An on-board cooling system, an aircraft and a control method

Abstract

This invention relates to the field of aircraft technology, specifically to an airborne cooling system, an aircraft, and a control method. The system includes a power assembly, a piping assembly, and a refrigeration assembly. The power assembly includes a compressor, a motor module, a first refrigeration turbine, and a drive shaft. The piping assembly includes an intake pipe, a delivery pipe, and a supply pipe. The intake pipe is connected to the compressor's intake port. The delivery pipe is connected between the compressor's exhaust port and the first refrigeration turbine's intake port. The supply pipe includes a supply branch and a supply valve. One end of the supply branch is connected to the first refrigeration turbine's exhaust port, and the other end is used to supply cool air to the aircraft. The supply valve is connected to the supply branch. The refrigeration assembly is connected to the supply branch and is used to cool the gas in the supply branch. The refrigeration assembly and the drive shaft operate independently, thereby solving the problems of the environmental control assembly's inability to simultaneously perform decoupled control of pressure regulation and temperature regulation, and the high engine bleed air loss.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more specifically, to an airborne cooling system, an aircraft, and a control method. Background Technology

[0002] The aircraft cooling system mainly consists of two core functional units: the cooling component and the environmental control component. It possesses two core functions: cooling of airborne equipment and regulation of the cabin environment. The cooling component, as the core unit for temperature control of airborne equipment, outputs a stable cold source and provides a controllable heat sink through a cooling cycle. It specifically removes redundant heat generated during the operation of core loads such as avionics and electromechanical systems, keeping the equipment operating temperature within the rated safe range and ensuring the stable and reliable operation of various airborne equipment throughout the entire flight envelope. The environmental control component uses aircraft engine bleed air as its working medium. Through the expansion and cooling process of the bleed air, it regulates the air source temperature and provides an air source that meets the pressurization requirements of the aircraft cabin. Based on flight conditions and cabin usage needs, it outputs cooling or heating air sources with corresponding parameters, completing the comprehensive regulation of cabin internal pressure and temperature.

[0003] However, the environmental control system requires the same engine bleed air source to simultaneously regulate pressure and temperature before supplying it to the cabin. Under conditions of dynamic changes in the flight envelope, it can only achieve stable temperature control, not precise flow rate regulation. This can lead to momentary pressure spikes or drops during cabin pressure regulation, causing occupant ear pressure issues. Furthermore, meeting temperature control requirements consumes a significant amount of engine bleed air, resulting in ineffective bleed air consumption and low overall system energy efficiency, leading to excessive waste of onboard energy. Summary of the Invention

[0004] To address the issues of the inability of environmental control components to simultaneously perform decoupled control of pressure regulation and temperature regulation, as well as the high loss of engine bleed air, this invention provides an airborne cooling system, an aircraft, and a control method.

[0005] In a first aspect, this application provides an airborne cooling system, the airborne cooling system comprising:

[0006] The power assembly includes a compressor, a motor module, a first refrigeration turbine, and a drive shaft; the compressor, the motor module, and the first refrigeration turbine are coaxially driven by the drive shaft.

[0007] A piping assembly includes an intake pipe, a delivery pipe, and a supply pipe; the intake pipe is connected to the intake port of the compressor; the delivery pipe is connected between the exhaust port of the compressor and the intake port of the first refrigeration turbine; the supply pipe includes a supply branch and a supply valve; one end of the supply branch is connected to the exhaust port of the first refrigeration turbine, and the other end is used to supply cool air to the aircraft; the supply valve is connected to the supply branch and is used to regulate the flow rate of the outlet gas of the supply branch;

[0008] A refrigeration component is connected to the gas supply branch; the refrigeration component is used to cool the gas in the gas supply branch; the refrigeration component and the drive shaft operate independently of each other.

[0009] Optionally, the intake pipeline includes a natural intake branch, an intake valve, an engine bleed air branch, and a bleed air valve; one end of the natural intake branch is connected to the air inlet of the compressor, and the other end is connected to the outside atmosphere; one end of the engine bleed air branch is connected to the air inlet of the compressor, and the other end is used to connect to the engine system; the intake valve is connected to the natural intake branch; and the bleed air valve is connected to the engine bleed air branch.

[0010] Optionally, the refrigeration assembly includes a compressor, a first condenser, an expansion valve, an evaporator, and an evaporation circulation pipe; the compressor, the first condenser, the expansion valve, and the evaporator are sequentially connected in a circulation manner through the evaporation circulation pipe; the gas supply line passes through the evaporator.

[0011] Optionally, the airborne cooling system further includes an equipment radiator;

[0012] The power assembly also includes a second refrigeration turbine; the second refrigeration turbine is coaxially driven with the drive shaft.

[0013] The piping assembly further includes a refrigeration piping; the refrigeration piping includes a first refrigeration branch, a first regulating valve, and a second refrigeration branch; the first refrigeration branch is connected between the exhaust port of the first refrigeration turbine and the inlet port of the second refrigeration turbine; the first regulating valve is connected to the first refrigeration branch; the second refrigeration branch is connected to the exhaust port of the second refrigeration turbine; the equipment radiator is connected to the second refrigeration branch for heat exchange.

[0014] Optionally, the refrigeration pipeline further includes a second regulating valve; the end of the second refrigeration branch away from the second refrigeration turbine is connected to the outside atmosphere; the second regulating valve is connected to the outlet of the second refrigeration branch that is connected to the outside atmosphere;

[0015] The piping assembly further includes a return pipe; the return pipe includes a first return branch and a first return valve; one end of the first return branch is connected to the second refrigeration branch, and the other end is connected to the air inlet of the compressor; the first return valve is connected to the first return branch; the connection point between the first return branch and the second refrigeration branch is located between the equipment radiator and the second regulating valve;

[0016] The first reflux valve is electrically connected to the motor module; when the first reflux valve is in the open state, the motor module is in motor operating mode.

[0017] Optionally, the airborne cooling system further includes auxiliary components, which include a second condenser and a water separator; the gas delivery pipeline is connected to the hot side channel of the second condenser; and the gas delivery pipeline is connected to the water separator.

[0018] The refrigeration piping also includes a third refrigeration branch and a third regulating valve; the third refrigeration branch is connected to the exhaust port of the second refrigeration turbine; the third refrigeration branch is connected to the cold side channel of the second condenser; the cold side channel is isolated from the hot side channel; the third regulating valve is connected to the third refrigeration branch; the third regulating valve is located between the second condenser and the second refrigeration turbine.

[0019] Optionally, the third refrigeration branch is connected to the motor module.

[0020] Optionally, the refrigeration pipeline further includes a fourth regulating valve; the end of the third refrigeration branch away from the second refrigeration turbine is connected to the outside atmosphere; the fourth regulating valve is connected to the end of the third refrigeration branch that is connected to the outside atmosphere;

[0021] The piping assembly further includes a return piping; the return piping includes a second return branch and a second return valve; the third refrigeration branch is connected to the second return branch, and the second return branch is connected to the air inlet of the compressor; the second return valve is connected to the second return branch; the connection point between the second return branch and the third refrigeration branch is located between the fourth regulating valve and the exhaust port of the second refrigeration turbine;

[0022] The second reflux valve is electrically connected to the motor module; when the second reflux valve is in the open state, the motor module switches to motor operating mode.

[0023] Optionally, the piping assembly further includes an exhaust pipe; the exhaust pipe includes an exhaust branch and an exhaust valve; one end of the exhaust branch is connected to the exhaust port of the compressor, and the other end is connected to the outside atmosphere; the exhaust valve is connected to the exhaust branch; the connection point between the exhaust branch and the air supply branch is located between the air supply valve and the exhaust port of the compressor.

[0024] Optionally, the exhaust temperature of the exhaust pipe is 20°C to 50°C; the outlet of the exhaust pipe is designed to face the wing of the aircraft.

[0025] In a second aspect, this application provides an aircraft that includes an airborne cooling system as described in any one of the first aspects.

[0026] Thirdly, this application provides a control method for an airborne cooling system, applied to the airborne cooling system described in any one of the first aspects, the control method comprising:

[0027] In response to the air supply command of the aircraft, the operating status of the aircraft is obtained;

[0028] When the aircraft is in normal flight, the target air supply flow rate and target air supply temperature of the aircraft are obtained, and the power components, piping components and cooling components are turned on.

[0029] Adjust the opening of the gas supply pipeline according to the target gas supply flow rate;

[0030] The cooling power of the refrigeration component is adjusted according to the target gas supply temperature.

[0031] Optionally, the piping assembly further includes an exhaust pipe;

[0032] The control method further includes:

[0033] Adjust the opening of the exhaust pipe according to the target air supply flow rate.

[0034] Optionally, when the aircraft is in normal flight, acquiring the target air supply flow rate and target air supply temperature of the aircraft, and activating the power assembly, piping assembly, and cooling assembly includes:

[0035] When the aircraft is in the normal flight state, the target air supply flow rate, target air supply temperature and flight altitude of the aircraft are obtained, and the power component and the cooling component are turned on.

[0036] When the flight altitude is lower than the preset altitude, the natural air intake branch is opened, the engine bleed air branch is closed, the air supply line and air supply line are opened, the cooling line is opened, the exhaust line is opened, and the motor module is controlled to be in motor working mode.

[0037] When the flight altitude is higher than the preset altitude, the engine bleed air branch is opened, the air supply line and the air delivery line are opened, the first cooling branch and the second cooling branch are opened, the exhaust line is opened, the natural air intake branch is closed, the third cooling branch is closed, and the motor module is controlled to be in generator working mode.

[0038] Optionally, when the aircraft is in normal flight, acquiring the target air supply flow rate and target air supply temperature, and activating the power assembly, piping assembly, and cooling assembly, the step further includes:

[0039] When the target gas supply flow rate is higher than the preset flow rate, the gas discharged from the second refrigeration branch is returned to the compressor inlet, the gas discharged from the third refrigeration branch is returned to the compressor inlet, and the motor module is controlled to be in the motor working mode.

[0040] When the target gas supply flow rate is lower than the preset flow rate, the gas discharged from the second refrigeration branch is discharged to the outside atmosphere, and the gas discharged from the third refrigeration branch is discharged to the outside atmosphere.

[0041] Optionally, the control method further includes:

[0042] When the aircraft is in a mechanical failure flight state, the first emergency target air volume and the first emergency target temperature of the aircraft are obtained, the engine bleed air branch, air supply line and air supply line are opened, the natural air intake branch is closed, the cooling line is closed and the exhaust line is closed; when the aircraft is in the mechanical failure flight state, the power component mechanical operation failure causes the speed to return to zero.

[0043] Adjust the opening of the engine bleed air branch according to the first emergency target air volume;

[0044] The cooling power of the refrigeration component is adjusted according to the first emergency target temperature.

[0045] Optionally, the control method further includes:

[0046] When the aircraft is in a bleed air failure flight state, the second emergency target air volume and the second emergency target temperature of the aircraft are obtained, the natural air intake branch, the air supply line and the air delivery line are opened, the engine bleed air branch is closed, the cooling line is closed, the exhaust line is closed, and the motor module is controlled to be in motor working mode; when the aircraft is in the bleed air failure flight state, the bleed air of the engine bleed air branch fails.

[0047] Adjust the speed of the motor module according to the second emergency target gas volume;

[0048] Adjust the cooling power of the cooling component according to the second emergency target temperature.

[0049] Optionally, the control method further includes:

[0050] When the aircraft is in emergency power supply flight mode, the third emergency target air volume and the third emergency target temperature of the aircraft are obtained, the engine bleed air branch, air supply line and air supply line are opened, the natural air intake branch is closed, the cooling line is closed, the exhaust line is closed, and the motor module is controlled to be in generator working mode; when the aircraft is in emergency power supply flight mode, the main generator power supply function of the aircraft is damaged.

[0051] Adjust the opening of the engine bleed air branch according to the third emergency target air volume;

[0052] Adjust the cooling power of the refrigeration component according to the third emergency target temperature.

[0053] Optionally, the control method further includes:

[0054] When the aircraft is in ground maintenance mode, the target ground temperature of the aircraft is obtained; the power components, air intake pipe, air transmission pipe and air supply pipe are turned on, the exhaust pipe is turned off, the cooling components are turned off, and the motor module is controlled to be in motor working mode.

[0055] Adjust the opening of the gas supply pipeline according to the target ground temperature.

[0056] To address the issues of the inability of environmental control components to simultaneously perform decoupled control of pressure regulation and temperature regulation, as well as the high bleed air loss in the engine, this invention has the following advantages:

[0057] A power assembly, consisting of a compressor, motor module, and a first refrigeration turbine coaxially driven by a drive shaft, along with a piping assembly comprising an intake pipe, an exhaust pipe, and a supply pipe, and a refrigeration assembly connected to a supply branch of the supply pipe and operating independently of the drive shaft, enables independent regulation and control of the supply air flow and temperature. This allows for precise control of the supply air flow through the piping assembly and separate control of the supply air temperature through the independently operating refrigeration assembly, ultimately achieving decoupled control of temperature and flow. This avoids cabin pressure fluctuations caused by synchronized temperature and flow control during flight envelope changes, preventing pressure relief and improving cabin comfort. Simultaneously, since the supply air temperature is primarily regulated by the refrigeration assembly, the exhaust temperature of the first refrigeration turbine can be maintained within a higher range, reducing the power demand of the first refrigeration turbine, significantly reducing engine bleed air consumption, improving the overall energy efficiency of the airborne cooling system, and avoiding excessive energy waste. Therefore, this invention achieves the technical effects of decoupled control of supply air pressure and temperature, and reduced engine bleed air losses. Attached Figure Description

[0058] Figure 1A schematic diagram of the airborne cooling system of Embodiment 1 is shown;

[0059] Figure 2 A flowchart of the control method for the airborne cooling system of Embodiment 3 is shown.

[0060] Reference numerals: Power assembly 10; Compressor 11; Motor module 12; First refrigeration turbine 13; Second refrigeration turbine 14; Drive shaft 15; Energy storage battery 16; First radiator 17; Second radiator 18; Piping assembly 20; Intake pipe 21; Natural air intake branch 211; Intake valve 212; Engine bleed air branch 213; Bleed air valve 214; Air delivery pipe 22; Air supply pipe 23; Air supply branch 231; Air supply valve 232; Refrigeration pipe 24; First refrigeration branch 241; First regulating valve 242; Second refrigeration branch 243; second regulating valve 244; third refrigeration branch 245; third regulating valve 246; fourth regulating valve 247; return pipe 25; first return branch 251; first return valve 252; second return branch 253; second return valve 254; exhaust pipe 26; exhaust branch 261; exhaust valve 262; refrigeration assembly 30; compressor 31; first condenser 32; expansion valve 33; evaporator 34; evaporation circulation pipe 35; equipment radiator 40; auxiliary assembly 50; second condenser 51; water separator 52. Detailed Implementation

[0061] 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.

[0062] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based 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", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0063] Existing airborne cooling systems for aircraft require their air circulation devices to supply pressurized air and perform temperature and pressure regulation. However, when the aircraft's flight envelope changes, these systems can only effectively control the supply air temperature, failing to precisely regulate the outlet gas flow rate of the supply branch 231. The core issue is that the air source used in the airborne cooling system simultaneously performs both pressure and temperature regulation functions. The regulation logic of a single air source cannot simultaneously adapt to the dual control requirements of temperature and flow rate, leading to momentary excessive or insufficient pressure during cabin pressure regulation, causing pressure-induced discomfort for passengers. Furthermore, existing airborne cooling systems require engine bleed air for temperature regulation, consuming a large amount of engine bleed air to achieve this function, resulting in low overall energy efficiency and excessive energy and resource waste.

[0064] Example 1:

[0065] In this embodiment, an airborne cooling system is provided, which can stably supply cooling and cold air, while achieving decoupled control of system temperature and flow rate, thereby improving the comfort of the aircraft cabin. Figure 1 As shown, the airborne cooling system includes a power assembly 10, a piping assembly 20, and a cooling assembly 30.

[0066] The power assembly 10 includes a compressor 11, a motor module 12, a first refrigeration turbine 13, and a drive shaft 15. The compressor 11, motor module 12, and first refrigeration turbine 13 are coaxially driven by the drive shaft 15, ensuring the synchronization of their transmission. At the same time, the power output can be flexibly adjusted through the motor module 12 to match the operating requirements of different working conditions, reduce the power requirement of the first refrigeration turbine 13, and thus reduce the bleed air volume of the engine system.

[0067] The piping assembly 20 includes an intake pipe 21, an air delivery pipe 22, and an air supply pipe 23. The intake pipe 21 connects to the air inlet of the compressor 11, enabling the compressor 11 to stably introduce gas into the engine system through the intake pipe 21. The air delivery pipe 22 connects the exhaust port of the compressor 11 to the air inlet of the first refrigeration turbine 13, stably delivering the compressed gas from the compressor 11 to the first refrigeration turbine 13 for expansion and cooling, ensuring the continuous and smooth operation of the airborne cooling system. The air supply pipe 23 includes an air supply branch 231 and an air supply valve 232. One end of the air supply branch 231 connects to the exhaust port of the first refrigeration turbine 13, and the other end supplies cool air to the aircraft, meeting the aircraft's cooling supply requirements. The air supply valve 232 is connected to the air supply branch 231. The air supply valve 232 is used to adjust the flow rate of the outlet gas of the air supply branch 231, so as to realize the independent control of the air supply volume and avoid the ear pressure phenomenon caused by the synchronous control of flow rate and temperature, thus effectively improving the comfort of the aircraft cabin.

[0068] The refrigeration component 30 is connected to the air supply branch 231. The refrigeration component 30 is used to cool the gas in the air supply branch 231. Working independently with the drive shaft 15, the refrigeration and temperature control operations are decoupled from the operation of the power component 10, thereby enabling independent control of the air supply temperature and flow rate of the airborne cooling system. Because the refrigeration component 30 can independently control the temperature of the gas in the air supply branch 231, there is no need to regulate the cabin temperature through the second refrigeration turbine 14. The output temperature of the first refrigeration turbine 13 can be maintained within the range of 20–50 degrees Celsius, such as 25°C, 30°C, 35°C, 40°C, or 45°C. Compared to traditional airborne cooling systems where air supply temperature and pressure regulation cannot be decoupled, and where the temperature of the cold air flowing through the first refrigeration turbine 13 needs to be reduced to below 10 degrees Celsius, this invention significantly reduces the power requirement of the first refrigeration turbine 13, thereby effectively reducing the engine bleed air volume and lowering the operating energy consumption of the airborne cooling system.

[0069] Furthermore, the intake pipe 21 includes a natural air intake branch 211, an intake valve 212, an engine bleed air branch 213, and a bleed air valve 214. It should be understood that by setting up the natural air intake branch 211 and the engine bleed air branch 213, independent control of the air intake of the airborne cooling system is achieved, improving the adaptability of the airborne cooling system to different flight environments. Simultaneously, the intake valve 212 is connected to the natural air intake branch 211, precisely controlling the bleed air flow rate of the natural air intake branch 211, thus achieving flexible adjustment of the on / off state and intake volume of the natural air intake branch 211. The bleed air valve 214 is connected to the engine bleed air branch 213, precisely controlling the bleed air flow rate of the engine bleed air branch 213, thus achieving flexible adjustment of the on / off state and intake volume of the engine bleed air branch 213.

[0070] One end of the natural air intake branch 211 is connected to the air inlet of the compressor 11, and the other end is connected to the external atmosphere. This allows the natural air intake branch 211 to directly introduce air from the external atmosphere as a gas source, ensuring sufficient air intake during ground maintenance and low-altitude flight conditions, thereby reducing the bleed air intake of the engine system and lowering its energy consumption. One end of the engine bleed air branch 213 is connected to the air inlet of the compressor 11, and the other end is connected to the engine system. This allows the engine system to draw air to supply air to the airborne cooling system during high-altitude cruise and in thin external atmosphere conditions, ensuring the stability of the air intake for the airborne cooling system at high altitudes. Simultaneously, by reducing the power consumption of the first cooling turbine 13, the bleed air volume of the engine system can be maintained at a low level, thereby reducing the number of turbine drive mechanisms, lowering the structural complexity of the airborne cooling system, and saving manufacturing costs.

[0071] Furthermore, the refrigeration assembly 30 includes a compressor 31, a first condenser 32, an expansion valve 33, an evaporator 34, and an evaporation circulation pipe 35, forming a complete vapor compression refrigeration functional unit to ensure stable refrigeration operation. It should be understood that the refrigeration assembly 30 can adapt to operating conditions with high-temperature gas exiting the first refrigeration turbine 13, employing a refrigeration structure with high-precision control capabilities to regulate the gas in the gas supply pipe 23, resulting in stronger controllability of the refrigeration process and precise adjustment of the gas supply temperature. The compressor 31, first condenser 32, expansion valve 33, and evaporator 34 are sequentially connected via the evaporation circulation pipe 35, and the gas supply pipe 23 passes through the evaporator 34, allowing the refrigerant to complete a complete refrigeration cycle of compression, condensation, throttling, and evaporation sequentially within the closed circulation pipe. This ensures a continuous and stable output of cooling capacity for the refrigeration operation, guaranteeing the continuous and stable operation of the refrigeration assembly 30, while simultaneously achieving refrigerant recycling and improving refrigeration efficiency and control accuracy.

[0072] Furthermore, the airborne cooling system also includes an equipment radiator 40. The equipment radiator 40 provides a heat exchange medium for the airborne operating equipment, preventing the heat generated during the operation of the airborne equipment from being unable to dissipate, and providing reliable heat dissipation for the stable operation of the airborne equipment.

[0073] The power assembly 10 also includes a second cooling turbine 14, which matches the cooling requirements of the equipment radiator 40, providing a stable cold source for the radiator 40. The second cooling turbine 14 is coaxially driven with the drive shaft 15, enabling synchronous transmission with the compressor 11, motor module 12, and first cooling turbine 13, ensuring stable power transmission. It should be noted that during the operation of the airborne cooling system, the rotational power of the drive shaft 15 is jointly provided by the motor module 12, the first cooling turbine 13, and the second cooling turbine 14. The first cooling turbine 13 and the second cooling turbine 14 compensate for shaft power in the power assembly 10 during operation.

[0074] The piping assembly 20 also includes a refrigeration piping 24. The refrigeration piping 24 includes a first refrigeration branch 241, a first regulating valve 242, and a second refrigeration branch 243. The first refrigeration branch 241 connects the exhaust port of the first refrigeration turbine 13 and the inlet port of the second refrigeration turbine 14, stably delivering the gas processed by the first refrigeration turbine 13 to the second refrigeration turbine 14 for secondary expansion and refrigeration, providing temperature-appropriate cooling gas for the equipment radiator 40. The first regulating valve 242 is connected to the first refrigeration branch 241, precisely regulating the gas flow rate within the first refrigeration branch 241, thereby flexibly controlling the amount of gas entering the second refrigeration turbine 14 to meet the heat dissipation requirements of the equipment radiator 40 under different operating conditions. The second refrigeration branch 243 is connected to the exhaust port of the second refrigeration turbine 14. The equipment radiator 40 is connected to the second refrigeration branch 243 for heat exchange, and the low-temperature gas after secondary refrigeration by the second refrigeration turbine 14 is stably delivered to the equipment radiator 40, so that the low-temperature gas and the equipment radiator 40 can exchange heat fully and efficiently, ensuring the stable operation of the equipment radiator 40.

[0075] It should be noted that part of the gas from the first refrigeration turbine 13 is used for refrigeration of the cabin air supply, while the second refrigeration turbine 14 is mainly used for cooling of the equipment radiator 40, thereby achieving graded adaptation and optimal utilization of different refrigeration temperatures.

[0076] Furthermore, the refrigeration pipeline 24 also includes a second regulating valve 244. The end of the second refrigeration branch 243 away from the second refrigeration turbine 14 is connected to the external atmosphere, and the second regulating valve 244 is connected to the outlet of the second refrigeration branch 243 connected to the external atmosphere. When the airborne cooling system is operating at a low flow rate, the second regulating valve 244 regulates the discharge rate of the gas after heat exchange with the equipment radiator 40 in the second refrigeration branch 243, discharging the low-pressure gas to the atmosphere. This eliminates the need to return the low-pressure gas to the compressor 11, thus reducing the energy consumption of the compressor 11. As a result, the present invention can improve the energy utilization efficiency of the airborne cooling system.

[0077] The piping assembly 20 also includes a return piping 25. The return piping 25 includes a first return branch 251 and a first return valve 252. One end of the first return branch 251 is connected to the second refrigeration branch 243, and the other end is connected to the air inlet of the compressor 11. The first return valve 252 is connected to the first return branch 251, and the connection point between the first return branch 251 and the second refrigeration branch 243 is located between the equipment radiator 40 and the second regulating valve 244. The first return valve 252 is electrically connected to the motor module 12. When the first return valve 252 is open, the motor module 12 operates in motor mode. When the onboard cooling system is operating at high flow rates, the gas after heat exchange in the second refrigeration branch 243 can be returned to the compressor 11 through the first return branch 251, supplementing the intake air source of the compressor 11. The increased energy consumption of the compressor 11 is supplied by the motor module 12.

[0078] Therefore, the present invention can flexibly select the flow direction of the gas after heat exchange in the equipment radiator 40 according to different working conditions, thereby improving the system's adaptability to working conditions and energy efficiency.

[0079] Furthermore, the airborne cooling system also includes an auxiliary component 50, which includes a second condenser 51 and a water separator 52. The gas supply pipeline 22 is connected to the hot-side channel of the second condenser 51, allowing the high-temperature gas in the gas supply pipeline 22 to enter the hot-side channel for heat exchange and cooling, thereby achieving gas condensation and improving the condensation effect. The gas supply pipeline 22 is connected to the water separator 52, which can separate the gas from the water after condensation by the second condenser 51, effectively removing condensed liquid water from the gas, improving the water output effect of the gas-water separation, and preventing icing failures caused by liquid water carried in the gas entering the second refrigeration turbine 14, thus ensuring the stability and safety of system operation.

[0080] The refrigeration piping 24 also includes a third refrigeration branch 245. The third refrigeration branch 245 is connected to the exhaust port of the second refrigeration turbine 14, ensuring a stable supply of low-temperature gas from the second refrigeration turbine 14 to the third refrigeration branch 245, providing a stable cold source for the second condenser 51 and fully utilizing the refrigeration output of the second refrigeration turbine 14. The third refrigeration branch 245 is connected to the cold-side channel of the second condenser 51, allowing low-temperature gas to enter the cold-side channel and efficiently exchange heat with the high-temperature gas in the hot-side channel, further improving the condensation effect of the second condenser 51. The cold-side channel and the hot-side channel are isolated from each other, preventing mixing of the cold and hot gases, ensuring a stable and efficient heat exchange process. Simultaneously, it allows for the graded utilization of the cooling capacity output of the second refrigeration turbine 14, enabling the refrigeration output of the second refrigeration turbine 14 to simultaneously meet the different needs of equipment heat dissipation and gas condensation, further optimizing the utilization of different refrigeration temperatures and avoiding waste of cooling capacity. The third regulating valve 246 is connected to the third refrigeration branch 245. The third regulating valve 246 is located between the second condenser 51 and the second refrigeration turbine 14. The opening and closing of the third refrigeration branch 245 is ensured by the third regulating valve 246, thereby regulating the gas flow rate through the third refrigeration branch 245.

[0081] Furthermore, the third refrigeration branch 245 is connected to the motor module 12, allowing the low-temperature gas flowing in the third refrigeration branch 245 to fully exchange heat with the motor module 12. The cold energy of the low-temperature gas is used to continuously and efficiently dissipate heat from the motor module 12, thus removing the heat from the motor module 12 in a timely manner. This allows for full reuse of the cold energy output by the second refrigeration turbine 14, eliminating the need to add an independent heat dissipation and refrigeration structure for the motor module 12, thereby reducing manufacturing costs.

[0082] Furthermore, the refrigeration piping 24 also includes a fourth regulating valve 247. The end of the third refrigeration branch 245 furthest from the second refrigeration turbine 14 is connected to the external atmosphere, and the fourth regulating valve 247 is connected to the end of the third refrigeration branch 245 connected to the external atmosphere. The fourth regulating valve 247 precisely controls the on / off state and flow rate of the gas discharged from the third refrigeration branch 245 to the external atmosphere. It should be understood that after the gas in the third refrigeration branch 245 has completed heat exchange, the gas can be discharged to the external atmosphere by opening the fourth regulating valve 247, thereby releasing excess pressure within the third refrigeration branch 245 and preventing excessively high gas pressure from affecting heat exchange efficiency and operational stability.

[0083] The piping assembly 20 also includes a return line 25. The return line 25 includes a second return branch 253 and a second return valve 254. A third refrigeration branch 245 is connected to the second return branch 253, which is connected to the air inlet of the compressor 11. The second return valve 254 is connected to the second return branch 253, and the connection point between the second return branch 253 and the third refrigeration branch 245 is located between the fourth regulating valve 247 and the exhaust port of the second refrigeration turbine 14. It should be understood that the opening and closing of the return channel and the flow rate of the return gas can be precisely controlled by the second return valve 254. When the compressor 11 requires a large flow rate of gas, the gas in the third refrigeration branch 245 can be transported to the air inlet of the compressor 11 through the second return branch 253 to supplement the air source of the compressor 11, ensuring the stable operation of the compressor 11 under the condition of large flow rate demand. At the same time, the system gas can be recycled and reused, reducing the system's gas consumption and improving the system's adaptability to operating conditions and energy utilization efficiency.

[0084] The second reflux valve 254 is electrically connected to the motor module 12. When the second reflux valve 254 is open, the motor module 12 switches to motor operation mode. It should be understood that after the second reflux valve 254 is open, the required drive power of the compressor 11 increases. At this time, the motor module 12 supplements the drive power to the drive shaft 15 to ensure the stable operation of the compressor 11.

[0085] In other embodiments, the power assembly 10 further includes an energy storage battery 16, which is electrically connected to the motor module 12. The energy storage battery 16 can provide electrical energy to the motor module 12, and the motor module 12 can also replenish electrical energy to the energy storage battery 16. The energy storage battery 16 is disposed between the second condenser 51 and the motor module 12. The connection point between the second return branch 253 and the third refrigeration branch 245 is located between the fourth regulating valve 247 and the exhaust port of the second condenser 51. The connection point between the second return branch 253 and the third refrigeration branch 245 is located between the fourth regulating valve 247 and the exhaust port of the energy storage battery 16. This allows the low-temperature gas flowing in the third refrigeration branch 245 to fully exchange heat with the second condenser 51 and the energy storage battery 16. The cooling capacity of the low-temperature gas is used to provide continuous and efficient heat dissipation for the second condenser 51 and the energy storage battery 16, and to remove the heat generated during the operation of the second condenser 51 and the energy storage battery 16 in a timely manner. This allows for full reuse of the cooling capacity output by the second refrigeration turbine 14, eliminating the need to add an independent heat dissipation and cooling structure for the motor module 12, thereby reducing manufacturing costs.

[0086] Furthermore, the piping assembly 20 also includes an exhaust pipe 26. The exhaust pipe 26 includes an exhaust branch 261 and an exhaust valve 262. The exhaust branch 261 provides a direct channel for the gas discharged from the compressor 11 to the external atmosphere and provides an additional adjustable path for regulating the airflow of the air supply to the airborne cooling system. One end of the exhaust branch 261 is connected to the exhaust port of the compressor 11, and the other end is connected to the external atmosphere. The exhaust valve 262 is connected to the exhaust branch 261, thereby precisely controlling the exhaust flow of the exhaust branch 261 by adjusting the opening of the exhaust valve 262, and flexibly adjusting the gas flow entering the air supply branch 231, thus achieving auxiliary regulation of the air supply flow in the air supply pipe 23 and effectively improving the control accuracy of the air supply flow. The connection point between the exhaust branch 261 and the air supply branch 231 is located between the air supply valve 232 and the exhaust port of the compressor 11. Compared with other branches for flow regulation, the flow regulation is directly performed through the exhaust valve 262 of the exhaust branch 261. The gas resistance is smaller when it is discharged to the atmosphere through the exhaust branch 261, making the operation more convenient. The dynamic response speed of the system flow regulation is faster, and it can quickly adapt to the cold air supply flow requirements under different operating conditions.

[0087] Furthermore, the outlet temperature of the exhaust pipe 26 is 20℃~50℃. The outlet of the exhaust pipe 26 is designed to face the wing of the aircraft. This allows the warm gas discharged from the exhaust pipe 26 to directly act on the icing-prone areas of the aircraft wing, improving the efficiency and effectiveness of wing anti-icing and de-icing operations, fully utilizing the waste heat from the exhaust pipe 26 of the airborne cooling system, and achieving efficient recovery and utilization of the system's exhaust energy.

[0088] Example 2:

[0089] In this embodiment, an aircraft is provided, including an onboard cooling system. This system integrates precise cabin air conditioning supply, efficient heat dissipation for onboard electronic equipment, and wing anti-icing and de-icing functions. It achieves independent decoupled control of air supply temperature and airflow, effectively improving cabin comfort and avoiding pressure ear issues during air supply regulation. Furthermore, it reduces engine bleed air consumption, minimizes additional engine power loss, and improves the aircraft's energy efficiency and range.

[0090] Example 3:

[0091] In this embodiment, a control method for an airborne cooling system is provided, applied to an airborne cooling system. The control method for the airborne cooling system includes steps S10 to S40. For example... Figure 2 As shown, the control method of the airborne cooling system executes steps S10, S20, S30 and S40 in sequence.

[0092] Step S10: Respond to the aircraft's air supply command and obtain the aircraft's operating status. It should be understood that by triggering the control process in response to the aircraft's air supply command, the cooling supply needs in scenarios such as cockpit air supply and onboard equipment cooling can be accurately responded to. Both cockpit air supply and equipment cooling needs can be addressed by issuing corresponding air supply commands to trigger the system control process, achieving rapid response to usage requirements. By synchronously obtaining the aircraft's operating status, subsequent control actions can be matched with the aircraft's actual operating conditions, avoiding conflicts between control logic and flight status, and improving the safety and adaptability of system control.

[0093] Step S20: When the aircraft is in normal flight, acquire the target air supply flow rate and target air supply temperature, and activate the power assembly 10, piping assembly 20, and cooling assembly 30. It should be understood that by simultaneously activating the power assembly 10, piping assembly 20, and cooling assembly 30, the system's power transmission, airflow, and cooling functions can be started synchronously, providing complete functional support for the cold air supply and ensuring the orderly operation of the system's air supply.

[0094] Step S30: Adjust the opening of the air supply pipeline 23 according to the target air supply flow rate so that the actual output flow rate of the air supply pipeline 23 can quickly match the target air supply flow rate, meet the air cooling flow requirements of the aircraft under different operating conditions, and effectively improve the control accuracy and dynamic response speed of the air supply flow rate.

[0095] In step S40, the cooling power of the cooling component 30 is adjusted according to the target air supply temperature to achieve independent and precise control of the air supply temperature. This allows the actual air supply temperature to quickly match the target air supply temperature, meeting the cooling temperature requirements of the aircraft under different operating conditions. At the same time, it achieves decoupled control of air supply temperature and air supply flow, avoiding the cabin pressure problem caused by synchronous control of temperature and flow, and effectively improving the passenger comfort of the aircraft cabin.

[0096] Furthermore, the piping assembly 20 also includes an exhaust pipe 26.

[0097] The control method for the airborne cooling system also includes step S50. The control method for the airborne cooling system executes steps S10, S20, S30, S40, and S50 sequentially.

[0098] Step S50: Adjust the opening of the exhaust pipe 26 according to the target air supply flow rate. It should be understood that during the operation of the airborne cooling system, the opening of the exhaust pipe 26 can be adjusted according to the change in the target air supply flow rate. When the target air supply flow rate decreases, the opening of the exhaust pipe 26 is increased accordingly, so that the excess gas discharged from the compressor 11 is directly discharged to the outside atmosphere, and the gas flow rate entering the air supply pipe 23 is precisely controlled, effectively improving the control accuracy of the air supply flow rate.

[0099] Further, step S20 includes steps S21 to S23. The control method of the airborne cooling system executes steps S10, S21, S22, S23, S30, S40, and S50 in sequence.

[0100] Step S21: When the aircraft is in normal flight mode, acquire the target air supply flow rate, target air supply temperature and flight altitude of the aircraft, and turn on the power component 10 and the cooling component 30.

[0101] In step S22, when the flight altitude is below the preset altitude, the natural air intake branch 211 is opened, the engine bleed air branch 213 is closed, the air supply line 22 and the air delivery line 23 are opened, and the cooling line 24 and the exhaust line 26 are opened. The control motor module 12 is then in electric motor operating mode. It should be understood that when the flight altitude is below the preset altitude, the atmospheric content in the low-altitude environment is sufficient. By opening the natural air intake branch 211 and closing the engine bleed air branch 213, atmospheric air can be directly introduced as the system's working air source, eliminating the need to consume engine bleed air, effectively reducing the operating load of the engine system and minimizing additional power loss. Simultaneously, the air supply line 22, the air delivery line 23, the cooling line 24, and the exhaust line 26 are opened to adapt to the varying cooling air supply needs in different scenarios at low altitudes. At this time, the control motor module 12 is in electric motor operating mode.

[0102] In step S23, when the flight altitude is higher than the preset altitude, the engine bleed air branch 213 is activated, the air supply line 22 and the air delivery line 23 are activated, the first cooling branch 241 and the second cooling branch 243 are activated, the exhaust line 26 is activated, the natural air intake branch 211 is closed, the third cooling branch 245 is closed, and the control motor module 12 is put into generator operating mode. It should be understood that when the flight altitude is higher than the preset altitude, the air in the high-altitude environment is thin, and the natural air intake branch 211 cannot provide a sufficient and stable air source for the system. By activating the engine bleed air branch 213 and closing the natural air intake branch 211, a stable compressed air source can be introduced through the engine system, ensuring the continuity and sufficiency of the system's air intake under high-altitude conditions. Furthermore, the system opens the air supply line 22, air supply line 23, first cooling branch 241, second cooling branch 243, and exhaust line 26, while closing the natural air intake branch 211 and third cooling branch 245. This precisely matches the core requirements of cabin air supply and onboard equipment heat dissipation under high-altitude conditions, reducing the flow resistance and energy loss of unused air passages and improving the system's energy utilization efficiency. At this time, the aircraft is in high-altitude cruise mode. During high-altitude cruise, the bleed air pressure is sufficient and stable. Therefore, the control motor module 12 is in generator mode, which can utilize the surplus power output of the onboard cooling system to charge the energy storage battery 16, achieving energy recovery and storage, further reducing the overall energy consumption of the system, and adapting to the operational requirements of high-altitude long-endurance cruise.

[0103] Furthermore, step S21 also includes steps S211 and S212. The control method of the airborne cooling system executes steps S10, S211, S212, S22, S23, S30, S40, and S50 in sequence.

[0104] In step S211, when the target air supply flow rate is higher than the preset flow rate, the gas discharged from the second refrigeration branch 243 is returned to the air inlet of the compressor 11, and the gas discharged from the third refrigeration branch 245 is returned to the air inlet of the compressor 11. The motor module 12 is then controlled to operate in motor mode. It should be understood that when the airborne cooling system is operating at a high flow rate, and the target air supply flow rate is higher than the preset flow rate, the compressor 11 requires a larger intake volume to ensure a stable output of the high-flow-rate cold air. By returning the gas from the second refrigeration branch 243 and the third refrigeration branch 245 after heat exchange to the air inlet of the compressor 11, the intake air source of the compressor 11 can be effectively supplemented, increasing the total intake air volume of the compressor 11. Simultaneously, by controlling the motor module 12 to operate in motor mode, additional power consumption is provided to the compressor 11.

[0105] In step S212, when the target air supply flow rate is lower than the preset flow rate, the gas discharged from the second refrigeration branch 243 and the gas discharged from the third refrigeration branch 245 are discharged to the outside atmosphere. It should be understood that when the target air supply flow rate is lower than the preset flow rate, it indicates that the aircraft's cooling air supply demand is relatively small, and the basic intake air source of the compressor 11 can meet the air supply demand. By directly discharging the gas after heat exchange operations in the second refrigeration branch 243 and the third refrigeration branch 245 to the outside atmosphere, excessive energy consumption of the compressor 11 caused by low-pressure gas backflow can be avoided.

[0106] Furthermore, the control method for the airborne cooling system also includes step S60. The control method for the airborne cooling system executes steps S10 and S60 sequentially. Step S60 includes steps S61 to S63. Step S60 can cover special flight scenarios where the aircraft power assembly 10 experiences mechanical failure, fill the gap where the original normal flight state control logic cannot adapt to the failure condition, ensure the basic air supply capability of the aircraft under extreme failure conditions, and improve the safety and all-condition adaptability of the aircraft.

[0107] Step S61: When the aircraft is in a mechanical failure flight state, acquire the first emergency target air volume and the first emergency target temperature of the aircraft, open the engine bleed air branch 213, the air supply line 22, and the air supply line 23, and close the natural air intake branch 211, the cooling line 24, and the exhaust line 26. In a mechanical failure flight state, the power assembly 10 experiences a mechanical malfunction, causing its speed to drop to zero. It should be understood that by closing the natural air intake branch 211, the cooling line 24, and the exhaust line 26, all unnecessary air passages can be cut off, preventing emergency air supply from leaking out of non-target branches, reducing unnecessary air consumption, and ensuring that the limited engine bleed air is concentrated entirely for the core cockpit emergency air supply. By opening the engine bleed air branch 213, the air supply line 22, and the air supply line 23, a direct emergency air supply channel from the engine system to the aircraft cabin can be constructed. Even if the rotating parts of the power assembly 10 cannot rotate actively, the engine bleed air can still be delivered to the air supply line 23 through the internal flow channel of the first refrigeration turbine 13, and the gas delivery can be achieved without relying on the active operation of the power assembly 10.

[0108] In step S62, the opening of the engine bleed air branch 213 is adjusted according to the first emergency target air volume. It should be understood that at this time, the basic control of the cabin air supply flow can be achieved directly by controlling the bleed air flow of the air supply line 23 in conjunction with the delivery flow of the air supply line 22. This ensures that even in the extreme failure condition where the power assembly 10 completely loses its active operation capability, the aircraft can still provide basic emergency air supply to the cabin, effectively protecting the survival environment of the personnel on board the aircraft and significantly improving flight safety under aircraft failure conditions.

[0109] Step S63: Adjust the cooling power of the cooling component 30 according to the first emergency target temperature.

[0110] Traditional airborne cooling systems rely on the rotational speed of the power unit 10 to regulate the cooling capacity of the air supply. However, this invention, by decoupling the control of air supply temperature and pressure, can regulate the cooling capacity of the air supply through the cooling unit 30 during flight with mechanical failure, thereby better coping with this emergency situation.

[0111] Furthermore, the control method for the airborne cooling system also includes step S70. The control method for the airborne cooling system executes steps S10 and S70 sequentially. Step S70 includes steps S71 to S73. By adding an emergency control procedure adapted to engine bleed air failure scenarios through step S70, it can cover extreme failure conditions where the aircraft engine bleed air branch 213 cannot supply air normally, thereby improving the safety of aircraft flight and its environmental adaptability to extreme conditions.

[0112] Step S71: When the aircraft is in a bleed air failure flight state, the second emergency target air volume and the second emergency target temperature of the aircraft are obtained. The natural air intake branch 211, the air supply line 22, and the air supply line 23 are opened, while the engine bleed air branch 213, the cooling line 24, and the exhaust line 26 are closed. The motor module 12 is controlled to be in motor operating mode. When the aircraft is in a bleed air failure flight state, the engine bleed air branch 213 fails. It should be understood that at this time, the aircraft cannot obtain a working air source from the engine system, and the original conventional air supply logic relying on engine bleed air can no longer be executed normally. By opening the natural air intake branch 211 and simultaneously closing the engine bleed air branch 213, the natural air intake branch 211 can be switched to the system's only working air source in the event of engine bleed air failure. Air is directly introduced from the external atmosphere as the air supply source, solving the core problem of no usable air source after bleed air failure. Even in the thin air environment at high altitudes, usable intake air can be continuously obtained through this branch, providing stable air source support for the basic air supply of the cockpit. By shutting down the cooling pipe 24 and the exhaust pipe 26, all unnecessary gas path branches can be cut off, preventing the rarefied air from leaking or diverting from non-target branches. This minimizes the ineffective consumption of gas and concentrates all the limited intake air source for the core emergency air supply of the cockpit, significantly improving the utilization efficiency of the air source and ensuring that the basic air supply flow of the cockpit can still be maintained in the rarefied high-altitude environment. At this time, the motor module 12 can be controlled to operate in motor mode, and the motor module 12 can be powered by the energy storage battery 16. The motor module 12 drives the compressor 11 to operate through the drive shaft 15, pressurizing the rarefied air introduced by the natural intake branch 211. This solves the problem of insufficient natural intake pressure and flow at high altitudes, effectively improving the delivery pressure and air supply flow of natural intake. The pressurized delivery of gas can be achieved without relying on the power input of the engine, ensuring the stability and continuity of the cockpit air supply under bleed air failure conditions, and significantly improving the survivability of the aircraft in bleed air failure scenarios.

[0113] Step S72: Adjust the speed of motor module 12 according to the second emergency target gas volume.

[0114] Step S73: Adjust the cooling power of the cooling component 30 according to the second emergency target temperature.

[0115] Furthermore, the control method for the airborne cooling system also includes step S80. The control method for the airborne cooling system executes steps S10 and S80 sequentially. Step S80 includes steps S81 to S83. By adding a control flow adapted to scenarios where the main generator power supply function of the aircraft is impaired through step S80, it can cover extreme operating conditions of the aircraft's main power supply system failure. While ensuring the basic air supply needs of the cockpit, it can also achieve emergency power supply supplementation, fill the gap in the operating condition coverage of the original normal flight state control logic, and significantly improve the power supply redundancy and flight safety under extreme failure conditions of the aircraft.

[0116] Step S81: When the aircraft is in emergency power supply flight mode, the third emergency target air volume and the third emergency target temperature of the aircraft are acquired. The engine bleed air branch 213, air supply line 22, and air supply line 23 are opened, while the natural air intake branch 211, cooling line 24, and exhaust line 26 are closed. The motor module 12 is then controlled to operate in generator mode. In emergency power supply flight mode, the main generator power supply function of the aircraft is impaired. It should be understood that at this time, the core onboard electrical equipment of the aircraft loses its main power source and urgently needs to supplement emergency power supply. At the same time, the basic air supply needs of the cockpit must be taken into account to ensure the core survival environment of the personnel on board. By opening the engine bleed air branch 213 and closing the natural air intake branch 211, the engine bleed air can be used as the only stable air source of the system. The stable pressure and flow rate of the engine bleed air can provide continuous power input to the system. By opening the air supply line 22 and the air bleed line 23, a complete, direct air supply channel can be constructed from the engine bleed air branch 213 to the aircraft cockpit, ensuring that engine bleed air can be smoothly delivered to the cockpit and meeting the basic air supply needs of the cockpit in the event of a failure. By closing the cooling line 24 and the exhaust line 26, all unnecessary air path branches can be cut off, preventing engine bleed air from leaking or diverting from non-target branches, minimizing the ineffective consumption of air source, and ensuring that all available air source is concentrated for the core air supply of the cockpit. By controlling the motor module 12 to be in generator operating mode, the engine bleed air can be used to drive the first cooling turbine 13 and the drive shaft 15 to rotate, thereby driving the motor module 12 to operate and generate electricity, providing emergency power to other core electrical equipment on the aircraft. This solves the core problem of no stable power source for airborne electrical equipment after the main generator power supply function is damaged, and significantly improves the flight safety and mission support capability of the aircraft in the event of a main power system failure.

[0117] Step S82: Adjust the opening of the engine bleed air branch 213 according to the third emergency target air volume.

[0118] Step S83: Adjust the cooling power of the cooling component 30 according to the third emergency target temperature.

[0119] Furthermore, the control method for the airborne cooling system also includes step S90. The control method for the airborne cooling system executes steps S10 and S90 sequentially. Step S90 includes steps S91 and S92. The addition of this dedicated control step S90 can adapt to the system maintenance and debugging needs under ground shutdown and non-flight conditions, providing a dedicated operating mode for ground functional verification, fault diagnosis, and pre-flight inspection of the airborne cooling system. This fills the gap that the original flight condition control logic cannot adapt to ground maintenance scenarios, and avoids the ineffective component damage, energy waste, and operational inconvenience caused by using flight condition operating logic during ground maintenance.

[0120] Step S91: When the aircraft is in ground maintenance mode, the target ground temperature of the aircraft is obtained, the power assembly 10, air intake pipe 21, air delivery pipe 22, and air supply pipe 23 are turned on, the exhaust pipe 26 and cooling assembly 30 are turned off, and the motor module 12 is controlled to operate in electric motor mode. It should be understood that when the aircraft is in ground maintenance mode, pressure fluctuations are less likely to be affected by gas flow, therefore the exhaust pipe 26 and cooling assembly 30 can be turned off during ground maintenance. By controlling the motor module 12 to operate in electric motor mode, the energy storage battery 16 can power the motor module 12 under conditions where there is no engine bleed air input or flight ram air intake. The motor module 12 drives the power assembly 10 to complete stable operation, providing a continuous power source for the air circulation of ground tests. This enables the airborne cooling system to operate independently and autonomously in the ground environment without relying on the engine system's power support, reducing the operational threshold and equipment requirements for ground maintenance, and improving the safety and flexibility of ground maintenance operations.

[0121] Step S92: Adjust the opening of the gas supply pipeline 23 according to the target ground temperature.

[0122] In other embodiments, the power assembly 10 also includes a rotary transformer, a first radiator 17, and a second radiator 18.

[0123] The first radiator 17 is connected in series in the air passage of the engine bleed air branch 213 to pre-cool the high-temperature engine bleed air flowing in the engine bleed air branch 213, reduce the initial temperature of the gas entering the compressor 11, and reduce the heat load on the subsequent cooling components.

[0124] The second radiator 18 is connected in series in the gas path of the gas transmission pipeline 22, and is located between the exhaust port of the compressor 11 and the second condenser 51. The high-temperature and high-pressure gas compressed and discharged by the compressor 11 is transported through the gas transmission pipeline 22 and first flows through the second radiator 18 for pre-cooling, and then enters the second condenser 51 for deep condensation. This can reduce the temperature of the gas entering the second condenser 51 in advance, enhance the condensation heat exchange effect of the second condenser 51 and the gas-water separation efficiency of the water separator 52, further reduce the intake heat load of the first refrigeration turbine 13, and optimize the overall cooling efficiency and energy consumption of the system.

[0125] The rotary transformer is connected to the drive shaft 15, and serves as a speed monitoring sensor, feeding feedback signals into the system controller. Based on the feedback speed signal, the operating mode and output power of the motor module 12 are adjusted in real time. Simultaneously, in the event of abnormal speed fluctuations, the system's protection control logic can be triggered promptly to prevent overspeeding, stalling, and other faults in the transmission components, significantly improving the system's control accuracy and safety redundancy.

[0126] In this application, the outlet of the first refrigeration turbine 13 supplies cool air to the aircraft via the air supply branch 231, and simultaneously supplies air to the second refrigeration turbine 14 via the first refrigeration branch 241, achieving dual-path adaptation of cabin air supply and staged refrigeration. Combined with the independent refrigeration component 30, this achieves decoupled control of air supply temperature and flow rate, improving cabin comfort and significantly reducing engine bleed air consumption. The outlet of the second refrigeration turbine 14 provides a cold source to the equipment radiator 40 via the second refrigeration branch 243, and provides cooling to the second condenser 51 via the third refrigeration branch 245, dissipating heat for the motor module 12. This achieves optimal utilization of different refrigeration temperatures, simultaneously ensuring heat dissipation of airborne equipment, air source condensation and dehydration, and stable operation of power components. The exhaust port of the exhaust pipe 26 can assist in regulating the air supply flow rate, improving the control accuracy and dynamic response speed of the air supply flow rate. Its exhaust temperature of 20℃~50℃ is directed towards the aircraft wing, enabling wing anti-icing and de-icing, and achieving efficient reuse of exhaust waste heat. With the design of the return pipeline 25, the system can flexibly switch between the discharge and return modes of the heat-exchange gas according to the target gas supply demand. Under high-flow gas supply conditions, the gas is returned to the compressor 11 inlet to replenish the gas source, ensuring gas supply stability. In the return mode, the motor module 12 can be linked to switch the working mode to realize energy recovery and electricity storage, which greatly improves the energy utilization efficiency and environmental adaptability of the system under all operating conditions.

[0127] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. An airborne cooling system, characterized in that, The airborne cooling system includes: The power assembly includes a compressor, a motor module, a first refrigeration turbine, and a drive shaft; the compressor, the motor module, and the first refrigeration turbine are coaxially driven by the drive shaft. A piping assembly includes an intake pipe, a delivery pipe, and a supply pipe; the intake pipe is connected to the intake port of the compressor; the delivery pipe is connected between the exhaust port of the compressor and the intake port of the first refrigeration turbine; the supply pipe includes a supply branch and a supply valve; one end of the supply branch is connected to the exhaust port of the first refrigeration turbine, and the other end is used to supply cool air to the aircraft; the supply valve is connected to the supply branch and is used to regulate the flow rate of the outlet gas of the supply branch; A refrigeration component is connected to the gas supply branch; the refrigeration component is used to cool the gas in the gas supply branch; the refrigeration component and the drive shaft operate independently of each other.

2. The airborne cooling system according to claim 1, characterized in that, The intake pipeline includes a natural intake branch, an intake valve, an engine bleed air branch, and a bleed air valve; one end of the natural intake branch is connected to the air inlet of the compressor, and the other end is connected to the outside atmosphere; one end of the engine bleed air branch is connected to the air inlet of the compressor, and the other end is used to connect to the engine system; the intake valve is connected to the natural intake branch; and the bleed air valve is connected to the engine bleed air branch.

3. The airborne cooling system according to claim 1, characterized in that, The refrigeration assembly includes a compressor, a first condenser, an expansion valve, an evaporator, and an evaporation circulation pipe; the compressor, the first condenser, the expansion valve, and the evaporator are sequentially connected through the evaporation circulation pipe; the gas supply line passes through the evaporator.

4. The airborne cooling system according to claim 1, characterized in that, The airborne cooling system also includes equipment radiators; The power assembly also includes a second refrigeration turbine; the second refrigeration turbine is coaxially driven with the drive shaft. The piping assembly further includes a refrigeration piping; the refrigeration piping includes a first refrigeration branch, a first regulating valve, and a second refrigeration branch; the first refrigeration branch is connected between the exhaust port of the first refrigeration turbine and the inlet port of the second refrigeration turbine; the first regulating valve is connected to the first refrigeration branch; the second refrigeration branch is connected to the exhaust port of the second refrigeration turbine; the equipment radiator is connected to the second refrigeration branch for heat exchange.

5. An airborne cooling system according to claim 4, characterized in that, The refrigeration pipeline also includes a second regulating valve; the end of the second refrigeration branch away from the second refrigeration turbine is connected to the outside atmosphere; the second regulating valve is connected to the outlet of the second refrigeration branch that is connected to the outside atmosphere; The piping assembly further includes a return piping; the return piping includes a first return branch and a first return valve; one end of the first return branch is connected to the second refrigeration branch, and the other end is connected to the air inlet of the compressor; The first return valve is connected to the first return branch; the connection point between the first return branch and the second refrigeration branch is located between the equipment radiator and the second regulating valve; The first reflux valve is electrically connected to the motor module; when the first reflux valve is in the open state, the motor module is in motor operating mode.

6. An airborne cooling system according to claim 4, characterized in that, The airborne cooling system also includes auxiliary components, which include a second condenser and a water separator; the gas supply pipeline is connected to the hot side channel of the second condenser; the gas supply pipeline is connected to the water separator. The refrigeration piping also includes a third refrigeration branch and a third regulating valve; the third refrigeration branch is connected to the exhaust port of the second refrigeration turbine; the third refrigeration branch is connected to the cold side channel of the second condenser; the cold side channel is isolated from the hot side channel; the third regulating valve is connected to the third refrigeration branch; the third regulating valve is located between the second condenser and the second refrigeration turbine.

7. An airborne cooling system according to claim 6, characterized in that, The third refrigeration branch is connected to the motor module.

8. An airborne cooling system according to claim 6, characterized in that, The refrigeration pipeline also includes a fourth regulating valve; the end of the third refrigeration branch away from the second refrigeration turbine is connected to the outside atmosphere; the fourth regulating valve is connected to the end of the third refrigeration branch that is connected to the outside atmosphere; The piping assembly further includes a return piping; the return piping includes a second return branch and a second return valve; the third refrigeration branch is connected to the second return branch, and the second return branch is connected to the air inlet of the compressor; the second return valve is connected to the second return branch; the connection point between the second return branch and the third refrigeration branch is located between the fourth regulating valve and the exhaust port of the second refrigeration turbine; The second reflux valve is electrically connected to the motor module; when the second reflux valve is in the open state, the motor module switches to motor operating mode.

9. An airborne cooling system according to claim 1, characterized in that, The piping assembly further includes an exhaust pipe; the exhaust pipe includes an exhaust branch and an exhaust valve; one end of the exhaust branch is connected to the exhaust port of the compressor, and the other end is connected to the outside atmosphere; the exhaust valve is connected to the exhaust branch; the connection point between the exhaust branch and the air supply branch is located between the air supply valve and the exhaust port of the compressor.

10. An airborne cooling system according to claim 9, characterized in that, The exhaust temperature of the exhaust pipe is 20℃~50℃; the outlet of the exhaust pipe is designed to face the wing of the aircraft.

11. An aircraft, characterized in that, The aircraft includes an airborne cooling system as described in any one of claims 1-10.

12. A control method for an airborne cooling system, applied to the airborne cooling system according to any one of claims 1-10, characterized in that, The control method includes: In response to the air supply command of the aircraft, the operating status of the aircraft is obtained; When the aircraft is in normal flight, the target air supply flow rate and target air supply temperature of the aircraft are obtained, and the power components, piping components and cooling components are turned on. Adjust the opening of the gas supply pipeline according to the target gas supply flow rate; The cooling power of the refrigeration component is adjusted according to the target gas supply temperature.

13. The control method for an airborne cooling system according to claim 12, characterized in that, The piping assembly also includes an exhaust pipe; The control method further includes: Adjust the opening of the exhaust pipe according to the target air supply flow rate.

14. The control method for an airborne cooling system according to claim 12, characterized in that, When the aircraft is in normal flight, the process of acquiring the target air supply flow rate and target air supply temperature, and activating the power assembly, piping assembly, and cooling assembly includes: When the aircraft is in the normal flight state, the target air supply flow rate, target air supply temperature and flight altitude of the aircraft are obtained, and the power component and the cooling component are turned on. When the flight altitude is lower than the preset altitude, the natural air intake branch is opened, the engine bleed air branch is closed, the air supply line and air supply line are opened, the cooling line is opened, the exhaust line is opened, and the motor module is controlled to be in motor working mode. When the flight altitude is higher than the preset altitude, the engine bleed air branch is opened, the air supply line and the air delivery line are opened, the first cooling branch and the second cooling branch are opened, the exhaust line is opened, the natural air intake branch is closed, the third cooling branch is closed, and the motor module is controlled to be in generator working mode.

15. The control method for an airborne cooling system according to claim 14, characterized in that, When the aircraft is in normal flight, acquiring the target air supply flow rate and target air supply temperature of the aircraft, and activating the power assembly, piping assembly, and cooling assembly, the process also includes: When the target gas supply flow rate is higher than the preset flow rate, the gas discharged from the second refrigeration branch is returned to the compressor inlet, the gas discharged from the third refrigeration branch is returned to the compressor inlet, and the motor module is controlled to be in the motor working mode. When the target gas supply flow rate is lower than the preset flow rate, the gas discharged from the second refrigeration branch is discharged to the outside atmosphere, and the gas discharged from the third refrigeration branch is discharged to the outside atmosphere.

16. The control method for an airborne cooling system according to claim 12, characterized in that, The control method further includes: When the aircraft is in a mechanical failure flight state, the first emergency target air volume and the first emergency target temperature of the aircraft are obtained, the engine bleed air branch, air supply line and air supply line are opened, the natural air intake branch is closed, the cooling line is closed and the exhaust line is closed; when the aircraft is in the mechanical failure flight state, the power component mechanical operation failure causes the speed to return to zero. Adjust the opening of the engine bleed air branch according to the first emergency target air volume; The cooling power of the refrigeration component is adjusted according to the first emergency target temperature.

17. The control method for an airborne cooling system according to claim 12, characterized in that, The control method further includes: When the aircraft is in a bleed air failure flight state, the second emergency target air volume and the second emergency target temperature of the aircraft are obtained, the natural air intake branch, the air supply line and the air delivery line are opened, the engine bleed air branch is closed, the cooling line is closed, the exhaust line is closed, and the motor module is controlled to be in motor working mode; when the aircraft is in the bleed air failure flight state, the bleed air of the engine bleed air branch fails. Adjust the speed of the motor module according to the second emergency target gas volume; Adjust the cooling power of the cooling component according to the second emergency target temperature.

18. The control method for an airborne cooling system according to claim 12, characterized in that, The control method further includes: When the aircraft is in emergency power supply flight mode, the third emergency target air volume and the third emergency target temperature of the aircraft are obtained, the engine bleed air branch, air supply line and air supply line are opened, the natural air intake branch is closed, the cooling line is closed, the exhaust line is closed, and the motor module is controlled to be in generator working mode; when the aircraft is in emergency power supply flight mode, the main generator power supply function of the aircraft is damaged. Adjust the opening of the engine bleed air branch according to the third emergency target air volume; Adjust the cooling power of the refrigeration component according to the third emergency target temperature.

19. A control method for an airborne cooling system according to claim 12, characterized in that, The control method further includes: When the aircraft is in ground maintenance mode, the target ground temperature of the aircraft is obtained; the power components, air intake pipe, air transmission pipe and air supply pipe are turned on, the exhaust pipe is turned off, the cooling components are turned off, and the motor module is controlled to be in motor working mode. Adjust the opening of the gas supply pipeline according to the target ground temperature.

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