in the above method embodiment.

[0113] Computer-readable storage medium 400 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, a hard disk, or ROM. Alternatively, computer-readable storage medium 400 may include non-transitory computer-readable storage medium. Computer-readable storage medium 400 has storage space for program code 410 for executing any of the method steps described above. This program code can be read from or written to one or more computer program devices. Program code 410 may be compressed, for example, in a suitable format.

[0114] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A power device, characterized in that: Applied to flying cars, the power unit includes: a power module, a land temperature adjustment module and a flight temperature adjustment module; wherein, The power module is used to provide the flying car with power for flying and land travel; The land temperature regulating module is used to regulate the operating temperature of the power module when the flying car is in a land-based operating state; and is used to disconnect from the power module when the flying car is in a flying state to achieve separation from the flying car; The flight temperature regulating module is used to regulate the operating temperature of the power module when the flying car is in the flight condition.

2. The power device according to claim 1, characterized in that: The flight temperature control module includes a flight cooling unit and a flight heat exchange unit; wherein, The flight cooling unit is connected to the flight heat exchange unit, and the flight cooling unit is used to adjust the temperature of the flight heat exchange unit; The flight heat exchange unit is connected to the power module, and the flight heat exchange unit is used to adjust the operating temperature of the power module.

3. The power device according to claim 2, characterized in that: The first end of the flight heat exchange unit is used to receive the cooling medium transmitted by the flight cooling unit when the flying car is in the flight operating state, so as to perform heat exchange with the cooling liquid in the flight heat exchange unit through the cooling medium, thereby reducing the temperature of the cooling liquid; The second end of the flight heat exchange unit is used to transmit the cooling liquid that has completed the heat exchange to the power module to reduce the operating temperature of the power module; The third end of the flight heat exchange unit is used to receive the cooling liquid transmitted by the power module.

4. The power device according to claim 3, characterized in that: The fourth end of the flight heat exchange unit is used to transmit the cooling medium that has completed the heat exchange to the power module; wherein the state of the cooling medium is converted from liquid to gas after the heat exchange is completed.

5. The power device according to claim 3, characterized in that: The flight cooling unit is used to connect to the land temperature regulation module when the flying car is in a land operating condition, and the land temperature regulation module is used to provide the cooling medium to the flight cooling unit.

6. The power device according to claim 1, characterized in that: The land operating conditions include cooling conditions and heating conditions; The land temperature regulation module includes a land cooling submodule and a land heating submodule; wherein, The land cooling submodule is used to reduce the operating temperature of the power module when the flying car is in a cooling state; The land heating submodule is used to increase the operating temperature of the power module when the flying car is in a heating condition.

7. The power plant according to claim 6, characterized in that: The land cooling submodule includes a land heat exchange unit and a land cooling unit; wherein, The land cooling unit is connected to the land heat exchange unit, and the land cooling unit is used to reduce the temperature of the land heat exchange unit; The land heat exchange unit is connected to the power module, and the land heat exchange unit is used to reduce the operating temperature of the power module.

8. The power plant according to claim 7, characterized in that: The first end of the land heat exchange unit is used to receive the cooling medium transmitted by the land cooling unit when the flying car is in the land operating state, so as to perform heat exchange with the cooling liquid in the land heat exchange unit through the cooling medium, thereby reducing the temperature of the cooling liquid; The second end of the land heat exchange unit is used to transmit the cooling liquid that has completed the heat exchange to the power module to reduce the operating temperature of the power module; The third end of the land heat exchange unit is used to receive the cooling liquid transmitted by the power module; The fourth end of the land heat exchange unit is used to transmit the cooling medium that has completed the heat exchange to the land cooling unit; The land cooling unit is used to pressurize and liquefy the cooling medium that has completed the heat exchange, and to transmit the pressurized and liquefied cooling medium to the first end of the land heat exchange unit.

9. The power plant according to claim 8, characterized in that: The pressurized liquefaction process includes pressurization process and liquefaction process; the land cooling unit includes a compressor and a condenser; The first end of the compressor is connected to the fourth end of the land heat exchange unit; the second end of the compressor is connected to the first end of the condenser; the compressor is used to pressurize the cooling medium that has completed the heat exchange; The second end of the condenser is connected to the first end of the land heat exchange unit; the condenser is used to liquefy the cooling medium after the pressurization treatment; the condenser is used to transfer the liquefied cooling medium to the first end of the land heat exchange unit.

10. A flying car, characterized in that: comprising a power device according to any one of claims 1 to 9; The power device is used to provide working energy to the flying car.

11. A temperature regulation method, characterized in that: Applied to the power device according to any one of claims 1 to 9, the temperature adjustment method comprises: When the flying car is in a land-based operating condition, the operating temperature of the power module is adjusted by the land-based temperature adjustment module; When the flying car is in a flight state, the connection between the land temperature module and the power module is disconnected; and the operating temperature of the power module is adjusted by controlling the flight temperature adjustment module.

12. The adjustment method according to claim 11, characterized in that: The land operating condition includes a cooling condition and a heating condition; when the flying car is in the land operating condition, regulating the operating temperature of the power module by the land temperature regulating module includes: When the flying car is in a cooling state, the operating temperature of the power module is adjusted by a land cooling unit; When the flying car is in a heating state, the operating temperature of the power module is adjusted by the land heating unit.

Images