Aircraft waste heat driven absorption dual temperature ring controlled refrigeration system and method

Abstract

The present application provides an aircraft waste heat driven absorption type dual temperature ring controlled refrigeration system and method. The system includes a generator, the generator includes a first inlet, a second inlet and a first outlet, the first inlet receives a reaction solution, the second inlet receives waste heat generated by the operation of the aircraft main engine, the reaction solution in the generator and the waste heat undergo a wall-type heat exchange to generate a first state refrigerant; the first outlet is connected to a first temperature evaporator, receives a second state refrigerant, and outputs a third state refrigerant, the purity of the second state refrigerant is greater than that of the first state refrigerant, and the third state refrigerant includes refrigerants in different forms; the first temperature evaporator is connected to the second temperature evaporator inlet, and the liquid phase refrigerant in the third state refrigerant is extracted and input into the second temperature evaporator to generate a second temperature refrigeration capacity, wherein the first temperature is higher than the second temperature; the refrigerant output from the second temperature evaporator and the gas phase refrigerant in the third state refrigerant are mixed in the absorber to generate a reaction solution.

Description

Technical Field

[0001] The present application relates to the field of aviation electromechanical technology, and in particular to an aircraft waste heat driven absorption dual temperature ring controlled refrigeration system and method. Background Art

[0002] The heat load of the aircraft environmental control cooling system mainly includes two categories: the aircraft cabin and aircraft electronic equipment. Usually, the cooling temperature demand of the aircraft cabin is lower than that of the aircraft electronic equipment. With the increase of onboard aircraft electronic equipment, the heat generated by aircraft electronic equipment has increased sharply, and conventional air circulation cooling cannot meet the cooling demand.

[0003] Currently, the main methods are to introduce auxiliary electric-driven evaporative cooling systems to make up for the cooling capacity gap, or to set up independent high-power electric-driven evaporative cooling systems to provide all the cooling capacity required by the aircraft. Both methods require additional electricity to generate cooling capacity, which increases fuel consumption. In addition, the consumed electricity will eventually be converted into heat energy, further increasing the aircraft's heat load and fuel consumption.

[0004] On the other hand, the aircraft contains a large amount of high-grade waste heat, including the waste heat from the aircraft's main engine. Using the aircraft's waste heat to drive the absorption refrigeration system to provide cooling capacity can significantly reduce the fuel consumption of the environmental control refrigeration system. However, the cooling capacity of the conventional absorption refrigeration system comes from the constant pressure evaporation of a single refrigerant, and the refrigeration temperature is constant, which is difficult to form a good temperature match with the two different temperature heat loads of the aircraft cabin and aircraft electronic equipment. Summary of the invention

[0005] In view of this, the present application provides an aircraft waste heat driven absorption dual temperature ring controlled refrigeration system and method, which can reduce fuel consumption while reducing heat transfer temperature difference and heat transfer loss.

[0006] Specifically, the present application is implemented through the following technical solutions:

[0007] In a first aspect, the present application provides an aircraft waste heat driven absorption dual temperature ring controlled refrigeration system, the system comprising:

[0008] A generator, the generator comprising a first inlet, a second inlet and a first outlet, the first inlet receiving a reaction solution, the second inlet receiving waste heat generated by the operation of a main engine of the aircraft, the reaction solution in the generator undergoing a wall-to-wall heat exchange with the waste heat to generate a refrigerant in a first state;

[0009] The first outlet is connected to the first temperature evaporator, receives the second state refrigerant, generates the first temperature refrigeration capacity for refrigerating the aircraft electronic equipment, and outputs the third state refrigerant, the purity of the second state refrigerant is greater than the first state refrigerant, the second state refrigerant and the first state refrigerant are the same state of refrigerant, and the third state refrigerant includes refrigerants in different states;

[0010] The first temperature evaporator is connected to the inlet of the second temperature evaporator, and the liquid phase refrigerant in the third state refrigerant is extracted and input into the second temperature evaporator to generate a second temperature refrigeration capacity for aircraft cabin refrigeration, wherein the first temperature is higher than the second temperature;

[0011] The refrigerant output from the second temperature evaporator and the gas phase refrigerant in the third state refrigerant are mixed in the absorber to generate a reaction solution.

[0012] A second aspect of the present application provides an aircraft waste heat driven absorption dual temperature ring controlled cooling method, the method comprising:

[0013] The reaction solution produced by the absorber and the aircraft waste heat absorbed by the generator undergo a wall-to-wall heat exchange to form an absorbent and a first-state refrigerant;

[0014] The first-state refrigerant is condensed, supercooled, and throttled to form a second-state refrigerant, and is input into the first-temperature evaporator; wherein the purity of the second-state refrigerant is greater than the purity of the first-state refrigerant, the second-state refrigerant and the first-state refrigerant are refrigerants in the same form, and the second-state refrigerant includes two liquid-phase refrigerants with different boiling points;

[0015] The first temperature evaporator outputs a third-state refrigerant, wherein the third-state refrigerant includes a gas-phase refrigerant and a liquid-phase refrigerant;

[0016] Extracting the gas phase refrigerant and inputting it into the absorber, extracting the liquid phase refrigerant and inputting it into the second temperature evaporator to form a fourth state refrigerant;

[0017] inputting the fourth-state refrigerant that has passed through the second-temperature evaporator into the absorber;

[0018] The gas phase refrigerant and the fourth state refrigerant passing through the second temperature evaporator are mixed before being input into the absorber to form a reaction solution with the absorbent to form a fifth state refrigerant.

[0019] The aircraft waste heat driven absorption dual-temperature ring controlled refrigeration system and method provided in the present application, through the design of the generator, enables the waste heat generated by the operation of the aircraft main engine to exchange heat with the reaction solution in a wall-to-wall manner, thereby driving the operation of the refrigeration system. This method converts the waste heat that would otherwise be wasted into a power source for refrigeration, reducing the dependence on aircraft electrical energy. Compared with traditional systems that require additional electrical energy to generate refrigeration capacity, it greatly reduces the electrical energy consumption of the refrigeration system and the heat load generated by the electrical energy consumption, thereby reducing fuel compensation and improving the energy utilization efficiency of the aircraft. In addition, a first temperature evaporator is provided for refrigeration of aircraft electronic equipment, and a second temperature evaporator is provided for refrigeration of the aircraft cabin, and the first temperature is higher than the second temperature. This dual-temperature evaporation design can specifically meet the heat loads of the aircraft cabin and aircraft electronic equipment with two different temperature requirements, so that the temperature difference between the provided flow stream and the heat load object is small, and the heat transfer loss is reduced. On the other hand, the refrigerant output from the second temperature evaporator and the gas phase refrigerant in the third state refrigerant are mixed in the absorber to generate a reaction solution. In this process, the phenomenon of refrigerant overheating is utilized, that is, after the refrigerant has provided cooling capacity to the aircraft electronic equipment and the aircraft cabin, the temperature is still lower than the environment but higher than the target cooling temperature. Through reasonable system design, this part of cooling capacity is used to reduce the temperature of the absorption process. By reducing the absorption temperature, the absorption effect and system efficiency are improved. Compared with the traditional refrigeration system, it can more effectively realize the interaction between the refrigerant and the absorbent, and improve the efficiency of the entire refrigeration cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the dual-temperature refrigeration shown in this application;

[0021] Figure 2 A structural diagram of the first embodiment of the aircraft waste heat driven absorption dual temperature ring controlled cooling system provided in the present application;

[0022] Figure 3 This is a structural diagram of Example 2 of the aircraft waste heat driven absorption dual temperature ring controlled cooling system provided in this application.

[0023] Description of reference numerals:

[0024] 1-generator; 2-rectifier; 3-condenser; 4-subcooler; 5-first throttle valve; 6-first temperature evaporator; 7-absorber; 8-second throttle valve; 9-gas-liquid separator; 10-solution regenerator; 11-pump; 12-third throttle valve; 13-second temperature evaporator; 14-heat sink; 15-aircraft electronic equipment; 16-aircraft cabin. DETAILED DESCRIPTION

[0025] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0026] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0027] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0028] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0029] In order to better understand the present application, the meaning of dual-temperature refrigeration involved in the present application is first introduced below:

[0030] Figure 1 This is a schematic diagram of the dual-temperature refrigeration shown in this application. Please refer to Figure 1 Since the cooling temperature requirement for the aircraft cabin is lower than that for the aircraft electronic equipment, the cooling capacity of the conventional absorption refrigeration system comes from the constant-pressure evaporation of a single-substance refrigerant, and the cooling temperature is constant, which makes it difficult to form a good temperature match with the two heat loads of the aircraft cabin and the aircraft electronic equipment with different temperatures. Therefore, the present application specifically designs a dual-temperature evaporation process for the two heat loads of the aircraft cabin and the aircraft electronic equipment with different temperatures, which can reduce the heat transfer temperature difference and reduce the heat transfer loss.

[0031] Figure 2 This is a structural diagram of the first embodiment of the aircraft waste heat driven absorption dual temperature ring controlled cooling system provided by this application. Please refer to Figure 2 , the system provided in this embodiment includes:

[0032] Generator 1, the generator 1 comprises a first inlet, a second inlet and a first outlet, the first inlet receives a reaction solution S20, the second inlet receives waste heat S1 generated by the operation of a main engine of the aircraft, the reaction solution S20 in the generator 1 undergoes a wall-to-wall heat exchange with the waste heat S1 to generate a first-state refrigerant S2;

[0033] The first outlet is connected to the first temperature evaporator 6, receives the second state refrigerant S6, generates the first temperature refrigeration capacity for aircraft electronic equipment refrigeration, and outputs the third state refrigerant S7, the purity of the second state refrigerant S6 is greater than the first state refrigerant S2, the second state refrigerant S6 and the first state refrigerant S2 are the same state of refrigerant, and the third state refrigerant S7 includes refrigerants in different states;

[0034] The first temperature evaporator 6 is connected to the inlet of the second temperature evaporator 13, and the liquid phase refrigerant in the third state refrigerant S7 is extracted and input into the second temperature evaporator 13 to generate a second temperature refrigeration capacity for aircraft cabin refrigeration, wherein the first temperature is higher than the second temperature;

[0035] The refrigerant output from the second temperature evaporator 13 and the gas phase refrigerant in the third state refrigerant S7 are mixed in the absorber to generate a reaction solution.

[0036] It should be noted that the generator 1 is a key component for heat and material conversion of the entire refrigeration system. It receives the waste heat S1 and reaction solution S20 generated by the aircraft's main engine, uses the waste heat S1 and reaction solution S20 for inter-wall heat exchange, drives the solution generation process, separates the refrigerant and absorbent in the reaction solution, and generates the first-state refrigerant S2. This process converts the aircraft's waste heat into an energy form that can be used by the refrigeration system, and starts the refrigeration cycle.

[0037] Among them, inter-wall heat exchange refers to the process in which heat is transferred from a hot fluid to a cold fluid through a solid wall. In this process, the hot fluid and the cold fluid do not come into direct contact, but exchange heat through the solid wall. In the generator of this refrigeration system, the waste heat generated by the main engine of the aircraft is used as a hot fluid, and the reaction solution is used as a cold fluid. The waste heat and the reaction solution are located on both sides of the solid wall, and the heat of the waste heat is transferred to the reaction solution through the solid wall. In this way, the energy of the waste heat can be absorbed by the reaction solution, drive the solution generation process, and promote the separation of the refrigerant and the absorbent in the solution, thereby starting the entire refrigeration cycle. In this way, since the hot fluid and the cold fluid are not in direct contact, the chemical reaction or material mixing that may occur between them is avoided, the purity and stability of the properties of each fluid in the system are guaranteed, which is conducive to the long-term stable operation of the refrigeration system. In addition, by selecting suitable solid wall materials and designing a reasonable wall structure, the rate and efficiency of heat transfer can also be controlled more accurately.

[0038] The first temperature evaporator 6 is connected to the first outlet of the generator 1, and receives the second state refrigerant S6 with higher purity after processing. In the first temperature evaporator 6, the second state refrigerant S6 evaporates and absorbs heat, generating a first temperature refrigeration capacity for cooling the aircraft electronic equipment. At the same time, the first temperature evaporator 6 outputs the third state refrigerant S7, which contains refrigerants in different forms, providing a material basis for subsequent processes.

[0039] It should be noted that the first-state refrigerant S2 is processed to become the second-state refrigerant S6, which involves the operations of condensation, subcooling and throttling. The corresponding system components used are the condenser 3, the subcooler 4 and the first throttle valve 5. Specifically, the first outlet of the generator 1 is connected to the inlet of the condenser 3, and the outlet of the condenser 3 is connected to the first passage inlet of the subcooler 4. The first-state refrigerant S2 flows into the first temperature evaporator 6 after passing through the condenser 3, the subcooler 4 and the first throttle valve 5 in sequence, wherein the condenser 3 discharges the condensation heat generated during the condensation process to the heat sink. It should also be noted that the first-state refrigerant S2 is a liquid-phase refrigerant, the second-state refrigerant S6 is a liquid-phase refrigerant with a purity greater than that of the first-state refrigerant S2, and the third-state refrigerant S7 includes both gas-phase refrigerant and liquid-phase refrigerant. Figure 2 S4 and S5 in the first state are respectively the state after condensation and the state after supercooling of the refrigerant. The gas phase refrigerant refers to the state in which the refrigerant is in a gaseous state, and the liquid phase refrigerant refers to the state in which the refrigerant is in a liquid state.

[0040] It should be noted that, in the present application, in addition to being in a liquid state, the first-state refrigerant and the second-state refrigerant also have two different boiling points. For the refrigerant containing two boiling points, components with different boiling points can be evaporated at different stages, thereby achieving graded refrigeration to meet the different temperature requirements of the aircraft cabin 16 and the aircraft electronic equipment 15. For example, the low-boiling-point component can evaporate at a lower temperature to provide a lower-temperature refrigeration capacity for refrigerating the aircraft cabin 16 (such as in the second-temperature evaporator); the high-boiling-point component can evaporate at a relatively high temperature to provide a higher-temperature refrigeration capacity for refrigerating the aircraft electronic equipment 15 (such as in the first-temperature evaporator).

[0041] The first outlet of the generator 1 is connected to the inlet of the condenser 3, and the condenser 3 receives the first state refrigerant S2 and condenses it into a liquid state. During the condensation process, the condenser 3 discharges the condensation heat generated in the condensation process to the heat sink 14, realizing the transfer and release of heat, and providing suitable temperature and pressure conditions for the subsequent throttling and evaporation processes.

[0042] The first throttle valve 5 is located on the channel between the first passage outlet of the subcooler 4 and the first temperature evaporator 6, and throttles the refrigerant after passing through the condenser 3 and the subcooler 4. The throttling process reduces the pressure and temperature of the refrigerant, preparing it to enter the first temperature evaporator 6, ensuring that the refrigerant can smoothly evaporate and absorb heat in the first temperature evaporator 6 to generate cooling capacity.

[0043] The second temperature evaporator 13 is connected to the inlet of the first temperature evaporator 6, and receives the liquid refrigerant in the third state refrigerant S7 output from the first temperature evaporator 6. In the second temperature evaporator 13, the liquid refrigerant evaporates and absorbs heat, generating a second temperature refrigeration capacity for cooling the aircraft cabin. By cooperating with the first temperature evaporator 6, dual-temperature refrigeration is achieved to meet the temperature requirements of different parts of the aircraft (the aircraft cabin refrigeration temperature requirement is usually lower than that of aircraft electronic equipment on the aircraft). Among them, the first temperature evaporator can be a high-temperature evaporator (the upper limit temperature may be 40-60°C or higher, and the lower limit temperature is about 0-10°C), and the second temperature evaporator can be a low-temperature evaporator (the temperature range is generally 18-26°C). It should also be noted that the heat exchange form between the system provided in the present application and the heat sink, the aircraft cabin 16, and the aircraft electronic equipment 15 can be air cooling or other forms such as a liquid cooling circuit using a PAO cooling medium, and there is no specific limitation on this.

[0044] Specifically, the refrigeration temperature requirement for the aircraft cabin is relatively low, while the normal operating temperature range of aircraft electronic equipment is relatively high. Conventional absorption refrigeration systems use a single-substance refrigerant to evaporate at a constant pressure, and the refrigeration temperature is constant, which makes it difficult to simultaneously meet the requirements of these two heat loads with large temperature differences. By using refrigerants with two boiling points and setting two temperature evaporators, that is, the first temperature evaporator (such as a high-temperature evaporator) is used for refrigeration of aircraft electronic equipment 15, and the second temperature evaporator (such as a low-temperature evaporator) is used for refrigeration of aircraft cabin 16, it is possible to provide a suitable refrigeration temperature in a targeted manner, so that the temperature matching degree between the refrigeration system and different heat loads is higher, thereby improving the refrigeration effect and ensuring that both the aircraft cabin 16 and the aircraft electronic equipment 15 can operate in a suitable temperature environment.

[0045] In addition, when the cooling temperature provided by the refrigeration system is closer to the required temperature of the heat load, the heat transfer temperature difference decreases. According to the heat transfer principle, the smaller the heat transfer temperature difference, the smaller the irreversible loss in the heat transfer process, and the higher the efficiency of the refrigeration system. For example, if a higher temperature evaporator is used to cool the aircraft cabin and aircraft electronic equipment at the same time, for the aircraft cabin, the heat transfer temperature difference is too large, which will cause a lot of energy to be wasted in overcoming the large temperature difference; and for the aircraft electronic equipment, it may not be able to meet its higher operating temperature requirements. Setting an evaporator with two temperatures can provide a more accurate cooling temperature according to the temperature requirements of different heat loads, thereby reducing energy losses in the heat transfer process and improving the efficiency of the entire refrigeration cycle. It should also be noted that there is a large amount of high-grade waste heat on the aircraft. Through the dual-temperature evaporation design, the cooling capacity generated by the waste heat can be more effectively utilized, making the energy distribution of the refrigeration system more reasonable. The first-state refrigerant produced by waste heat in the generator enters evaporators of different temperatures after treatment, realizing the graded utilization of energy, improving the performance of the entire refrigeration system, making more effective use of waste heat resources, reducing dependence on additional electrical energy, reducing fuel compensation, and improving the energy efficiency of the aircraft.

[0046] Please continue to combine Figure 2 The system also includes a gas-liquid separator 9. Specifically, the outlet of the first temperature evaporator 6 is connected to the gas-liquid separator 9, and the gas-liquid separator 9 separates the third state refrigerant S7 into a gas-phase refrigerant S8 and a liquid-phase refrigerant S12; the gas-phase refrigerant S8 enters the second throttle valve 8 from the first outlet of the gas-liquid separator 9 and is throttled to obtain refrigerant S9 (obtained after throttling the gas-phase refrigerant S8), and flows into the first inlet of the absorber 7.

[0047] It should be noted that the subcooler 4 also performs subcooling treatment on the liquid refrigerant. After the liquid refrigerant flows out of the gas-liquid separator, it enters the second temperature evaporator 13 for refrigeration after throttling, and then flows out of the second temperature evaporator 13 and enters the subcooler 4 for subcooling. The temperature of the subcooled refrigerant is lower, which helps to improve the refrigeration effect, and also provides a suitable temperature condition for mixing with other refrigerants.

[0048] In specific implementation, the liquid-phase refrigerant S12 enters the third throttle valve 12 from the second outlet of the gas-liquid separator 9 for throttling, and obtains the throttled liquid-phase refrigerant (S13 is used to represent the state of the liquid-phase refrigerant S12 after throttling by the third throttle valve 12), and flows into the second temperature evaporator 13 to cool the aircraft cabin 16. The temperature of the throttled liquid-phase refrigerant is reduced and becomes the fourth-state refrigerant S14, wherein the fourth-state refrigerant S14 is a liquid-phase refrigerant; the outlet of the second temperature evaporator 13 is connected to the inlet of the second passage of the subcooler 4, and the fourth-state refrigerant S14 is input into the subcooler for subcooling; the outlet of the second passage of the subcooler 4 is connected to the first inlet of the absorber 7, and the subcooled fourth-state refrigerant (S15 is used here to represent the fourth-state refrigerant after subcooling by the subcooler) is input into the absorber 7.

[0049] It should also be noted that the refrigerant S9 output after throttling by the second throttle valve 8 is connected to the output of the second passage outlet of the subcooler 4, and the refrigerant S9 output by the second throttle valve 8 and the supercooled fourth-state refrigerant output by the subcooler 4 are mixed into the fifth-state refrigerant S10, which flows into the absorber 7. Specifically, after the refrigerant S9 is throttled by the second throttle valve 8, the temperature and pressure of the refrigerant S9 change, and it has a certain cooling capacity. The supercooled fourth-state refrigerant output by the subcooler 4 is also at a relatively low temperature. The fifth-state refrigerant S10 formed by the mixture of the two has a lower temperature, and after flowing into the absorber 7, it can further reduce the temperature inside the absorber 7. Among them, the fifth-state refrigerant includes gas-phase and liquid-phase refrigerants, which are in a gas-liquid mixed state.

[0050] Please continue to refer to Figure 2, the absorber 7 further includes a second outlet, a third inlet and a fourth inlet. The fifth state refrigerant S10 received by the first inlet of the absorber 7 flows out through the second outlet to release the fifth state refrigerant after the cold is released, and then flows into the absorber 7 through the third inlet; the fourth inlet absorbs the cooling medium S21 and enters the absorber 7. It should be noted that the first inlet of the absorber 7 receives the fifth state refrigerant S10, and after internal heat exchange and material action, the fifth state refrigerant after the cold is released flows out from the second outlet (S11 is used to represent the state of the fifth state refrigerant after the cold is released in the absorber 7), and then flows back into the absorber 7 through the third inlet. This circulation path enables the refrigerant to participate in the heat exchange process multiple times in the absorber, more fully utilize the cold of the refrigerant, and improve the efficiency of the refrigeration system. In addition, the circulation of the refrigerant in the absorber can make the heat transfer more uniform and efficient. The refrigerant releases cold in the absorber, absorbs heat, and interacts with the absorbent. This circulation flow method helps to maintain the temperature balance in the absorber and improve the absorption effect.

[0051] It should also be noted that the fourth inlet absorbs the cooling medium S21 into the absorber 7. The entry of the cooling medium can adjust the temperature in the absorber, and combined with the circulation of the refrigerant, it can achieve precise control of the absorber temperature. On the one hand, the cooling medium absorbs heat and reduces the temperature of the absorber; on the other hand, the circulation of the refrigerant in the absorber and the release of heat will also affect the temperature. The two cooperate with each other, so that the absorber can work at a suitable temperature, further improving the absorption effect and system efficiency.

[0052] Please continue to refer to Figure 2 The system further comprises a solution regenerator 10 and a pump 11, wherein a first passage outlet of the solution regenerator 10 is connected to a first inlet of the generator 1, wherein the reaction solution flows from the first outlet of the absorber 7 into the pump 11 and the solution regenerator 10 in sequence (S18 is a state of the reaction solution flowing from the first outlet of the absorber 7 into the pump 11, and S19 is a state of the reaction solution flowing from the pump 11 into the solution regenerator 10), and the reaction solution S20 is output to the generator 1 through the first passage outlet of the solution regenerator; the generator 1 further comprises a second outlet, and the absorber 7 further comprises a second inlet, wherein the second outlet of the generator 1 is connected to a second passage inlet of the solution regenerator 10, and the second passage outlet of the solution regenerator 10 is connected to a second inlet of the absorber 7, and the absorbent S16 generated in the generator 1 flows into the absorber after passing through the solution regenerator 10 (S17 represents a state of the absorbent S16 after being reheated by the solution regenerator 10).

[0053] It should be noted that the pump 11 provides power for the circulation of the reaction solution in the system. After the reaction solution flows out of the absorber 7, it enters the solution regenerator 10 by the action of the pump 11, and then returns to the generator 1, ensuring the continuous flow of substances in the refrigeration cycle. The first passage outlet of the solution regenerator 10 is connected to the first inlet of the generator 1. The reaction solution flowing out of the absorber 7 enters the solution regenerator 10 after passing through the pump 11, is heated through the first passage of the solution regenerator 10, and then returns to the generator 1. At the same time, the absorbent produced in the generator 1 enters the absorber 7 after passing through the second outlet of the generator 1 and the second passage of the solution regenerator 10. Through this heat exchange method, the solution regenerator 10 can maintain a suitable temperature during the circulation process, thereby improving the energy utilization efficiency of the system.

[0054] Optionally, a rectifier 2 may be provided between the generator 1 and the condenser 3. In this case, the second-state refrigerant S6 is input into the rectifier 2 to obtain a rectified second-state refrigerant with a higher purity after rectification (S3 is used to represent the rectified second-state refrigerant with a higher purity after rectification). The rectification process can improve the purity of the refrigerant, and the heat released by the rectification process is discharged into the heat sink 14.

[0055] The aircraft waste heat driven absorption dual temperature ring controlled refrigeration system provided in this embodiment, on the one hand, utilizes the waste heat generated by the aircraft main engine as an energy source, and transfers the waste heat to the reaction solution through the inter-wall heat exchange in the generator to drive the refrigeration cycle. This method avoids the extra consumption of aircraft electricity to generate cooling capacity, reduces the power consumption of the refrigeration system and the heat load generated by the power consumption, thereby reducing fuel compensation and improving the energy efficiency of the aircraft. On the second hand, the system is provided with a first temperature evaporator for cooling aircraft electronic equipment, and a second temperature evaporator for cooling the aircraft cabin, and the first temperature is higher than the second temperature. This dual-temperature evaporation design can specifically meet the heat loads of the two different temperature requirements of the aircraft cabin and aircraft electronic equipment, so that the temperature difference between the provided stream and the heat load object is small, and the heat transfer loss is reduced. Thirdly, in the absorber, the fourth state refrigerant outputted from the second temperature evaporator is mixed with the gas phase refrigerant in the third state refrigerant, and the absorber also receives a cooling medium to reduce the temperature of the absorption process. In addition, measures such as the throttling output of the second throttle valve and the refrigerant outputted from the supercooler are mixed and flowed into the absorber to further reduce the absorption temperature. These measures all utilize the phenomenon of refrigerant overheating, that is, after the refrigerant has provided complete cooling to the aircraft electronic equipment and the aircraft cabin, the temperature is still lower than the environment but higher than the target cooling temperature. Through reasonable system design, this part of cooling is used to reduce the absorption temperature, thereby improving the absorption effect and system efficiency. Compared with traditional refrigeration systems, the interaction between refrigerant and absorbent can be more effectively achieved, thereby improving the efficiency of the entire refrigeration cycle.

[0056] Figure 3 This is a structural diagram of the second embodiment of the aircraft waste heat driven absorption dual temperature ring controlled cooling system provided in this application. Please refer to Figure 3 Based on the above embodiment, the design of the system may further include:

[0057] The gas-phase refrigerant S8 enters the second throttle valve 8 from the first outlet of the gas-liquid separator 9 for throttling, and is input from the second throttle valve 8 to the second passage inlet of the subcooler 4 (in order to distinguish it from the first embodiment, S22 is used here to represent the state of the gas-phase refrigerant S8 after throttling by the second throttle valve 8), and is input to the absorber 7 through the second passage outlet of the subcooler 4; the refrigerant in the fourth state (in order to distinguish it from the first embodiment, Figure 3 Here, the fourth state refrigerant represents the state of the fourth state refrigerant after throttling and evaporation in the second temperature evaporator 13, represented by S23) and is directly input into the absorber 7.

[0058] Optionally, compared with the first embodiment, the rectifier 2 may not be provided between the generator 1 and the condenser 3, the first-state refrigerant is directly input into the condenser 3, and the second-state refrigerant finally obtained is an undistilled refrigerant.

[0059] Specifically, compared with the first embodiment, the gas-phase refrigerant S8 flowing out from the first outlet of the gas-liquid separator 9 is not directly connected to the first inlet of the absorber 7 after throttling, but is connected to the first inlet of the absorber 7 after being supercooled by the subcooler 4; at the same time, the fourth-state refrigerant output from the second temperature evaporator 13 is directly connected to the first inlet of the absorber 7, which eliminates the process of first outputting the supercooled refrigerant through the subcooler 4 and then entering the absorber.

[0060] In the method provided in this embodiment, when a rectifier is not provided between the generator and the condenser, the number of components of the system is reduced, the complexity and manufacturing cost of the system can be reduced, and after the rectifier is removed, for a working fluid pair with a high boiling point difference (for example, the working fluid pair can be ammonia-water or lithium bromide-water), it can operate well without a rectification process. In addition, through the connection method different from that of the first embodiment described above, the temperature of the cold stream in the subcooler can be made closer to the temperature of the hot stream, and the heat transfer temperature difference and heat transfer loss are smaller.

[0061] Corresponding to the aforementioned embodiment of an aircraft waste heat driven absorption type dual temperature ring controlled refrigeration system, the present application also provides an embodiment of an aircraft waste heat driven absorption type dual temperature ring controlled refrigeration method, the method comprising:

[0062] The reaction solution produced by the absorber and the aircraft waste heat absorbed by the generator undergo a wall-to-wall heat exchange to form an absorbent and a first-state refrigerant;

[0063] The first-state refrigerant is condensed, supercooled, and throttled to form a second-state refrigerant, and is input into the first-temperature evaporator; wherein the purity of the second-state refrigerant is greater than the purity of the first-state refrigerant, the second-state refrigerant and the first-state refrigerant are refrigerants in the same form, and the second-state refrigerant includes two liquid-phase refrigerants with different boiling points;

[0064] The first temperature evaporator outputs a third-state refrigerant, wherein the third-state refrigerant includes a gas-phase refrigerant and a liquid-phase refrigerant;

[0065] Extracting the gas phase refrigerant and inputting it into the absorber, extracting the liquid phase refrigerant and inputting it into the second temperature evaporator to form a fourth state refrigerant;

[0066] inputting the fourth-state refrigerant that has passed through the second-temperature evaporator into the absorber;

[0067] The gas phase refrigerant and the fourth state refrigerant passing through the second temperature evaporator are mixed before being input into the absorber to form a reaction solution with the absorbent to form a fifth state refrigerant.

[0068] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. An aircraft waste heat driven absorption dual temperature cycle controlled refrigeration system, characterized in that: The system comprises: A generator, the generator comprising a first inlet, a second inlet and a first outlet, the first inlet receiving a reaction solution, the second inlet receiving waste heat generated by the operation of a main engine of the aircraft, the reaction solution in the generator undergoing a wall-to-wall heat exchange with the waste heat to generate a refrigerant in a first state; The first outlet is connected to the first temperature evaporator, receives the second state refrigerant, generates the first temperature refrigeration capacity for refrigerating the aircraft electronic equipment, and outputs the third state refrigerant, the purity of the second state refrigerant is greater than the first state refrigerant, the second state refrigerant and the first state refrigerant are the same state of refrigerant, and the third state refrigerant includes refrigerants in different states; The first temperature evaporator is connected to the inlet of the second temperature evaporator, and the liquid phase refrigerant in the third state refrigerant is extracted and input into the second temperature evaporator to generate a second temperature refrigeration capacity for aircraft cabin refrigeration, wherein the first temperature is higher than the second temperature; The refrigerant output from the second temperature evaporator and the gas phase refrigerant in the third state refrigerant are mixed in the absorber to generate a reaction solution.

2. The system according to claim 1, characterized in that The system also includes a gas-liquid separator, The outlet of the first temperature evaporator is connected to the gas-liquid separator, the gas-liquid separator receives the third state refrigerant and separates the third state refrigerant into gas phase refrigerant and liquid phase refrigerant; The gas-phase refrigerant enters the second throttle valve from the first outlet of the gas-liquid separator and is throttled, and then flows into the first inlet of the absorber.

3. The system according to claim 2, characterized in that The system further comprises a subcooler, After the liquid-phase refrigerant enters the third throttle valve from the second outlet of the gas-liquid separator for throttling, it flows into the second temperature evaporator for cooling the aircraft cabin, and the temperature of the liquid-phase refrigerant decreases to become a fourth-state refrigerant, and the fourth-state refrigerant is a liquid-phase refrigerant; The outlet of the second temperature evaporator is connected to the inlet of the second passage of the subcooler, and the refrigerant in the fourth state is input into the subcooler for subcooling; The second passage outlet of the subcooler is connected to the first inlet of the absorber, and the subcooled fourth-state refrigerant is input into the absorber.

4. The system according to claim 1, characterized in that The system further comprises a solution regenerator and a pump, wherein the first passage outlet of the solution regenerator is connected to the first inlet of the generator, The reaction solution flows from the first outlet of the absorber into the pump and the solution regenerator in sequence, and outputs the reaction solution to the generator through the first passage outlet of the solution regenerator; The generator also includes a second outlet, and the absorber also includes a second inlet. The second outlet of the generator is connected to the second passage inlet of the solution regenerator, and the second passage outlet of the solution regenerator is connected to the second inlet of the absorber. The absorbent generated in the generator flows into the absorber after passing through the solution regenerator.

5. The system according to claim 3, characterized in that The system further comprises a condenser, a first throttle valve, The first outlet of the generator is connected to the inlet of the condenser, and the outlet of the condenser is connected to the inlet of the first passage of the subcooler. The first-state refrigerant flows into the first temperature evaporator after passing through the condenser, the subcooler and the first throttle valve in sequence, wherein the condenser discharges the condensation heat generated by the condensation process to the heat sink.

6. The system according to claim 5, characterized in that When a rectifier is provided between the generator and the condenser, the refrigerant in the second state is a refrigerant with high purity after distillation; wherein the heat released by the rectifier during the distillation process is discharged into a heat sink.

7. The system according to claim 3, characterized in that The output of the second throttle valve is connected to the output of the second passage outlet of the subcooler, and the gas-phase refrigerant output by the second throttle valve and the fourth-state refrigerant output by the subcooler are mixed into a fifth-state refrigerant. The fifth-state refrigerant includes gas-phase and liquid-phase refrigerants and flows into the absorber.

8. The system according to claim 7, characterized in that The absorber further comprises a second outlet, a third inlet and a fourth inlet, The refrigerant received by the first inlet of the absorber flows out through the second outlet and then flows into the absorber through the third inlet; The fourth inlet absorbs the cooling medium into the absorber.

9. The system according to claim 3, characterized in that The gas phase refrigerant enters the second throttle valve from the first outlet of the gas-liquid separator for throttling, and is input from the second throttle valve to the second passage inlet of the subcooler, and is input into the absorber through the second passage outlet of the subcooler; The fourth-state refrigerant is directly input into the absorber.

10. An aircraft waste heat driven absorption dual temperature cycle controlled refrigeration method, characterized in that: The method is applied to the system according to any one of claims 1 to 9, and the method comprises: The reaction solution produced by the absorber and the aircraft waste heat absorbed by the generator undergo a wall-to-wall heat exchange to form an absorbent and a first-state refrigerant; The first-state refrigerant is condensed, supercooled, and throttled to form a second-state refrigerant, and is input into the first-temperature evaporator; wherein the purity of the second-state refrigerant is greater than the purity of the first-state refrigerant, the second-state refrigerant and the first-state refrigerant are refrigerants in the same form, and the second-state refrigerant includes two liquid-phase refrigerants with different boiling points; The first temperature evaporator outputs a third-state refrigerant, wherein the third-state refrigerant includes a gas-phase refrigerant and a liquid-phase refrigerant; Extracting the gas phase refrigerant and inputting it into the absorber, extracting the liquid phase refrigerant and inputting it into the second temperature evaporator to form a fourth state refrigerant; inputting the fourth-state refrigerant that has passed through the second-temperature evaporator into the absorber; The gas phase refrigerant and the fourth state refrigerant passing through the second temperature evaporator are mixed before being input into the absorber to form a reaction solution with the absorbent to form a fifth state refrigerant.

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