An airborne low-compensation thermal management system, an aircraft, and a system control method

Abstract

This invention relates to the field of airborne thermal management system technology, specifically to an airborne low-compensation thermal management system, an aircraft, and a system control method. The thermal management system includes a compressor assembly, a cooling assembly, a heating assembly, and a supply assembly. The compressor assembly includes a compressor and an intake unit; the intake unit is connected to the compressor inlet. The cooling assembly includes a first cooling turbine, a second cooling turbine, an equipment radiator, a cooling piping unit, and a cooling valve unit. The heating assembly includes a first bleed air pipe and a temperature regulating valve; the first bleed air pipe is connected to the bleed air port of the engine assembly; the temperature regulating valve is connected to the first bleed air pipe. The supply assembly includes a supply air pipe; the outlet of the first cooling turbine is connected to the supply air pipe via a flow-limiting valve; the first bleed air pipe is connected to the supply air pipe. This solves the problems of low controllability after the intersection of the airborne equipment's cooling circuit and heating supply pipe, and the excessive consumption of engine bleed air for cabin temperature control.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airborne heat management systems, in particular to an airborne low-compensation heat management system, an aircraft and a system control method. BACKGROUND

[0002] An airborne heat management system is a key technical system for solving the heat dissipation problem of an aircraft, and the rationality of its design directly affects the operation stability and equipment work efficiency of the aircraft. The system takes engine bleed air as the core power source, and realizes efficient transfer of thermal load through air circulation and energy conversion process inside the loop. In actual application, in order to meet the high cooling demand of airborne equipment on the working environment and at the same time guarantee the air supply of the cabin, the existing airborne heat management system usually configures two cooling turbines, and through the progressive cooling mode of two-stage cooling, the cooling efficiency for airborne equipment is improved; and the warm air supply is realized through an independent heating pipeline, which introduces engine bleed air as the warm air source, and then adjusts the flow opening of the two to match the real-time temperature demand of the cabin through the intersection of the cold air output by the cooling pipeline.

[0003] However, the heating pipeline and the airborne equipment cooling pipeline rely on actuators such as valves to realize on-off, and when only cooling or only heating is needed, the other branch needs to be closed by the actuator. Long-term frequent operation of such mechanical actuators can easily cause problems such as wear and seal failure, directly reducing the reliability of system control. Although two-stage cooling can provide efficient heat dissipation for airborne equipment, it cannot meet the air supply temperature required by the cabin, and the system needs to rely on engine bleed air for temperature adjustment. This adjustment method consumes a lot of engine bleed air, not only increasing the additional load of the engine, but also possibly adversely affecting the main working condition performance of the engine. SUMMARY

[0004] To solve the problems of low controllability of the intersection of the cooling circuit of airborne equipment and the warm air supply pipeline and the consumption of too much engine bleed air for cabin temperature adjustment, the present application provides an airborne low-compensation heat management system, an aircraft and a system control method.

[0005] In a first aspect, the present application provides an airborne low-compensation heat management system, which comprises:

[0006] A gas compression assembly, comprising a gas compressor and an air inlet unit; the air inlet unit is in communication with the inlet of the gas compressor; the air inlet unit is used to introduce air from the outside atmosphere;

[0007] The refrigeration assembly comprises a first cooling turbine, a second cooling turbine, a device radiator, a refrigeration pipeline unit and a refrigeration valve unit; the refrigeration pipeline unit comprises a first main pipeline, a first branch pipeline, a second branch pipeline, a third branch pipeline and a second main pipeline; one end of the first main pipeline is communicated with an outlet of the compressor; the first branch pipeline and the second branch pipeline are communicated with the first main pipeline respectively; the first branch pipeline is communicated with an inlet of the first cooling turbine; the second branch pipeline is communicated with an inlet of the second cooling turbine; the third branch pipeline is communicated with an outlet of the first cooling turbine and an inlet of the second cooling turbine respectively; one end of the second main pipeline is communicated with an outlet of the second cooling turbine; the device radiator is communicated in the second main pipeline; the refrigeration valve unit comprises an inlet regulating valve, an economic valve and a flow limiting valve; the inlet regulating valve is communicated in the first branch pipeline; the economic valve is communicated in the second branch pipeline;

[0008] The heating assembly comprises a first bleed air pipeline and a temperature regulating valve; the first bleed air pipeline is used for communicating a bleed air port of the engine assembly; the temperature regulating valve is communicated in the first bleed air pipeline;

[0009] The gas supply assembly comprises a gas supply pipeline; the outlet of the first cooling turbine is communicated with the gas supply pipeline through the flow limiting valve; the first bleed air pipeline is communicated with the gas supply pipeline.

[0010] In some embodiments, the second main pipeline is communicated with an inlet of the compressor;

[0011] The refrigeration valve unit further comprises an exhaust valve; the second main pipeline is communicated with external atmosphere through the exhaust valve.

[0012] In some embodiments, the refrigeration valve unit further comprises a supplementary air pressure regulating valve; the first bleed air pipeline is communicated with the inlet of the compressor through the supplementary air pressure regulating valve.

[0013] In some embodiments, the refrigeration assembly further comprises a condenser and an air-water separator; the air-water separator is connected with the condenser; the condenser is communicated in the first branch pipeline and the third branch pipeline.

[0014] In some embodiments, the airborne low-compensation thermal management system further comprises:

[0015] The motor assembly comprises an integrated motor;

[0016] a power assembly comprising a power turbine, a second bleed air pipeline and a bleed valve; the integrated starter / generator, the power turbine, the compressor, the first cooling turbine and the second cooling turbine are coaxially connected; the second bleed air pipeline is in communication with an inlet of the power turbine; the second bleed air pipeline is used for communicating a bleed port of the engine assembly; the bleed valve is communicated in the second bleed air pipeline.

[0017] In a second aspect, the present application provides a flying vehicle, comprising:

[0018] The airborne low-compensation thermal management system according to any one of the first aspect;

[0019] The engine assembly;

[0020] The airborne device, the device radiator is used for radiating heat of the airborne device;

[0021] The fuselage, the airborne low-compensation thermal management system, the engine assembly and the airborne device are connected with the fuselage.

[0022] In a third aspect, the present application provides a control method of a thermal management system, applied to the airborne low-compensation thermal management system according to any one of the first aspect, the control method of the thermal management system comprising:

[0023] Obtaining a flight height of the flying vehicle;

[0024] When the flight height is greater than 0 and less than a first height, controlling the air inlet unit to open to introduce air in the external atmosphere into the compressor;

[0025] In response to the instruction of air supply and device heat dissipation, controlling the economy valve to close, and controlling adjustment openings of the air inlet adjusting valve, the flow limiting valve and the temperature adjusting valve to adjust the air temperature in the air supply pipeline.

[0026] In some embodiments, the refrigeration valve unit further comprises a supplementary air pressure regulating valve; the first bleed air pipeline is in communication with an inlet of the compressor through the supplementary air pressure regulating valve;

[0027] The control method of the thermal management system further comprises:

[0028] When the flight height is greater than the first height, controlling the air inlet unit to close, and controlling the supplementary air pressure regulating valve to open.

[0029] In some embodiments, the control method of the thermal management system further comprises:

[0030] When the flight height is greater than a second height, in response to the instruction of warm air supply and device heat dissipation, controlling the air inlet adjusting valve and the flow limiting valve to close, and controlling the economy valve and the temperature adjusting valve to open; wherein the second height is greater than the first height.

[0031] In some embodiments, the airborne low-compensation thermal management system further comprises:

[0032] The motor assembly comprises an integrated motor;

[0033] The power assembly comprises a power turbine, a second bleed air pipeline and a bleed air valve; the integrated motor, the power turbine, the compressor, the first cooling turbine and the second cooling turbine are coaxially connected; the second bleed air pipeline is in communication with the inlet of the power turbine; the second bleed air pipeline is used for communicating the bleed air port of the engine assembly; the bleed air valve is in communication in the second bleed air pipeline;

[0034] The control method of the thermal management system further comprises:

[0035] When the flight height is 0, the intake unit is controlled to be opened, the bleed air valve is controlled to be closed, and the integrated motor is controlled to be in the motor working mode;

[0036] When the flight height is greater than 0 and less than the first height, the bleed air valve is controlled to be closed, the intake unit is controlled to be opened, and the integrated motor is controlled to be in the generator working mode;

[0037] When the flight height is greater than the first height and less than the second height, the bleed air valve is controlled to be opened, the intake unit is controlled to be closed, and the integrated motor is controlled to be in the motor working mode;

[0038] When the flight height is greater than the second height, the intake unit and the bleed air valve are controlled to be closed, and the integrated motor is controlled to be in the motor working mode.

[0039] To solve the problem that the controllability of the refrigeration circuit of the airborne equipment and the heating supply pipeline is low after the intersection, and the problem that the cabin temperature adjustment needs to consume too much engine bleed air, the present application has the following advantages:

[0040] The air of the external atmosphere is introduced through the intake unit of the compressor assembly, compressed by the compressor, and then transported through the first main pipeline of the refrigeration assembly, and the first main pipeline supplies air to the first branch or the second branch according to the equipment refrigeration demand and the air supply demand.

[0041] When cold air needs to be supplied, the first main pipeline is in communication with the first branch, and the first main pipeline is disconnected from the second branch. The first cooling turbine in the first branch realizes the first-stage refrigeration of the air supply, the outlet of the first cooling turbine is in communication with the air supply pipeline of the air supply assembly through the flow limiting valve to supply the cold air of the first-stage refrigeration, and at the same time, the first bleed air pipeline of the heating assembly is in communication with the air supply pipeline after adjusting the bleed air of the engine assembly through the temperature adjusting valve, thereby realizing the air intersection of the first-stage refrigeration and the heating. The air supply assembly can supply the required air to the cabin or the air-consuming equipment.

[0042] In the refrigeration system, the equipment radiator is connected to the outlet of the second cooling turbine via a second main pipeline. When no cooling air supply is required, the first main pipeline is connected to the second branch pipeline, and the first branch pipeline is disconnected from the first main pipeline. After primary cooling by the second cooling turbine in the second branch pipeline, the cooled air passes through the equipment radiator to dissipate heat from the airborne equipment. The refrigeration circuit containing the equipment radiator in this invention is completely separated from the heating supply circuit. Compared to the prior art where separation is achieved through actuators, this invention offers higher control reliability. Simultaneously, the temperature of the primary cooling air generated by the first cooling turbine is not excessively low, making it suitable for introduction into the cockpit, reducing engine bleed air requirements and lowering the energy consumption of the aircraft's airborne thermal management system. Thus, this invention solves the problems of low controllability after the intersection of the airborne equipment's refrigeration circuit and the heating supply pipeline, and the excessive engine bleed air consumption required for cockpit temperature control in the prior art. Attached Figure Description

[0043] Figure 1 A schematic diagram of the airborne low-compensation thermal management system of Embodiment 1 is shown;

[0044] Figure 2 A flowchart of the control method for the thermal management system of Embodiment 2 is shown.

[0045] Reference numerals: Compressor assembly 10; Compressor 11; Intake unit 12; Refrigeration assembly 20; First cooling turbine 21; Second cooling turbine 22; Equipment radiator 23; Refrigeration piping unit 24; First main pipeline 241; First branch pipeline 242; Second branch pipeline 243; Third branch pipeline 244; Second main pipeline 245; Refrigeration valve unit 25; Intake regulating valve 251; Economy valve 252; Flow limiting valve 253; Exhaust valve 254; Make-up air pressure regulating valve 255; Condenser 26; Gas-water separator 27; Regenerator 28; Air radiator 29; Heating assembly 30; First bleed air pipeline 31; Temperature control valve 32; Fuel radiator 33; Air supply assembly 40; Air supply pipeline 41; Temperature sensor 42; Motor assembly 50; Starter-generator integrated motor 51; Speed ​​sensor 52; Power assembly 60; Power turbine 61; Second bleed air pipeline 62; Bleed air valve 63; Exhaust sensor 64. Detailed Implementation

[0046] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0047] As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having," "contains," "containing," or any other variation thereof, are intended to be inclusive or open-ended and do not exclude additional terms, elements, or steps. The terms "based on" and "based upon" are to be interpreted as "based at least in part on." The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment." The term "another embodiment" is to be interpreted as "at least one other embodiment." The terms "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," "longitudinal," and the like, merely describe points of reference and do not necessarily limit the position, location, and / or orientation of an indicated device, element, or component, either literally or conceptually, in the absence of additional restraint. These terms, therefore, are used merely to facilitate description of the application and its embodiments and are in no way limiting. Additionally, the terms "mount," "set," "provided with," "connected," "linked," should be given their broadest meaning. For example, they can mean fixedly connected, releasably connected, or integrally formed; they can mean mechanically or electrically connected; they can mean directly connected, or connected through an intermediary; or they can mean in communication with each other through intervening components. Unless otherwise specified, the meaning of "a," "an," or "the" includes two or more.

[0048] To meet the higher cooling demand of airborne equipment on the working environment and guarantee the air supply of the cabin, the existing airborne thermal management system usually configures two cooling turbines to improve the cooling efficiency of the airborne equipment by a progressive cooling mode of two-stage cooling. The warm air supply is realized through an independent heating pipeline which introduces engine bleed air as the warm air source and adjusts the flow opening degree of the cold air output by the cooling pipeline to match the real-time temperature demand of the cabin. However, the heating pipeline and the airborne equipment cooling pipeline rely on actuators such as valves to realize on-off, and when only cooling or only heating is needed, the other branch needs to be closed by the actuator. Long-term frequent operation of such mechanical actuators can easily cause problems such as wear and seal failure, directly reducing the reliability of system control. Although two-stage cooling can provide efficient heat dissipation for airborne equipment, it cannot meet the air supply temperature required by the cabin, and the system needs to rely on engine bleed air for temperature adjustment. This adjustment method consumes a lot of engine bleed air, not only increasing the additional load of the engine, but also possibly adversely affecting the main working condition performance of the engine.

[0049] Embodiment one:

[0050] In this embodiment, to solve the above problems, the present application provides an airborne low-compensation thermal management system, as shown in Figure 1 The airborne low-compensation thermal management system includes a compression assembly 10, a cooling assembly 20, a heating assembly 30 and an air supply assembly 40.

[0051] The compression assembly 10 includes a compressor 11 and an air inlet unit 12. The air inlet unit 12 is in communication with the inlet of the compressor 11, and is used to introduce the air of the external atmosphere to provide a stable air source for the compressor 11, so as to guarantee the normal air intake of the compressor 11, and further provide a basis for subsequent cooling, air supply and other links.

[0052] The refrigeration assembly 20 comprises a first cooling turbine 21, a second cooling turbine 22, a device radiator 23, a refrigeration pipeline unit 24 and a refrigeration valve unit 25. The refrigeration pipeline unit 24 comprises a first main pipeline 241, a first branch pipeline 242, a second branch pipeline 243, a third branch pipeline 244 and a second main pipeline 245. A complete refrigeration flow path is formed by the reasonable layout of the multi-pipeline, so that the gas output by the compressor 11 can be branched to different cooling turbines as needed. Specifically, one end of the first main pipeline 241 is in communication with the outlet of the compressor 11, and the first branch pipeline 242 and the second branch pipeline 243 are in communication with the first main pipeline 241, respectively. The first branch pipeline 242 is in communication with the inlet of the first cooling turbine 21, and the second branch pipeline 243 is in communication with the inlet of the second cooling turbine 22. The third branch pipeline 244 is in communication with the outlet of the first cooling turbine 21 and the inlet of the second cooling turbine 22, respectively. One end of the second main pipeline 245 is in communication with the outlet of the second cooling turbine 22. The device radiator 23 is in communication in the second main pipeline 245, and the flow of the gas in the second main pipeline 245 is used to radiate heat for the airborne equipment through the device radiator 23. The refrigeration valve unit 25 comprises an inlet regulating valve 251, an economic valve 252 and a flow limiting valve 253. Among them, the inlet regulating valve 251 is in communication in the first branch pipeline 242, and the economic valve 252 is in communication in the second branch pipeline 243. The inlet regulating valve 251 can accurately control the amount of gas entering the first cooling turbine 21, and the economic valve 252 can adjust the on-off and flow size of the gas in the second branch pipeline 243.

[0053] The heating assembly 30 comprises a first bleed air pipeline 31 and a temperature regulating valve 32. The first bleed air pipeline 31 is used to communicate with the bleed air port of the engine assembly, and the bleed air of the engine assembly can be introduced as a heating heat source. The temperature regulating valve 32 is in communication in the first bleed air pipeline 31, and is used to adjust the bleed air flow to accurately adjust the heating amount and ensure the stability and controllability of the heating link.

[0054] The gas supply assembly 40 comprises a gas supply pipeline 41. The outlet of the first cooling turbine 21 is in communication with the gas supply pipeline 41 through the flow limiting valve 253 to form a first-stage refrigeration, and the first bleed air pipeline 31 is in communication with the gas supply pipeline 41. The air of the external atmosphere is introduced through the inlet unit 12 of the compression assembly 10, compressed by the compressor 11, and then transported through the first main pipeline 241 of the refrigeration assembly 20, and the first main pipeline 241 is selected to supply air to the first branch pipeline 242 or the second branch pipeline 243 according to the equipment refrigeration demand and the gas supply demand.

[0055] When the cold air needs to be supplied, the first main pipeline 241 communicates with the first branch pipeline 242, and the first main pipeline 241 is disconnected with the second branch pipeline 243. The first cooling turbine 21 in the first branch pipeline 242 realizes the first-stage refrigeration of the air supply, and the outlet of the first cooling turbine 21 communicates with the air supply pipeline 41 of the air supply assembly 40 through the flow limiting valve 253 to supply the cold air of the first-stage refrigeration, and the first bleed air pipeline 31 of the heating assembly 30 communicates with the air supply pipeline 41 after adjusting the temperature of the engine assembly through the temperature adjusting valve 32, to realize the air confluence of the first-stage refrigeration and the heating. The air supply assembly 40 can supply the required air to the cabin or the air-consuming equipment.

[0056] The equipment radiator 23 in the refrigeration assembly 20 communicates with the outlet of the second cooling turbine 22 through the second main pipeline 245, and when the cold air does not need to be supplied, the first main pipeline 241 communicates with the second branch pipeline 243, and the first branch pipeline 242 is disconnected with the first main pipeline 241. After the air is subjected to the first-stage refrigeration through the second cooling turbine 22 in the second branch pipeline 243, the cold air is subjected to the heat dissipation of the airborne equipment through the equipment radiator 23. The refrigeration circuit in which the equipment radiator 23 is located in the present application is completely separated from the circuit of the air heating supply, and compared with the separation through the actuator in the prior art, the control reliability of the present application is higher. At the same time, the temperature of the cold air of the first-stage refrigeration generated by the first cooling turbine 21 is not too low, which is suitable for being introduced into the cabin, can reduce the demand of the engine bleed air, and reduces the energy consumption of the airborne thermal management system of the aircraft. Therefore, the present application solves the problems of the lower controllability of the refrigeration circuit of the airborne equipment and the excessive consumption of the engine bleed air for the cabin temperature adjustment in the prior art.

[0057] Further, as shown in Figure 1 The second main pipeline 245 communicates with the inlet of the compressor 11. When the aircraft reaches a certain height, the air is relatively thin, at this time, the air after the heat dissipation of the equipment can be guided back to the inlet of the compressor 11 through the second main pipeline 245, to realize the recycling of the air, which reduces the demand of the introduction of the external air and reduces the energy loss in the air conveying process, and further improves the energy utilization efficiency of the system.

[0058] The refrigeration valve unit 25 further comprises an exhaust valve 254, and the second main pipeline 245 is communicated with the external atmosphere through the exhaust valve 254. The exhaust valve 254 provides a pressure release channel for the thermal management system. When the gas pressure in the second main pipeline 245 is too high or the gas quality is poor, the gas can be discharged to the external atmosphere by opening the exhaust valve 254, which not only avoids damage to the pipeline and components caused by excessive pressure, ensures the safety of system operation, but also ensures the quality of circulating gas, further improves the reliability and controllability of the system. It is worth noting that when the aircraft is on the ground, the atmosphere is relatively sufficient, and the air intake unit 12 can absorb sufficient air to supply the air compressor 11, so there is no need to guide the gas back to the inlet of the air compressor 11 through the second main pipeline 245, and the gas can be directly discharged through the exhaust valve 254.

[0059] Further, as shown in Figure 1 , the refrigeration valve unit 25 further comprises a supplementary air pressure regulating valve 255. The first bleed air pipeline 31 is communicated with the inlet of the air compressor 11 through the supplementary air pressure regulating valve 255. When the aircraft flies to the second height, the external air is relatively thin, and the air compressor 11 introduces the engine bleed air through the supplementary air pressure regulating valve 255 to ensure the stability of the air pressure of the air compressor 11. At this time, the air intake unit 12 remains closed because the air intake unit 12 cannot meet the working flow demand of the air compressor 11 in the high altitude, and the engine actively inhales the external air and the flow is sufficient. In addition to meeting the needs of the combustion chamber and the fuel mixture combustion to generate thrust to drive the aircraft, the air introduced into the engine through the supplementary air pressure regulating valve 255 is introduced into the air compressor 11 to ensure the stable operation of the air compressor 11.

[0060] When the flight height of the aircraft is less than the first height or on the ground, the external air is relatively sufficient, and the air compressor 11 can meet the demand by introducing the air through the air intake unit 12. At this time, the supplementary air pressure regulating valve 255 is closed to avoid increasing the load of the engine by introducing the air from the engine, and the long pipeline transmission loss of the engine bleed air can be saved, reducing energy consumption.

[0061] Further, as shown in Figure 1 , the refrigeration assembly 20 further comprises a condenser 26 and an air-water separator 27. The air-water separator 27 is connected with the condenser 26, and the condenser 26 is communicated in the first branch 242 and the third branch 244. The condenser 26 can further cool the gas in the first branch 242 and the third branch 244, improve the refrigeration effect of the gas, and ensure that the temperature of the gas entering the subsequent link is lower. The air-water separator 27 can separate the water in the gas, avoid the water from freezing in the pipeline, ensure the smoothness of the pipeline and the service life of the components, and improve the air supply quality to provide drier air for the cabin.

[0062] Further, as shown in Figure 1 , the airborne low-compensation thermal management system further comprises a motor assembly 50 and a power assembly 60.

[0063] The motor assembly 50 comprises a launch integrated motor 51. The launch integrated motor 51 has both power generation and electric driving modes. When there is excess power in the system, the launch integrated motor 51 can be switched to the power generation mode to recover energy and supply power to other devices of the aircraft. When the power of the system is insufficient, the launch integrated motor 51 can be switched to the electric driving mode to provide auxiliary power, thereby improving the flexibility of the power supply of the system and the energy utilization efficiency.

[0064] The power assembly 60 comprises a power turbine 61, a second bleed air pipeline 62 and a bleed air valve 63. The launch integrated motor 51, the power turbine 61, the compressor 11, the first cooling turbine 21 and the second cooling turbine 22 are coaxially connected. The coaxial connection makes the power transmission of each component more direct and efficient, and reduces power loss. The second bleed air pipeline 62 is in communication with the inlet of the power turbine 61. The second bleed air pipeline 62 is used to communicate the bleed air port of the engine assembly, and the bleed air valve 63 is communicated in the second bleed air pipeline 62. The second bleed air pipeline 62 introduces the engine bleed air to drive the power turbine 61 to rotate, thereby providing power for the entire transmission system. The bleed air valve 63 can control the on-off and flow of the bleed air, thereby adjusting the rotating speed of the power turbine 61 and controlling the operating state of the entire transmission system, so that the system power output is more in line with the actual demand.

[0065] Embodiment two:

[0066] In this embodiment, the present application provides an aircraft, which comprises the on-board low-compensation thermal management system, the engine assembly, the on-board device and the fuselage as any one of the embodiments one.

[0067] The engine assembly provides the core power for the flight of the aircraft. Meanwhile, under the working condition that the aircraft is higher than the second height, the engine assembly can provide bleed air for the heating assembly 30, the power assembly 60 and the like of the thermal management system, thereby serving as the energy source for the operation of the thermal management system and guaranteeing the smooth implementation of the functions of the thermal management system. The stable operation of the engine assembly is the basis for the normal work of the aircraft and the thermal management system.

[0068] The device radiator 23 is used for radiating the on-board device. The on-board device generates heat during the work process. The device radiator 23 can carry away the heat in a targeted manner, thereby avoiding the performance degradation or damage of the on-board device due to overheating, guaranteeing the stable and reliable operation of the on-board device and ensuring the normal play of each function of the aircraft. Meanwhile, the device heat dissipation and the hot water supply are completely separated, thereby improving the independent operation reliability of the system.

[0069] The on-board low-compensation thermal management system, the engine assembly and the on-board device are connected with the fuselage. The fuselage provides the mounting support and fixing basis for each component, so that each component is reasonably and stably arranged in the aircraft, thereby avoiding the influence of vibration on the components during the flight and guaranteeing the collaborative work of each component. Meanwhile, the structural design of the fuselage also provides convenience for the maintenance and repair of each component.

[0070] Embodiment Three

[0071] In this embodiment, the present application provides a control method of a thermal management system, which is applied to the airborne low-compensation thermal management system of any one of Embodiment One, such as Figure 2 As shown in the figure, the control method of the thermal management system includes steps S10-S30, which can be described in detail below:

[0072] Step S10: Obtain the flight height of the aircraft. The flight height is an important parameter affecting the external atmospheric environment and the engine bleed air demand. Accurate acquisition of the flight height can provide a basis for the subsequent formulation of system control strategies, ensuring the pertinence and effectiveness of the control method, so that the system can adapt to environmental changes at different flight heights.

[0073] Step S20: When the flight height is greater than 0 and less than the first height, control the air intake unit 12 to open to introduce air in the external atmosphere into the compressor 11. In this height range, the external air density is suitable and the quality is good, and opening the air intake unit 12 to introduce external air can meet the air intake demand of the compressor 11 without relying on engine component bleed air, reducing engine bleed air consumption and thus reducing the energy consumption of the aircraft.

[0074] Step S30: In response to the instructions of air supply and equipment heat dissipation, control the economic valve 252 to close, and control the adjustment opening of the air intake regulating valve 251, the flow limiting valve 253 and the temperature regulating valve 32 to adjust the air temperature in the air supply pipeline 41. The closing of the economic valve 252 can make the gas preferentially enter the first cooling turbine 21 for refrigeration to meet the air supply demand. The air intake regulating valve 251 can adjust the amount of gas entering the first cooling turbine 21 to control the refrigeration efficiency. The flow limiting valve 253 adjusts the flow of refrigeration gas entering the air supply pipeline 41, and the temperature regulating valve 32 adjusts the flow of heating gas. Through the coordinated adjustment of the three, the mixed temperature of the gas in the air supply pipeline 41 can be accurately controlled to meet the air supply demand, while the outlet of the first cooling turbine 21 flows to the second cooling turbine 22 through the third branch 244 to provide refrigeration effect for the equipment radiator 23, thereby improving the controllability of the system.

[0075] Further, the refrigeration valve unit 25 further includes a supplementary air pressure regulating valve 255. The first bleed air pipeline 31 is connected to the inlet of the compressor 11 through the supplementary air pressure regulating valve 255.

[0076] The control method of the thermal management system further includes step S40. The control method of the thermal management system sequentially executes steps S10, S20, S30 and S40, which can be described in detail below:

[0077] Step S40: When the flight height is greater than the first height, the air intake unit 12 is controlled to be closed, and the air supplement pressure regulating valve 255 is controlled to be opened. When the flight height exceeds the first height, the external atmospheric density decreases, and the air intake unit 12 is difficult to introduce sufficient air to meet the system demand. Closing the air intake unit 12 can avoid invalid air intake, and opening the air supplement pressure regulating valve 255 introduces the engine assembly bleed air and adjusts it to the appropriate pressure to supplement the compressor 11 inlet, ensuring that the compressor 11 has sufficient and stable air intake, and ensuring the continuous and stable implementation of the refrigeration, heat dissipation and other system functions.

[0078] Further, the control method of the thermal management system further comprises step S50, and the control method of the thermal management system sequentially executes step S10, step S20, step S30, step S40 and step S50, and the step S50 will be described in detail below.

[0079] Step S50: When the flight height is greater than the second height, in response to the instructions of the warm air supply and the equipment heat dissipation, the air intake regulating valve 251 and the flow limiting valve 253 are controlled to be closed, and the economic valve 252 and the temperature regulating valve 32 are controlled to be opened; wherein the second height is greater than the first height. In the interval higher than the second height, the external environment temperature is extremely low, and the cabin mainly needs heating, closing the air intake regulating valve 251 and the flow limiting valve 253 can stop the refrigeration-related gas circulation, avoiding energy waste; opening the economic valve 252 makes the gas enter the second cooling turbine 22, driving the equipment radiator 23 to work to realize the equipment heat dissipation, and opening the temperature regulating valve 32 makes the engine bleed air enter the air supply pipeline 41 to supply the warm air, realizing the separate guarantee of the equipment heat dissipation and the warm air supply, and the two are completely separated, improving the system reliability, while meeting the cabin comfort demand and the equipment heat dissipation demand in the high-altitude environment.

[0080] Further, the airborne low-compensation thermal management system further comprises a motor assembly 50 and a power assembly 60. The motor assembly 50 comprises an integrated start and generation motor 51; the power assembly 60 comprises a power turbine 61, a second bleed air pipeline 62 and a bleed air valve 63; the integrated start and generation motor 51, the power turbine 61, the compressor 11, the first cooling turbine 21 and the second cooling turbine 22 are coaxially connected in transmission; the second bleed air pipeline 62 is in communication with the inlet of the power turbine 61; the second bleed air pipeline 62 is used for connecting the bleed air port of the engine assembly; and the bleed air valve 63 is communicated in the second bleed air pipeline 62.

[0081] The control method of the thermal management system further comprises steps S60-S90, and the control method of the thermal management system sequentially executes step S10, step S20, step S30, step S40, step S50, step S60, step S70, step S80 and step S90, and the steps S60-S90 will be described in detail below.

[0082] Step S60: When the flight height is 0, the control air intake unit 12 is opened, the bleed air valve 63 is closed, and the start-up integrated motor 51 is controlled to work in the motor mode. The flight height of 0 is the ground state, at this time, the control air intake unit 12 is opened, the bleed air valve 63 is closed, and the start-up integrated motor 51 is used as a motor to provide power for the start and debugging of each part of the system, to ensure the normal maintenance and preparation of the system in the ground state. The start-up integrated motor 51 is used to replace the compressor 11 to increase the pressure and drive the combustion, which can reduce the emissions and fuel consumption to some extent.

[0083] Step S70: When the flight height is greater than 0 and less than the first height, the bleed air valve 63 is closed, the air intake unit 12 is opened, and the start-up integrated motor 51 is controlled to work in the generator mode. In this height range, the air intake unit 12 can introduce sufficient external air, the bleed air valve 63 is closed to reduce the engine bleed air consumption, and the start-up integrated motor 51 works as a generator to convert the excess power into electrical energy for storage or use by other equipment of the aircraft, thereby improving the energy utilization efficiency.

[0084] Step S80: When the flight height is greater than the first height and less than the second height, the bleed air valve 63 is opened, the air intake unit 12 is closed, and the start-up integrated motor 51 is controlled to work in the motor mode. In this height range, the external air is insufficient, the bleed air valve 63 is opened to introduce the engine bleed air to drive the power turbine 61, and the start-up integrated motor 51 is used as a motor to provide auxiliary power, to ensure that the compressor 11, the cooling turbine and other components maintain sufficient speed, and to ensure the stability of the system refrigeration and heat dissipation functions.

[0085] Step S90: When the flight height is greater than the second height, the air intake unit 12 and the bleed air valve 63 are closed, and the start-up integrated motor 51 is controlled to work in the motor mode. In the high-altitude environment, the external air is extremely thin and the engine bleed air demand needs to be strictly controlled. After the air intake unit 12 and the bleed air valve 63 are closed, the start-up integrated motor 51 is used as a motor to provide power for the core components of the system, to ensure the minimum demand of the key functions of the system, and to minimize energy consumption.

[0086] In other embodiments, the refrigeration assembly 20 further includes a regenerator 28 and an air radiator 29. The first bleed air pipeline 31 is connected to the regenerator 28 through the air supplementing and pressure regulating valve 255 and is connected to the inlet of the compressor 11. The first main pipeline 241 is connected to the first branch pipeline 242 or the second branch pipeline 243 through the regenerator 28 and the air radiator 29. The regenerator 28 can reduce the temperature difference between the outlet and the inlet of the heat exchanger, can pre-cool the ram air about to enter the condenser 26, and can assist the subsequent condenser 26 to better complete the air cooling and water removal work. The air radiator 29 can efficiently transfer the waste heat generated by each system of the aircraft to the outside, maintain the system temperature within the safe working threshold, and ensure the reliability of the thermal management system of the aircraft.

[0087] The heating assembly 30 further comprises a fuel radiator 33. The fuel radiator 33 is connected in the first bleed air pipeline 31, and the fuel radiator 33 is located at the bleed air port of the engine assembly. The fuel radiator 33 is used to control the temperature of the engine assembly bleed air.

[0088] The air supply assembly 40 further comprises a temperature sensor 42. The temperature sensor 42 forms a temperature closed loop with the temperature regulating valve 32 to control the temperature of the cabin air supply.

[0089] The power assembly 60 further comprises an exhaust temperature sensor 64. The exhaust temperature sensor 42 collects the exhaust temperature signal and returns it to the controller to judge the system performance level through temperature collection.

[0090] The motor assembly 50 further comprises a rotating speed sensor 52, which is used as the rotating speed of the bleed air regulation. When the flight height is 0, the rotating speed sensor 52 can form a control closed loop with the motor.

[0091] When the air supply pipeline 41 needs to be supplied with air, the intake assembly, the economic valve 252, and the exhaust valve 254 are controlled to be closed, and the intake regulating valve 251, the flow limiting valve 253, the temperature regulating valve 32, and the air supplement pressure regulating valve 255 are controlled to be opened. The engine bleed air is pre-cooled by the fuel radiator 33, then flow regulating is performed by the air supplement pressure regulating valve 255, and then the air enters the compressor 11 for pressurization. The pressurized air is cooled by the air radiator 29 and the regenerator 28, and then flows through the condenser 26 and the air-water separator 27 for condensation and water removal. The air is then flow-regulated by the intake regulating valve 251 for the second time, and then enters the first cooling turbine 21 for expansion. The expanded air flows through the flow limiting valve 253, and then is combined with the engine bleed air that has been flow-regulated by the temperature regulating valve 32, and then flows into the air supply pipeline 41.

[0092] When the equipment radiator 23 needs to be provided with refrigeration, the intake assembly, the intake regulating valve 251, the flow limiting valve 253, the temperature regulating valve 32, and the exhaust valve 254 are controlled to be closed, and the air supplement pressure regulating valve 255 and the economic valve 252 are controlled to be opened. The engine bleed air is pre-cooled by the fuel radiator 33, then flow regulating is performed by the air supplement pressure regulating valve 255, and then the air enters the compressor 11 for pressurization. The pressurized air is cooled by the air radiator 29 and the regenerator 28, and then is expanded for refrigeration by the secondary cooling turbine. The refrigerated air flows through the liquid cooling radiator to cool the aircraft equipment, and then is combined with the engine air supplement, and finally returns to the compressor 11 through the regenerator 28 to complete the cycle.

[0093] It can be understood by those skilled in the art that the above-mentioned embodiments are specific cases for implementing the present disclosure, and in actual application, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. An on-board low-rendition thermal management system, characterized in that, The airborne low-compensation thermal management system comprises: a compression assembly comprising a compressor and an air intake unit; the air intake unit is in communication with the inlet of the compressor; the air intake unit is used to introduce air of external atmosphere; a refrigeration assembly comprising a first cooling turbine, a second cooling turbine, a device radiator, a refrigeration pipeline unit and a refrigeration valve unit; the refrigeration pipeline unit comprises a first main pipeline, a first branch pipeline, a second branch pipeline, a third branch pipeline and a second main pipeline; one end of the first main pipeline is in communication with the outlet of the compressor; the first branch pipeline and the second branch pipeline are respectively in communication with the first main pipeline; the first branch pipeline is in communication with the inlet of the first cooling turbine; the second branch pipeline is in communication with the inlet of the second cooling turbine; the third branch pipeline is in communication with the outlet of the first cooling turbine and the inlet of the second cooling turbine respectively; one end of the second main pipeline is in communication with the outlet of the second cooling turbine; the device radiator is in communication in the second main pipeline; the refrigeration valve unit comprises an air intake regulating valve, an economic valve and a flow limiting valve; the air intake regulating valve is in communication in the first branch pipeline; the economic valve is in communication in the second branch pipeline; the refrigeration valve unit further comprises a supplementary air pressure regulating valve; a heating assembly comprising a first bleed air pipeline and a temperature regulating valve; the first bleed air pipeline is used to communicate a bleed air port of an engine assembly; the temperature regulating valve is in communication in the first bleed air pipeline; the first bleed air pipeline is in communication with the inlet of the compressor through the supplementary air pressure regulating valve; a gas supply assembly comprising a gas supply pipeline; the outlet of the first cooling turbine is in communication with the gas supply pipeline through the flow limiting valve; the first bleed air pipeline is in communication with the gas supply pipeline; a motor assembly comprising a start-and-generate integrated motor; a power assembly comprising a power turbine, a second bleed air pipeline and a bleed air valve; the start-and-generate integrated motor, the power turbine, the compressor, the first cooling turbine and the second cooling turbine are coaxially connected in transmission; the second bleed air pipeline is in communication with the inlet of the power turbine; the second bleed air pipeline is used to communicate a bleed air port of an engine assembly; the bleed air valve is in communication in the second bleed air pipeline.

2. The airborne low-compensation thermal management system according to claim 1, wherein: the second main pipeline is in communication with the inlet of the compressor; the refrigeration valve unit further comprises an exhaust valve; the second main pipeline is in communication with external atmosphere through the exhaust valve.

3. The airborne low-compensation thermal management system according to claim 1, wherein: the refrigeration assembly further comprises a condenser and an air-water separator; the air-water separator is connected with the condenser; the condenser is in communication in the first branch pipeline and the third branch pipeline.

4. An aircraft, characterized in that The aircraft comprises: the airborne low-compensation thermal management system according to any one of claims 1-3; an engine assembly; an airborne device, the device radiator is used to radiate heat for the airborne device; a fuselage, the airborne low-compensation thermal management system, the engine assembly and the airborne device are connected with the fuselage.

5. A control method of a thermal management system, applied to the airborne low-compensation thermal management system of any one of claims 1-3, the control method comprising: obtaining a flight altitude of the aircraft; controlling the air intake unit to be opened to introduce air in the external atmosphere into the compressor when the flight altitude is greater than 0 and less than a first altitude; controlling the economic valve to be closed and the adjustment opening degrees of the air intake adjusting valve, the flow limiting valve and the temperature adjusting valve to adjust the air temperature in the air supply pipeline in response to the instructions of air supply and equipment heat dissipation.

6. The control method of the thermal management system according to claim 5, the control method further comprising: controlling the air intake unit to be closed and the air supply pressure regulating valve to be opened when the flight altitude is greater than the first altitude.

7. The control method of the thermal management system according to claim 5, the control method further comprising: controlling the air intake adjusting valve and the flow limiting valve to be closed and the economic valve and the temperature adjusting valve to be opened in response to the instructions of air supply and equipment heat dissipation when the flight altitude is greater than a second altitude, wherein the second altitude is greater than the first altitude.

8. The control method of the thermal management system according to claim 5, the control method further comprising: controlling the air intake unit to be opened and the bleed air valve to be closed and controlling the launch-integrated motor to be in the motor working mode when the flight altitude is 0; controlling the bleed air valve to be closed, the air intake unit to be opened and the launch-integrated motor to be in the generator working mode when the flight altitude is greater than 0 and less than the first altitude; controlling the bleed air valve to be opened, the air intake unit to be closed and the launch-integrated motor to be in the motor working mode when the flight altitude is greater than the first altitude and less than the second altitude; controlling the air intake unit and the bleed air valve to be closed and the launch-integrated motor to be in the motor working mode when the flight altitude is greater than the second altitude. ​ ​ ​ ​

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