Energy-saving liquid cooling air conditioning system for armored car

Abstract

The invention discloses an armored car energy-saving liquid cooling air conditioning system, which relates to the technical field of liquid cooling air conditioners, and comprises a waste heat recovery module, a heat exchange module, a heat distribution adjusting module, an air circulation module, a control module and a compression assembly. According to the energy-saving liquid-cooled air conditioning system for the armored car, waste heat generated by operation of equipment such as an engine and a gearbox is collected through the waste heat recovery module, heat is absorbed through a heat-conducting medium, and then the heat-conducting medium carrying the heat is conveyed to the heat exchange module through the circulating pump and exchanges heat with cooling liquid or air of the air conditioning system; the heat distribution adjusting module receives the high-temperature cooling liquid from the heat exchange module, according to an instruction of the control module, one part of the cooling liquid is guided to the auxiliary heat exchanger to be used for heating air entering a cab, the other part of the cooling liquid flows back to the air conditioning system to participate in circulation, energy waste is avoided, energy consumption of the armored car is reduced, and energy-saving operation is achieved.

Description

Technical Field

[0001] This invention relates to the field of liquid cooling air conditioning technology, specifically to an energy-saving liquid cooling air conditioning system for armored vehicles. Background Technology

[0002] As a major combat equipment in modern ground warfare, armored vehicles have a small crew compartment. The engine, radio, computer and other equipment inside the vehicle release a lot of heat. In order to ensure the working ability of the crew and the normal operation of electronic equipment, more and more armored vehicles need to be equipped with air conditioning. Against the backdrop of energy shortage and energy conservation and emission reduction, armored vehicles also face the requirement to reduce energy consumption. Energy-saving air conditioning devices can help reduce the energy consumption of armored vehicles, improve endurance and combat effectiveness.

[0003] Current liquid-cooled air conditioning systems in armored vehicles lack energy regulation capabilities. To meet military requirements such as bulletproofing, dustproofing, and waterproofing, armored vehicles have extremely tight sealing, which limits the design of the air inlet and outlet of the air conditioning system. In extremely cold environments, humid air entering the system is prone to freezing on the surface of pipes or heat exchangers, obstructing airflow and liquid flow, further deteriorating heat exchange. This results in poor performance of the air conditioning system under extreme temperatures. Moreover, the harsh operating environment of armored vehicles makes components such as the air conditioning condenser susceptible to impurities in the refrigerant during operation. For example, trace amounts of carbon dioxide in the refrigerant may corrode the equipment, and wear debris from the compressor may clog the pipes.

[0004] Therefore, we propose an energy-saving liquid-cooled air conditioning system for armored vehicles to solve the problems mentioned above. Summary of the Invention

[0005] The purpose of this invention is to provide an energy-saving liquid-cooled air conditioning system for armored vehicles, so as to solve the problems mentioned in the background art, such as the lack of energy regulation function in existing armored vehicle air conditioning systems and the corrosion of equipment by carbon dioxide in the refrigerant.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an energy-saving liquid-cooled air conditioning system for armored vehicles, comprising a waste heat recovery module, a heat exchange module, a heat distribution and regulation module, an air circulation module, a control module, and a compression assembly. The waste heat recovery module includes a heat collection submodule, a heat transfer submodule, and a filtration and purification submodule. The waste heat recovery module is used to recover heat that would otherwise be wasted and convert it into usable energy for heating in the liquid-cooled air conditioning system of the armored vehicle. The heat distribution and regulation module includes a flow control submodule, a temperature monitoring and feedback submodule, and an energy management submodule. The heat distribution and regulation module is used to precisely control the flow direction and flow rate of the coolant, and to rationally distribute heat so that heat can be distributed to different parts as needed.

[0007] Preferably, the heat exchange module is used to transfer waste heat from the heat transfer medium to the coolant or air, the air circulation module is used to provide the cab with air at a suitable temperature, and the control module is used to achieve coordinated and unified control of the various modules.

[0008] Preferably, the heat collection submodule is used to collect heat from the heating equipment of the armored vehicle that would otherwise be wasted into the environment and convert it into a usable form of energy; the heat transfer submodule is used to efficiently transfer the heat recovered by the heat collection submodule to the medium that needs heat; and the filtration and purification submodule is used to clean and maintain the performance of the recycled heat-conducting medium.

[0009] Preferably, the flow control submodule is used to precisely adjust the flow of coolant and air to rationally distribute heat, the temperature monitoring and feedback submodule is used to comprehensively and in real time monitor the temperature of key parts of the system, and the energy management submodule is used to comprehensively manage and optimize the energy of the system to improve energy utilization efficiency.

[0010] Preferably, a liquid cooling component is fixedly connected between the two outlets of the compression component, and a purification component is provided between the liquid cooling component and the compression component. The purification component includes a filter tank, and the filter tank is provided with a primary filter group, a secondary filter group and a tertiary filter group. The primary filter group has a built-in molecular sieve for adsorbing moisture, the secondary filter group has a built-in activated alumina for adsorbing carbon dioxide, and the tertiary filter group has a built-in activated carbon for adsorbing organic impurities.

[0011] Preferably, a protective component is fixedly connected to the bottom of the compression assembly. The protective component includes a protective base plate. A front frame plate and a reinforced rear plate are fixedly connected to the front and rear surfaces of the protective base plate, respectively. An inspection door plate is installed in the middle of the front frame plate by screws. Ventilation side plates are fixedly connected to the top surfaces of both sides of the protective base plate. A control top plate is fixedly connected between the top of the front frame plate, the reinforced rear plate, and the two ventilation side plates. A control platform is embedded in the top of the control top plate.

[0012] Preferably, the compression assembly includes a base with an inner cavity inside. An mounting plate is fixedly connected to the outer surface of the base. A drive motor is disposed on the top of the mounting plate. The output shaft of the drive motor passes through the base to the inner cavity and is fixedly mounted with a rotating wheel. A rotating shaft is fixedly connected to the edge of the rotating wheel. A connecting rod is rotatably sleeved on the outer surface of the rotating shaft. A piston is rotatably connected to one end of the connecting rod. The outer surface of the piston is slidably connected to the inner wall of the inner cavity.

[0013] Preferably, a sealing plate is fixedly connected to the top of the base, and a sealing cover is fixedly connected to the top of the sealing plate. A first air chamber and a second air chamber are respectively opened at the bottom of the sealing cover near both sides. A first connecting hole and a first vent hole are opened at the bottom of the sealing plate near the first air chamber. A second connecting hole and a second vent hole are opened at the top of the sealing plate near the second air chamber. A first air-blocking pad is installed at the bottom of the sealing plate by setting a connector inside the first connecting hole, and a second air-blocking pad is installed at the top of the sealing plate by setting a connector inside the second connecting hole.

[0014] Preferably, the bottom of the filter tank is fixedly connected to a material exchange port, the bottom of the material exchange port is fixedly connected to a fixing ring, the inner wall of the fixing ring is fixedly connected to multiple positioning buckles, one outer surface of the fixing ring is fixedly connected to a fixing rod, one end of the fixing rod is fixedly connected to a fixing shaft, the outer surface of the fixing shaft is rotatably connected to a fastening gear, the outer surface of the fastening gear is fixedly connected to a lever, the other outer surface of the fixing ring is fixedly connected to two mounting handles, one end of the two mounting handles is rotatably connected to a connecting roller, the outer surface of the connecting roller is fixedly connected to an eccentric side plate, one end of the eccentric side plate is rotatably embedded with a mounting block, one end of the mounting block is fixedly connected to a sealing plug, the edge of the sealing plug is fixedly connected to multiple buckles, the multiple buckles and multiple positioning buckles are mutually engaged, the outer surface of the sealing plug is fixedly connected to the outer surface of a gear sector, which meshes with the outer surface of the fastening gear.

[0015] Preferably, the liquid cooling assembly includes an evaporator and a condenser. A carbon dioxide sensor is provided on the outside of the condenser. One end of the evaporator is fixedly connected to one side of the filter tank, and a fixed pipe is fixedly connected to the other side of the filter tank. A throttling valve is provided between the evaporator and the condenser. A mounting bracket is fixedly connected to one side of the mounting plate. A fan is fixedly installed at one end of the mounting bracket. A support frame is fixedly connected to the other side of the mounting plate, and a heat sink is provided on the top of the support frame.

[0016] Compared with the prior art, the beneficial effects of the present invention are: 1. During operation, the waste heat generated by the engine, gearbox, and other equipment is collected through the waste heat recovery module. This heat is absorbed by a heat transfer medium, which is then transported to the heat exchange module via a circulation pump. There, the heat transfer medium exchanges heat with the coolant or air in the air conditioning system. The heat distribution and regulation module receives the high-temperature coolant from the heat exchange module. According to the instructions of the control module, a portion of the coolant is directed to the auxiliary heat exchanger to heat the air entering the driver's cab, while the other portion flows back to the air conditioning system to participate in the circulation. This avoids energy waste, reduces the energy consumption of the armored vehicle, and achieves energy-saving operation. Furthermore, the recording and analysis of energy usage data provides a basis for the long-term optimization of the system.

[0017] 2. Before use, the refrigerant needs to be purified. Moisture is adsorbed by molecular sieves, carbon dioxide is adsorbed by activated alumina, and organic impurities are adsorbed by activated carbon. The refrigerant is pretreated before charging to reduce the content of corrosive impurities such as carbon dioxide and moisture. The carbon dioxide sensor can monitor the carbon dioxide content in the condenser pipe, which can prevent the corrosion of equipment by trace amounts of carbon dioxide in the refrigerant. When the carbon dioxide content is too high, the material in the filter tank needs to be cleaned to prevent incomplete purification of carbon dioxide in the refrigerant.

[0018] 3. During use, the drive motor is started by controlling the control platform to make the refrigerant do work. The inner walls of the inner cavity and the first and second gas chambers are coated with polytetrafluoroethylene nano-coating to reduce surface roughness, reduce the adhesion of impurity particles and the deposition of corrosion products, and at the same time reduce the flow resistance of refrigerant. When the liquid-cooled air conditioner is running, the refrigerant is drawn in by the compression component and achieves refrigeration through the condenser and evaporator. Attached Figure Description

[0019] Figure 1 This is a first-view perspective perspective view of an energy-saving liquid-cooled air conditioning system for armored vehicles according to the present invention; Figure 2 This is a second-view perspective perspective view of an energy-saving liquid-cooled air conditioning system for armored vehicles according to the present invention; Figure 3 This is a perspective view of the liquid cooling component of an energy-saving liquid-cooled air conditioning system for an armored vehicle according to the present invention; Figure 4 This is a perspective view of the purification component of an energy-saving liquid-cooled air conditioning system for an armored vehicle according to the present invention; Figure 5 This is a perspective view of the purification component of an energy-saving liquid-cooled air conditioning system for an armored vehicle according to the present invention. Figure 6 This is a perspective view of the compression component of an energy-saving liquid-cooled air conditioning system for an armored vehicle according to the present invention. Figure 7 This is a perspective cross-sectional view of the compression component of an energy-saving liquid-cooled air conditioning system for an armored vehicle according to the present invention. Figure 8 This is a system diagram of an energy-saving liquid-cooled air conditioning system for armored vehicles according to the present invention; Figure 9 This is a system diagram of a waste heat recovery module of an energy-saving liquid-cooled air conditioning system for armored vehicles according to the present invention; Figure 10 This is a system diagram of the heat distribution adjustment module of an energy-saving liquid-cooled air conditioning system for armored vehicles according to the present invention.

[0020] In the picture: 1. Waste heat recovery module; 101. Heat collection submodule; 102. Heat transfer submodule; 103. Filtration and purification submodule; 2. Heat exchange module; 3. Heat distribution and regulation module; 301. Flow control submodule; 302. Temperature monitoring and feedback submodule; 303. Energy management submodule; 4. Air circulation module; 5. Control module; 6. Compression assembly; 601. Base; 602. Inner cavity; 603. Mounting plate; 604. Rotating shaft; 605. Rotating wheel; 606. Drive motor; 607. Connecting rod; 608. Piston; 609. Sealing plate; 610. First connecting hole; 611. First air-blocking pad; 612. First vent hole; 613. Second connecting hole; 614. Second vent hole; 615. Second air-blocking pad; 616. Sealing cover; 617. First air chamber; 618. Second air chamber; 7. Purification assembly; 701. Filter tank; 702. Primary Filter Assembly; 703. Secondary Filter Assembly; 704. Tertiary Filter Assembly; 705. Material Changing Port; 706. Retaining Ring; 707. Positioning Buckle; 708. Fixing Rod; 709. Fixing Shaft; 710. Fastening Gear; 711. Lever; 712. Mounting Handle; 713. Connecting Roller; 714. Eccentric Side Plate; 715. Mounting Rotary Block; 716. Sealing Plug; 717. Clip; 718. Gear Sector; 8. Liquid Cooling Components; 801, Evaporator; 802, Condenser; 803, Mounting Bracket; 804, Fan; 805, Carbon Dioxide Sensor; 806, Support Bracket; 807, Heat Sink; 808, Throttling Valve; 809, Fixing Pipe; 9, Protective Components; 901, Protective Base Plate; 902, Reinforced Rear Plate; 903, Front Frame Plate; 904, Inspection Door Plate; 905, Ventilation Side Plate; 906, Control Top Plate; 907, Control Platform. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Example 1: Reference Figures 1-10As shown, this invention provides a technical solution: an energy-saving liquid-cooled air conditioning system for armored vehicles, including a waste heat recovery module 1, a heat exchange module 2, a heat distribution and regulation module 3, an air circulation module 4, a control module 5, and a compression assembly 6. The waste heat recovery module 1 includes a heat collection submodule 101, a heat transfer submodule 102, and a filtration and purification submodule 103. The waste heat recovery module 1 is used to recover heat that would otherwise be wasted and convert it into usable energy for heating in the armored vehicle's liquid-cooled air conditioning system. The heat distribution and regulation module 3 includes a flow control submodule 301, a temperature monitoring and feedback submodule 302, and an energy management submodule 303. The heat distribution and regulation module 3 is used to precisely control the flow direction and flow rate of the coolant, and to rationally distribute heat so that heat can be distributed to different parts as needed. The heat exchange module 2 is used to realize the transfer of waste heat from the heat transfer medium to the coolant or air. The system includes a gas transfer module, an air circulation module 4 for providing the driver's cab with appropriately sized air, a control module 5 for coordinating and controlling all modules, a heat collection submodule 101 for collecting heat from the armored vehicle's heating equipment that would otherwise be wasted in the environment and converting it into usable energy, a heat transfer submodule 102 for efficiently transferring the heat recovered by the heat collection submodule 101 to the medium that needs heat, a filtration and purification submodule 103 for cleaning and maintaining the performance of the circulating heat transfer medium, a flow control submodule 301 for precisely adjusting the flow of coolant and air to rationally distribute heat, a temperature monitoring and feedback submodule 302 for comprehensively and in real-time monitoring the temperature of key parts of the system, and an energy management submodule 303 for comprehensively managing and optimizing the system's energy to improve energy utilization efficiency.

[0023] In this embodiment, during use, the waste heat recovery module 1 collects waste heat generated by the operation of equipment such as the engine and gearbox. This heat is absorbed by a heat-conducting medium, which is then transported to the heat exchange module 2 via a circulating pump. The heat collection submodule 101 collects heat from various heat-generating devices in the armored vehicle that would otherwise be wasted in the environment, converting it into usable energy. This provides a heat source for subsequent heat transfer and utilization, achieving initial waste heat recovery and improving energy efficiency. The heat transfer submodule 102 efficiently transfers the heat recovered by the heat collection submodule 101 to the medium that needs heat, realizing heat transfer and enabling the waste heat to be applied to practical needs such as air conditioning heating in the armored vehicle. This is a practical aspect of the waste heat recovery and utilization process. The key to effective heat transfer is the cleaning and performance maintenance of the circulating heat transfer medium through the filtration and purification submodule 103. This removes impurities and corrosive substances that may have been introduced or generated during waste heat recovery and heat transfer, ensuring the purity and performance stability of the heat transfer medium. This prevents impurities from clogging pipes and affecting heat exchange efficiency, extends the service life of all components in the waste heat recovery system, and ensures the long-term stable operation of the waste heat recovery module 1. The heat transfer medium carrying waste heat then enters the heat exchange module 2, where it exchanges heat with the coolant or air from the air conditioning system. In the heat exchange with the coolant, heat is transferred to the coolant, raising its temperature. In the heat exchange with the air, it heats the cold air entering the cab. After the heat exchange is complete, the cooled heat transfer medium flows back to the waste heat recovery module. Heat recovery module 1 continues to absorb heat, completing the cycle. Heat distribution and regulation module 3 receives high-temperature coolant from heat exchange module 2. According to the instructions of control module 5, the coolant is distributed to different branches in different proportions through flow control valves and diversion valves. Part of the coolant is guided to the auxiliary heat exchanger to heat the air entering the cab, while the other part flows back to the air conditioning system to participate in the circulation, meeting the heat demand of other parts of the system. Outside cold air or recirculated air first enters the air inlet and is then preheated by exchanging heat with the high-temperature coolant. The preheated air is then evenly delivered into the cab through the air outlet via an optimized air duct. After circulating in the cab, some of the air returns to the air circulation module 4 through the return air inlet for preheating again. The system undergoes a cyclic process, culminating in the control module 5 collecting real-time data on temperature, flow rate, and other parameters from various parts of the system. This data is then analyzed and compared with preset parameters and control logic. Each module then sends control commands to adjust its operating status. Specifically, the flow control submodule 301 precisely adjusts the flow rates of coolant and air according to the system's actual needs, rationally distributing heat to ensure accurate delivery to the required parts under different operating conditions and environmental environments. This improves heat utilization efficiency, avoids heat waste or insufficient supply due to unreasonable flow rates, and guarantees the efficient and stable operation of the air conditioning system. Finally, the temperature monitoring and feedback submodule 302 promptly reports any abnormal temperature conditions, enabling the control module 5 to make rapid decisions.The operating status of other submodules is adjusted to ensure the system operates within a suitable temperature range, guaranteeing crew comfort and system stability. The energy management submodule 303 comprehensively manages and optimizes the system's energy, improving energy efficiency. While ensuring effective heating in the driver's cab, it maximizes the use of waste heat, rationally allocates available energy, avoids energy waste, reduces the armored vehicle's energy consumption, and achieves energy-saving operation. Furthermore, by recording and analyzing energy usage data, it provides a basis for long-term system optimization.

[0024] Example 2: Figures 1-10 As shown, a liquid cooling component 8 is fixedly connected between the two outlets of the compression component 6. A purification component 7 is provided between the liquid cooling component 8 and the compression component 6. The purification component 7 includes a filter tank 701. The filter tank 701 contains a primary filter group 702, a secondary filter group 703, and a tertiary filter group 704. The primary filter group 702 contains molecular sieves for adsorbing moisture, the secondary filter group 703 contains activated alumina for adsorbing carbon dioxide, and the tertiary filter group 704 contains activated carbon for adsorbing organic impurities. The bottom of the compression component 6 is fixedly connected to... There is a protective component 9, which includes a protective base plate 901. A front frame plate 903 and a reinforced rear plate 902 are fixedly connected to the front and rear surfaces of the protective base plate 901, respectively. An inspection door plate 904 is installed in the middle of the front frame plate 903 by screws. Ventilation side plates 905 are fixedly connected to the top surfaces of both sides of the protective base plate 901. A control top plate 906 is fixedly connected between the top of the front frame plate 903, the reinforced rear plate 902, and the two ventilation side plates 905. A control platform 907 is embedded in the top of the control top plate 906. Filter tank 7 The bottom of component 01 is fixedly connected to a material exchange port 705. A fixing ring 706 is fixedly connected to the bottom of the material exchange port 705. Multiple positioning buckles 707 are fixedly connected to the inner wall of the fixing ring 706. A fixing rod 708 is fixedly connected to one outer surface of the fixing ring 706. A fixing shaft 709 is fixedly connected to one end of the fixing rod 708. A fastening gear 710 is rotatably connected to the outer surface of the fixing shaft 709. A lever 711 is fixedly connected to the outer surface of the fastening gear 710. Two mounting handles 712 are fixedly connected to the other outer surface of the fixing ring 706. A connecting roller 713 is rotatably connected to one end of the mounting handle 712. An eccentric side plate 714 is fixedly connected to the outer surface of the connecting roller 713. A mounting block 715 is rotatably embedded at one end of the eccentric side plate 714. A sealing plug 716 is fixedly connected to one end of the mounting block 715. Multiple buckles 717 are fixedly connected to the edge of the sealing plug 716. The multiple buckles 717 and multiple positioning buckles 707 are mutually engaged. The outer surface of the sealing plug 716 is fixedly connected to the outer surface of the toothed sector 718, which meshes with the outer surface of the fastening gear 710.

[0025] In this embodiment, the refrigerant needs to be purified before compression. Moisture is adsorbed by molecular sieves, carbon dioxide by activated alumina, and organic impurities by activated carbon. The refrigerant is pretreated before charging to reduce the content of corrosive impurities such as carbon dioxide and moisture. The carbon dioxide sensor 805 can monitor the carbon dioxide content in the condenser pipe, which can prevent the equipment from being corroded by trace amounts of carbon dioxide in the refrigerant. When the carbon dioxide content is too high, the material in the filter tank 701 needs to be cleaned. During cleaning, the fastening gear 710 is rotated by lever 711. Under the meshing connection of the fastening gear 710 and the gear sector 718, the sealing plug 716 is driven to rotate inside the fixing ring 706. When the buckle 717 and the positioning buckle 707 are misaligned, the sealing plug 716 can be opened, so that the primary filter group 702, the secondary filter group 703 and the tertiary filter group 704 can be replaced to prevent incomplete purification of carbon dioxide in the refrigerant.

[0026] Example 3: Figures 1-10 As shown, the compression assembly 6 includes a base 601, an inner cavity 602, and a mounting plate 603 fixedly connected to the outer surface of the base 601. A drive motor 606 is mounted on the top of the mounting plate 603. The output shaft of the drive motor 606 passes through the base 601 into the inner cavity 602 and is fixedly mounted with a rotating wheel 605. A rotating shaft 604 is fixedly connected to the edge of the rotating wheel 605. A connecting rod 607 is rotatably sleeved on the outer surface of the rotating shaft 604. A piston 608 is rotatably connected to one end of the connecting rod 607. The outer surface of the piston 608 is slidably connected to the inner wall of the inner cavity 602. A sealing plate 609 is fixedly connected to the top of the base 601, and a sealing cover 616 is fixedly connected to the top of the sealing plate 609. A first air chamber 617 and a second air chamber 618 are respectively opened near the two sides of the bottom of the sealing cover 616. A first connecting hole 610 and a first vent hole 612 are opened near the first air chamber 617 at the bottom of the sealing plate 609. The top of the sealing plate 609 near the second air chamber 618 has a second connecting hole 613 and a second vent hole 614. The bottom of the sealing plate 609 is fitted with a first air-blocking pad 611 through a connector set inside the first connecting hole 610. The top of the sealing plate 609 is fitted with a second air-blocking pad 615 through a connector set inside the second connecting hole 613. The liquid cooling assembly 8 includes an evaporator 801 and a condenser 802. A carbon dioxide sensor 805 is provided on the outside of the condenser 802. One end of the evaporator 801 is fixedly connected to one side of the filter tank 701. The other side of the filter tank 701 is fixedly connected to a fixed pipe 809. A throttling valve 808 is provided between the evaporator 801 and the condenser 802. A mounting bracket 803 is fixedly connected to one side of the mounting plate 603. A fan 804 is fixedly installed at one end of the mounting bracket 803. A support bracket 806 is fixedly connected to the other side of the mounting plate 603. A heat sink 807 is provided on the top of the support bracket 806.

[0027] In this embodiment, during use, the control platform 907 controls the start of the drive motor 606, causing its output shaft to drive the rotating wheel 605 to rotate. This rotation drives the rotating shaft 604 at the edge to rotate, which in turn pulls the connecting rod 607. This, in turn, causes the piston 608 to reciprocate along the upper inner wall of the inner cavity 602. When pulling downwards, the medium inside the first air chamber 617 is drawn into the upper part of the inner cavity 602 through the first vent 612. When the piston 608 pushes upwards, the medium passes through the second vent 614, pushing open the second air blockage 615. The medium then enters the second air chamber 618 and is output. The inner walls of the inner cavity 602, the first air chamber 617, and the second air chamber 618 are all coated with a polytetrafluoroethylene nano-coating to reduce surface roughness and impurities. Particle adhesion and corrosion product deposition reduce refrigerant flow resistance. During liquid-cooled air conditioning operation, refrigerant is drawn in through the compression assembly 6. After compression, the refrigerant enters the condenser 802. In the condenser 802, the refrigerant exchanges heat with the external environment. When it passes through the throttling valve 808, the flow area suddenly decreases and the pressure drops sharply, instantly transforming into a low-temperature, low-pressure gas-liquid mixture for depressurization and cooling. The low-temperature, low-pressure refrigerant enters the evaporator 801. In the evaporator 801, the refrigerant absorbs heat from the surrounding air or objects, and the liquid refrigerant continuously evaporates into a gaseous state. The heat sink 807 and fan 804 are used for auxiliary heat dissipation. The carbon dioxide content in the condenser pipe can be monitored by the carbon dioxide sensor 805.

[0028] The device's operation and working principle are as follows: During use, the control platform 907 starts the drive motor 606, causing its output shaft to rotate the rotating wheel 605. This rotation drives the rotating shaft 604 at the edge, pulling the connecting rod 607. This, in turn, causes the piston 608 to reciprocate along the upper inner wall of the inner cavity 602. When pulling downwards, the medium inside the first air chamber 617 is drawn into the upper part of the inner cavity 602 through the first vent 612. When the piston 608 pushes upwards, the medium passes through the second vent 614, opening the second air block 615, and then enters the second air chamber 618 before being output. The inner walls of the inner cavity 602, the first air chamber 617, and the second air chamber 618 are all coated with polytetrafluoroethylene (PTFE). The ethylene nano-coating reduces surface roughness, decreases the adhesion of impurity particles and the deposition of corrosion products, and also reduces refrigerant flow resistance. During liquid-cooled air conditioning operation, refrigerant is drawn in through the compression assembly 6. After compression, the refrigerant enters the condenser 802, where it exchanges heat with the external environment. Passing through the expansion valve 808, the flow area suddenly decreases, causing a sharp drop in pressure, instantly transforming into a low-temperature, low-pressure gas-liquid mixture for depressurization and cooling. This low-temperature, low-pressure refrigerant then enters the evaporator 801, where it absorbs heat from the surrounding air or objects, continuously evaporating from liquid to gas. The heat sink 807 and fan 804 are used for auxiliary heat dissipation. The carbon dioxide sensor 805 can monitor the carbon dioxide content in the condenser pipe. Before compression, the refrigerant needs to be purified. This is achieved through molecular sieve adsorption of moisture, activated alumina adsorption of carbon dioxide, and activated carbon adsorption of organic impurities. Pre-treatment of the refrigerant before charging reduces the content of corrosive impurities such as carbon dioxide and moisture. The carbon dioxide sensor 805 monitors the carbon dioxide content in the condenser pipe. When the carbon dioxide content is too high, the material in the filter tank 701 needs to be cleaned. During cleaning, the fastening gear 710 is rotated using the lever 711. The engagement of the fastening gear 710 with the gear sector 718 causes the sealing plug 716 to rotate inside the fixing ring 706. When the locking mechanism is engaged... When 717 and positioning buckle 707 are misaligned, sealing plug 716 can be opened, allowing replacement of primary filter group 702, secondary filter group 703, and tertiary filter group 704. This prevents incomplete purification of carbon dioxide in the refrigerant. During operation, waste heat generated by the engine, gearbox, and other equipment is collected by waste heat recovery module 1. This heat is absorbed by a heat transfer medium, which is then transported to heat exchange module 2 via a circulation pump. Heat collection submodule 101 collects heat from various heat-generating devices in the armored vehicle that would otherwise be wasted in the environment, converting it into usable energy. This provides a heat source for subsequent heat transfer and utilization, achieving initial waste heat recovery and improving energy efficiency.The heat transfer submodule 102 efficiently transfers the heat recovered by the heat collection submodule 101 to the medium that needs heat, realizing heat transfer and enabling the waste heat to be applied to practical needs such as heating in armored vehicles' air conditioning. This is a key link in achieving effective heat transfer during waste heat recovery and utilization. The filtration and purification submodule 103 cleans and maintains the performance of the recycled heat transfer medium, removing impurities and corrosive substances mixed in or generated during waste heat recovery and heat transfer, ensuring the long-term stable operation of the waste heat recovery module 1. Then, the heat transfer medium carrying waste heat enters the heat exchange module 2, where it interacts with the coolant or air of the air conditioning system. Heat exchange occurs, with heat transferred to the coolant during exchange with the coolant, raising its temperature. During heat exchange with the air, the coolant heats the incoming cold air into the cab. After the heat exchange is complete, the cooled heat transfer medium flows back to the waste heat recovery module 1 to continue absorbing heat, completing the cycle. The heat distribution and regulation module 3 receives the high-temperature coolant from the heat exchange module 2 and, according to the instructions of the control module 5, distributes the coolant to different branches in different proportions through flow control valves and diversion valves. A portion of the coolant is directed to the auxiliary heat exchanger to heat the air entering the cab, while the other portion flows back to the air conditioning system to participate in the process. The system circulates air to meet the heat demands of other parts of the system. Outside cold air or recirculated air from inside the vehicle first enters the air intake, where it exchanges heat with the high-temperature coolant and is preheated. The preheated air is then evenly distributed into the cab through optimized air ducts and air outlets. After circulating within the cab, some air returns to the air circulation module 4 through the return air vents for another preheating and circulation process. Finally, the control module 5 collects real-time data on temperature, flow rate, and other parameters from various parts of the system. This data is analyzed and compared with preset parameters and control logic. Then, each module sends control commands to adjust its operating status. The flow control submodule 301 precisely adjusts the flow rates of coolant and air according to the actual needs of the system, rationally distributing heat to ensure that heat is accurately delivered to the required parts under different operating conditions and environmental conditions, improving heat utilization efficiency. Then, the temperature monitoring and feedback submodule 302 promptly reports any abnormal temperature conditions, enabling the control module 5 to quickly make decisions and adjust the operating status of other submodules to ensure the system operates within a suitable temperature range, guaranteeing passenger comfort and system stability. The energy management submodule 303 comprehensively manages and optimizes the system's energy, improving energy utilization efficiency.

[0029] The wiring diagrams of the drive motor 606, carbon dioxide sensor 805, and control platform 907 in this invention are common knowledge in the field, and their working principles are known technologies. The appropriate model is selected according to actual use. Therefore, the control method and wiring layout of the drive motor 606, carbon dioxide sensor 805, and control platform 907 will not be explained in detail.

[0030] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An energy-saving liquid-cooled air conditioning system for armored vehicles, comprising a waste heat recovery module (1), a heat exchange module (2), a heat distribution and regulation module (3), an air circulation module (4), a control module (5), and a compression assembly (6), characterized in that: The waste heat recovery module (1) includes a heat collection submodule (101), a heat transfer submodule (102), and a filtration and purification submodule (103). The waste heat recovery module (1) is used to recover heat that would otherwise be wasted and convert it into usable energy for heating the liquid-cooled air conditioning system of the armored vehicle. The heat distribution adjustment module (3) includes a flow control submodule (301), a temperature monitoring and feedback submodule (302), and an energy management submodule (303). The heat distribution adjustment module (3) is used to precisely control the flow direction and flow rate of the coolant, and to reasonably distribute the heat so that the heat can be distributed to different parts as needed.

2. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 1, characterized in that: The heat exchange module (2) is used to transfer waste heat from the heat transfer medium to the coolant or air. The air circulation module (4) is used to provide the cab with air at a suitable temperature. The control module (5) is used to achieve coordinated and unified control of each module.

3. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 2, characterized in that: The heat collection submodule (101) is used to collect heat from the heating equipment of the armored vehicle that would otherwise be wasted in the environment and convert it into a usable form of energy. The heat transfer submodule (102) is used to efficiently transfer the heat recovered by the heat collection submodule (101) to the medium that needs heat to achieve heat transfer. The filtration and purification submodule (103) is used to clean and maintain the performance of the recycled heat transfer medium.

4. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 3, characterized in that: The flow control submodule (301) is used to precisely adjust the flow of coolant and air to reasonably distribute heat. The temperature monitoring and feedback submodule (302) is used to comprehensively and in real time monitor the temperature of each key part of the system. The energy management submodule (303) is used to comprehensively manage and optimize the energy of the system to improve energy utilization efficiency.

5. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 4, characterized in that: A liquid cooling component (8) is fixedly connected between the two outlets of the compression component (6). A purification component (7) is provided between the liquid cooling component (8) and the compression component (6). The purification component (7) includes a filter tank (701). The filter tank (701) is provided with a primary filter group (702), a secondary filter group (703) and a tertiary filter group (704). The primary filter group (702) has a built-in molecular sieve for adsorbing moisture. The secondary filter group (703) has a built-in activated alumina for adsorbing carbon dioxide. The tertiary filter group (704) has a built-in activated carbon for adsorbing organic impurities.

6. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 5, characterized in that: The bottom of the compression assembly (6) is fixedly connected to a protective assembly (9). The protective assembly (9) includes a protective base plate (901). The front and rear surfaces of the protective base plate (901) are respectively fixedly connected to a front frame plate (903) and a reinforced rear plate (902). A maintenance door plate (904) is installed in the middle of the front frame plate (903) by screws. Ventilation side plates (905) are fixedly connected to the top surfaces of both sides of the protective base plate (901). A control top plate (906) is fixedly connected between the top of the front frame plate (903), the reinforced rear plate (902), and the two ventilation side plates (905). A control platform (907) is embedded in the top of the control top plate (906).

7. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 6, characterized in that: The compression assembly (6) includes a base (601), an inner cavity (602) is provided inside the base (601), an mounting plate (603) is fixedly connected to the outer surface of the base (601), a drive motor (606) is provided on the top of the mounting plate (603), the output shaft of the drive motor (606) passes through the base (601) to the inner cavity (602) and a rotating wheel (605) is fixedly installed thereon, a rotating shaft (604) is fixedly connected to the edge of the rotating wheel (605), a connecting rod (607) is rotatably sleeved on the outer surface of the rotating shaft (604), a piston (608) is rotatably connected to one end of the connecting rod (607), and the outer surface of the piston (608) is slidably connected to the inner wall of the inner cavity (602).

8. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 7, characterized in that: A sealing plate (609) is fixedly connected to the top of the base (601), and a sealing cover (616) is fixedly connected to the top of the sealing plate (609). A first air chamber (617) and a second air chamber (618) are respectively opened at the bottom of the sealing cover (616) near the two sides. A first connecting hole (610) and a first vent hole (612) are opened at the bottom of the sealing plate (609) near the first air chamber (617). A second connecting hole (613) and a second vent hole (614) are opened at the top of the sealing plate (609) near the second air chamber (618). A first air-blocking pad (611) is installed at the bottom of the sealing plate (609) by setting a connector inside the first connecting hole (610). A second air-blocking pad (615) is installed at the top of the sealing plate (609) by setting a connector inside the second connecting hole (613).

9. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 8, characterized in that: The bottom of the filter tank (701) is fixedly connected to a material exchange port (705). A fixing ring (706) is fixedly connected to the bottom of the material exchange port (705). Multiple positioning buckles (707) are fixedly connected to the inner wall of the fixing ring (706). A fixing rod (708) is fixedly connected to one outer surface of the fixing ring (706). A fixing shaft (709) is fixedly connected to one end of the fixing rod (708). A fastening gear (710) is rotatably connected to the outer surface of the fixing shaft (709). A lever (711) is fixedly connected to the outer surface of the fastening gear (710). Two mounting handles (711) are fixedly connected to the other outer surface of the fixing ring (706). 2) A connecting roller (713) is rotatably connected between one end of the two mounting handles (712). An eccentric side plate (714) is fixedly connected to the outer surface of the connecting roller (713). An mounting block (715) is rotatably embedded at one end of the eccentric side plate (714). A sealing plug (716) is fixedly connected to one end of the mounting block (715). Multiple buckles (717) are fixedly connected to the edge of the sealing plug (716). The multiple buckles (717) are engaged with multiple positioning buckles (707). The outer surface of the sealing plug (716) is fixedly connected to the outer surface of the toothed sector (718) and the outer surface of the fastening gear (710).

10. The energy-saving liquid-cooled air conditioning system for armored vehicles according to claim 9, characterized in that: The liquid cooling assembly (8) includes an evaporator (801) and a condenser (802). A carbon dioxide sensor (805) is provided on the outside of the condenser (802). One end of the evaporator (801) is fixedly connected to one side of the filter tank (701). A fixed pipe (809) is fixedly connected to the other side of the filter tank (701). A throttling valve (808) is provided between the evaporator (801) and the condenser (802). A mounting bracket (803) is fixedly connected to one side of the mounting plate (603). A fan (804) is fixedly installed at one end of the mounting bracket (803). A support bracket (806) is fixedly connected to the other side of the mounting plate (603). A heat sink (807) is provided on the top of the support bracket (806).

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