A split flying car thermal management system

Abstract

The present invention discloses a split-type flying car thermal management system, belonging to the field of flying car technology, comprising: a chassis thermal management module for providing a cold source or a hot source for a passenger compartment thermal management module through a refrigeration cycle or a heat pump cycle; a connection port for circulating the refrigerant is provided between the passenger compartment thermal management module and the chassis thermal management module, for heating or cooling the passenger compartment through the water circulation of the coolant circuit, and for heating or cooling the batteries in the aircraft thermal management module; a rigid connection of the coolant circuit between the aircraft thermal management module and the passenger compartment thermal management module, for heating or cooling the batteries through the coolant circuit. This multi-module coupled thermal management strategy of the present invention not only improves the overall efficiency of the system, but also reduces energy consumption, providing reliable temperature protection for the stable operation of the flying car.

Description

Technical Field

[0001] The present invention belongs to the technical field of flying cars, and in particular relates to a split-type flying car thermal management system. Background Art

[0002] With the continuous advancement of technology, traditional means of transportation can no longer meet people's requirements for travel efficiency and convenience. As an emerging means of transportation, flying cars can effectively alleviate ground traffic congestion and improve travel efficiency.

[0003] However, due to the vehicle's excessive curb weight, flying cars struggle to achieve a long range. The emergence of split-body flying cars, which separate the chassis from the passenger compartment and aircraft during flight, significantly addresses the issue of takeoff weight. However, most vehicles' thermal management systems are integrated into the chassis module to control the temperature of components like batteries and motors. This makes it difficult to control the temperature of the passenger compartment and battery during takeoff. Integrating the thermal management system into the passenger compartment and aircraft modules would not only significantly increase takeoff weight, but also make it difficult to control the temperature of heat-loaded chassis components.

[0004] Therefore, having an efficient and simple split-type flying car thermal management system has become an urgent problem to be solved. Summary of the Invention

[0005] To address the above technical problems, the present invention proposes a split-type flying car thermal management system that can ensure reasonable temperature control of various components when driving on the road or flying in the air, while effectively reducing the takeoff weight of the flying car and increasing the flight range during flight, thereby solving the problems existing in the above-mentioned existing technologies.

[0006] To achieve the above objectives, the present invention provides a split-type flying car thermal management system, comprising: an aircraft thermal management module, a passenger compartment thermal management module, and a chassis thermal management module;

[0007] The chassis thermal management module is used to provide a cold source or a heat source for the passenger compartment thermal management module through a refrigeration cycle or a heat pump cycle;

[0008] A connection port for circulating refrigerant is provided between the passenger compartment thermal management module and the chassis thermal management module, for heating or cooling the passenger compartment through water circulation in the coolant circuit, and for heating or cooling the batteries in the aircraft thermal management module;

[0009] The coolant circuit between the aircraft thermal management module and the passenger compartment thermal management module is rigidly connected, and is used to heat or dissipate heat for the battery through the coolant circuit.

[0010] Optionally, the chassis thermal management module includes a four-way valve, a compressor, a gas-liquid separator, a condenser, a condensing fan and an electronic expansion valve;

[0011] The passenger compartment thermal management module includes an energy accumulator, a water pump, a blower, an evaporator, a first three-way valve and a second three-way valve;

[0012] The aircraft thermal management module includes a battery cold plate and a coolant circulation loop.

[0013] Optionally, the state of the flying car is judged, and when the flying car is in a road driving mode, the ambient temperature is further judged;

[0014] If the ambient temperature is low, when there is a need to heat the passenger compartment, the energy storage device in the passenger compartment thermal management module is charged with heat, and the passenger compartment is heated at the same time; when there is no need to heat the passenger compartment, only the energy storage device is charged with heat;

[0015] If the ambient temperature is high, when the passenger compartment needs cooling, the energy storage device in the passenger compartment thermal management module is charged with cold water, and the passenger compartment is cooled at the same time; when the passenger compartment has no cooling demand, only the energy storage device is charged with cold water.

[0016] Optionally, when the flying car is in flight mode, the ambient temperature is further determined;

[0017] If the ambient temperature is high, when the passenger cabin does not require cooling but the battery does, the battery cooling mode is activated; when neither the passenger cabin nor the battery requires cooling, the system does not operate; when both the passenger cabin and the battery require cooling, the passenger cabin and battery dual cooling mode is activated; when the passenger cabin requires cooling but the battery does not, the passenger cabin cooling mode is activated;

[0018] If the ambient temperature is low, when the passenger compartment has no heating demand but the battery has heating demand, the battery single heating mode is turned on; when neither the passenger compartment nor the battery has heating demand, the system does not work; when both the passenger compartment and the battery have heating demand, the passenger compartment and battery dual heating mode is turned on; when the passenger compartment has heating demand but the battery has no heating demand, the passenger compartment single heating mode is turned on.

[0019] Optionally, if the ambient temperature is high and there is a need to cool the passenger compartment, the process of charging cold air into the energy storage device in the passenger compartment thermal management module and cooling the passenger compartment includes:

[0020] The refrigerant is circulated by the compressor of the chassis thermal management module, and the cooling mode is turned on. After the low-temperature and low-pressure refrigerant is expanded by the electronic expansion valve, it flows into the passenger compartment thermal management module through the refrigerant interface between the chassis thermal management module and the passenger compartment thermal management module, and then passes through the energy accumulator of the passenger compartment thermal management module to charge the energy accumulator with cold.

[0021] During the charging process, the water pump of the passenger compartment thermal management module is turned on to circulate the coolant. The coolant is cooled and dissipated in the energy accumulator. The low-temperature coolant then flows through the evaporator. As the blower runs, the coolant absorbs heat from the passenger compartment and then returns to the energy accumulator, thereby enabling the refrigerant circuit to charge the energy accumulator while cooling the passenger compartment.

[0022] Optionally, if the ambient temperature is low and there is a need to heat the passenger compartment, the energy storage device in the passenger compartment thermal management module is charged with heat. The process of heating the passenger compartment includes:

[0023] The refrigerant circulation is driven by the compressor of the chassis thermal management module, and the heat pump heating mode is turned on. The high-temperature and high-pressure refrigerant compressed by the compressor first flows through the energy accumulator of the passenger compartment thermal management module to charge the energy accumulator with heat. At the same time, the water pump of the passenger compartment thermal management module is turned on to realize the circulation of coolant and heat the passenger compartment, so that the refrigerant circuit charges the energy accumulator and heats the passenger compartment at the same time.

[0024] Optionally, when both the passenger compartment and the battery require cooling, the process of activating the passenger compartment and battery dual cooling mode includes:

[0025] Turn on the water pump of the passenger compartment thermal management module. As the coolant circulates, the low-temperature coolant first flows through the evaporator of the passenger compartment thermal management module to cool the passenger compartment, then flows through the battery to cool the battery, and finally the coolant returns to the energy storage device to cool it again, thereby achieving simultaneous temperature control of the passenger compartment and battery.

[0026] Optionally, when the passenger compartment has a cooling demand but the battery does not, the process of starting the passenger compartment cooling-only mode includes:

[0027] Control the three-way valve in the passenger compartment thermal management module to control the coolant to bypass the battery circuit, thereby achieving single cooling of the passenger compartment.

[0028] Optionally, when there is no cooling demand for the passenger compartment but there is a cooling demand for the battery, the process of starting the battery cooling only mode includes:

[0029] The blower of the passenger compartment thermal management module is turned off, and then the coolant flows through the battery to achieve single cooling of the battery.

[0030] Optionally, when the flying car is in road driving mode, the aircraft thermal management module does not participate in the work;

[0031] When the flying car is in flight mode, the passenger compartment thermal management module and the chassis thermal management module are separated at the connection port.

[0032] Compared with the prior art, the present invention has the following advantages and technical effects:

[0033] This invention achieves efficient temperature control of key flying car components through the coordinated operation of chassis thermal management modules, passenger compartment thermal management modules, and aircraft thermal management modules. The system flexibly switches between cooling and heating modes in different seasons and operating conditions, ensuring a comfortable cabin temperature while optimizing the battery's operating temperature, enhancing its performance and lifespan. This multi-module coupled thermal management strategy not only improves overall system efficiency but also reduces energy consumption, providing reliable temperature assurance for the stable operation of the flying car. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of this application. The exemplary embodiments and descriptions of this application are intended to explain this application and do not constitute an improper limitation on this application. In the accompanying drawings:

[0035] Figure 1 Schematic diagram of the distribution of thermal management modules and thermal management objects according to an embodiment of the present invention;

[0036] Figure 2 A schematic diagram of the connection and circuit of components of a thermal management system according to an embodiment of the present invention;

[0037] Figure 3 Schematic diagram of various mode switching of a thermal management system during driving / flying of a vehicle according to an embodiment of the present invention;

[0038] Among them, 1. Aircraft thermal management module; 2. First three-way valve; 3. Water pump; 4. Passenger compartment thermal management module; 5. Energy storage device; 6. Connection port; 7. Chassis thermal management module; 8. Four-way valve; 9. Compressor; 10. Gas-liquid separator; 11. Condenser; 12. Condensing fan; 13. Electronic expansion valve; 14. Blower; 15. Evaporator; 16. Second three-way valve; 17. Battery cold plate. DETAILED DESCRIPTION

[0039] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0040] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0041] Example 1

[0042] like Figure 1 As shown, this embodiment provides a split-type flying car thermal management system, including: an aircraft thermal management module 1, a passenger cabin thermal management module 4 and a chassis thermal management module 7;

[0043] The chassis thermal management module 7 is used to provide a cold source or a heat source for the passenger compartment thermal management module 4 through a refrigeration cycle or a heat pump cycle;

[0044] A connection port 6 for circulating the refrigerant is provided between the passenger compartment thermal management module 4 and the chassis thermal management module 7, for heating or cooling the passenger compartment through the water circulation of the coolant circuit, and for heating or cooling the batteries in the aircraft thermal management module 1;

[0045] The coolant circuit between the aircraft thermal management module 1 and the passenger compartment thermal management module 4 is rigidly connected, and is used to heat or dissipate heat for the battery through the coolant circuit.

[0046] It is feasible that the aircraft thermal management module 1 is mainly aimed at the drive motor and battery in the aircraft. In the summer, the drive motor consumes a lot of power during the flight of the car, which will cause the temperature of the drive motor and the battery to rise, so it is necessary to dissipate heat for the two components during the flight. In the winter, in order to ensure that the battery has a high activity and increase the rate of chemical reaction of the battery, it is necessary to heat the battery, improve the discharge capacity of the battery, and thus increase the flight mileage. Taking into account that during the flight, the rotation of the propeller will cause convection heat exchange between the drive motor and the air, the temperature rise problem of the drive motor can be effectively solved by air heat exchange, and there is no need to set up a separate thermal management circuit for the drive motor. In summary, in the aircraft thermal management module 1, it is necessary to design a thermal management control system for battery heating or cooling.

[0047] The passenger compartment thermal management module 4 is responsible for controlling the temperature of the passenger compartment. In the summer, to ensure the comfort of the pilot and passengers during flight, the passenger compartment needs to be cooled to a certain extent. In the winter, the passenger compartment also needs to be heated to a certain extent.

[0048] Chassis thermal management module 7 generally needs to manage the temperatures of the drive motor, battery, and charger during fast charging. Extensive research has been conducted in the field of chassis thermal management for new energy vehicles, and the corresponding technology is relatively mature. This embodiment focuses on the design of the thermal management system for flying vehicles, specifically the passenger compartment thermal management module 4 and the aircraft thermal management module 1 during flight. Chassis thermal management module 7 utilizes the most widely used and efficient heat pump system. Chassis components such as the battery, drive motor, and charger are not subject to thermal management in this embodiment.

[0049] This embodiment is feasible and aims to achieve temperature control of the passenger compartment and aircraft battery during flight by coupling the chassis thermal management module 7, the passenger compartment thermal management module 4 and the aircraft thermal management module 1 at high and low temperatures and switching between different working modes, while reducing flight quality, achieving higher thermal management efficiency and reducing energy consumption of the thermal management system.

[0050] In this embodiment, the chassis thermal management module 7 utilizes a heat pump system, controlling the flow of refrigerant to achieve both cooling and heating. The entire thermal management system consists of only one compressor 9. Since the aircraft thermal management module 1 and the passenger compartment thermal management module 4 must be completely separated from the chassis thermal management module 7 during flight, a connection port 6 is provided between the chassis thermal management module 7 and the passenger compartment thermal management module 4 to enable refrigerant circulation. Although the aircraft thermal management module 1 and the passenger compartment thermal management module 4 are separate modules, they are not physically separated, so the coolant circuit between them is rigidly connected.

[0051] As a specific implementation method, Figure 2 This is a schematic diagram of the connections and circuits of the various modules of the thermal management system of this embodiment. The chassis thermal management module 7 includes a four-way valve 8, a compressor 9, a gas-liquid separator 10, a condenser 11, a condenser fan 12, and an electronic expansion valve 13. The chassis thermal management module 7 primarily provides a heat or cooling source for the passenger compartment thermal management module 4 through a refrigeration cycle or a heat pump cycle, while also meeting the thermal management requirements of the drive motor, battery, and charger in the chassis. A connector 6 is provided between the chassis thermal management module 7 and the passenger compartment thermal management module 4 to connect or disconnect the refrigerant circuit. The passenger compartment thermal management module 4 includes an energy accumulator 5, a water pump 3, a blower 14, an evaporator 15, and first and second three-way valves 2 and 16. It uses water from the coolant circuit to heat / cool the passenger compartment or heat or cool the batteries in the aircraft thermal management module 1. The aircraft thermal management module 1 includes a battery cold plate 17 and a coolant circulation loop to heat or dissipate heat from the batteries.

[0052] Furthermore, since the compressor 9 is integrated into the chassis thermal management module 7, a heat source or a cold source is provided to the system through the energy storage device 5 during flight, which can greatly reduce the mass during flight and improve the flight endurance.

[0053] As a specific implementation method, Figure 3 This is a schematic diagram of the switching modes of the thermal management system during driving / flying in this embodiment. Figure 3As shown, the system first determines the vehicle's driving status. If the vehicle is in road driving mode, it further determines the ambient temperature. If the ambient temperature is low, the thermal management system has two modes to choose from: first, determining whether the passenger compartment requires heating. If so, the system activates the heating + heating mode. In this mode, the system not only charges heat to the energy storage device 5 in the passenger compartment thermal management module 4 but also heats the passenger compartment. If the passenger compartment does not require heating, the system activates the heating mode, charging only heat to the energy storage device 5 for flight use. If the ambient temperature is high, the thermal management system has two modes to choose from: first, determining whether the passenger compartment requires cooling. If so, the system activates the cooling + cooling mode. In this mode, the system not only charges cold air to the energy storage device 5 in the passenger compartment thermal management module 4 but also cools the passenger compartment. If the passenger compartment does not require cooling, the system activates the cooling mode, charging only cold air to the energy storage device 5 for flight use.

[0054] If the system determines that the car is in flight mode, it will also determine the ambient temperature. If the ambient temperature is high, it will further determine whether the passenger cabin requires cooling. If the passenger cabin does not require cooling, the system will further determine whether the battery requires cooling. If the passenger cabin does not require cooling, but the battery does, the battery-only cooling mode will be activated. If neither the passenger cabin nor the battery requires cooling, the system will not operate. If the passenger cabin requires cooling, the system will further determine whether the battery requires cooling. If both the passenger cabin and the battery require cooling, the dual-cooling mode for the passenger cabin and battery will be activated. If only the passenger cabin requires cooling, the passenger cabin-only cooling mode will be activated. If the ambient temperature is low, the system will further determine whether the passenger cabin has a heating demand. If the passenger cabin does not have a heating demand, the system will further determine whether the battery has a heating demand. If the passenger cabin does not have a heating demand, but the battery has a heating demand, the battery single heating mode will be turned on. If neither the passenger cabin nor the battery has a heating demand, the system will not work. If the passenger cabin has a heating demand, the system will further determine whether the battery has a heating demand. If both the passenger cabin and the battery have a heating demand, the passenger cabin and battery dual heating mode will be started. If only the passenger cabin has a heating demand, the passenger cabin single heating mode will be turned on.

[0055] In each working mode, the system operation process is as follows:

[0056] In practice, when the flying car is driving normally on the road, the aircraft thermal management module 1 is not operational; the system must be ready for flight at all times. During high summer temperatures, while maintaining appropriate temperatures for chassis components, the vehicle utilizes compressor 9 to circulate refrigerant, activating cooling mode. After expansion through the electronic expansion valve, the low-temperature, low-pressure refrigerant flows through the refrigerant interface between chassis thermal management module 7 and passenger compartment thermal management module 4, then to the passenger compartment thermal management module 4, where it charges the energy accumulator 5 with cold air. The accumulator 5 has a certain storage capacity for cold and heat. When the passenger compartment thermal management module 4 is connected to the chassis thermal management module 7, the chassis thermal management module 7 charges a certain amount of cold into the accumulator 5 through a compression refrigeration cycle. During the charging process, the water pump 3 of the passenger compartment thermal management module 4 can be turned on to realize the circulation of the coolant. The coolant is cooled and dissipated in the accumulator 5, and then the low-temperature coolant flows through the evaporator 15. As the blower 14 runs, the coolant will absorb the heat in the passenger compartment and then return to the accumulator 5, thereby realizing that the refrigerant circuit charges the accumulator 5 with cold while controlling the temperature of the passenger compartment.

[0057] As a specific embodiment, the process of cooling and storing cold in the passenger compartment while the vehicle is driving includes: wherein the four-way valve 8 in the chassis thermal management module 7 is turned on in cooling mode, interfaces 1 and 4 are connected, and interfaces 2 and 3 are connected. At this time, the high-temperature and high-pressure refrigerant coming out of the compressor 9 flows into the four-way valve 8 at one interface and flows out of the four-way valve 8 at four interfaces. Then, the high-temperature and high-pressure refrigerant flows through the condenser 11, and through the action of the condensing fan 12, it quickly exchanges heat with the air, liquefies and releases heat in the condenser 11, and then the low-temperature and high-pressure refrigerant flows through the electronic expansion valve 13. The refrigerant is throttled by the electronic expansion valve 13 and converted into a low-temperature, low-pressure gas-liquid two-phase state. Since the passenger compartment thermal management module 4 is connected to the chassis thermal management module 7 during driving, the refrigerant flows through the energy accumulator 5 of the passenger compartment thermal management module 4 through the connection port 6, where it evaporates and absorbs heat, filling the energy accumulator 5 with a certain amount of cold. The low-temperature, low-pressure refrigerant then flows through the second port of the four-way valve 8 and out of the four-way valve 8 at the third port. The refrigerant then passes through the gas-liquid separator 10 and returns to the compressor 9 to continue the next cycle. During the above cycle, if the cooling capacity of the energy accumulator 5 is insufficient, the system will automatically turn on the compressor 9 to ensure that there is sufficient cooling capacity in the energy accumulator 5 so that the vehicle can be cooled promptly and effectively when it takes off.

[0058] If the passenger compartment requires cooling during driving, the water pump 3 in the passenger compartment thermal management module 4 can be activated to circulate the coolant. During this process, the coolant exchanges heat and cools down in the energy accumulator 5. The low-temperature coolant is then driven by the water pump 3 to flow to the evaporator 15. Through the cooperation of the blower 14, it rapidly exchanges heat with the air in the passenger compartment. The coolant exiting the evaporator 15 then flows into the second three-way valve 16. At this time, ports 1 and 2 of the second three-way valve 16 are open, and port 3 is closed. The coolant then flows through the first three-way valve 2. At this time, ports 1 and 3 of the first three-way valve 2 are open, and port 2 is closed. The coolant then returns to the energy accumulator 5 for the next cycle. Since the aircraft thermal management module 1 does not need to operate during driving, thermal management of the aircraft thermal management module 1 is not required.

[0059] In winter, during low temperatures, while maintaining a suitable temperature for all chassis components, the vehicle can activate heat pump heating mode by circulating the refrigerant through compressor 9. The high-temperature, high-pressure refrigerant, compressed by compressor 9, will first flow through energy accumulator 5 of passenger compartment thermal management module 4, charging it with heat. Simultaneously, water pump 3 can be activated to circulate the coolant, heating the passenger compartment. This allows the refrigerant circuit to heat energy accumulator 5 while simultaneously controlling the passenger compartment temperature.

[0060] As a specific embodiment, the process of heating and storing heat for the passenger compartment while the vehicle is in motion includes: wherein the four-way valve 8 in the chassis thermal management module 7 is turned on in heat pump mode, with ports 1 and 2 connected, and ports 3 and 4 connected. At this time, the high-temperature and high-pressure refrigerant from the compressor 9 flows into the four-way valve 8 at port 1 and flows out of the four-way valve 8 at port 2. The high-temperature and high-pressure refrigerant then flows through the energy accumulator 5 in the passenger compartment thermal management module 4 through the connection port 6, where it liquefies and releases heat. In this process, the system charges the energy accumulator 5 with a certain amount of heat for use during flight. Then the low-temperature and high-pressure refrigerant returns to the chassis thermal management module 7 through the connecting port 6, passes through the electronic expansion valve 13 of the chassis thermal management module 7, and becomes a gas-liquid two-phase state through the throttling effect of the chassis thermal management module 7. Then the low-temperature and low-pressure refrigerant flows through the condenser 11. At this time, the condenser 11 acts as an evaporator. The low-temperature and low-pressure refrigerant evaporates and absorbs heat with the cooperation of the condensing fan 12. Then the medium-temperature and low-pressure refrigerant flows into the four ports of the four-way valve 8 and flows out of three ports, passes through the gas-liquid separator 10, and returns to the compressor 9 for the next cycle.

[0061] During the above cycle, if there is a need to heat the passenger compartment, the water pump 3 can be turned on. After the coolant circulates, the coolant absorbs heat in the energy accumulator 5 and flows into the evaporator 15 through the water pump 3. The heat is exchanged to the air with the cooperation of the blower 14, thereby achieving the purpose of heating the passenger compartment. The flow direction of the coolant is then the same as that in the passenger compartment cooling mode, which will not be repeated here.

[0062] In practice, to reduce the total weight of the flying car during flight, the passenger compartment thermal management module 4 and the chassis thermal management module 7 need to be separated. Therefore, the passenger compartment thermal management module 4 and the chassis thermal management module 7 will be separated at the connection port 6. During flight, the thermal management systems of the passenger compartment thermal management module 4 and the aircraft thermal management module 1 will be driven by the energy storage device 5.

[0063] During high temperatures in summer, if both the passenger cabin and the batteries of the aircraft thermal management module 1 need to be cooled, the water pump 3 of the passenger cabin thermal management module 4 will be turned on. As the coolant circulates, the low-temperature coolant will first flow through the evaporator 15 of the passenger cabin thermal management module 4 to cool the passenger cabin, and then flow through the batteries to cool the batteries. Finally, the coolant will return to the energy storage device 5 to cool again, thereby achieving simultaneous temperature control of the passenger cabin and the batteries.

[0064] If only the passenger compartment has a heat dissipation requirement and the battery has no cooling requirement, the first three-way valve 2 and the second three-way valve 16 in the passenger compartment thermal management module 4 are controlled to control the coolant to bypass the battery circuit, thereby achieving passenger compartment cooling alone.

[0065] If only the batteries require cooling, the blower 14 in the passenger compartment thermal management module 4 can be turned off to prevent air from blowing through the evaporator 15 and reduce heat exchange. The coolant then flows through the batteries, cooling them alone. Because the drive motors in the aircraft thermal management module 1 can experience strong convective heat transfer with the air, air cooling is considered for cooling the drive motors.

[0066] As a specific embodiment, the process of simultaneously heating / cooling the passenger compartment and batteries during flight includes the following: During flight, the refrigerant connection between the chassis thermal management module 7 and the passenger compartment thermal management module 4 is disconnected at the connection port 6, and the thermal management of the passenger compartment thermal management module 4 and the aircraft thermal management module 1 is handled by the energy storage device 5. At low temperatures, if both the passenger compartment and the aircraft batteries require heating, the water pump 3 is activated. The coolant is heated in the energy storage device 5 and flows through the water pump 3 to the evaporator 15, which cooperates with the blower 14 to heat the passenger compartment. The coolant flowing out of the evaporator 15 then flows to the second three-way valve 16. At this time, the second three-way valve 16 is in dual-heat mode, with the first and third ports of the second three-way valve 16 connected. The coolant then flows through the battery cold plate 17 to heat the batteries. The coolant then flows through the first three-way valve 2, with the first and second ports of the first three-way valve 2 connected, and the coolant returns to the energy storage device 5 for the next cycle. If the temperature is low and there is no need to heat the passenger compartment, the blower 14 can be turned off, and the refrigerant will flow solely through the evaporator 15 without undergoing convective heat exchange with the cabin air. When the system is at high temperatures, the coolant circulation path is the same as at low temperatures, except that the coolant cools and dissipates heat in the accumulator 5, absorbs ambient heat in the evaporator 15, and absorbs battery heat at the battery cold plate 17 to cool the batteries. If there is no need to cool the passenger compartment, the blower 14 can be turned off, and the refrigerant will flow solely through the evaporator 15 without undergoing convective heat exchange with the cabin air.

[0067] As a specific embodiment, the process of heating / cooling the passenger compartment during flight includes: if the battery does not require cooling or heating during flight, and only the passenger compartment requires cooling or heating, controlling the first and second ports of the first three-way valve 2 to be open, and controlling the first and third ports of the second three-way valve 16 to be open. At low temperatures, if only the passenger compartment requires heating, the circulating water pump 3 is activated. The coolant then heats up in the energy accumulator 5, absorbing heat. The coolant then flows through the water pump 3 and enters the evaporator 15. With the help of the blower 14, it exchanges heat with the air in the passenger compartment through convection, thereby heating the passenger compartment. The coolant then flows through the second three-way valve 16 and the first three-way valve 2, returning to the energy accumulator 5 to continue the cycle. At high temperatures, the coolant's circulation path is the same as at low temperatures, except that the coolant cools down and dissipates heat in the energy accumulator 5, and heats up and absorbs heat in the evaporator 15, cooling the passenger compartment. If there is no need for heating or cooling the passenger compartment, the water pump 3 can be turned off and the coolant will not circulate. The energy storage device 5 will always store a certain amount of cold or heat to prepare for the thermal management of the passenger compartment and the battery.

[0068] Through the implementation of the above solution, whether the flying car is driving normally on the road or flying, the thermal management requirements of the chassis thermal management module 7, the passenger compartment thermal management module 4 and the aircraft thermal management module 1 can be met.

[0069] This embodiment utilizes an integrated design, concentrating key components such as the compressor 9 within the chassis thermal management module 7. In flight mode, the passenger compartment thermal management module 4 is separated from the chassis thermal management module 7, relying solely on the energy storage device 5 for cooling or heating, significantly reducing the load during flight. This separate structure and integrated design effectively reduces the flying car's takeoff weight, thereby improving flight efficiency and increasing range, enhancing the practicality and competitiveness of the flying car as a highly efficient means of transportation.

[0070] The chassis thermal management module 7 of this embodiment utilizes a highly efficient heat pump system. By controlling the flow direction of the refrigerant, it achieves flexible switching between cooling and heating, improving overall system efficiency. Simultaneously, the passenger compartment thermal management module 4 and the aircraft thermal management module 1 transfer heat via a coolant circuit, effectively utilizing and circulating heat. This design not only reduces energy waste but also lowers the system's energy consumption, enabling the entire thermal management system to operate efficiently under various operating conditions, providing strong support for energy conservation, emission reduction, and sustainable development of flying cars.

[0071] This embodiment optimizes thermal management to ensure that all components of the flying car operate at optimal temperatures, thereby improving power output and flight efficiency. Reducing flight weight and improving system efficiency directly increase the flying car's range, enabling it to cover a wider area during flight and enhancing its practicality as a means of transportation. This performance improvement not only enhances the flying car's market competitiveness but also provides important technical support for the future development of urban air mobility.

[0072] This embodiment utilizes precise temperature control to avoid safety issues caused by battery overheating or overcooling, thereby improving the overall safety of the flying car. The independent and coupled design of each module ensures system stability and reliability under different operating conditions, reducing the risk of failure. This design not only ensures the safety of drivers and passengers but also lays a solid foundation for the large-scale application of flying cars.

[0073] The above are merely preferred embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A split-type flying car thermal management system, characterized in that: include: Aircraft thermal management module, crew cabin thermal management module and chassis thermal management module; The chassis thermal management module is used to provide a cold source or a heat source for the passenger compartment thermal management module through a refrigeration cycle or a heat pump cycle; A connection port for circulating refrigerant is provided between the passenger compartment thermal management module and the chassis thermal management module, for heating or cooling the passenger compartment through water circulation in the coolant circuit, and for heating or cooling the batteries in the aircraft thermal management module; The coolant circuit between the aircraft thermal management module and the passenger compartment thermal management module is rigidly connected to heat or dissipate heat for the battery through the coolant circuit; The chassis thermal management module includes a four-way valve, a compressor, a gas-liquid separator, a condenser, a condensing fan and an electronic expansion valve; The passenger compartment thermal management module includes an energy accumulator, a water pump, a blower, an evaporator, a first three-way valve and a second three-way valve; The aircraft thermal management module includes a battery cold plate and a coolant circulation loop; When the flying car is in road driving mode, the aircraft thermal management module does not work; When the flying car is in flight mode, the passenger compartment thermal management module and the chassis thermal management module are separated at the connection port; Determine the state of the flying car. When the flying car is in road driving mode, further determine the ambient temperature. If the ambient temperature is low, when there is a need to heat the passenger compartment, the energy storage device in the passenger compartment thermal management module is charged with heat, and the passenger compartment is heated at the same time; when there is no need to heat the passenger compartment, only the energy storage device is charged with heat; If the ambient temperature is high, when there is a cooling demand for the passenger compartment, the energy storage device in the passenger compartment thermal management module is charged with cold water, and the passenger compartment is cooled at the same time; when there is no cooling demand for the passenger compartment, only the energy storage device is charged with cold water; When the flying car is in flight mode, the ambient temperature is further determined; If the ambient temperature is high, when the passenger cabin does not require cooling but the battery does, the battery cooling mode is activated; when neither the passenger cabin nor the battery requires cooling, the system does not operate; when both the passenger cabin and the battery require cooling, the passenger cabin and battery dual cooling mode is activated; when the passenger cabin requires cooling but the battery does not, the passenger cabin cooling mode is activated; If the ambient temperature is low, when the passenger compartment does not require heating but the battery does, the battery-only heating mode is activated; when neither the passenger compartment nor the battery requires heating, the system does not operate; when both the passenger compartment and the battery require heating, the passenger compartment and battery dual heating mode is activated; when the passenger compartment requires heating but the battery does not, the passenger compartment-only heating mode is activated; If the ambient temperature is high and the cabin needs to be cooled, the energy storage device in the cabin thermal management module is charged with cold air. The process of cooling the cabin includes: The refrigerant is circulated by the compressor of the chassis thermal management module, and the cooling mode is turned on. After the low-temperature and low-pressure refrigerant is expanded by the electronic expansion valve, it flows into the passenger compartment thermal management module through the refrigerant interface between the chassis thermal management module and the passenger compartment thermal management module, and then passes through the energy accumulator of the passenger compartment thermal management module to charge the energy accumulator with cold. During the charging process, the water pump of the passenger compartment thermal management module is turned on to circulate the coolant. The coolant is cooled and dissipated in the accumulator. The low-temperature coolant then flows through the evaporator. As the blower operates, the coolant absorbs heat from the passenger compartment and then returns to the accumulator. This allows the refrigerant circuit to charge the accumulator while cooling the passenger compartment. If the ambient temperature is low and the passenger compartment needs to be heated, the energy storage device in the passenger compartment thermal management module is charged with heat. The process of heating the passenger compartment includes: The chassis thermal management module's compressor drives the refrigerant circulation, activating the heat pump heating mode. The high-temperature, high-pressure refrigerant, compressed by the compressor, first flows through the passenger compartment thermal management module's energy accumulator, charging it with heat. Simultaneously, the module's water pump activates, circulating the coolant and heating the passenger compartment. This allows the refrigerant circuit to simultaneously charge the energy accumulator and heat the passenger compartment. When both the passenger compartment and the battery require cooling, the process of turning on the passenger compartment and battery dual cooling mode includes: The water pump of the passenger compartment thermal management module is turned on. As the coolant circulates, the low-temperature coolant first flows through the evaporator of the passenger compartment thermal management module to cool the passenger compartment, then flows through the battery to cool the battery, and finally returns to the energy storage device for further cooling, thus achieving simultaneous temperature control of the passenger compartment and battery; When the passenger compartment needs cooling but the battery does not, the process of turning on the passenger compartment cooling-only mode includes: Control the three-way valve in the passenger compartment thermal management module to control the coolant to bypass the battery circuit, thereby achieving single cooling of the passenger compartment; When the passenger compartment does not require cooling but the battery does, the process of turning on the battery cooling mode includes: The blower of the passenger compartment thermal management module is turned off, and then the coolant flows through the battery to achieve single cooling of the battery.

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