Aircraft thermal management system

Abstract

The application discloses an aircraft thermal management system, comprising a first main path, a first branch path, a second branch path, a third branch path, a heat exchange demand flow path and a fourth branch path, the first branch path is connected with the first main path, the first main path is provided with a compressor; the second branch path is connected with the first branch path, the third branch path is connected with the second branch path, the third branch path is connected in series with the heat exchange demand flow path, the heat exchange demand flow path is connected with the fourth branch path, and the fourth branch path is connected with the first main path; the third branch path is provided with a first heat exchange device and a first throttling device, the first heat exchange device is used for heat exchange with a cabin, the heat exchange demand flow path is provided with a heat exchange element and a second throttling device, and the heat exchange element is used for heat exchange with a battery pack. In this way, the battery pack refrigeration and the cabin heating demand in the flight process of the aircraft can be met.

Description

Technical Field

[0001] This application relates to the field of thermal management technology, and in particular to an aircraft thermal management system. Background Technology

[0002] Aircraft are primarily used for urban air transportation, and batteries, as the core power component, play a crucial role in the aircraft's handling performance, safety, and lifespan. During flight, the battery discharge rate is relatively high, necessitating heat dissipation to prevent overheating and reduced lifespan. Additionally, in cold weather conditions such as winter, the cabin temperature is low, creating an uncomfortable environment for passengers and negatively impacting their travel experience.

[0003] Therefore, it is necessary to provide a system capable of thermal management of aircraft. Summary of the Invention

[0004] The purpose of this application is to provide an aircraft thermal management system that can meet the needs of battery pack cooling and cabin heating during aircraft flight.

[0005] The objective of this application is achieved through the following technical solution:

[0006] An aircraft thermal management system includes a first main path and a first branch path, both of which have channels for the flow of heat exchange medium. The first branch path is connected to the first main path, and the first main path is equipped with a compressor.

[0007] The thermal management system further includes a second branch, a third branch, a heat exchange demand flow path, and a fourth branch. The second branch is connected to the first branch, the third branch is connected to the second branch, the third branch is connected in series with the heat exchange demand flow path, the heat exchange demand flow path is connected to the fourth branch, and the fourth branch is connected to the first main path.

[0008] The third branch is equipped with a first heat exchange device and a first throttling device. The first heat exchange device is used to exchange heat with the cabin. The heat exchange demand flow path is equipped with a heat exchange element and a second throttling device. The heat exchange element is used to exchange heat with the battery pack.

[0009] The aircraft thermal management system in this application includes a first main path, a first branch path, a second branch path, a third branch path, a heat exchange demand flow path, and a fourth branch path. The third branch path is equipped with a first heat exchange device, which is used for cabin temperature regulation. The heat exchange demand flow path is equipped with a heat exchange component, which is used for heat exchange with the battery pack. The heat exchange medium undergoes condensation heat exchange in the first heat exchange device and evaporation heat exchange in the heat exchange component, which can meet the cooling needs of the battery pack and the heating needs of the cabin during aircraft flight. Attached Figure Description

[0010] Figure 1 This is a block diagram of some embodiments of the aircraft thermal management system of this application;

[0011] Figure 2 for Figure 1 Part of the block diagram;

[0012] Figure 3 for Figure 1 Another part of the block diagram;

[0013] Figure 4 for Figure 1 Another part of the block diagram;

[0014] Figure 5 This is a block diagram of other embodiments of the aircraft thermal management system of this application;

[0015] Figure 6 for Figure 5 Part of the block diagram;

[0016] Figure 7 for Figure 5 Another part of the block diagram;

[0017] Figure 8 This is a block diagram of other embodiments of the aircraft thermal management system of this application;

[0018] Figure 9 for Figure 8 Part of the block diagram;

[0019] Figure 10 for Figure 1 The first operating mode diagram of the first mode of the aircraft thermal management system;

[0020] Figure 11 for Figure 1 The diagram shows the first and second operating modes of the aircraft thermal management system.

[0021] Figure 12 for Figure 1 The diagram shows the second and third operating modes of the aircraft thermal management system.

[0022] Figure 13 for Figure 1 The diagram shows the fourth operating mode of the second mode of the aircraft thermal management system;

[0023] Figure 14 for Figure 1 The third-mode block diagram of the aircraft thermal management system;

[0024] Figure 15 for Figure 1 The fourth mode block diagram of the aircraft thermal management system;

[0025] Figure 16for Figure 1 The fifth mode block diagram of the aircraft thermal management system;

[0026] Figure 17 for Figure 1 The sixth mode block diagram of the aircraft thermal management system;

[0027] Figure 18 for Figure 1 The seventh mode block diagram of the aircraft thermal management system;

[0028] Figure 19 for Figure 1 The eighth mode block diagram of the aircraft thermal management system. Detailed Implementation

[0029] The exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. If several embodiments exist, features in these embodiments may be combined with each other without conflict. When the description refers to the drawings, unless otherwise stated, the same numbers in different drawings represent the same or similar elements. The descriptions in the following exemplary embodiments do not represent all embodiments consistent with the present invention; rather, they are merely examples of apparatuses, products, and / or methods consistent with some aspects of the present invention as set forth in the claims.

[0030] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of protection of this invention. The singular forms “a,” “the,” or “the” as used in the specification and claims of this invention are also intended to include the plural forms unless the context clearly indicates otherwise.

[0031] It should be understood that the terms "first," "second," and similar words used in the specification and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish features. Similarly, the terms "an" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. Unless otherwise stated, the terms "before," "after," "upper," "lower," and similar words appearing in this invention are for ease of explanation only and are not limited to a specific location or spatial orientation. The terms "comprising" or "including" are an open-ended expression, meaning that the element preceding "comprising" or "including" encompasses the element following "comprising" or "including" and its equivalents, but this does not preclude the element preceding "comprising" or "including" from also including other elements. In this invention, the term "several" means two or more.

[0032] Please refer to Figures 1 to 19As shown, this application discloses an aircraft thermal management system, including a first main line 1 and a first branch line 2. Both the first main line 1 and the first branch line 2 have channels for the flow of heat exchange medium. The first branch line 2 is connected to the first main line 1, and the first main line 1 is equipped with a compressor 11.

[0033] See Figure 1 The aircraft thermal management system also includes a second branch 3, a third branch 4, a heat exchange demand flow path 5, and a fourth branch 6. The second branch 3 is connected to the first branch 2, the third branch 4 is connected to the second branch 3, the third branch 4 is connected in series with the heat exchange demand flow path 5, the heat exchange demand flow path 5 is connected to the fourth branch 6, and the fourth branch 6 is connected to the first main path 1. See also... Figure 2 That is, the heat exchange demand flow path 5 has a first interface 501 and a second interface 502. The first interface 501 is connected to the interface of the third branch 4, and the second interface 502 is connected to the interface of the fourth branch 6.

[0034] See Figure 1 The third branch 4 is equipped with a first heat exchange device 41 and a first throttling device 42. The first heat exchange device 41 is used for heat exchange with the cabin interior. The heat exchange demand flow path 5 is equipped with a heat exchange element 51 and a second throttling device 52. The heat exchange element 51 is used for heat exchange with the battery pack. The heat exchange element 51 has a channel for the flow of the heat exchange medium and includes a heat exchange plate. In some embodiments, the heat exchange plate is in direct contact with the battery pack for heat exchange. In other embodiments, the heat exchange plate and the battery pack may also be in indirect contact, for example, by adding a thermally conductive pad between the heat exchange plate and the battery pack.

[0035] The aircraft thermal management system has a first mode, namely the cabin heating and battery pack cooling mode. The first mode is used in low temperature environments. The first mode includes the first operating mode.

[0036] See Figure 10 In the first operating mode, the compressor 11, the first heat exchanger 41, the first throttling device 42, the second throttling device 52, and the heat exchanger 51 are connected in series. During operation, the high-temperature and high-pressure gas discharged from the compressor 11 undergoes condensation and heat exchange through the first heat exchanger 41, thereby raising the ambient temperature inside the cabin and turning the high-temperature and high-pressure gas into a low-temperature and high-pressure liquid. The low-temperature and high-pressure liquid then enters the heat exchanger 51 through the throttling device for evaporation and heat exchange, thereby cooling the battery pack. The low-temperature and low-pressure gaseous heat exchange medium after heat exchange returns to the compressor 11, completing one cycle.

[0037] See Figure 1 The thermal management system includes a first flow path 8, which is equipped with a second heat exchange device 81 and a third throttling device 82. The first flow path 8 is connected to the first main flow path 1 and the heat exchange demand flow path 5, and the first flow path 8 is connected in parallel with the first branch flow path 2.

[0038] For details, see Figure 4 The first flow path 8 includes a first section 8a and a second section 8b. The first section 8a is connected to the third branch 4, and the first section 8a is connected to the second section 8b. The second heat exchange device 81 and the third throttling device 82 are located in the first section 8a. The second section 8b is connected to the first main path 1 and the first branch 2.

[0039] The first mode includes the second operating mode; see [link / reference] Figure 11 In the second operating mode, the high-temperature, high-pressure gas discharged from the compressor 11 is divided into two paths. One path passes through the first branch 2 and the second branch 3, then enters the first heat exchanger 41 in the third branch 4 for condensation heat exchange, raising the ambient temperature inside the cabin and transforming the high-temperature, high-pressure gas into a low-temperature, high-pressure liquid. The other path enters the second heat exchanger 81 for condensation heat exchange, then passes through the third throttling device 82 and enters the heat exchanger 51 for evaporation heat exchange. The low-temperature, high-pressure liquid flowing out of the first heat exchanger 41 also enters the heat exchanger 51 through the throttling device for evaporation heat exchange, achieving cooling of the battery pack. The low-temperature, low-pressure gaseous heat exchange medium after heat exchange returns to the compressor 11, completing one cycle. The two paths of heat exchange medium entering the heat exchanger 51 for evaporation heat exchange improve the cooling effect. By setting the second heat exchanger 81 in the first flow path 8, condensation heat exchange can be increased, thereby improving the cooling effect of the battery pack.

[0040] See Figure 1 The heat exchange demand flow path 5 includes a second main path 5a, a fifth branch path 5b, a sixth branch path 5c, and a first control component 10. The fifth branch path 5b is connected to the fourth branch path 6, and the sixth branch path 5c is connected to the first branch path 2. The heat exchanger 51 and the second throttling device 52 are located on the second main path 5a. The first flow path 8 is connected to the first main path 1 and the second main path 5a. The first control component 10 is used to control the connection between the second main path 5a and either the fifth branch path 5b or the sixth branch path 5c.

[0041] In some implementations, see Figure 2 The first control component 10 includes a first valve 101, which has a first opening 1011, a second opening 1012 and a third opening 1013. The first opening 1011 is connected to the second main road 5a, the second opening 1012 is connected to the fifth branch road 5b, and the third opening 1013 is connected to the sixth branch road 5c. The first opening 1011 is connected to either the second opening 1012 or the third opening 1013.

[0042] In another implementation, see Figure 5The first control component 10 includes a first shut-off valve 102 and a second shut-off valve 103. The shut-off valves are used to control the opening or closing of the system branch. The first shut-off valve 102 is located in the fifth branch 5b and is used to control the opening of the fifth branch 5b. The second shut-off valve 103 is located in the sixth branch 5c and is used to control the opening of the sixth branch 5c.

[0043] In some implementations, see Figure 1 The heat exchange demand flow path 5 has two sets, namely a first heat exchange demand flow path and a second heat exchange demand flow path, which are connected in parallel. Both the first and second heat exchange demand flow paths include a second main path 5a, a fifth branch path 5b, a sixth branch path 5c, and a first control component 10. The second main path 5a of the first heat exchange demand flow path is connected in parallel with the second main path 5a of the second heat exchange demand flow path. The second main path 5a of the first heat exchange demand flow path is connected to a third branch path 4. The second main path 5a of the first heat exchange demand flow path includes a first interface 501, and the fifth branch path 5b includes a second interface 502. Of course, in other embodiments, the heat exchange demand flow path 5 can also be provided with one, three, or four sets; the specific number of sets of the heat exchange demand flow path 5 is not limited.

[0044] Both the first heat exchange demand flow path and the second main flow path 5a of the second heat exchange demand flow path are equipped with heat exchange elements 51 and second throttling devices 52. During operation, low-temperature high-pressure liquid flows out from the third branch 4 and flows into the second main flow path 5a of the first heat exchange demand flow path and the second main flow path 5a of the second heat exchange demand flow path respectively. The second throttling device 52 depressurizes the low-temperature high-pressure liquid flowing into the second main flow path 5a, and after depressurization, it flows into its respective heat exchange element 51.

[0045] See Figure 1 The thermal management system includes a seventh branch 7 and a second control component 20. The seventh branch 7 is connected to the fourth branch 6. The second control component 20 is used to control the connection between the third branch 4 and the second branch 3 or the seventh branch 7.

[0046] In some implementations, see Figure 3 The second control component 20 includes a third valve 201, which has a first port 2011, a second port 2012 and a third port 2013. The first port 2011 is connected to the third branch 4, the second port 2012 is connected to the second branch 3, and the third port 2013 is connected to the seventh branch 7. The first port 2011 is connected to either the second port 2012 or the third port 2013.

[0047] In another implementation, see Figure 5The second control component 20 includes a third shut-off valve 202 and a fourth shut-off valve 203. The shut-off valves are used to control the opening or closing of the system branch. The third shut-off valve 202 is located in the second branch 3 and is used to control the opening of the second branch 3. The fourth shut-off valve 203 is located in the seventh branch 7 and is used to control the opening of the seventh branch 7.

[0048] In the first mode, the first control component 10 controls the second main road 5a to connect with the fifth branch road 5b, the second control component 20 controls the third branch road 4 to connect with the second branch road 3, the first heat exchange device 41 is a condenser, a liquefaction reaction occurs in the condenser to heat the cabin; the heat exchange component 51 provides cooling to the battery pack.

[0049] The aircraft's thermal management system has a second mode, namely a cabin cooling and battery pack heating mode. This second mode is used in high-temperature environments. The second mode includes a third operating mode.

[0050] See Figure 12 In the third operating mode, the first control component 10 controls the connection between the second main road 5a and the sixth branch road 5c, the second control component 20 controls the connection between the third branch road 4 and the seventh branch road 7, the first main road 1 is connected to the first branch road 2, the first branch road 2 is connected to the sixth branch road 5c, the sixth branch road 5c is connected to the second main road 5a, the second main road 5a is connected to the third branch road 4, the third branch road 4 is connected to the seventh branch road 7, the seventh branch road 7 is connected to the fourth branch road 6, and the fourth branch road 6 is connected to the first main road 1. The high-temperature and high-pressure gas discharged from the compressor 11 first enters the heat exchanger 51 for condensation heat exchange to achieve heating and temperature rise of the battery pack, and then enters the first heat exchanger 41 through the first throttling device 42 for evaporation heat exchange to achieve cooling and temperature drop of the cabin. The low-temperature and low-pressure gaseous heat exchange medium after heat exchange returns to the compressor 11 to complete one cycle.

[0051] See Figure 1 The thermal management system includes a second flow path 9 and a second valve 30. The second flow path 9 is connected to the fourth branch 6, and the second valve 30 is used to control the connection between the first section 8a and the second section 8b or the second flow path 9.

[0052] In some embodiments, the second valve 30 is a three-way valve, see [reference needed]. Figure 4 The second valve 30 has a fourth opening 301, a fifth opening 302 and a sixth opening 303. The fourth opening 301 is connected to the first section 8a, the fifth opening 302 is connected to the second section 8b, and the sixth opening 303 is connected to the second flow path 9. The fourth opening 301 is connected to either the fifth opening 302 or the sixth opening 303.

[0053] In another embodiment, the second valve 30 is a four-way valve, see [link to previous embodiment]. Figure 6The second valve 30 has a first port 304, a second port 305, a third port 306, and a fourth port 307. The first port 304 is connected to the first flow path 8a, the second port 305 is connected to the second flow path 9, the third port 306 is blocked, and the fourth port 307 is connected to the second flow path 8b. The first port 304 is connected to either the second port 305 or the fourth port 307. When the four-way valve is not energized, the first port 304 is connected to the fourth port 307, and the second port 305 is connected to the third port 306. When the four-way valve is energized, the piston moves to the right, and the first port 304 is connected to the second port 305, and the third port 306 is connected to the fourth port 307.

[0054] In the first operating mode of the first mode, the second valve 30 controls the connection between the first section 8a and the second flow path 9, that is, the first main path 1 is not connected to the first section 8a, the first main path 1 is connected to the first branch path 2, the first branch path 2 is connected to the second branch path 3, the second branch path 3 is connected to the third branch path 4, the third branch path 4 is connected to the second main path 5a, the second main path 5a is connected to the fifth branch path 5b, the fifth branch path 5b is connected to the fourth branch path 6, and the fourth branch path 6 is connected to the first main path 1.

[0055] In the second operating mode of the first mode, the second valve 30 controls the connection between the first section 8a and the second section 8b. The first main road 1 is connected to the first branch road 2 and the first flow road 8. The first branch road 2 is connected to the second branch road 3. The second branch road 3 is connected to the third branch road 4. The third branch road 4 and the first flow road 8 are both connected to the second main road 5a. The second main road 5a is connected to the fifth branch road 5b. The fifth branch road 5b is connected to the fourth branch road 6. The fourth branch road 6 is connected to the first main road 1. This causes the high-temperature and high-pressure heat exchange medium flowing out of the compressor 11 to be divided into two paths, one of which enters the first branch road 2 and the other enters the first flow road 8.

[0056] The second mode includes a fourth operating mode, see [link / reference] Figure 13In the fourth operating mode, the first control component 10 controls the connection between the second main road 5a and the sixth branch road 5c; the second control component 20 controls the connection between the third branch road 4 and the seventh branch road 7; the second valve component 30 controls the connection between the first section 8a and the second flow path 9; the first main road 1 is connected to the first branch road 2; the first branch road 2 is connected to the sixth branch road 5c; the sixth branch road 5c is connected to the second main road 5a; the second main road 5a is connected to the third branch road 4 and the first section 8a; the third branch road 4 is connected to the seventh branch road 7; the first section 8a is connected to the second flow path 9; and the seventh branch road 7 and the second flow path 9... All are connected to the fourth branch 6, which is connected to the first main line 1. The high-temperature and high-pressure gas discharged from the compressor 11 first enters the heat exchanger 51 for condensation and heat exchange, thereby heating the battery pack. The heat exchange medium flowing out of the heat exchanger 51 is divided into two paths. One path enters the first heat exchanger 41 through the first throttling device 42 for evaporation and heat exchange, thereby cooling the cabin. The other path enters the second heat exchanger 81 through the third throttling device 82 for evaporation and heat exchange. The heat exchange medium flowing out of the first heat exchanger 41 and the second heat exchanger 81 both return to the compressor 11, completing one cycle.

[0057] The aircraft thermal management system has a third mode, namely the cockpit and battery pack heating mode.

[0058] See Figure 14 In the third mode, the second valve 30 controls the connection between the first section 8a and the second flow path 9; the first control component 10 controls the connection between the second main path 5a and the sixth branch path 5c; the second control component 20 controls the connection between the third branch path 4 and the second branch path 3; the first main path 1 is connected to the first branch path 2; the first branch path 2 is connected to the sixth branch path 5c and the second branch path 3; the sixth branch path 5c is connected to the second main path 5a; the second branch path 3 is connected to the third branch path 4; the third branch path 4 is connected to the second main path 5a; and the second main path 5a is connected to the first main path 9. Section 8a is connected, the first section 8a is connected to the second flow path 9, and the second flow path 9 is connected to the first main path 1; the high temperature and high pressure gas discharged from the compressor 11 is divided into two paths, one of which enters the heat exchanger 51 for condensation heat exchange to realize the heating and temperature rise of the battery pack, and the other of which enters the first heat exchange device 41 for condensation heat exchange; the heat exchange medium flowing out from the heat exchanger 51 and the first heat exchange device 41 enters the second heat exchange device 81 through the third throttling device 82 for evaporation heat exchange, and the heat exchange medium after heat exchange returns to the compressor 11 to complete one cycle.

[0059] The aircraft thermal management system has a fourth mode, namely the cabin and battery pack cooling mode.

[0060] See Figure 15In the fourth mode, the second valve 30 controls the connection between the first section 8a and the second section 8b, the first control component 10 controls the connection between the second main road 5a and the fifth branch road 5b, the second control component 20 controls the connection between the third branch road 4 and the seventh branch road 7, the first main road 1 is connected to the first flow path 8, the first flow path 8 is connected to the second main road 5a, the second main road 5a is connected to the fifth branch road 5b and the third branch road 4, the third branch road 4 is connected to the seventh branch road 7, the fifth branch road 5b and the seventh branch road 7 are both connected to the fourth branch road 6, and the fourth branch road 6 is connected to the first main road 1. The high-temperature and high-pressure gas discharged from the compressor 11 enters the second heat exchange device 81 for evaporative heat exchange, and the heat exchanged medium enters the heat exchange element 51 for evaporative heat exchange to achieve cooling of the battery pack. The heat exchanged medium from the heat exchange element 51 enters the first heat exchange device 41 for evaporative heat exchange to achieve cabin cooling. The heat exchanged medium returns to the compressor 11 to complete one cycle.

[0061] The aircraft thermal management system has a fifth mode, namely the cabin cooling mode.

[0062] See Figure 16 In the fifth mode, the second valve 30 controls the connection between the first section 8a and the second section 8b, the second control component 20 controls the connection between the third branch 4 and the seventh branch 7, the second throttling device 52 adjusts the heat exchange demand flow path 5 to be in the cut-off state, the first main path 1 is connected to the first flow path 8, the first flow path 8 is connected to the third branch 4, the third branch 4 is connected to the seventh branch 7, the seventh branch 7 is connected to the fourth branch 6, and the fourth branch 6 is connected to the first main path 1; the high-temperature and high-pressure gas discharged from the compressor 11 enters the second heat exchange device 81 for evaporative heat exchange, the heat-exchanged medium enters the first heat exchange device 41 for evaporative heat exchange to achieve cabin cooling, and the heat-exchanged medium returns to the compressor 11 to complete one cycle.

[0063] The aircraft's thermal management system has a sixth mode, namely the battery pack cooling mode.

[0064] See Figure 17 In the sixth mode, the second valve 30 controls the connection between the first section 8a and the second section 8b, the first control component 10 controls the connection between the second main line 5a and the fifth branch line 5b, the second throttling device 52 adjusts the third branch line 4 to the cut-off state, the first main line 1 is connected to the first flow path 8, the first flow path 8 is connected to the second main line 5a, the second main line 5a is connected to the fifth branch line 5b, the fifth branch line 5b is connected to the fourth branch line 6, and the fourth branch line 6 is connected to the first main line 1. The high-temperature and high-pressure gas discharged from the compressor 11 enters the second heat exchange device 81 for evaporative heat exchange, and the medium after heat exchange enters the heat exchange element 51 for evaporative heat exchange to achieve cooling of the battery pack. The medium after heat exchange returns to the compressor 11 to complete one cycle.

[0065] The aircraft thermal management system has a seventh mode, namely the cabin heating mode.

[0066] See Figure 18 In the seventh mode, the second valve 30 controls the connection between the first section 8a and the second flow path 9, the second control component 20 controls the connection between the third branch 4 and the second branch 3, the second throttling device 52 adjusts the heat exchange demand flow path 5 to be in the cut-off state, the first main path 1 is connected to the first branch 2, the first branch 2 is connected to the second branch 3, the second branch 3 is connected to the third branch 4, the third branch 4 is connected to the first section 8a, the first section 8a is connected to the second flow path 9, and the second flow path 9 is connected to the first main path 1; the high-temperature and high-pressure gas discharged from the compressor 11 enters the first heat exchange device 41 for condensation heat exchange to achieve cabin heating; after heat exchange, the heat exchange medium passes through the third throttling device 82 and enters the second heat exchange device 81 for evaporation heat exchange, and the heat exchange medium after heat exchange returns to the compressor 11 to complete one cycle.

[0067] The aircraft's thermal management system has an eighth mode, namely the battery pack heating mode.

[0068] See Figure 19 In the eighth mode, the second valve 30 controls the connection between the first section 8a and the second flow path 9, the first control component 10 controls the connection between the second main path 5a and the sixth branch path 5c, the first throttling device 42 adjusts the third branch path 4 to the cut-off state, the first main path 1 is connected to the first branch path 2, the first branch path 2 is connected to the sixth branch path 5c, the sixth branch path 5c is connected to the second main path 5a, the second main path 5a is connected to the first section 8a, the first section 8a is connected to the second flow path 9, and the second flow path 9 is connected to the first main path 1; the high-temperature and high-pressure gas discharged from the compressor 11 enters the heat exchanger 51 for condensation heat exchange to realize battery pack heating; after heat exchange, the heat exchange medium enters the second heat exchanger 81 through the third throttling device 82 for evaporation heat exchange, and the heat exchange medium returns to the compressor 11 after heat exchange, completing one cycle.

[0069] In some embodiments, the first throttling device 42 employs a large-diameter needle valve with throttling and shut-off functions. The needle valve can control the throttling effect and flow rate by adjusting its opening degree. In another embodiment, the first throttling device 42 includes a first throttling valve 421 and a fifth check valve 422. The third branch 4 includes a third main branch 41a, a first branch 42a, and a second branch 43a. Both the first branch 42a and the second branch 43a are connected to the third main branch 41a. The first branch 42a and the second branch 43a are arranged in parallel. The first throttling valve 421 is located in the first branch 42a, and the fifth check valve 422 is located in the second branch 43a. The first throttling valve 421 can throttle and reduce the pressure of the heat exchange medium, and can also control the shut-off of the first branch 42a. By setting the fifth check valve 422, the heat exchange medium is prevented from flowing through the first throttling valve 421, reducing damage to the first throttling valve 421.

[0070] In some embodiments, the second throttling device 52 employs a large-diameter needle valve with throttling and shut-off functions. The throttling effect and flow rate can be controlled by adjusting the valve opening. In another embodiment, see [link to embodiment]. Figure 7 The second throttling device 52 includes a second throttling valve 521 and a sixth check valve 522. The second main circuit 5a includes a fourth main circuit 51a, a third circuit 52a, and a fourth circuit 53a. Both the third circuit 52a and the fourth circuit 53a are connected to the fourth main circuit 51a and are arranged in parallel. The second throttling valve 521 is located in the third circuit 52a, and the sixth check valve 522 is located in the fourth circuit 53a. The second throttling valve 521 can throttle and reduce the pressure of the heat exchange medium and can also control the shut-off of the third circuit 52a. By setting the sixth check valve 522, the heat exchange medium is prevented from flowing through the second throttling valve 521, reducing damage to the second throttling valve 521.

[0071] In some embodiments, the third throttling device 82 employs a large-diameter needle valve with throttling and shut-off functions. The needle valve can control the throttling effect and flow rate by adjusting its opening. In another embodiment, the third throttling device 82 includes a third throttling valve 821 and a seventh check valve 822. The first section 8a includes a fifth main line 81a, a fifth line 82a, and a sixth line 83a. Both the fifth line 82a and the sixth line 83a are connected to the fifth main line 81a, and the fifth line 82a and the sixth line 83a are arranged in parallel. The third throttling valve 821 is located in the fifth line 82a, and the seventh check valve 822 is located in the sixth line 83a. The third throttling valve 821 can throttle and reduce the pressure of the heat exchange medium, and can also control the shut-off of the fifth line 82a. By setting the seventh check valve 822, the heat exchange medium is prevented from flowing through the third throttling valve 821, reducing damage to the third throttling valve 821.

[0072] The first main path 1 is equipped with a gas-liquid separator 12, which is located near the inlet of the compressor 11 relative to its outlet. The gas-liquid separator 12 is used for gas-liquid separation of the heat exchange medium.

[0073] The first section 8a of the first flow path 8 is provided with a liquid storage tank 83, and the second heat exchange device 81 is connected between the liquid storage tank 83 and the second valve 30. The liquid storage tank 83 is used to regulate the circulation rate of the heat exchange medium. That is, during system operation, sometimes a large circulation rate of the heat exchange medium is required, and sometimes a small circulation rate of the heat exchange medium is required. When a small circulation rate is required, the excess heat exchange medium in the system can be stored in the liquid storage tank 83.

[0074] In some embodiments, the liquid storage tank 83 may be a one-way liquid storage tank. See also Figure 6The first section 8a includes a first section pipe 811a and a second section pipe 812a. The storage tank 83 includes a storage tank body 831, a first pipe 832, and a second pipe 833. The first pipe 832 is connected to the first section pipe 811a, and the second pipe 833 is connected to the second section pipe 812a. One of the first pipe 832 and the second pipe 833 is the inlet pipe of the storage tank 83, and the other is the outlet pipe; or,

[0075] In another embodiment, the liquid storage tank 83 can also be a bidirectional liquid storage tank, which requires control of the flow direction. See also Figure 9 The first section 8a includes a first section pipe 811a and a second section pipe 812a. The storage tank 83 includes a storage tank body 831, a first section pipe 832, a second section pipe 833, a third section pipe 834, a fourth section pipe 835, a fifth section pipe 836, and a sixth section pipe 837. The first section pipe 832 is the inlet pipe of the storage tank 83, the second section pipe 833 is the outlet pipe of the storage tank 83, the third section pipe 834 is connected to the first section pipe 811a and the first section pipe 832, the fourth section pipe 835 is connected to the second section pipe 812a and the first section pipe 832, the fifth section pipe 836 is connected to the first section pipe 811a and the second section pipe 833, and the sixth section pipe 837 is connected to the second section pipe 831. 12a is connected to the second pipeline 833. The third pipeline 834 is equipped with a first check valve 8341, which is used to control the flow of heat exchange medium from the third pipeline 834 into the first pipeline 832. The fourth pipeline 835 is equipped with a second check valve 8351, which is used to control the flow of heat exchange medium from the fourth pipeline 835 into the first pipeline 832. The fifth pipeline 836 is equipped with a third check valve 8361, which is used to control the flow of heat exchange medium from the second pipeline 833 into the fifth pipeline 836. The sixth pipeline 837 is equipped with a fourth check valve 8371, which is used to control the flow of heat exchange medium from the second pipeline 833 into the sixth pipeline 837.

[0076] The first pipe 832 and the second pipe 833 extend into the liquid storage tank body 831 at different lengths, with the second pipe 833 extending longer into the liquid storage tank body 831 than the first pipe 832. By setting a first one-way valve 8341, a second one-way valve 8351, a third one-way valve 8361, and a fourth one-way valve 8371, a gas-liquid separation function is achieved, allowing the heat exchange medium to enter the liquid storage tank body 831 from the first pipe 832, with gas overflowing and liquid flowing out of the liquid storage tank body 831 through the second pipe 833.

[0077] The thermal management system includes a first fan 40 located next to the first heat exchanger 41. The first fan 40 is used to carry the cold or heat generated by the first heat exchanger 41 to the cabin. In addition, the action of the first fan 40 facilitates forced convection heat exchange between the heat exchange medium in the first heat exchanger 41 and the air.

[0078] The thermal management system includes a second fan 50 located next to the second heat exchanger 81. The second fan 50 is used to carry the heat generated by the second heat exchanger 81 to the external environment. In addition, the action of the second fan 50 facilitates forced convection heat exchange between the heat exchange medium in the second heat exchanger 81 and the air.

[0079] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of this specification should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. An aircraft thermal management system, characterized in that, It includes a first main road (1) and a first branch road (2), both of which have channels for the flow of heat exchange medium. The first branch road (2) is connected to the first main road (1), and the first main road (1) is equipped with a compressor (11). The thermal management system further includes a second branch (3), a third branch (4), a heat exchange demand flow path (5), and a fourth branch (6). The second branch (3) is connected to the first branch (2), the third branch (4) is connected to the second branch (3), the third branch (4) is connected in series with the heat exchange demand flow path (5), the heat exchange demand flow path (5) is connected to the fourth branch (6), and the fourth branch (6) is connected to the first main path (1). The third branch (4) is provided with a first heat exchange device (41) and a first throttling device (42). The first heat exchange device (41) is used to exchange heat with the cabin. The heat exchange demand flow path (5) is provided with a heat exchange element (51) and a second throttling device (52). The heat exchange element (51) is used to exchange heat with the battery pack. The aircraft thermal management system includes a first flow path (8), which is provided with a second heat exchange device (81) and a third throttling device (82). The first flow path (8) is connected to the first main path (1) and the heat exchange demand flow path (5). The first flow path (8) is arranged in parallel with the first branch path (2).

2. The aircraft thermal management system according to claim 1, characterized in that, The heat exchange demand flow path (5) includes a second main path (5a), a fifth branch path (5b), a sixth branch path (5c), and a first control component (10). The fifth branch path (5b) is connected to the fourth branch path (6), and the sixth branch path (5c) is connected to the first branch path (2). The heat exchanger (51) and the second throttling device (52) are located on the second main path (5a). The first control component (10) is used to control the second main road (5a) to connect with the fifth branch road (5b) or the sixth branch road (5c); The thermal management system includes a seventh branch (7) and a second control component (20). The seventh branch (7) is connected to the fourth branch (6). The second control component (20) is used to control the connection of the third branch (4) to the second branch (3) or the seventh branch (7). The aircraft thermal management system includes a first mode and a second mode; In the first mode, the first control component (10) controls the second main road (5a) to connect with the fifth branch road (5b), and the second control component (20) controls the third branch road (4) to connect with the second branch road (3); In the second mode, the first control component (10) controls the second main road (5a) to connect with the sixth branch road (5c), and the second control component (20) controls the third branch road (4) to connect with the seventh branch road (7).

3. The aircraft thermal management system according to claim 2, characterized in that, The first control component (10) includes a first valve (101) having a first opening (1011), a second opening (1012), and a third opening (1013). The first opening (1011) communicates with the second main path (5a), the second opening (1012) communicates with the fifth branch path (5b), and the third opening (1013) communicates with the sixth branch path (5c). Alternatively, the first opening (1011) may communicate with either the second opening (1012) or the third opening (1013); The first control component (10) includes a first shut-off valve (102) and a second shut-off valve (103). The first shut-off valve (102) is located in the fifth branch (5b) and is used to control the conduction of the fifth branch (5b). The second shut-off valve (103) is located in the sixth branch (5c) and is used to control the conduction of the sixth branch (5c).

4. The aircraft thermal management system according to claim 2, characterized in that, The first flow path (8) includes a first section (8a) and a second section (8b). The first section (8a) is connected to the second section (8b). The first section (8a) is connected to the third branch (4). The second heat exchange device (81) and the third throttling device (82) are located in the first section (8a). The second section (8b) is connected to the first main road (1) and the first branch (2). The aircraft thermal management system includes a second flow path (9) and a second valve (30). The second flow path (9) is connected to the fourth branch (6). The second valve (30) is used to control the connection between the first section (8a) and the second section (8b) or the second flow path (9). The aircraft thermal management system includes a third mode, a fourth mode, a fifth mode, a sixth mode, a seventh mode, and an eighth mode; In the third mode, the second valve (30) controls the first section (8a) to connect with the second flow path (9), the first control component (10) controls the second main path (5a) to connect with the sixth branch path (5c), the second control component (20) controls the third branch path (4) to connect with the second branch path (3), the first main path (1) is connected with the first branch path (2), the first branch path (2) is connected with the sixth branch path (5c) and the second branch path (3), the sixth branch path (5c) is connected with the second main path (5a), the second branch path (3) is connected with the third branch path (4), the third branch path (4) is connected with the second main path (5a), the second main path (5a) is connected with the first section (8a), the first section (8a) is connected with the second flow path (9), and the second flow path (9) is connected with the first main path (1). In the fourth mode, the second valve (30) controls the first section (8a) to connect with the second section (8b), the first control component (10) controls the second main road (5a) to connect with the fifth branch road (5b), the second control component (20) controls the third branch road (4) to connect with the seventh branch road (7), the first main road (1) is connected with the first flow path (8), the first flow path (8) is connected with the second main road (5a), the second main road (5a) is connected with the fifth branch road (5b) and the third branch road (4), the third branch road (4) is connected with the seventh branch road (7), the fifth branch road (5b) and the seventh branch road (7) are both connected with the fourth branch road (6), and the fourth branch road (6) is connected with the first main road (1). In the fifth mode, the second valve (30) controls the first section (8a) to connect with the second section (8b), the second control component (20) controls the third branch (4) to connect with the seventh branch (7), the second throttling device (52) adjusts the heat exchange demand flow path (5) to be in the cut-off state, the first main road (1) is connected with the first flow path (8), the first flow path (8) is connected with the third branch (4), the third branch (4) is connected with the seventh branch (7), the seventh branch (7) is connected with the fourth branch (6), and the fourth branch (6) is connected with the first main road (1). In the sixth mode, the second valve (30) controls the first section (8a) to connect with the second section (8b), the first control component (10) controls the second main road (5a) to connect with the fifth branch road (5b), the second throttling device (52) adjusts the third branch road (4) to be in the cut-off state, the first main road (1) is connected with the first flow path (8), the first flow path (8) is connected with the second main road (5a), the second main road (5a) is connected with the fifth branch road (5b), the fifth branch road (5b) is connected with the fourth branch road (6), and the fourth branch road (6) is connected with the first main road (1). In the seventh mode, the second valve (30) controls the first section (8a) to connect with the second flow path (9), the second control component (20) controls the third branch (4) to connect with the second branch (3), the second throttling device (52) adjusts the heat exchange demand flow path (5) to be in the cut-off state, the first main road (1) is connected with the first branch (2), the first branch (2) is connected with the second branch (3), the second branch (3) is connected with the third branch (4), the third branch (4) is connected with the first section (8a), the first section (8a) is connected with the second flow path (9), and the second flow path (9) is connected with the first main road (1); In the eighth mode, the second valve (30) controls the first section (8a) to connect with the second flow path (9), the first control component (10) controls the second main road (5a) to connect with the sixth branch (5c), the first throttling device (42) adjusts the third branch (4) to be in the cut-off state, the first main road (1) is connected with the first branch (2), the first branch (2) is connected with the sixth branch (5c), the sixth branch (5c) is connected with the second main road (5a), the second main road (5a) is connected with the first section (8a), the first section (8a) is connected with the second flow path (9), and the second flow path (9) is connected with the first main road (1).

5. The aircraft thermal management system according to claim 4, characterized in that, The second valve (30) has a fourth opening (301), a fifth opening (302), and a sixth opening (303). The fourth opening (301) communicates with the first path segment (8a), the fifth opening (302) communicates with the second path segment (8b), and the sixth opening (303) communicates with the second flow path (9). Alternatively, the fourth opening (301) communicates with either the fifth opening (302) or the sixth opening (303); The second valve (30) has a first port (304), a second port (305), a third port (306) and a fourth port (307). The first port (304) is connected to the first path (8a), the second port (305) is connected to the second flow path (9), the third port (306) is blocked, and the fourth port (307) is connected to the second path (8b). The first port (304) is connected to either the second port (305) or the fourth port (307).

6. The aircraft thermal management system according to claim 4, characterized in that, The first section (8a) is equipped with a liquid storage tank (83), and the second heat exchange device (81) is connected between the liquid storage tank (83) and the second valve (30).

7. The aircraft thermal management system according to claim 6, characterized in that, The first section (8a) includes a first section of pipeline (811a) and a second section of pipeline (812a). The storage tank (83) includes a storage tank body (831), a first pipeline (832), and a second pipeline (833). The first pipeline (832) is connected to the first section of pipeline (811a), and the second pipeline (833) is connected to the second section of pipeline (812a). One of the first pipeline (832) and the second pipeline (833) is the inlet pipe of the storage tank (83), and the other is the outlet pipe; or, The first section (8a) includes a first pipeline (811a) and a second pipeline (812a). The storage tank (83) includes a storage tank body (831), a first pipeline (832), a second pipeline (833), a third pipeline (834), a fourth pipeline (835), a fifth pipeline (836), and a sixth pipeline (837). The first pipeline (832) is the inlet pipe of the storage tank (83), and the second pipeline (833) is the outlet pipe of the storage tank (83). The third pipeline (834) is connected to the first pipeline (811a) and the first pipeline (832). The fourth pipeline (835) is connected to the second pipeline (812a) and the first pipeline (832). The fifth pipeline (836) is connected to the first pipeline (811a) and the second pipeline (833). The sixth pipeline (837) is connected to the second pipeline (812a). Pipeline (812a) and the second pipeline (833) are connected. The third pipeline (834) is provided with a first check valve (8341), which is used to control the heat exchange medium to flow from the third pipeline (834) into the first pipeline (832). The fourth pipeline (835) is provided with a second check valve (8351), which is used to control the heat exchange medium to flow from the fourth pipeline (835) into the first pipeline (832). The fifth pipeline (836) is provided with a third check valve (8361), which is used to control the heat exchange medium to flow from the second pipeline (833) into the fifth pipeline (836). The sixth pipeline (837) is provided with a fourth check valve (8371), which is used to control the heat exchange medium to flow from the second pipeline (833) into the sixth pipeline (837).

8. The aircraft thermal management system according to claim 1, characterized in that, The first throttling device (42) adopts a large-diameter needle valve with throttling and cut-off functions; or, The first throttling device (42) includes a first throttling valve (421) and a fifth check valve (422). The third branch (4) includes a third main branch (41a), a first branch (42a) and a second branch (43a). The first branch (42a) and the second branch (43a) are both connected to the third main branch (41a). The first branch (42a) and the second branch (43a) are arranged in parallel. The first throttling valve (421) is located in the first branch (42a), and the fifth check valve (422) is located in the second branch (43a).

9. The aircraft thermal management system according to claim 2, characterized in that, The second throttling device (52) employs a large-diameter needle valve with throttling and shut-off functions; or, The second throttling device (52) includes a second throttling valve (521) and a sixth check valve (522). The second main circuit (5a) includes a fourth main circuit (51a), a third circuit (52a), and a fourth circuit (53a). The third circuit (52a) and the fourth circuit (53a) are both connected to the fourth main circuit (51a). The third circuit (52a) and the fourth circuit (53a) are arranged in parallel. The second throttling valve (521) is located in the third circuit (52a), and the sixth check valve (522) is located in the fourth circuit (53a).

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