Air conditioning system of low-altitude aircraft

Abstract

The invention discloses a low-altitude aircraft air conditioning system which comprises an evaporator, an air blower for blowing air passing through the evaporator to a cab is arranged on one side of the evaporator, one end of the evaporator is communicated with an air storage tank through a first pipeline, high-pressure cooling liquid is stored in the air storage tank, and the high-pressure cooling liquid is refrigerant gas compressed into liquid. A first thermostatic expansion valve is arranged on the first pipeline, the other end of the evaporator is connected to the atmosphere through a second pipeline, and a second thermostatic expansion valve is arranged on the second pipeline; the high-pressure cooling liquid is rapidly depressurized and cooled through the first thermal expansion valve, is converted into low-temperature and low-pressure liquid and then enters the evaporator, the evaporator vaporizes the low-temperature and low-pressure liquid, and vaporized refrigerant gas is discharged into the atmosphere through the second thermal expansion valve. The air storage tank and the compressible air bottle are used for replacing an air conditioner compressor and a condenser in a traditional automobile thermal management system, the cooling loop with the battery module is added, the weight of parts is greatly reduced, and cost is reduced.

Description

Technical Field

[0001] The invention relates to a low-altitude aircraft air conditioning system, belonging to the technical field of low-altitude aircraft. Background Art

[0002] As an emerging aerial transportation tool, low-altitude aircraft are gradually entering the stage of practical application. With the rapid development of technologies such as drones and flying taxis, the air conditioning system of low-altitude aircraft has become a key component to ensure passenger comfort and normal operation of equipment. These aircraft usually have a small cabin space, a highly integrated design and limited energy supply, which requires the air conditioning system to be efficient, lightweight and low in energy consumption. At present, the air conditioning systems of low-altitude aircraft mostly use compact compressors, electronic expansion valves and air circulation technology to ensure that the cabin environment remains suitable in complex environments with high and low temperatures and changes in air density.

[0003] like Figure 1 , Figure 2 As shown, the conventional automobile thermal management system is composed of multiple components, including the air-conditioning compressor 4, the condenser 5, the liquid storage dryer 11, the thermal expansion valve 12 (i.e., the first thermal expansion valve 3 and the second thermal expansion valve 6), the evaporator 2 and the blower 7. The conventional automobile thermal management system drives the refrigerant circulation through the air-conditioning compressor 4, realizes the process of heat absorption and heat release in the system, and thus adjusts the temperature inside the vehicle.

[0004] The system starts working from the air conditioning compressor 4. Low-temperature and low-pressure gaseous refrigerant is sucked into the air conditioning compressor 4 and compressed into high-temperature and high-pressure gas. The air conditioning compressor 4 is connected to the car engine through a belt, and the power of the engine is used to drive the refrigerant circulation.

[0005] The high-temperature and high-pressure gaseous refrigerant is output from the air-conditioning compressor 4 and enters the condenser 5. The condenser 5 is usually installed at the front of the vehicle and has a large surface area. Through heat exchange with the outside air, the refrigerant releases heat and cools down. When the heat is fully released, the refrigerant changes from gas to high-pressure liquid. When the vehicle is driving, the air flow accelerates the cooling effect of the condenser 5.

[0006] The liquid refrigerant passes through the liquid storage dryer 11, and the liquid storage dryer 11 is equipped with hygroscopic materials to absorb moisture in the refrigerant and filter impurities. This process ensures the purity of the refrigerant, avoids ice blockage or pipeline corrosion in a low temperature environment, and ensures the long-term stable operation of the system.

[0007] The purified high-pressure liquid refrigerant enters the thermal expansion valve 12, which rapidly reduces its pressure and temperature, forming a low-temperature, low-pressure liquid refrigerant. The thermal expansion valve 12 can also adjust the flow of the refrigerant according to demand to accurately control the cooling capacity of the system. The low-temperature, low-pressure liquid refrigerant enters the evaporator 2. The evaporator 2 is usually installed in the ventilation duct of the air conditioning system in the car. At this time, the refrigerant absorbs heat from the air in the car and evaporates into a gaseous state.

[0008] The air circulation system guides the hot air in the vehicle to the surface of the evaporator 2 through the blower 7, and is cooled after being fully contacted with the low-temperature refrigerant, and then blows the cold air into the cab 1 to achieve cooling. The gaseous refrigerant that has absorbed heat returns to the air conditioning compressor 4, completing a cycle process.

[0009] The core component of the traditional automotive thermal management system is the air-conditioning compressor, but its large size and weight have limitations for equipment that is sensitive to weight and space, such as low-altitude aircraft. Summary of the invention

[0010] The technical problem to be solved by the present invention is: how to reduce the volume and weight of the air conditioning system of a low-altitude aircraft.

[0011] In order to solve the above technical problems, the technical solution of the present invention is to provide a low-altitude aircraft air-conditioning system, including an evaporator, and a blower is provided on one side of the evaporator to blow the gas passing through the evaporator to the cab, characterized in that one end of the evaporator is connected to an air storage tank through a first pipeline, and high-pressure coolant is stored in the air storage tank. The high-pressure coolant is a refrigerant gas compressed into a liquid state. A first thermal expansion valve is provided on the first pipeline, and the other end of the evaporator is connected to the atmosphere through a second pipeline. A second thermal expansion valve is provided on the second pipeline; the high-pressure coolant is rapidly reduced in pressure and temperature through the first thermal expansion valve, and enters the evaporator after being converted into a low-temperature and low-pressure liquid. The evaporator vaporizes the low-temperature and low-pressure liquid, and the vaporized refrigerant gas is discharged into the atmosphere through the second thermal expansion valve.

[0012] Preferably, branches with battery modules are connected in parallel at both ends of the first thermal expansion valve, and three-way valves are provided on the first pipeline and at both ends of the first thermal expansion valve. The branches with battery modules connected in parallel at both ends of the first thermal expansion valve are connected to the first pipeline through the three-way valves.

[0013] Preferably, the three-way valve is a regulating valve that can respectively adjust the flow of coolant leading to the branch where the battery module is located and the flow of coolant leading to the evaporator.

[0014] Preferably, after the low-altitude aircraft starts the refrigeration system, the liquid carbon dioxide in the gas storage tank is released through the decompression device and transported to the three-way valve, which dynamically adjusts the flow direction of the coolant according to the load state and temperature requirements of the low-altitude aircraft:

[0015] When the load is high or the charge and discharge is fast, the coolant is directed to the branch where the battery module is located by adjusting the three-way valve to concentrate the heat dissipation.

[0016] Under low load or standby conditions, the flow rate is adjusted to meet system requirements by adjusting the three-way valve; the high-pressure coolant is rapidly depressurized and cooled through the first thermal expansion valve, and is converted into a low-temperature, low-pressure liquid before entering the evaporator, where the coolant absorbs heat and vaporizes.

[0017] Preferably, the evaporator is located between the blower and the cab, and the evaporator is located on the path where the blower blows air toward the cab.

[0018] Preferably, the refrigerant gas is carbon dioxide.

[0019] The low-altitude aircraft air-conditioning system of the present invention is evolved from a traditional automobile thermal management system. An air storage tank + a compressible gas bottle replaces the air-conditioning compressor + a condenser in the traditional automobile thermal management system, and a cooling circuit with a battery module is added, which greatly reduces the weight of components and reduces costs.

[0020] The low-altitude aircraft air conditioning system of the present invention has a more streamlined design than a traditional automobile thermal management system. While ensuring effective heat dissipation, it avoids the problems of occupying too much space and adding too much weight, thereby helping to improve the performance of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a physical picture of the thermal management system of a traditional car;

[0022] Figure 2 This is a schematic diagram of the thermal management system of a traditional car;

[0023] Figure 3 A schematic diagram of an air conditioning system for a low-altitude aircraft. DETAILED DESCRIPTION

[0024] In order to make the present invention more clearly understood, preferred embodiments are described in detail below with reference to the accompanying drawings.

[0025] The present invention provides a low altitude aircraft air conditioning system, such as Figure 3As shown, it includes an evaporator 2, a blower 7 blowing air toward the cab 1 is provided on one side of the evaporator 2, the evaporator 2 is located between the blower 7 and the cab 1, and the evaporator 2 is located on the path of the blower 7 blowing air toward the cab 1, one end of the evaporator 2 is connected to the gas storage tank 9 through a first pipeline, and the gas storage tank 9 stores refrigerant gas (carbon dioxide) compressed into a liquid state, a first thermal expansion valve 3 is provided on the first pipeline between the evaporator 2 and the gas storage tank 9, and branches with battery modules 10 are connected in parallel at both ends of the first thermal expansion valve 3, and three-way valves 8 are respectively provided on the first pipeline between the evaporator 2 and the gas storage tank 9 and at both ends of the first thermal expansion valve 3, and the branches with battery modules 10 connected in parallel at both ends of the first thermal expansion valve 3 are connected to the first pipeline between the evaporator 2 and the gas storage tank 9 through the three-way valve 8. The other end of the evaporator 2 is connected to the atmosphere through a second pipeline, and a second thermal expansion valve 6 is provided on the second pipeline. The battery module 10 is the working power source of the low-altitude aircraft. The three-way valve 8 is a regulating valve that can adjust the flow of the coolant leading to the branch where the battery module 10 is located and the coolant leading to the evaporator 2 respectively.

[0026] The principle of the present invention is to vaporize the liquid compressible gas through the evaporator 2 and blow the cold air into the cab 1 by the blower 7.

[0027] The working environment of low-altitude aircraft is significantly different from that of traditional automobiles, and is characterized by limited idle time and high requirements for lightweight. Based on this, the system of the present invention is improved from the closed-loop refrigeration mode of the traditional automobile thermal management system to a non-closed-loop refrigeration system using a limited volume of compressed refrigerant (carbon dioxide). The stored high-pressure liquid refrigerant (carbon dioxide) will replace the air-conditioning compressor in the traditional automobile system as the core power source.

[0028] Power batteries are the main energy source for low-altitude aircraft, and they generate a lot of heat during flight, especially during high load or rapid charge and discharge. The low-altitude aircraft thermal management system of the present invention uses the principle of heat exchange to ensure safe and stable operation of the system.

[0029] After the low-altitude aircraft starts the refrigeration system, the liquid carbon dioxide in the gas tank 9 is released through the pressure reducing device and transported to the three-way valve 8. The three-way valve 8 dynamically adjusts the flow direction of the coolant according to the load state and temperature requirements of the aircraft: under high load or rapid charging and discharging, the coolant is preferentially directed to the battery area (i.e., the cooling circuit where the battery module 10 is located) to concentrate the heat dissipation; under low load or standby state, the flow rate is adjusted to adapt to the system requirements. The high-pressure coolant is rapidly reduced in pressure and temperature through the first thermal expansion valve 3, and then converted into a low-temperature and low-pressure liquid and enters the evaporator 2. In the evaporator 2, the coolant absorbs the heat from the battery or other heat source and vaporizes, while effectively taking away the heat. To improve the cooling efficiency, the blower 7 forces air to flow through the evaporator 2, accelerates the heat exchange process and discharges excess heat.

[0030] The low-altitude aircraft air conditioning system of the present invention is different from the traditional automobile thermal management system. After the coolant completes the refrigeration task, it will not return to the gas storage tank 9, but will be discharged into the atmosphere through the second thermal expansion valve 6. This open-loop design eliminates the circulation requirements of the traditional closed-loop system, effectively reduces the complexity and weight of the system, and provides a lightweight and efficient thermal management solution for low-altitude aircraft.

[0031] The specific differences between the low-altitude aircraft air conditioning system of the present invention and the traditional automobile thermal management system are as follows, see Table 1:

[0032] 1. Differences in system architecture

[0033] The thermal management system of traditional automobiles mainly relies on the air conditioning refrigeration cycle to regulate the temperature inside the car, which usually includes key components such as the air conditioning compressor, condenser, liquid storage dryer, thermal expansion valve, evaporator and blower. The refrigeration system compresses the refrigerant through the compressor, turning it from a low-pressure gas to a high-pressure gas, then cools it through the condenser and converts it into a liquid, then reduces the pressure and cools it through the thermal expansion valve, and finally absorbs the heat inside the car in the evaporator. In this process, the air conditioning compressor and condenser are key heat exchange and temperature regulation components.

[0034] Unlike traditional automobile systems, the thermal management system of the low-altitude aircraft of the present invention pays more attention to the temperature control of the aircraft's internal equipment and power batteries, and the aircraft's strict requirements on weight and space also determine the architectural differences of the thermal management system. Low-altitude aircraft usually do not use air-conditioning compressors and condensers, but instead use canned compressible gases (carbon dioxide) instead of these components. These compressible gases are stored at a higher pressure in specially designed gas storage tanks 9, and when needed, they are released into the aircraft's heat exchange system through fluid dynamics control for temperature regulation. This method not only simplifies the design of the system, but also effectively reduces weight, adapting to the aircraft's needs for efficient use of space and energy.

[0035] 2. Differences in cooling media

[0036] In traditional cars, coolant is usually in liquid form, such as a mixture of water and ethylene glycol, flowing through the engine, air conditioning system and other heat sources, absorbing heat and releasing it through components such as radiators. The coolant in the air conditioning system is usually a Freon refrigerant, which is converted from gas to liquid under the action of the compressor and exchanges heat through the evaporator and condenser. These liquid coolants and gaseous refrigerants play a key role in thermal management during the heat exchange process.

[0037] The low-altitude aircraft of the present invention uses a different cooling medium, especially in the thermal management system, which usually selects canned compressible gas. These gases are stored in the gas tank 9 and released through system regulation when needed. In the thermal management system of the aircraft, these gases are usually injected into the heat exchange system under high pressure, absorb the heat generated by the aircraft equipment, and take away the heat through rapid expansion and evaporation. Unlike the liquid coolant used in traditional automobiles, this compressed gas can directly absorb heat during the expansion process, thereby effectively regulating the temperature of the aircraft.

[0038] 3. Differences in key components

[0039] In traditional automotive thermal management systems, air conditioning compressors and condensers are two indispensable components. The compressor compresses the refrigerant into high-pressure gas through mechanical drive, and then cools it and converts it into liquid through the condenser. However, this system is relatively complex and requires a lot of space and energy, especially the drive of the air conditioning compressor usually consumes the power of the engine.

[0040] The low-altitude aircraft of the present invention eliminates the air-conditioning compressor and condenser and uses canned compressible gas instead. The compressible gas is stored in a specially designed gas storage tank 9 under high pressure, without the need for a complex compression and cooling process like the traditional system. This design reduces the volume and weight of the system while avoiding the problems of high energy consumption and complex mechanical drive. Through the precise control of the three-way valve and the thermal expansion valve, the aircraft can adjust the release amount of compressible gas according to actual needs, thereby adjusting the temperature inside the aircraft.

[0041] 4. Thermal management efficiency and system integration

[0042] Although the air conditioning system of traditional cars is mature, its efficiency is limited by multiple factors, such as refrigerant flow control, compressor efficiency, and heat dissipation performance of the condenser. Moreover, the operation of the air conditioning system usually requires power from the engine, which leads to energy consumption and additional burden, especially when the air conditioning is used for a long time.

[0043] The thermal management system of the low-altitude aircraft of the present invention can more efficiently control the temperature inside the aircraft by using canned compressible gas and efficient heat exchange methods. Since it does not rely on the engine to drive the compressor, the thermal management system of the aircraft is more flexible and can quickly respond to temperature changes in different flight modes, reducing energy consumption. In addition, the compact design of the system enables the thermal management system to be better integrated with other systems of the aircraft, improving overall efficiency and reliability.

[0044] 5. Weight and space optimization

[0045] Low-altitude aircraft face strict weight and space constraints during design, so the design of its thermal management system focuses more on lightness and compactness. The present invention eliminates the air-conditioning compressor and condenser, and adopts a canned compressible gas solution to significantly reduce the weight and volume of the system. Compared with traditional cars that need to accommodate multiple large components, the thermal management system of low-altitude aircraft uses a more streamlined design to ensure effective heat dissipation while avoiding the problem of taking up too much space and adding too much weight, thereby helping to improve the performance of the aircraft.

[0046] There are many differences between traditional automotive thermal management systems and the low-altitude aircraft thermal management system of the present invention, especially in terms of system architecture and the selection of key components. By eliminating the traditional air-conditioning compressor and condenser and replacing them with canned compressible gas, the low-altitude aircraft greatly simplifies the design of the thermal management system, reduces the weight and volume of the system, and improves energy efficiency and reliability. This innovative design enables low-altitude aircraft to more efficiently control the heat generated during flight, ensuring the performance of the equipment in terms of high efficiency and safety.

[0047] Table 1 Differences between low-altitude aircraft and traditional automotive thermal management systems

[0048]

Claims

1. A low-altitude aircraft air conditioning system, comprising an evaporator (2), a blower (7) for blowing gas passing through the evaporator (2) toward a cab (1) is provided on one side of the evaporator (2), characterized in that: One end of the evaporator (2) is connected to a gas storage tank (9) via a first pipeline. The gas storage tank (9) stores high-pressure coolant, which is a refrigerant gas compressed into a liquid state. A first thermal expansion valve (3) is provided on the first pipeline. The other end of the evaporator (2) is connected to the atmosphere via a second pipeline. A second thermal expansion valve (6) is provided on the second pipeline. The high-pressure coolant is rapidly reduced in pressure and temperature through the first thermal expansion valve (3), and is converted into a low-temperature, low-pressure liquid before entering the evaporator (2). The evaporator (2) vaporizes the low-temperature, low-pressure liquid, and the vaporized refrigerant gas is discharged into the atmosphere through the second thermal expansion valve (6).

2. A low altitude aircraft air conditioning system as claimed in claim 1, characterized in that: Branches with battery modules (10) are connected in parallel at both ends of the first thermal expansion valve (3); three-way valves (8) are provided on the first pipeline and at positions located at both ends of the first thermal expansion valve (3); the branches with battery modules (10) connected in parallel at both ends of the first thermal expansion valve (3) are connected to the first pipeline via the three-way valves (8).

3. A low altitude aircraft air conditioning system as claimed in claim 2, characterized in that: The three-way valve (8) is a regulating valve that can respectively adjust the flow of coolant leading to the branch where the battery module (10) is located and to the evaporator (2).

4. A low altitude aircraft air conditioning system as claimed in claim 2, characterized in that: After the low-altitude aircraft starts the refrigeration system, the liquid carbon dioxide in the gas storage tank (9) is released through the decompression device and transported to the three-way valve (8). The three-way valve (8) dynamically adjusts the flow direction of the coolant according to the load state and temperature requirements of the low-altitude aircraft: When the load is high or the charging and discharging is fast, the cooling liquid is preferentially directed to the branch where the battery module (10) is located by adjusting the three-way valve (8) to concentrate the heat dissipation; In low load or standby mode, the flow rate is adjusted to meet system requirements by adjusting the three-way valve (8); the high-pressure coolant passes through the first thermal expansion valve (3) and is rapidly depressurized and cooled, and is converted into a low-temperature and low-pressure liquid before entering the evaporator (2), where the coolant absorbs heat and vaporizes.

5. The low altitude aircraft air conditioning system according to claim 1, characterized in that: The evaporator (2) is located between the blower (7) and the cab (1), and the evaporator (2) is located on the path where the blower (7) blows air toward the cab (1).

6. A low altitude aircraft air conditioning system as claimed in claim 1, characterized in that: The refrigerant gas is carbon dioxide.

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