An EVTOL aircraft thermal management system and method of use

Abstract

This invention discloses an EVTOL (Electronic Vehicle Temperature Regulator) thermal management system and its usage method. The system includes a switching module, a cooling module, a crew cabin temperature control module, a battery temperature control module, a battery cooling module, and a battery pack module. The cooling module is connected to a turboshaft engine lubricating oil module and a power generation control module. The crew cabin temperature control module is connected to the crew cabin. Using this system, the temperatures of the crew cabin, battery pack module, turboshaft engine lubricating oil module, and power generation control module can be regulated, and each module has one or more operating modes. Through integrated, redundant, and intelligent design, this invention provides a highly reliable, energy-efficient, and comprehensive EVTOL thermal management solution, ensuring flight safety, improving crew experience, extending component life, and increasing aircraft range.

Description

Technical Field

[0001] This invention belongs to the field of aircraft technology, and in particular relates to an EVTOL aircraft thermal management system and its usage method. Background Technology

[0002] Electric vertical takeoff and landing (EVTOL) aircraft integrate the vertical takeoff and landing convenience of helicopters with the low noise and cleanliness of electric systems, making them one of the promising candidate transportation tools. However, the high heat dissipation power requirements of their power batteries and the variability of application scenarios pose significant challenges to thermal management systems. Existing technologies have designed thermal management systems to control the temperature of aircraft. For example, patent publication number CN118238575A discloses a multi-scenario integrated thermal management system for electric vertical takeoff and landing flying cars. This solution, through the interrelation and coupling of refrigerant flow paths and coolant flow paths, utilizes environmental cold sources to achieve different functional scenarios for independent or interconnected operation of EVTOL passenger cabin thermal management and battery thermal management, meeting the cooling and heating requirements of the thermal management system. However, this solution still has the following problems: (1) There is no redundancy mechanism for the thermal management of the crew cabin and the thermal management of the battery. If one of the components is damaged, there is no backup thermal management mode to replace it, which will cause the thermal management of the crew cabin or the thermal management of the battery to fail, thereby affecting the comfort experience of the crew, or the battery will not work, thus affecting the flight of the aircraft. (2) When the aircraft is in flight, the engine, electronic control module and engine lubricating oil module will also heat up and generate a lot of heat. The scheme does not involve the thermal management of the engine, electronic control module and engine lubricating oil module. When the temperature of the engine, electronic control module and engine lubricating oil module is too high, it will also affect the flight of the aircraft and even reduce the life of the aircraft.

[0003] Therefore, it is necessary to provide an EVTOL aircraft thermal management system to solve the above-mentioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide an EVTOL thermal management system for aircraft. Through integrated, redundant, and intelligent design, it provides a highly reliable, energy-efficient, and comprehensive EVTOL thermal management solution, ensuring flight safety, improving passenger experience, extending component lifespan, and increasing aircraft range.

[0005] The present invention achieves the above objective through the following technical solution: an EVTOL aircraft thermal management system, comprising... The switching module includes a first multi-way valve, a second multi-way valve, and a third multi-way valve. The first multi-way valve is provided with a first port, a second port, and a third port. The second multi-way valve is provided with a first connection port, a second connection port, a third connection port, and a fourth connection port. The third multi-way valve is provided with a first inlet / outlet, a second inlet / outlet, a third inlet / outlet, and a fourth inlet / outlet. The cooling module includes a condenser, a low-temperature radiator, and a high-temperature radiator. One end of the high-temperature radiator is connected to the fourth inlet / outlet, and the other end of the high-temperature radiator is connected to the third inlet / outlet, with a fourth electronic water pump and a turboshaft engine lubricating oil module connected between them. One end of the low-temperature radiator is connected to the third connection port, and the other end of the low-temperature radiator is connected to the fourth connection port, with a water-cooled condenser, a power generation control module, and a second electronic water pump connected between them. The passenger compartment temperature control module is connected to the passenger compartment. The passenger compartment temperature control module includes a first evaporator core and a warm air core. One end of the warm air core is connected to the first inlet and outlet, and the warm air core is connected to the second inlet and outlet, with a first port, a third port, a PTC heater and a first electronic water pump connected between them in sequence. The battery temperature control module includes a battery heating core, a first battery heat exchanger, and a second evaporator core; one end of the condenser is connected to a first compressor, and the other end is connected to one end of both the first and second evaporator cores; the other end of the first compressor is connected to the other end of both the first and second evaporator cores; one end of the battery heating core is connected to the second port, and the other end is connected to the first inlet / outlet. A battery cooling module includes a second battery heat exchanger and a third evaporator core. One end of the first battery heat exchanger is connected to the second connection port and the other end is connected to the second battery heat exchanger. One end of the water-cooled condenser is connected to the third evaporator core and the other end is connected to the second compressor. The other end of the second compressor is connected to the third evaporator core. The battery module has one end connected to the first connection port and the other end connected to the second battery heat exchanger, with a third electronic water pump connected between the two.

[0006] Furthermore, electronic expansion valves are provided at the inlets of the first evaporator core, the second evaporator core, and the third evaporator core.

[0007] Furthermore, the battery pack module includes several batteries, each of which is connected to a flow control valve at one end and a first water temperature sensor at the other end.

[0008] Furthermore, a second water temperature sensor is provided between the third electronic water pump and the battery pack module, a third water temperature sensor is provided between the power generation control module and the second electronic water pump, and a fourth water temperature sensor is provided between the fourth electronic water pump and the turboshaft engine lubricating oil module.

[0009] Furthermore, a first high-pressure sensor is provided between the condenser and the second evaporator core and near the condenser, and a second high-pressure sensor is provided between the water-cooled condenser and the third evaporator core and near the water-cooled condenser.

[0010] Furthermore, a first low-pressure sensor is provided between the first compressor and the second evaporator core, near the second evaporator core, and a second low-pressure sensor is provided between the second compressor and the third evaporator core, near the third evaporator core.

[0011] Furthermore, the cooling module also includes an electric fan, specifically a dual-fan system.

[0012] Furthermore, the passenger compartment temperature control module also includes a blower.

[0013] Furthermore, it also includes several expansion kettles.

[0014] Another object of the present invention is to provide a method of using an EVTOL aircraft thermal management system, which includes a combination of one or more of the following operating modes: In the first working mode, the PTC heater heats the crew compartment: coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third port and the first port of the first multi-way valve, the heater core, the first inlet and the second inlet and the third multi-way valve, and then flows back to the first electronic water pump. Operating mode two: The waste heat from the turboshaft engine lubricating oil module is used to heat the crew compartment: Coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third and first ports of the first multi-way valve, the heater core, the first and fourth inlets and outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, the third and second inlets and outlets of the third multi-way valve, and then flows back to the first electronic water pump; Operating mode 3, the first compressor cools the passenger compartment: the refrigerant enters from the first compressor and passes through the condenser and the first evaporator core in sequence, and then flows back to the first compressor; In the fourth operating mode, the PTC heater heats the battery module: A first stream of coolant flows in from the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and second inlets / outlets of the third multi-way valve, and then flows back to the first electronic water pump; a second stream of coolant flows in from the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger. Operating mode 5: The waste heat from the power generation control module heats the battery module: Coolant flows in from the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and fourth connection ports of the second multi-way valve, the second electronic water pump, the power generation control module, the water-cooled condenser, the low-temperature radiator, the third and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger; In operating mode six, the waste heat from the turboshaft engine lubricating oil module heats the battery module: A first stream of coolant flows in from the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and fourth inlets / outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, and the third and second inlets / outlets of the third multi-way valve, before flowing back to the first electronic water pump; a second stream of coolant flows in from the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, and the first and second connection ports of the second multi-way valve, before flowing back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger. Operating mode seven: The first compressor cools the battery module: Refrigerant enters from the first compressor and passes sequentially through the condenser and the second evaporator core, then flows back to the first compressor; Coolant flows into the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, then flows back to the first battery heat exchanger; The second evaporator core exchanges heat with the first battery heat exchanger; Operating mode eight: The second compressor cools the battery module: Refrigerant enters from the second compressor and passes sequentially through the water-cooled condenser and the third evaporator core, then flows back to the second compressor; Coolant flows into the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, then flows back to the first battery heat exchanger; The second evaporator core exchanges heat with the first battery heat exchanger; Operating mode nine, cooling the turboshaft engine lubricating oil module: coolant flows in from the fourth electronic water pump and passes sequentially through the turboshaft engine lubricating oil module, the third inlet and fourth inlet of the third multi-way valve, the high-temperature radiator, and then flows back to the fourth electronic water pump; Operating mode 10, cooling the turboshaft engine lubricating oil module: coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third and first ports of the first multi-way valve, the heater core, the first and fourth inlets and outlets of the third multi-way valve, the turboshaft engine lubricating oil module, the high-temperature radiator, the fourth electronic water pump, the third and second inlets and outlets of the third multi-way valve, and then flows back to the first electronic water pump; Operating mode eleven, cooling the turboshaft engine lubricating oil module: The first coolant stream flows into the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and fourth inlets / outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, and the third and second inlets / outlets of the third multi-way valve, before flowing back to the first electronic water pump; the second coolant stream flows into the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, and the first and second connection ports of the second multi-way valve, before flowing back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger; Operating mode twelve, cooling the power generation control module: Coolant flows in from the second electronic water pump and passes sequentially through the power generation control module, the water-cooled condenser, the low-temperature radiator, the third and fourth connection ports of the second multi-way valve, and then flows back to the second electronic water pump.

[0015] Compared with existing technologies, the beneficial effects of the EVTOL aircraft thermal management system and its usage method of this invention are as follows: This thermal management system, through its integrated, redundant, and intelligent design, effectively solves the core problems of existing solutions lacking redundancy and having limited management scope. It provides a highly reliable, energy-efficient, and comprehensive EVTOL thermal management solution, which is of vital value in ensuring flight safety, improving passenger experience, extending component lifespan, and increasing aircraft range. Specifically: 1. Achieved high system integration and functional coupling: Through ingenious flow path design and precise control of multi-way valves, multiple subsystems such as crew cabin thermal management, battery thermal management, engine lubricating oil thermal management, and electronic control system thermal management are highly integrated into one system. This system can regulate the temperature of the crew cabin, battery module, turboshaft engine lubricating oil module, and power generation control module, and each has one or more operating modes. This thermal management system can intelligently allocate hot and cold resources according to the needs of the aircraft under different operating conditions, realizing the coordination and linkage of thermal management of various components and improving overall energy efficiency. 2. A comprehensive redundancy backup mechanism has been established, significantly improving system reliability and flight safety. This includes the following redundancy designs: (1) Heating redundancy: It provides multiple heating sources for the crew cabin and battery. In addition to the active PTC heater, it innovatively utilizes the waste heat generated by the turboshaft engine lubricating oil module and power generation control module as a backup heat source. When the PTC heater fails, the system can automatically switch to waste heat recovery mode to ensure the comfort of the crew cabin and the working temperature of the battery under critical operating conditions, and avoid functional loss caused by single point failure. (2) Cooling redundancy: Two independent compressor cooling circuits (first compressor and second compressor) are provided for battery heat dissipation; when one compressor fails, the other can still work independently or at reduced capacity to provide necessary cooling for the battery, giving the aircraft time to land safely and greatly enhancing the safety margin of the aircraft. (3) Redundancy of heat dissipation path: Multiple cooling path options are provided for key components such as the oil lubrication module of the turboshaft engine, which further ensures the continuous operation capability of the system when some components fail; 3. Expanded thermal management scope, realizing temperature control of key components of the entire vehicle: Compared with existing technologies, this system not only covers the crew cabin and battery, but also incorporates the core flight power and control systems such as the turboshaft engine lubricating oil module and power generation control module into unified management. This effectively prevents these components from degrading in performance, being damaged or having their lifespan shortened due to overheating, ensuring the stable, efficient and long-lasting operation of the aircraft's power system. 4. Improved energy utilization efficiency: Through waste heat recovery design, the system uses a large amount of waste heat generated by engine lubricating oil and electronic control system to heat the crew cabin and battery, reducing the reliance on high-power electric heating equipment such as PTC heaters and reducing the overall energy consumption of the system, which is of great significance for electric aircraft where range is crucial. 5. Achieved precise and balanced temperature control: In battery thermal management, by equipping each battery cell with an independent flow control valve and temperature sensor, the internal temperature of the battery pack can be finely managed, ensuring temperature uniformity among individual cells, thereby effectively extending the overall lifespan of the battery pack and improving safety; the pressure and temperature sensors set at each key node provide sufficient data support for the intelligent control and fault diagnosis of the system, making temperature control more accurate and reliable. 6. Enhanced system adaptability and flexibility: The various control modes listed demonstrate that the system can flexibly meet the thermal management needs of EVTOL aircraft in various complex scenarios (such as vertical takeoff and landing, cruise, ground standby, different ambient temperatures, etc.), achieving efficient, energy-saving, and safe multi-objective optimized operation. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the EVTOL aircraft thermal management system according to an embodiment of the present invention; The numbers in the diagram represent: 100-EVTOL aircraft thermal management system; 1-First multi-way valve, 11-First port, 12-Second port, 13-Third port; 2-Second multi-way valve, 21-First connection port, 22-Second connection port, 23-Third connection port, 24-Fourth connection port; 3-Third multi-way valve, 31-First inlet / outlet, 32-Second inlet / outlet, 33-Third inlet / outlet, 34-Fourth inlet / outlet; 4-Cooling module, 41-Condenser, 42-Low temperature radiator, 43-High temperature radiator, 44-Electric fan; 5- Passenger compartment temperature control module, 51- First evaporator core, 52- Heating core, 53- Blower; 6-Battery temperature control module, 61-Battery heating core, 62-First battery heat exchanger, 63-Second evaporator core; 7-Battery cooling module, 71-Second battery heat exchanger, 72-Third evaporator core; 8-Battery module, 81-Battery, 82-Flow control valve, 83-First water temperature sensor; 9-Turboshaft engine lubrication module; 101 - First electronic water pump, 102 - Second electronic water pump, 103 - Third electronic water pump, 104 - Fourth electronic water pump; 201 - First compressor; 202 - Second compressor; 30 - PTC heater, 40 - water-cooled condenser, 50 - power generation control module; 801 - Second water temperature sensor, 802 - Second low-pressure sensor, 803 - First low-pressure sensor, 804 - Third water temperature sensor, 805 - Second high-pressure sensor, 806 - First high-pressure sensor, 807 - Fourth water temperature sensor, 809 - Expansion kettle. Detailed Implementation

[0017] Please refer to Figure 1 This embodiment is an EVTOL aircraft thermal management system 100, which includes: The switching module includes a first multi-way valve 1, a second multi-way valve 2, and a third multi-way valve 3. The first multi-way valve 1 is provided with a first port 11, a second port 12, and a third port 13. The second multi-way valve 2 is provided with a first connection port 21, a second connection port 22, a third connection port 23, and a fourth connection port 24. The third multi-way valve 3 is provided with a first inlet / outlet 31, a second inlet / outlet 32, a third inlet / outlet 33, and a fourth inlet / outlet 34. Cooling module 4 includes a condenser 41, a low-temperature radiator 42, and a high-temperature radiator 43. One end of the high-temperature radiator 43 is connected to the fourth inlet / outlet 34, and the other end of the high-temperature radiator 43 is connected to the third inlet / outlet 33. A fourth electronic water pump 104 and a turboshaft engine lubricating oil module 9 are connected between the two. One end of the low-temperature radiator 42 is connected to the third connection port 23, and the other end of the low-temperature radiator 42 is connected to the fourth connection port 24. A water-cooled condenser 40, a power generation control module 50, and a second electronic water pump 102 are connected between the two. The passenger compartment temperature control module 5 is connected to the passenger compartment. The passenger compartment temperature control module 5 includes a first evaporator core 51 and a warm air core 52. One end of the warm air core 52 is connected to the first inlet and outlet 31. The warm air core 52 is connected to the second inlet and outlet 32, and the two are connected in sequence to the first port 11, the third port 13, the PTC heater 30 and the first electronic water pump 101. The battery temperature control module 6 includes a battery heating core 61, a first battery heat exchanger 62, and a second evaporator core 63; one end of the condenser 41 is connected to a first compressor 201, and the other end is connected to one end of both the first evaporator core 51 and the second evaporator core 63; the other end of the first compressor 201 is connected to the other end of both the first evaporator core 51 and the second evaporator core 63; one end of the battery heating core 61 is connected to a second port 12, and the other end is connected to a first inlet / outlet 31; The battery cooling module 7 includes a second battery heat exchanger 71 and a third evaporator core 72. One end of the first battery heat exchanger 62 is connected to the second connection port 22 and the other end is connected to the second battery heat exchanger 71. One end of the water-cooled condenser 40 is connected to the third evaporator core 72 and the other end is connected to the second compressor 202. The other end of the second compressor 202 is connected to the third evaporator core 72. The battery module 8 has one end connected to the first connection port 21 and the other end connected to the second battery heat exchanger 71, with a third electronic water pump 103 connected between them.

[0018] The water-cooled condenser 40, serving as the condenser for the refrigeration cycle of the second compressor 202, transfers the heat from the refrigerant in the second compressor 202 to the coolant flowing through it. The condenser 41, serving as the condenser for the refrigeration cycle of the first compressor 201, dissipates the heat from the refrigerant in the first compressor 201 into the environment.

[0019] The low-temperature radiator 42 dissipates heat from the power generation control module 50 and the battery cooling module 7, serving as a low-temperature heat dissipation terminal in the system. The high-temperature radiator 43 dissipates heat from the turboshaft engine lubricating oil module 9, serving as a high-temperature heat dissipation terminal in the system.

[0020] The PTC heater 30 is an electric heater used to directly heat the coolant, providing a stable heat source for the passenger compartment, especially when the engine is not running or there is no residual heat.

[0021] The power generation control module 50 includes a generator and a generator controller, which provides power to the aircraft's thermal management system. It generates heat during operation and is an important heat source in the system. Its waste heat can be recovered to heat the battery.

[0022] The first evaporator core 51 serves as the evaporator in the refrigeration cycle of the first compressor 201, where the refrigerant vaporizes and absorbs heat, cooling the flowing air and thus lowering the temperature of the passenger compartment. The second evaporator core 63 serves as the evaporator for battery cooling in the refrigeration cycle of the first compressor 201, exchanging heat with the first battery heat exchanger 62 to remove heat from the battery cycle. The third evaporator core 72 serves as the evaporator in the refrigeration cycle of the second compressor 202, exchanging heat with the second battery heat exchanger 71 to remove heat from the battery cycle.

[0023] The heater core 52 is a radiator through which high-temperature coolant heated by the waste heat of the PTC heater 30 or the turboshaft engine lubricating oil module 9 flows. The air blown by the blower 53 is heated after exchanging heat with it, thus providing heating for the crew compartment.

[0024] The battery heating core 61 is a liquid-liquid heat exchanger through which high-temperature coolant from the waste heat of the PTC heater 30 or the turboshaft engine lubricating oil module 9 flows, transferring heat to the battery coolant flowing through the first battery heat exchanger 62, thereby indirectly heating the battery pack module 8.

[0025] The first battery heat exchanger 62 connects to the battery cooling circuit and the battery temperature control / cooling circuit. In heating mode, it obtains heat from the battery heating core 61, and in cooling mode, it releases heat to the second evaporator core 63 or the third evaporator core 72. The second battery heat exchanger 71 connects to the battery cooling circuit and the battery cooling circuit, specifically the circuit of the second compressor 202. In cooling mode, it transfers battery heat to the third evaporator core 72.

[0026] The turboshaft engine lubricating oil module 9 is a high-temperature heat source in the system. The remaining heat can be recovered to heat the crew compartment or battery pack module 8, and it also needs to be cooled.

[0027] The first compressor 201 is a compressor that powers the occupant compartment cooling and battery cooling (main circuit), driving the refrigerant to circulate in a circuit including a condenser 41, a first evaporator core 51, and a second evaporator core 63. The second compressor 202 is a compressor that powers the battery cooling (auxiliary circuit), driving the refrigerant to circulate in a circuit including a water-cooled condenser 40 and a third evaporator core 72, and it forms a redundant backup with the first compressor 201.

[0028] The cooling module 4 also includes an electric fan 44, which forces airflow through the condenser 41, the low-temperature radiator 42 and the high-temperature radiator 43 to enhance its heat dissipation efficiency. The use of dual electric fans can effectively improve the operational reliability of the air conditioning thermal management system.

[0029] The passenger compartment temperature control module 5 also includes a blower 53, which drives air to flow through the warm air core 52 or the first evaporator core 51, and sends the heated or cooled air into the passenger compartment.

[0030] Electronic expansion valves are installed at the inlet of each evaporator core 51, 63, and 72 to precisely control the refrigerant flow into the evaporator core, thereby achieving optimal heat exchange efficiency and temperature control.

[0031] The battery pack module 8 includes several batteries 81, and each battery 81 is connected to a flow control valve 82 at one end and a first water temperature sensor 83 at the other end. The first water temperature sensor 83 is used to monitor the coolant temperature at the outlet of each battery and provide key data for battery thermal management control. The flow control valve 82 is installed at the inlet of each battery cell to accurately distribute the coolant flow to each battery and ensure uniform temperature within the battery pack. Each battery 81 is connected to a flow control valve 82 at one end and is individually controllable. When the flow control valve 82 fails, it only affects the battery 81 corresponding to the flow control valve and does not affect the operation of other batteries.

[0032] A second water temperature sensor 801 is provided between the third electronic water pump 103 and the battery module 8. The second water temperature sensor 801 is used to monitor the temperature of the coolant before it enters the battery module 8.

[0033] A third water temperature sensor 804 is installed between the power generation control module 50 and the second electronic water pump 102. The third water temperature sensor 804 is used to monitor the coolant temperature at the outlet of the power generation control module 50. A fourth water temperature sensor 807 is installed between the fourth electronic water pump 104 and the turboshaft engine lubricating oil module 9. The fourth water temperature sensor 807 is used to monitor the coolant temperature at the outlet of the turboshaft engine lubricating oil module 9.

[0034] A first high-pressure sensor 806 is installed between the condenser 41 and the second evaporator core 63, and near the condenser 41. The first high-pressure sensor 806 is used to monitor the high-pressure side pressure of the refrigeration circuit of the first compressor 201 for system protection and efficiency control. A second high-pressure sensor 805 is installed between the water-cooled condenser 40 and the third evaporator core 72, and near the water-cooled condenser 40. The second high-pressure sensor 805 is used to monitor the high-pressure side pressure of the refrigeration circuit of the second compressor 202 for system protection and efficiency control.

[0035] A first low-pressure sensor 803 is disposed between the first compressor 201 and the second evaporator core 63, near the second evaporator core 63. The first low-pressure sensor 803 is used to monitor the low-pressure side pressure of the refrigeration circuit of the first compressor 201 for system protection and efficiency control. A second low-pressure sensor 802 is disposed between the second compressor 202 and the third evaporator core 72, near the third evaporator core 72. The second low-pressure sensor 802 is used to monitor the low-pressure side pressure of the refrigeration circuit of the second compressor 202 for system protection and efficiency control.

[0036] An EVTOL aircraft thermal management system 100 also includes several expansion tanks 809. Due to changes in coolant temperature, the coolant expands as its volume changes with temperature increases, and when the temperature decreases, the coolant in the expansion tanks replenishes the air conditioning thermal management system. These expansion tanks accommodate the coolant that expands and contracts due to temperature changes, providing a buffer space and a coolant replenishment source for the system, and also expelling gases from the circulating liquid. The number and installation location of the expansion tanks 809 are not limited and can be adjusted according to actual conditions.

[0037] This embodiment also provides a method for using the EVTOL aircraft thermal management system 100, which includes a combination of one or more of the following working modes, but is not limited to the few working modes listed below, and can be adjusted according to the actual situation.

[0038] In the first working mode, the PTC heater 30 heats the crew compartment: coolant flows in from the first electronic water pump 101 and passes sequentially through the PTC heater 30, the third port 13 and the first port 11 of the first multi-way valve 1, the heater core 52, the first inlet and outlet 31 and the second inlet and outlet 32 ​​of the third multi-way valve 3, and then flows back into the first electronic water pump 101, completing the coolant circulation and realizing the crew compartment heating function. At this time, the PTC heater 30 is working normally.

[0039] In the second working mode, the waste heat from the turboshaft engine lubricating oil module 9 heats the crew compartment: coolant flows in from the first electronic water pump 101 and passes sequentially through the PTC heater 30, the third port 13 and the first port 11 of the first multi-way valve 1, the heater core 52, the first inlet and outlet 31 and the fourth inlet and outlet 34 of the third multi-way valve 3, the high-temperature radiator 43, the fourth electronic water pump 104, the turboshaft engine lubricating oil module 9, the third inlet and outlet 33 and the second inlet and outlet 32 ​​of the third multi-way valve 3, and then flows back to the first electronic water pump 101, completing the coolant circulation. At this time, the PTC heater 30 is not working and only serves to conduct the flow.

[0040] Both operating modes 1 and 2 can heat the crew compartment. Moreover, a redundant design is adopted. If the PTC heater 30 fails, operating mode 2 is used to heat the crew compartment using the waste heat of the turboshaft engine lubricating oil module 9.

[0041] Operating mode three: The first compressor 201 cools the passenger compartment: Refrigerant enters from the first compressor 201 and passes sequentially through the condenser 41 and the first evaporator core 51, then flows back to the first compressor 201, completing the refrigerant circulation. The refrigerant vaporizes within the first evaporator core 51, absorbing heat from the air passing over its surface, thus lowering the air temperature and cooling the passenger compartment.

[0042] In the fourth operating mode, the PTC heater 30 heats the battery module 8: The first coolant flows into the first electronic water pump 101 and sequentially passes through the PTC heater 30, the third port 13 and the second port 12 of the first multi-way valve 1, the battery heating core 61, the first inlet / outlet 31 and the second inlet / outlet 32 ​​of the third multi-way valve 3, before flowing back to the first electronic water pump 101, thus achieving a first-path coolant circulation. The second coolant flows into the first battery heat exchanger 62 and sequentially passes through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, the first connection port 21 and the second connection port 22 of the second multi-way valve 2, before flowing back to the first battery heat exchanger 62, thus achieving a second-path coolant circulation. Heat is exchanged between the battery heating core 61 and the second battery heat exchanger 71, thus heating the battery module 8.

[0043] In the fifth operating mode, the waste heat from the power generation control module 50 heats the battery module 8: Coolant flows into the first battery heat exchanger 62 and sequentially passes through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, the first connection port 21 and the fourth connection port 24 of the second multi-way valve 2, the second electronic water pump 102, the power generation control module 50, the water-cooled condenser 40, the low-temperature radiator 42, the third connection port 23 and the second connection port 22 of the second multi-way valve 2, and then flows back to the first battery heat exchanger 62, thus heating the battery module 8. The second multi-way valve 2 switches the coolant flow direction, connecting the power generation control module 50 and the battery module 8 in series.

[0044] Operating mode six: The waste heat from the turboshaft engine lubricating oil module 9 heats the battery pack module 8: The first coolant flows in from the first electronic water pump 101 and passes sequentially through the PTC heater 30, the third port 13 and the second port 12 of the first multi-way valve 1, the battery heating core 61, the first inlet / outlet 31 and the fourth inlet / outlet 34 of the third multi-way valve 3, the high-temperature radiator 43, the fourth electronic water pump 104, the turboshaft engine lubricating oil module 9, the third inlet / outlet 33 and the second inlet / outlet 32 ​​of the third multi-way valve 3, and then flows back to the first electronic water pump 101. The sub-pump 101 completes the first coolant circulation, during which the PTC heater 30 is not working; the second coolant flows in from the first battery heat exchanger 62 and passes sequentially through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, the first connection port 21 and the second connection port 22 of the second multi-way valve 2, and then flows back to the first battery heat exchanger 62, realizing the second coolant circulation; heat is transferred between the battery heating core 61 and the second battery heat exchanger 71, realizing the heating function of the battery module 8.

[0045] Operating modes four, five, and six can all heat the battery module 8. If the PTC heater 30 fails, operating mode five or six will be used to heat the battery module 8. The waste heat from the power generation control module 50 or the waste heat from the turboshaft engine lubricating oil module 9 will be used to heat the battery module 8.

[0046] In operating mode seven, the first compressor 201 cools the battery module 8: refrigerant enters from the first compressor 201 and passes sequentially through the condenser 41 and the second evaporator core 63, then flows back to the first compressor 201, achieving refrigerant circulation; coolant flows into the first battery heat exchanger 62 and passes sequentially through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, and the first connection port 21 and the second connection port 22 of the second multi-way valve 2, then returns to the first battery heat exchanger 62, achieving coolant circulation. The second evaporator core 63 exchanges heat with the first battery heat exchanger 62, reducing the temperature of the coolant circulation system and achieving battery cooling. Both media must circulate simultaneously to achieve battery cooling.

[0047] In the eighth working mode, the second compressor 202 cools the battery module 8: the refrigerant flows into the second compressor 202 and passes sequentially through the water-cooled condenser 40 and the third evaporator core 72, and then returns to the second compressor 202, realizing refrigerant circulation cooling; the coolant flows into the first battery heat exchanger 62 and passes sequentially through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, the first connection port 21 and the second connection port 22 of the second multi-way valve 2, and then returns to the first battery heat exchanger 62, realizing coolant circulation flow. The second evaporator core 63 exchanges heat with the first battery heat exchanger 62, reducing the temperature of the coolant circulation system and realizing the battery cooling function. The battery cooling function can only be achieved by the simultaneous circulation of both media.

[0048] Operating modes seven and eight are independent of each other; they can operate independently to cool battery module 8, or they can operate simultaneously to cool battery module 8. This system employs a dual-compressor refrigerant system with redundancy. Even if either the first compressor 201 or the second compressor 202 fails, although the cooling performance will be reduced, there will still be sufficient time for the aircraft to land safely, thus improving the aircraft's safety.

[0049] Operating mode nine, cooling the turboshaft engine lubricating oil module 9: Coolant flows in from the fourth electronic water pump 104 and passes sequentially through the turboshaft engine lubricating oil module 9, the third inlet and outlet 33 and the fourth inlet and outlet 34 of the third multi-way valve 3, the high-temperature radiator 43, and then back to the fourth electronic water pump 104, thereby cooling the turboshaft engine lubricating oil module 9.

[0050] Operating mode 10, cooling the turboshaft engine lubricating oil module 9: Coolant flows in from the first electronic water pump 101 and passes sequentially through the PTC heater 30, the third port 13 and the first port 11 of the first multi-way valve 1, the heater core 52, the first inlet and outlet 31 and the fourth inlet and outlet 34 of the third multi-way valve 3, the turboshaft engine lubricating oil module 9, the high-temperature radiator 43, the fourth electronic water pump 104, the third inlet and outlet 33 and the second inlet and outlet 32 ​​of the third multi-way valve 3, and finally flows back to the first electronic water pump 101, thereby cooling the turboshaft engine lubricating oil module 9. At this time, the PTC heater 30 does not work and only serves to conduct electricity.

[0051] Operating mode eleven, cooling the turboshaft engine lubricating oil module 9: The first coolant flows in from the first electronic water pump 101 and passes sequentially through the PTC heater 30, the third port 13 and the second port 12 of the first multi-way valve 1, the battery heating core 61, the first inlet / outlet 31 and the fourth inlet / outlet 34 of the third multi-way valve 3, the high-temperature radiator 43, the fourth electronic water pump 104, the turboshaft engine lubricating oil module 9, and the third inlet / outlet 33 and the second inlet / outlet 32 ​​of the third multi-way valve 3, and finally flows back to the first electronic water pump 101, completing the first coolant circulation. At this time, the PTC heater 3 is not working. The second coolant flows in from the first battery heat exchanger 62 and passes sequentially through the second battery heat exchanger 71, the third electronic water pump 103, the battery module 8, and the first connection port 21 and the second connection port 22 of the second multi-way valve 2, and then flows back to the first battery heat exchanger 62, realizing the second coolant circulation. Heat is transferred between the battery heating core 61 and the second battery heat exchanger 71, realizing the heating function of the battery module 8.

[0052] Operating modes nine, ten, and eleven can all cool the oil module 9 of the turboshaft engine. The redundant design improves the safety of the aircraft.

[0053] Operating mode 12, cooling the generator control module 50: Coolant flows in from the second electronic water pump 102 and passes sequentially through the generator control module 50, the water-cooled condenser 40, the low-temperature radiator 42, the third connection port 23 and the fourth connection port 24 of the second multi-way valve 2, and then flows back to the second electronic water pump 102 to cool the generator / electric control system 50.

[0054] Operating mode thirteen, simultaneous cooling of battery module 8 and passenger compartment: Refrigerant enters from the first compressor 201 and passes through condenser 41 before splitting into two paths. One path flows into the first evaporator core 51, and the other flows into the second evaporator core 63, before flowing back to the first compressor 201, thus achieving simultaneous cooling of battery module 8 and passenger compartment; Refrigerant enters from the second compressor 202 and passes through water-cooled condenser 40 and second evaporator core 63 in sequence before flowing back to the second compressor 202, achieving refrigerant circulation cooling. Since the circuit can only implement battery cooling, the refrigerant circuit can activate the battery cooling system as needed.

[0055] Operating mode fourteen, simultaneous heating of battery module 8 and passenger compartment: The high-temperature coolant is adjusted by the opening ratio of the first port 11 and the second port 12 of the first multi-way valve 1, so that the high-temperature coolant passes through the heater core 52 and the battery heater core 61 respectively. The heater core 52 exchanges heat with the air to heat the passenger compartment, and the battery heater core 61 exchanges heat with the first battery heat exchanger 62 to heat the battery pack, thereby achieving heating of the passenger compartment and the battery pack. The high-temperature coolant can be the coolant heated by the PTC heater 30 or the high-temperature coolant of the turboshaft engine lubricating oil module 9.

[0056] Operating mode 15, simultaneous heating of battery module 8 and passenger compartment: battery module 8 is heated using operating mode 5, while passenger compartment is heated using operating mode 1 or operating mode 2.

[0057] Both operating modes 14 and 15 can simultaneously heat the battery module 8 and the crew cabin, and the redundant design improves the safety of the aircraft.

[0058] Operating mode sixteen, cooling of battery module 8 and heating of passenger compartment: passenger compartment heating is operated in operating mode one or operating mode two, and cooling of battery module 8 is carried out in operating mode seven or operating mode eight, so as to achieve both passenger compartment heating and cooling of battery module 8.

[0059] The above descriptions are merely some embodiments of the present invention. Those skilled in the art can make various modifications and improvements without departing from the inventive concept of the present invention, and these all fall within the scope of protection of the present invention.

Claims

1. A thermal management system for an EVTOL aircraft, characterized in that, It includes: The switching module includes a first multi-way valve, a second multi-way valve, and a third multi-way valve. The first multi-way valve is provided with a first port, a second port, and a third port. The second multi-way valve is provided with a first connection port, a second connection port, a third connection port, and a fourth connection port. The third multi-way valve is provided with a first inlet / outlet, a second inlet / outlet, a third inlet / outlet, and a fourth inlet / outlet. The cooling module includes a condenser, a low-temperature radiator, and a high-temperature radiator. One end of the high-temperature radiator is connected to the fourth inlet / outlet, and the other end of the high-temperature radiator is connected to the third inlet / outlet, with a fourth electronic water pump and a turboshaft engine lubricating oil module connected between them. One end of the low-temperature radiator is connected to the third connection port, and the other end of the low-temperature radiator is connected to the fourth connection port, with a water-cooled condenser, a power generation control module, and a second electronic water pump connected between them. The passenger compartment temperature control module is connected to the passenger compartment. The passenger compartment temperature control module includes a first evaporator core and a warm air core. One end of the warm air core is connected to the first inlet and outlet, and the warm air core is connected to the second inlet and outlet, with a first port, a third port, a PTC heater and a first electronic water pump connected between them in sequence. The battery temperature control module includes a battery heating core, a first battery heat exchanger, and a second evaporator core; one end of the condenser is connected to a first compressor, and the other end is connected to one end of both the first and second evaporator cores; the other end of the first compressor is connected to the other end of both the first and second evaporator cores; one end of the battery heating core is connected to the second port, and the other end is connected to the first inlet / outlet. A battery cooling module includes a second battery heat exchanger and a third evaporator core. One end of the first battery heat exchanger is connected to the second connection port and the other end is connected to the second battery heat exchanger. One end of the water-cooled condenser is connected to the third evaporator core and the other end is connected to the second compressor. The other end of the second compressor is connected to the third evaporator core. The battery module has one end connected to the first connection port and the other end connected to the second battery heat exchanger, with a third electronic water pump connected between the two.

2. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: An electronic expansion valve is provided at the inlet of the first evaporator core, the second evaporator core, and the third evaporator core.

3. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: The battery module includes several batteries, each of which is connected to a flow control valve at one end and a first water temperature sensor at the other end.

4. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: A second water temperature sensor is provided between the third electronic water pump and the battery pack module; a third water temperature sensor is provided between the power generation control module and the second electronic water pump; and a fourth water temperature sensor is provided between the fourth electronic water pump and the turboshaft engine lubricating oil module.

5. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: A first high-pressure sensor is provided between the condenser and the second evaporator core, and near the condenser. A second high-pressure sensor is provided between the water-cooled condenser and the third evaporator core, and near the water-cooled condenser.

6. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: A first low-pressure sensor is provided between the first compressor and the second evaporator core, near the second evaporator core, and a second low-pressure sensor is provided between the second compressor and the third evaporator core, near the third evaporator core.

7. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: The cooling module also includes an electric fan, specifically a dual-fan system.

8. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: The crew cabin temperature control module also includes a blower.

9. The EVTOL aircraft thermal management system as described in claim 1, characterized in that: It also includes several expansion kettles.

10. A method of using an aircraft thermal management system as described in any one of claims 1 to 9, comprising a combination of one or more of the following operating modes: In the first working mode, the PTC heater heats the crew compartment: coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third port and the first port of the first multi-way valve, the heater core, the first inlet and the second inlet and the third multi-way valve, and then flows back to the first electronic water pump. Operating mode two: The waste heat from the turboshaft engine lubricating oil module is used to heat the crew compartment: Coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third and first ports of the first multi-way valve, the heater core, the first and fourth inlets and outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, the third and second inlets and outlets of the third multi-way valve, and then flows back to the first electronic water pump; Operating mode 3, the first compressor cools the passenger compartment: the refrigerant enters from the first compressor and passes through the condenser and the first evaporator core in sequence, and then flows back to the first compressor; In the fourth operating mode, the PTC heater heats the battery module: A first stream of coolant flows in from the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and second inlets / outlets of the third multi-way valve, and then flows back to the first electronic water pump; a second stream of coolant flows in from the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger. Operating mode 5: The waste heat from the power generation control module heats the battery module: Coolant flows in from the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and fourth connection ports of the second multi-way valve, the second electronic water pump, the power generation control module, the water-cooled condenser, the low-temperature radiator, the third and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger; In operating mode six, the waste heat from the turboshaft engine lubricating oil module heats the battery module: A first stream of coolant flows in from the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and fourth inlets / outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, and the third and second inlets / outlets of the third multi-way valve, before flowing back to the first electronic water pump; a second stream of coolant flows in from the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, and the first and second connection ports of the second multi-way valve, before flowing back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger. Operating mode seven, the first compressor cools the battery module: the refrigerant enters from the first compressor and passes sequentially through the condenser and the second evaporator core, and then flows back to the first compressor; The coolant flows into the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger. The second evaporator core exchanges heat with the first battery heat exchanger. Operating mode 8, the second compressor cools the battery module: the refrigerant enters from the second compressor and passes sequentially through the water-cooled condenser and the third evaporator core, and then flows back to the second compressor; The coolant flows into the first battery heat exchanger and passes sequentially through the second battery heat exchanger, the third electronic water pump, the battery module, the first and second connection ports of the second multi-way valve, and then flows back to the first battery heat exchanger. The second evaporator core exchanges heat with the first battery heat exchanger. Operating mode nine, cooling the turboshaft engine lubricating oil module: coolant flows in from the fourth electronic water pump and passes sequentially through the turboshaft engine lubricating oil module, the third inlet and fourth inlet of the third multi-way valve, the high-temperature radiator, and then flows back to the fourth electronic water pump; Operating mode 10, cooling the turboshaft engine lubricating oil module: coolant flows in from the first electronic water pump and passes sequentially through the PTC heater, the third and first ports of the first multi-way valve, the heater core, the first and fourth inlets and outlets of the third multi-way valve, the turboshaft engine lubricating oil module, the high-temperature radiator, the fourth electronic water pump, the third and second inlets and outlets of the third multi-way valve, and then flows back to the first electronic water pump; Operating mode eleven, cooling the turboshaft engine lubricating oil module: The first coolant stream flows into the first electronic water pump and sequentially passes through the PTC heater, the third and second ports of the first multi-way valve, the battery heating core, the first and fourth inlets / outlets of the third multi-way valve, the high-temperature radiator, the fourth electronic water pump, the turboshaft engine lubricating oil module, and the third and second inlets / outlets of the third multi-way valve, before flowing back to the first electronic water pump; the second coolant stream flows into the first battery heat exchanger and sequentially passes through the second battery heat exchanger, the third electronic water pump, the battery module, and the first and second connection ports of the second multi-way valve, before flowing back to the first battery heat exchanger; the battery heating core exchanges heat with the second battery heat exchanger; Operating mode twelve, cooling the power generation control module: Coolant flows in from the second electronic water pump and passes sequentially through the power generation control module, the water-cooled condenser, the low-temperature radiator, the third and fourth connection ports of the second multi-way valve, and then flows back to the second electronic water pump.

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