Ground environment control system, cabin environment control system, vehicle and control system

Abstract

The utility model discloses a ground environmental control system, an in-cabin environmental control system, a vehicle and a control system, and relates to the technical field of environmental control. The ground environment control system and the vehicle are arranged in a split mode, and the ground environment control system comprises a refrigerant loop which comprises a first heat exchange branch and a second heat exchange branch which are connected in parallel; the in-vitro air conveying pipeline is separably connected with the vehicle and used for conveying air into the vehicle, and the first heat exchange branch exchanges heat with the air in the in-vitro air conveying pipeline; the fluid conveying pipeline is detachably connected with the vehicle and used for conveying heat exchange fluid into the vehicle. The second heat exchange branch exchanges heat with heat exchange fluid in the fluid conveying pipeline. The heat exchange fluid reaching the expected temperature and the air conditioner outlet air reaching the expected temperature are provided for the vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of environmental control, and particularly relates to a ground environmental control system, an in-cabin environmental control system, a vehicle and a control system. Background Art

[0002] For electric vehicles such as new energy vehicles, eVTOL (Electric Vertical Takeoff and Landing), and new energy ships, which use electric energy as the main power, energy consumption will be generated during the operation of their environmental control systems.

[0003] However, consuming its own electric energy to drive the environmental control system will inevitably lead to an increase in the power consumption of the electric vehicle, thus significantly affecting the performance of the electric vehicle. Summary of the Utility Model

[0004] The main purpose of the utility model is to propose a ground environmental control system, an in-cabin environmental control system, a vehicle and a control system, aiming to solve the technical problem that the performance of electric vehicles in related technologies is significantly affected by their own environmental control systems.

[0005] To achieve the above object, a ground environmental control system proposed by the utility model is separately arranged from the vehicle. The ground environmental control system includes:

[0006] A refrigerant circuit, the refrigerant circuit includes a first heat exchange branch and a second heat exchange branch connected in parallel;

[0007] An off-body air delivery pipeline, the off-body air delivery pipeline is detachably connected to the vehicle and is used to deliver air into the vehicle. Among them, the first heat exchange branch exchanges heat with the air in the off-body air delivery pipeline; and

[0008] A fluid delivery pipeline, the fluid delivery pipeline is detachably connected to the vehicle and is used to deliver a heat exchange fluid into the vehicle; among them, the second heat exchange branch exchanges heat with the heat exchange fluid in the fluid delivery pipeline.

[0009] In one embodiment, the first heat exchange branch includes a first solenoid valve; and / or

[0010] The second heat exchange branch includes a second solenoid valve.

[0011] In one embodiment, the ground environmental control system further includes an air purification component, and the air purification component is arranged at the inlet of the off-body air delivery pipeline; and / or

[0012] The ground environmental control system further includes a first fan, and the first fan is arranged at the inlet of the off-body air delivery pipeline; and / or

[0013] The refrigerant circuit further includes a main pipeline, the main pipeline includes a first heat exchanger, the refrigerant circuit further includes a second fan, and the second fan is arranged at the first heat exchanger.

[0014] In one embodiment, the ground environmental control system further includes:

[0015] A second heat exchanger, which is respectively connected to the first heat exchange branch and the ex vivo air delivery pipeline, and is used for exchanging heat between the refrigerant in the first heat exchange branch and the air in the ex vivo air delivery pipeline;

[0016] A third heat exchanger, which is respectively connected to the second heat exchange branch and the fluid delivery pipeline, and is used for exchanging heat between the refrigerant in the second heat exchange branch and the fluid in the fluid delivery pipeline.

[0017] In one embodiment, the first heat exchange branch further includes a first throttling component, and the second heat exchange branch further includes a second throttling component.

[0018] In one embodiment, the second heat exchanger is provided with a first positive temperature coefficient (PTC) heater; and / or

[0019] The third heat exchanger is provided with a second PTC heater.

[0020] In one embodiment, the fluid delivery pipeline includes:

[0021] A liquid filling and exhaust heat exchange pipeline, which is used for delivering a heat exchange fluid into the vehicle;

[0022] A gas filling and liquid discharge heat exchange pipeline, which is used for delivering a non-combustible gas into the vehicle and discharging the heat exchange fluid out of the vehicle.

[0023] In a second aspect, the present invention further provides a vehicle, which includes:

[0024] An aircraft body, at least one cabin is defined inside the aircraft body, and the aircraft body is provided with an outer circulation air inlet at the front end and a heat exchange fluid interface. The outer circulation air inlet at the front end is used for detachably connecting to the ex vivo air delivery pipeline of the ground environmental control system, and the heat exchange fluid interface is used for detachably connecting to the fluid delivery pipeline of the ground environmental control system;

[0025] An on-board environmental control system, which is arranged in the aircraft body;

[0026] An outer circulation air pipeline, which is arranged inside the aircraft body, and the air inlet of the outer circulation air pipeline is communicated with the outer circulation air inlet at the front end. At least one air outlet of the outer circulation air pipeline is respectively communicated with the cabin;

[0027] Among them, the refrigerant circuit of the ground environmental control system includes a first heat exchange branch and a second heat exchange branch connected in parallel. The first heat exchange branch exchanges heat with the air in the isolated air delivery pipeline, and the second heat exchange branch exchanges heat with the heat exchange fluid in the fluid delivery pipeline.

[0028] In one embodiment, the aircraft body has an aircraft terminal socket, and the aircraft terminal socket is provided with at least two of an aircraft terminal external circulation air outlet, a heat exchange fluid interface, and a charging socket. The aircraft terminal socket is used to be pluggably mated with the pile terminal plug of the ground environmental control system;

[0029] Among them, the pile terminal plug is provided with at least two of an outlet of the isolated air delivery pipeline, a flow channel outlet of the fluid delivery pipeline of the ground environmental control system, and a charging plug.

[0030] In one embodiment, the aircraft body further has an external circulation air damper. The external circulation air damper is arranged at the aircraft terminal external circulation air outlet, and the external circulation air damper is switchable between a first state of closing the aircraft terminal external circulation air outlet and a second state of opening the aircraft terminal external circulation air outlet.

[0031] In one embodiment, the airborne environmental control system further includes:

[0032] A defrosting air outlet, which is communicated with the external circulation air pipeline;

[0033] A defrosting air damper, which is arranged at the defrosting air outlet and is switchable between a third state of closing the defrosting air damper and a fourth state of opening the defrosting air damper.

[0034] In one embodiment, the airborne environmental control system further includes a controller, and the aircraft body further has a battery management system;

[0035] The controller is respectively communicatively connected with the battery management system and the ground environmental control system.

[0036] In one embodiment, the vehicle is an electric vertical take-off and landing aircraft.

[0037] In one embodiment, the electric vertical take-off and landing aircraft includes at least one immersion battery module. The immersion battery module has a receiving cavity, and a phase change medium and a battery cell group are arranged in the receiving cavity;

[0038] The fluid delivery pipeline of the ground environmental control system is arranged to be communicated with the receiving cavity for adjusting the temperature of the immersion battery module.

[0039] In one embodiment, the airborne air conditioning circuit of the airborne environmental control system includes a battery heat exchanger and a cabin heat exchanger connected by a pipeline to form a circulation circuit. The battery heat exchanger is arranged in the receiving cavity and is heat exchange-connected with the phase change medium;

[0040] The phase change medium is used to absorb and store the heat generated in the cabin, or transfer the stored heat to the refrigerant in the airborne air conditioning circuit.

[0041] In a third aspect, the present utility model further provides a cabin environmental control system, including:

[0042] An airborne environmental control system, which is arranged inside the aircraft body of the vehicle; and

[0043] The ground environmental control system as in the first aspect, the ground environmental control system is separately arranged from the vehicle, the off-body air delivery pipeline of the ground environmental control system is used to be detachably connected to the external circulation air outlet at the aircraft end of the aircraft body, and the fluid delivery pipeline of the ground environmental control system is used to be detachably connected to the heat exchange fluid interface of the aircraft body.

[0044] In a fourth aspect, the present utility model further provides a ground control system, including:

[0045] The airframe;

[0046] The ground environmental control system as in the first aspect, the ground environmental control system is arranged on the airframe, the off-body air delivery pipeline of the ground environmental control system is used to be detachably connected to the external circulation air outlet at the aircraft end of the aircraft body of the vehicle, and the fluid delivery pipeline of the ground environmental control system is used to be detachably connected to the heat exchange fluid interface of the aircraft body; and

[0047] A charging device, which is arranged on the airframe and is used to charge the vehicle.

[0048] In an embodiment, the ground control system further includes an anti-fog spraying device, and the anti-fog spraying device is arranged on the airframe.

[0049] In the technical solution of the present utility model, the ground environmental control system separately arranged from the vehicle includes a refrigerant circuit, and the refrigerant circuit includes a first heat exchange branch and a second heat exchange branch connected in parallel, wherein the first heat exchange branch exchanges heat with the air in the off-body air delivery pipeline, and the second heat exchange branch exchanges heat with the heat exchange fluid in the liquid delivery pipeline. In this way, during the maintenance of the vehicle, the ground environmental control system can not only provide heat exchange fluid to the vehicle, but also provide air-conditioning outlet air to the vehicle. Compared with the related technology in which the vehicle consumes its own stored electric energy during operation to drive the operation of the environmental control system to adjust the temperature in the cabin, in the technical solution of the present utility model, during the maintenance stage of the vehicle, while providing heat exchange fluid with an expected temperature to the vehicle, the temperature in the cabin is adjusted in advance by the air-conditioning outlet air with an expected temperature, thereby reducing the energy consumption during the operation of the vehicle and improving the energy utilization efficiency and system integration degree of the ground environmental control system.

[0050] In addition, in the technical solution of the present utility model, the heat exchange fluid can enter the submerged battery module of the vehicle, so as to perform heat exchange with the battery cells and / or phase change medium of the submerged battery module, thereby pre-adjusting the temperature of the submerged battery module and further improving the charging efficiency.

[0051] In addition, the battery heat exchanger of the vehicle-mounted air-conditioning circuit of the vehicle is arranged in the submerged battery module to perform heat exchange with the phase change medium. In the technical solution of the present utility model, the phase state of the phase change medium can also be adjusted by the heat exchange fluid. Thus, while pre-adjusting the phase change medium to the state required for the mission in advance, the conditioned air is output at the same time to adjust the temperature in the cabin, reducing the power consumption of the vehicle for cabin environmental control during the mission both before and during the operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0053] Figure 1 Schematic diagram of the refrigerant circuit of the ground environmental control system provided by the present utility model;

[0054] Figure 2 Schematic diagram of the connection between the ground environmental control system and the eVTOL provided by the present utility model;

[0055] Figure 3 Schematic diagram of the submerged battery module of the eVTOL provided by the present utility model;

[0056] Figure 4 Schematic diagram of the battery heat exchanger of the eVTOL provided by the present utility model;

[0057] Figure 5 Schematic diagram of the fluid delivery pipeline of the ground environmental control system provided by the present utility model;

[0058] Figure 6 Schematic diagram of the connection of the defrosting air outlets in the eVTOL provided by the present utility model;

[0059] Figure 7 Schematic diagram of the control of the eVTOL and the ground environmental control system provided by the present utility model.

[0060] Explanation of the reference numerals in the drawings:

[0061] 10. eVTOL; 11. Cabin; 12. Immersed battery module; 12A. Containment cavity; 121. Phase change medium; 122. Cell group; 13. External circulation air duct; 14. Onboard environmental control system; 141. Defrost air outlet; 142. Defrost air damper; 143. Battery heat exchanger; 15. External circulation air outlet at the aircraft end; 16. Heat transfer fluid interface; 100. Refrigerant circuit; 100a. Main pipeline; 100b. First heat transfer branch; 100c. Second heat transfer branch; 101. First heat exchanger; 102. Compressor; 103. Second heat exchanger; 104. Third heat exchanger; 105. Second fan; 107. First throttling assembly; 108. Second throttling assembly; 109. First PTC heater; 200. Off-body air delivery pipeline; 210. First fan; 220. Air purification assembly; 300. Fluid delivery pipeline; 310. Liquid storage tank; 320. First pipe; 330. Pump; 340. First valve body; 350. Second pipe; 360. Second valve body; 370. Third valve body; 380. Inflation branch; 381. Fourth valve body; 382. Gas storage tank.

[0062] The realization, functional features and advantages of the purpose of the present utility model will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0063] The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0064] It should be noted that if there are directional indications (such as up, down, left, right, front, back,...) involved in the embodiments of the present utility model, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0065] In addition, if the descriptions such as "first" and "second" are involved in the embodiments of the present utility model, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel scenarios. Taking "A and / or B" as an example, it includes scenario A, or scenario B, or the scenario where both A and B are satisfied simultaneously. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present utility model.

[0066] In electric vehicles such as new energy vehicles, eVTOLs, and new energy ships, which use batteries as the main power source, a large amount of power consumption will be generated during the operation of their environmental control systems, thus affecting the operating performance of the electric vehicles. For example, in new energy vehicles, the operation of the on-vehicle air conditioning system will significantly affect the remaining cruising range.

[0067] Or, taking eVTOL as an example, different from the cabin environmental control of traditional civil airliners or helicopters, which uses the air cycle refrigeration principle for refrigeration and mixes the air after refrigeration and dehumidification with the compressor air introduced from the engine to achieve temperature regulation and dehumidification, there is no compressed air available for cabin environmental control on eVTOLs. To meet the design requirements of cooling capacity and air volume requirements, compressors and heating devices need to be added to regulate the cabin environmental temperature. Obviously, the greater the cooling capacity, the greater the weight of the corresponding equipment, and the weight of eVTOL is extremely important and crucial. Therefore, it is urgent to quickly adjust the temperature of the cabin environmental control without additionally increasing the weight and power consumption indicators of eVTOLs to improve the comfort of passengers.

[0068] For this reason, the present utility model provides a ground environmental control system, a cabin environmental control system, a vehicle, and a control system, which will be specifically described below in combination with some specific embodiments.

[0069] Please refer to Figure 1 and Figure 2 The present utility model proposes a ground environmental control system, and the ground environmental control system is separately arranged from the vehicle. The separate design can quickly adjust the temperature of the cabin environmental control without additionally increasing the weight and power consumption requirements, so as to improve the comfort of passengers during the takeoff preparation stage.

[0070] It should be noted that the transportation means include, but are not limited to, new energy vehicles, eVTOLs, new energy ships, etc. In the following, the eVTOL is taken as an example of the transportation means for elaboration. In addition, the ground environmental control system can be installed in ground fixed facilities such as maintenance stations, or can be integrated into mobile vehicles with mobility capabilities such as ground support vehicles. Of course, the mobility capabilities of the mobile vehicle are not limited to ground mobility, flight capabilities, and waterborne capabilities.

[0071] The ground environmental control system includes a refrigerant circuit 100, an off-body air delivery pipeline 200, and a fluid delivery pipeline 300. The refrigerant circuit 100 includes a first heat exchange branch 100b and a second heat exchange branch 100c connected in parallel; the off-body air delivery pipeline 200 is detachably connected to the transportation means for delivering air to the transportation means; wherein, the first heat exchange branch 100b exchanges heat with the air in the off-body air delivery pipeline 200; the fluid delivery pipeline 300 is detachably connected to the transportation means for delivering a heat exchange fluid into the transportation means; the second heat exchange branch 100c exchanges heat with the heat exchange fluid in the fluid delivery pipeline 300.

[0072] Specifically, the refrigerant circuit 100 is the core main component of the ground environmental control system, which includes a main pipeline 100a, a first heat exchange branch 100b and a second heat exchange branch 100c connected to the main pipeline 100a. The main pipeline 100a includes a compressor 102 and a first heat exchanger 101, and the first heat exchange branch 100b and the second heat exchange branch 100c are connected in parallel and then connected in series to the main pipeline 100a.

[0073] Thus, when the refrigerant circuit 100 operates in the heating mode, the liquid refrigerant in the refrigerant circuit 100 evaporates into a gas at the first heat exchanger 101 (used as an evaporator) and absorbs the heat from the outside air in the environment where the ground environmental control system is located, and then is compressed into a high-temperature and high-pressure gas by the compressor 102 in the main pipeline 100a. The high-temperature and high-pressure gas is divided into two paths and enters into the first heat exchange branch 100b and the second heat exchange branch 100c respectively. In the first heat exchange branch 100b and the second heat exchange branch 100c, the high-temperature and high-pressure gas exchanges heat with the air in the off-body air delivery pipeline 200 and condenses into a low-temperature and high-pressure liquid, or the high-temperature and high-pressure gas exchanges heat with the heat exchange fluid in the fluid delivery pipeline 300 and is condensed into a low-temperature and high-pressure gas. A large amount of heat is released during the process of the high-temperature and high-pressure gas condensing into a low-temperature and high-pressure gas.

[0074] When the refrigerant circuit 100 is running in the refrigeration mode, the low-temperature and low-pressure gaseous refrigerant in the refrigerant circuit 100 is sucked into the compressor 102, and the compressor 102 compresses it into a high-temperature and high-pressure gas. The high-temperature and high-pressure gas enters the first heat exchanger 101 (used as a condenser) and is cooled and condensed into a high-pressure liquid refrigerant, and releases a large amount of heat. This heat is dissipated to the outside air of the ground environmental control system. After the high-pressure liquid refrigerant passes through the throttling component, the pressure and temperature will be reduced, and it will become a low-temperature and low-pressure gas-liquid mixture refrigerant. The low-temperature and low-pressure refrigerant is divided into two paths, entering the first heat exchange branch 100b and the second heat exchange branch 100c respectively, and heat exchange is performed with the air of the isolated air delivery pipeline 200 or the heat exchange fluid in the fluid delivery pipeline 300 respectively, and evaporated into gas, thereby reducing the temperature of the air and heat exchange fluid in the isolated air delivery pipeline 200. The evaporated gaseous refrigerant is sucked into the compressor 102 again to start the next cycle.

[0075] Of course, the refrigerant circuit 100 can be a cold refrigerant circuit only, or a hot refrigerant circuit only, or a heat pump system, so as to have both a cooling mode and a heating mode. This embodiment does not limit this.

[0076] In addition, in one embodiment, the refrigerant circuit 100 further includes a second fan 105, which is disposed at the first heat exchanger 101. When the refrigerant circuit 100 operates in a cooling mode, the second fan 105 generates wind force by rotating, driving air to circulate through the surface of the first heat exchanger 101, thereby taking away the heat on the second heat exchanger 103, ensuring that the first heat exchanger 101 can continuously and effectively perform heat exchange. When the refrigerant circuit 100 operates in a heating mode, the second fan 105 increases the air flow rate to help the refrigerant to perform heat exchange with the outside air faster, thereby improving the heating efficiency.

[0077] The off-body air delivery pipeline 200 is an air duct assembly that is off-body from the eVTOL 10, and has an inlet and an outlet. The inlet can be connected to the outside air of the environment where the ground environmental control system is located, so that fresh air can be inhaled. In one embodiment, the ground environmental control system further includes a first fan 210, which is disposed at the inlet of the off-body air delivery pipeline 200. The first fan 210 continuously introduces a large amount of fresh air through rotation to meet the needs of the cabin.

[0078] Since the first heat exchange branch 100b exchanges heat with the air in the off-body air delivery pipeline 200, the air flowing in the off-body air delivery pipeline 200 is heated or cooled by the refrigerant flowing in the first heat exchange branch 100b, thereby forming the air output of the air conditioner. And the off-body air delivery pipeline 200 is detachably connected to the vehicle, that is, when the eVTOL 10 is ready to take off, the outlet of the off-body air delivery pipeline 200 is separated from the eVTOL 10. And when the eVTOL 10 lands and enters the ground maintenance stage or the pre-takeoff maintenance stage, the outlet of the off-body air delivery pipeline 200 is connected to the eVTOL 10. Thus, when the eVTOL lands and enters the ground maintenance stage or the pre-takeoff maintenance stage, the off-body air delivery pipeline 200 continuously delivers the air output of the air conditioner to the eVTOL 10, thereby adjusting the temperature inside the eVTOL 10 to the set temperature.

[0079] And since the second heat exchange branch 100c exchanges heat with the heat exchange fluid in the fluid delivery pipeline 300. The heat exchange fluid is heated or cooled by the refrigerant flowing in the second heat exchange branch 100c, thereby changing its temperature. And the fluid delivery pipeline 300 is also detachably connected to the vehicle, that is, when the eVTOL 10 is ready to take off, the fluid delivery pipeline 300 is separated from the eVTOL. And when the eVTOL 10 lands and enters the ground maintenance stage or the pre-takeoff maintenance stage, the fluid delivery pipeline 300 is connected to the eVTOL 10. Thus, when the eVTOL 10 lands and enters the ground maintenance stage or the pre-takeoff maintenance stage, the fluid delivery pipeline 300 can continuously deliver the heat exchange fluid to the eVTOL 10.

[0080] It should be noted that in a feasible implementation, the heat exchange fluid is the same as the refrigerant in the on-board air conditioning circuit of the eVTOL 10. At this time, the heat exchange fluid in the fluid delivery pipeline 300 can be directly connected to the on-board air conditioning circuit, so as to deliver the heat exchange fluid as the refrigerant to the on-board air conditioning circuit and drive the on-board air conditioning circuit to start running.

[0081] Or, please refer to Figure 3 , in another feasible implementation, the eVTOL 10 includes at least one immersion battery module 12, the immersion battery module 12 has a receiving cavity 12A, and a phase change medium 121 and a battery cell group 122 are arranged in the receiving cavity 12A; the fluid delivery pipeline 300 of the ground environmental control system is arranged to communicate with the receiving cavity 12A to adjust the temperature of the immersion battery module 12.

[0082] Specifically, the immersion battery module 12 includes a housing, a phase change medium 121 and a battery cell group 122. The housing is provided with a receiving cavity 12A, and the phase change medium 121 is arranged in the receiving cavity 12A. The battery cell group 122 is arranged in the receiving cavity 12A, and the battery cell group 122 includes battery cells connected to the phase change medium 121.

[0083] In this embodiment, the fluid delivery pipeline 300 can be detachably connected to the accommodation chamber 12A. When the two are connected, the heat exchange fluid enters the accommodation chamber 12A. Thus, when the eVTOL 10 is in the ground maintenance stage, the introduced heat exchange fluid directly contacts the battery cell group 122 and / or the phase change medium 121 of the immersion battery module 12, causing heat exchange between the heat exchange fluid and the immersion battery module 12, thereby increasing or decreasing the temperature of the immersion battery module 12. For example, during the landing process of the eVTOL 10, the power of the eVTOL 10 is relatively large, and the heat generated by the immersion battery module 12 is relatively large, so it is in a high-temperature state. For example, the temperature of the immersion battery module 12 is greater than 40°C. Therefore, after landing, the immersion battery module 12 cannot be charged immediately to avoid overheating of the battery cells. At this time, the cooled heat exchange fluid can be used as a coolant to adjust the temperature of the immersion battery module 12, reducing the temperature of the battery cells, for example, reducing the temperature to between 25°C and 30°C, so that the battery cells have high electrochemical activity. Then, the immersion battery module 12 can be charged. It can be seen that under the adjustment of the fluid delivery pipeline 300, the ground maintenance time of the eVTOL is shortened, and the operation efficiency of the eVTOL is improved. Or, when the ambient temperature is relatively low, for example, when the ambient temperature is less than 15°C, the temperature of the immersion battery module 12 can be increased through the fluid delivery pipeline 300 to warm up the battery cells, for example, increasing the temperature of the immersion battery module 12 to between 25°C and 30°C, so that the battery cells have high electrochemical activity. Then, when the temperature of the immersion battery module 12 is relatively high, the eVTOL can be charged. In this way, the power consumption of the eVTOL 10 itself is reduced, and the environmental adaptability range of the eVTOL 10 is increased.

[0084] It should be noted that the heat exchange fluid is deionized water, electronic fluorinated liquid, hydrocarbon, ester or silicone oil. Thus, the heat exchange fluid has the characteristics of high specific heat capacity, high thermal conductivity, insulation, non-combustibility, no flash point, non-toxicity and low chemical activity. Optionally, in one example, the electronic fluorinated liquid is configured as hydrofluoroether or hydrofluoroolefin. Optionally, in one example, the hydrocarbon is configured as mineral oil or synthetic hydrocarbon oil, such as transformer oil. Optionally, in one example, the ester is configured as triglyceride or synthetic ester. Optionally, in one example, the silicone oil is configured as dimethyl silicone oil.

[0085] Or, please refer to Figure 4, based on the eVTOL 10 having a submerged battery module 12, in another embodiment, the on-board air conditioning circuit of the on-board environmental control system 14 includes a battery heat exchanger 143 and a cabin heat exchanger connected by pipelines to form a circulation circuit. The battery heat exchanger 143 is disposed in the receiving cavity 12A and is thermally exchange-connected to the phase change medium 121. The phase change medium 121 is used to absorb and store the heat generated in the cabin 11, or transfer the stored heat to the refrigerant of the on-board air conditioning circuit. Of course, the on-board air conditioning circuit of the on-board environmental control system 14 may not be coupled to the battery pack, and still use an outdoor heat exchanger to exchange heat with the outdoor air.

[0086] That is, in this embodiment, the outdoor heat exchanger of the on-board air conditioning circuit is cancelled, and it is integrated into the battery pack of the eVTOL to form the battery heat exchanger 143. The battery heat exchanger 143 is disposed in the phase change medium 121 to be thermally exchange-connected to the phase change medium 121, so as to realize the heat exchange between the refrigerant in the battery heat exchanger 143 and the phase change medium 121.

[0087] It can be understood that, in order to achieve the purpose of the phase change medium 121 storing the heat transferred out of the cabin by the refrigerant, or transferring the pre-stored heat to the refrigerant, when the tasks performed by the eVTOL 10 are different, it may be necessary to perform preparatory treatment on the phase change medium 121 in the battery compartment in advance on the ground, that is, determine the operating mode and / or set temperature of the on-board air conditioning circuit through the flight mission, then determine the phase state of the phase change medium 121, and further determine the temperature of the introduced heat exchange fluid. For example, when the flight mission of the eVTOL 10 requires the on-board air conditioning circuit to operate in the cooling mode, at this time, cooled heat exchange fluid can be introduced through the fluid delivery pipeline 300 in advance on the ground to cool the phase change medium 121 in the battery pack, so that the phase state of the phase change medium 121 meets the requirements of the mission. Or, in another example, the mission scenario of the eVTOL 10 is in a high-latitude area in the Northern Hemisphere, and the temperature is relatively low on that day. It can be determined that during the flight, the on-board air conditioning circuit needs to enter the heating mode. Then it is necessary for the phase change medium 121 in the submerged battery module 12 to store heat in advance so as to transfer heat to the refrigerant. At this time, the heat exchange fluid can be heated heat exchange fluid. After the heat exchange fluid is introduced into the submerged battery module 12, the phase change medium 121 is heated up to store heat.

[0088] It can be clearly seen that when the flight mission of the eVTOL 10 requires the heat exchange fluid to be heated, the cabin in the aircraft body also needs to provide heated air. That is, the refrigerant circuit 100 can operate in the heating mode, so as to provide the heated air-conditioning air output through the first heat exchange branch 100b and provide the heated heat exchange fluid through the second heat exchange branch 100c. When the flight mission of the eVTOL 10 requires the heat exchange fluid to be cooled, the cabin in the aircraft body also needs to provide cooled air. That is, the refrigerant circuit 100 can operate in the cooling mode, so as to provide the cooled air-conditioning air output through the first heat exchange branch 100b and provide the cooled heat exchange fluid through the second heat exchange branch 100c.

[0089] It is not difficult to see that the present embodiment provides a ground environmental control system, which can not only provide heat exchange fluid for the vehicle, but also provide air-conditioning air output for the vehicle. Combining with the ground maintenance requirements during the operation of the eVTOL 10, during the process of quickly cooling the airborne battery or heating the airborne battery to the target temperature through the heat exchange fluid, the temperature in the cabin can be quickly adjusted to the target temperature matching the flight mission, thereby improving the energy utilization efficiency and system integration degree of the ground environmental control system.

[0090] In addition, during the waiting and passenger boarding stages in the operation of the eVTOL 10, the ground environmental control system controls the temperature in the cabin, which can improve the comfort of passengers without increasing power consumption. It can be seen that the present embodiment reduces the energy consumption during the operation of the vehicle and improves the overall performance of the vehicle. At the same time, during the waiting for takeoff after the passengers board the plane, the air-conditioning air output is introduced through the off-body air delivery pipeline 200 to continuously control the temperature in the cabin, and the temperature in the cabin reaches the appropriate temperature for passengers in the shortest time, which can effectively reduce the temperature demand of passengers after takeoff and reduce the usage demand of the airborne environmental control system 14 during flight. Since both the off-body air delivery pipeline 200 and the fluid delivery pipeline 300 are detachably arranged with the eVTOL 10, in the later stage of the takeoff preparation stage, the ground environmental control system can be quickly disassembled and removed, and the takeoff conditions can be reached in the shortest time.

[0091] In addition, when the same eVTOL 10 continuously performs short-distance flight missions, usually after the end of the previous mission, there is an odor in the air in the cabin, which will bring an uncomfortable feeling to the passengers boarding the next flight. Therefore, a ground environmental control system provided by the present embodiment optionally provides fresh air on the ground to the cockpit and / or the cabin, so as to remove pollutants such as dust, odor, bacteria, and viruses in the cabin air and keep the air in the cabin clean, which can effectively improve the comfort of passengers.

[0092] In one embodiment, the first heat exchange branch 100b further includes a first solenoid valve (not shown); and / or the second heat exchange branch 100c further includes a second solenoid valve (not shown).

[0093] Specifically, the first heat exchange branch 100b may be provided with a first solenoid valve, and the first solenoid valve can be switched between an open state and a closed state. When the first solenoid valve is in the closed state, the first heat exchange branch 100b is cut off, so that the first heat exchange branch 100b does not cool or heat the air in the off-body air delivery pipeline 200. The second heat exchange branch 100c may be provided with a second solenoid valve, and the second solenoid valve can also be switched between an open state and a closed state. When the second solenoid valve is in the closed state, the second heat exchange branch 100c is cut off, that is, the second heat exchange branch 100c does not cool or heat the heat exchange fluid in the fluid delivery pipeline 300.

[0094] Of course, in the refrigerant circuit 100, it may be that only the first heat exchange branch 100b includes the first solenoid valve, or only the second heat exchange branch 100c includes the second solenoid valve, or the first heat exchange branch 100b includes the first solenoid valve and the second heat exchange branch 100c includes the second solenoid valve. This embodiment does not limit this.

[0095] It should be noted that it is not always necessary to introduce the air conditioner outlet air and the heat exchange fluid into the vehicle at the same time. For example, in the aforementioned continuous short-distance flight mission, the eVTOL 10 may not need to be charged every time. At this time, the vehicle only needs fresh air conditioner outlet air. Switch the second solenoid valve to the closed state, then the second heat exchange branch 100c does not work, and only the first heat exchange branch 100b works, so that the off-body air delivery pipeline 200 continuously delivers the air conditioner outlet air to the eVTOL 10. Or when the eVTOL 10 only needs to be charged, switch the first solenoid valve to the closed state, then the first heat exchange branch 100b does not work, and only the second heat exchange branch 100c works, so that the fluid delivery pipeline 300 continuously delivers the heat exchange fluid at a preset temperature to the eVTOL 10.

[0096] It is not difficult to see that in this embodiment, by providing solenoid valves on the first heat exchange branch 100b and / or the second heat exchange branch 100c, the state of the solenoid valves can be switched to control the first heat exchange branch 100b and the second heat exchange branch 100c to work alone or together, so as to meet the requirements of various working conditions and avoid the unnecessary increase in energy consumption caused by the simultaneous operation of the second heat exchanger 103 and the third heat exchanger 104.

[0097] In one embodiment, the ground environmental control system further includes an air purification assembly 220, and the air purification assembly 220 is arranged at the inlet of the off-body air delivery pipeline 200.

[0098] The air purification component 220 is disposed at the inlet of the off-body air delivery pipeline 200 to purify the air, so that qualified air can be introduced into the cabin of the eVTOL to improve the user experience. In one example, the air purification component 220 may include one or more of a HEPA (High Efficiency Particulate Air Filter) filter screen, an activated carbon filter screen, a negative ion generator, and an ozone generator installed at the inlet of the off-body air delivery pipeline 200.

[0099] It should be noted that the first heat exchange branch 100b and the off-body air delivery pipeline 200 can be in direct contact to promote heat transfer between the two. Alternatively, the second heat exchange branch 100c and the fluid delivery pipeline 300 are in direct contact to promote heat transfer between the two. However, the heat transfer efficiency of direct contact between pipelines is relatively low. To improve the heat exchange efficiency, in one embodiment, the ground environmental control system further includes: a second heat exchanger 103 and a third heat exchanger 104. The second heat exchanger 103 is respectively connected to the first heat exchange branch 100b and the off-body air delivery pipeline 200, and is used for exchanging heat between the refrigerant in the first heat exchange branch 100b and the air in the off-body air delivery pipeline 200. The third heat exchanger 104 is respectively connected to the second heat exchange branch 100c and the fluid delivery pipeline 300, and is used for exchanging heat between the refrigerant in the second heat exchange branch 100c and the fluid in the fluid delivery pipeline 300.

[0100] It should be noted that the second heat exchanger 103 and the third heat exchanger 104 can be configured as tubular heat exchangers, plate heat exchangers, or direct heat exchangers, etc., and this embodiment does not limit this.

[0101] In this embodiment, the first heat exchange branch 100b exchanges heat with the air in the off-body air delivery pipeline 200 through the second heat exchanger 103, and the second heat exchange branch 100c exchanges heat with the heat exchange fluid in the fluid delivery pipeline 300 through the third heat exchanger 104. Thus, in this embodiment, the first heat exchanger 101, the second heat exchanger 103, and the third heat exchanger 104 form a heat pump air-conditioning circuit. The heat pump air-conditioning circuit uses the heat in the environment through the first heat exchanger for heat exchange, and can provide efficient heating and cooling effects with relatively low energy consumption. In addition, the heat pump air-conditioning circuit is applicable to different climate conditions and can operate stably whether in cold winter or hot summer, thereby improving the environmental adaptability of the ground environmental control system to cooperate with the promotion and use of eVTOL in various regions.

[0102] In the heat pump air-conditioning circuit, since the first heat exchange branch 100b and the second heat exchange branch 100c can operate together, only one throttling component can be provided in the main pipeline 100a, so as to reduce the system complexity of the refrigerant circuit 100. However, the control accuracy of a single throttling component is relatively low. Since there is only one throttling point in the entire refrigerant circuit 100, it is difficult to accurately adjust the cooling / heating requirements of the first heat exchange branch 100b and the second heat exchange branch 100c respectively.

[0103] Therefore, in one embodiment, the first heat exchange branch 100b further includes a first throttling component 107, and the second heat exchange branch 100c further includes a second throttling component 108. In this way, the first throttling component 107 can be independently adjusted according to the actual requirements of the first heat exchange branch 100b, that is, the in-cabin temperature adjustment requirements in the cabin 11 of the eVTOL 10, while the second throttling component 108 can be independently adjusted according to the actual requirements of the second heat exchange branch 100c, that is, the cell temperature adjustment requirements of the immersion battery module 12, so as to achieve precise control of each branch, and further reduce the unnecessary energy consumption of each branch and improve the overall energy efficiency of the refrigerant circuit 100.

[0104] The first throttling component 107 and the second throttling component 108 can specifically be a thermostatic expansion valve or an electronic expansion valve, etc.

[0105] In one embodiment, the second heat exchanger 103 is provided with a first PTC (Positive Temperature Coefficient) heater 109; and / or the third heat exchanger 104 is provided with a second PTC heater (not shown).

[0106] In this embodiment, both the second heat exchanger 103 and the third heat exchanger 104 can be additionally provided with a PTC heater as an auxiliary electric heating element to improve the heating effect and heating efficiency of the refrigerant circuit 100. In addition, since the ground environmental control system is set separately from the vehicle, such as being set in a ground maintenance station at the airport or on a ground service vehicle, it is greatly affected by the environmental temperature at the airport. At this time, the PTC heater can stably provide the required heat in the refrigerant circuit 100, that is, provide air-conditioning air outlet and heat exchange fluid with small temperature fluctuations, thereby improving the use experience of users in the cabin and also improving the maintenance efficiency of the immersion battery module 12.

[0107] In addition, in relatively cold regions, the refrigerant circuit 100 starts up relatively slowly. The PTC heater can also quickly provide heated air-conditioning air outlet and / or heat exchange fluid to prevent the in-cabin temperature from not rising for a long time after the user enters the cabin and also prevent the battery from not being charged for a long time.

[0108] In one embodiment, the fluid transport pipeline 300 includes a liquid-filled exhaust heat exchange circuit and a gas-filled exhaust heat exchange circuit. The liquid-filled exhaust heat exchange circuit is used to transport heat exchange fluid into a vehicle; the gas-filled exhaust heat exchange circuit is used to transport non-flammable gas into the vehicle and discharge the heat exchange fluid outside the vehicle.

[0109] In this way, in order to adjust the temperature of the submerged battery module 12, a heat exchange fluid may be introduced through the liquid filling and exhausting heat exchange circuit and the non-combustible gas may be exhausted, so that the heat exchange fluid is in direct contact with the submerged battery module 12, so that heat exchange occurs between the heat exchange fluid and the submerged battery module 12, thereby increasing or decreasing the temperature of the submerged battery module 12. After the temperature of the submerged battery module 12 is adjusted, non-combustible gas may be introduced through the gas filling and exhausting heat exchange circuit and the heat exchange fluid may be exhausted, so that the heat exchange fluid in the receiving chamber 12A is led out on the one hand, and the receiving chamber 12A is filled with non-combustible gas on the other hand, so as to prevent the submerged battery module 12 from burning when thermal runaway occurs.

[0110] The non-combustible gas includes one or more of inert gas, nitrogen, carbon dioxide, and sulfur hexafluoride.

[0111] See also Figure 5 In a specific embodiment, the fluid delivery pipeline 300 includes a liquid storage tank 310, a first pipe 320, a first valve body 340, a pump 330, a second pipe 350, a second valve body 360, a third pipe, a third valve body 370 and an air charging branch 380. The liquid storage tank 310 stores a heat exchange fluid, and the liquid storage tank 310 has an exhaust port; one end of the first pipe 320 is connected to the liquid storage tank 310, and the other end of the first pipe 320 is detachably matched with a vehicle; the third heat exchanger 104 is arranged in the first pipe 320; the first valve body 340 and the pump 330 are both arranged in the first pipe 320; one end of the second pipe 350 is connected to the liquid storage tank 310, and the other end of the second pipe 350 is detachably matched with the vehicle; the second valve body 360 is arranged in the second pipe 350; one end of the third pipe is connected to the first pipe 320 , and the connection between the third tube and the first tube 320 is located between the first ground interface and the first valve body 340, the other end of the third tube is connected to the second tube 350, and the connection between the third tube and the second tube 350 is located between the second valve body 360 and the liquid storage tank 310; the third valve body 370 is arranged on the third tube; the inflation branch 380 includes an air storage tank 382 and a fourth valve body 381 which are connected in sequence through a pipeline, the output end of the inflation branch 380 is connected to the second tube 350, and the connection between the output end and the second tube 350 is located between the second ground interface and the second valve body 360.

[0112] Among them, when the first valve body 340 and the second valve body 360 are both in the open state, and the third valve body 370 and the fourth valve body 381 are both in the off state, the liquid storage tank 310, the first pipe 320, the pump 330, and the second pipe 350 are connected to form a liquid filling, exhaust, and heat exchange loop; when the first valve body 340 and the second valve body 360 are both in the off state, and the third valve body 370 and the fourth valve body 381 are both in the open state, the gas charging branch 380, a partial pipe section of the first pipe 320 between the first ground interface and the first valve body 340, and the third pipe are connected to form a gas charging, liquid discharging, and heat exchange loop.

[0113] In this way, when the temperature of the submerged battery module 12 needs to be adjusted, the first pipe 320 and the second pipe 350 are respectively connected to the eVTOL 10. The liquid filling, exhaust, and heat exchange loop is opened and the gas charging, liquid discharging, and heat exchange loop is closed, so that the first valve body 340, the second valve body 360, the third heat exchanger 104, and the pump 330 are opened, and the third valve body 370 and the fourth valve body 381 are closed. Under the action of the pump 330, the heat exchange fluid circulates in the liquid filling, exhaust, and heat exchange loop and the accommodation cavity 12A. When the heat exchange fluid flows through the third heat exchanger 104, under the action of the third heat exchanger 104, the temperature of the heat exchange fluid is increased or decreased, so that the temperature difference between the heat exchange fluid and the battery cells meets the set purpose. The heat exchange fluid with a large temperature difference from the battery cells enters the accommodation cavity 12A through the first pipe 320 and exchanges heat with the battery cells, which is beneficial to the rapid heating or cooling of the battery cells. And under the action of the pump 330, the battery cells can always be in contact with the heat exchange fluid with a large temperature difference from the battery cells, which is beneficial to the rapid heating or cooling of the battery cells. The heat exchange fluid after exchanging heat with the battery cells can return to the liquid storage tank 310 through the second pipe 350.

[0114] When the battery cells reach the preset temperature, the liquid filling, exhaust, and heat exchange loop is closed and the gas charging, liquid discharging, and heat exchange loop is opened, so that the first valve body 340, the second valve body 360, the third heat exchanger 104, and the pump 330 are closed, and the third valve body 370 and the fourth valve body 381 are opened. The non-combustible gas stored in the gas storage tank 382 flows through the gas charging branch 380, the second pipe 350, the accommodation cavity 12A, the first pipe 320, the third pipe, and the liquid storage tank 310 in sequence, and finally is discharged from the exhaust port of the liquid storage tank 310 to the external environment. When the non-combustible gas passes through the accommodation cavity 12A, it can take away the heat exchange fluid, so that only the non-combustible gas remains in the accommodation cavity 12A.

[0115] In this way, when the accommodation cavity 12A is filled with non-combustible gas, the battery cell group 122 is in contact with the non-combustible gas. In this way, the contact area between the battery cells and oxygen is reduced. When the submerged battery module 12 undergoes thermal runaway, the non-combustible gas can inhibit the combustion of the submerged battery module 12. It is worth mentioning that due to the filling of non-combustible gas, the water vapor in the accommodation cavity 12A is reduced. In this way, the occurrence of condensation water in the accommodation cavity 12A is reduced, thereby avoiding the insulation failure of the submerged battery module 12.

[0116] In one embodiment, the gas storage tank 382 is a high-pressure gas storage tank 382, and the fourth valve body 381 is a pressure reducing valve. Thus, the air pressure in the gas storage tank 382 is relatively high. When the fourth valve body 381 is opened, under the action of the high air pressure, the non-combustible gas will flow to the accommodation chamber 12A. Under the action of the pressure reducing valve, the high-pressure non-combustible gas in the gas storage device can be depressurized and released, so as to prevent the pipe body in the fluid delivery pipeline 300 and the housing of the submerged battery module 12 from bearing excessive air pressure, thereby avoiding damage to the housing and the pipeline. However, this embodiment is not limited thereto. In other embodiments, the gas storage device may further be provided with a pump body 330 to provide power for the non-combustible gas to flow to the accommodation chamber 12A.

[0117] The present utility model further provides a vehicle, which includes an aircraft main body, an on-board environmental control system 14 and an external circulation air pipeline 13.

[0118] Among them, at least one cabin 11 is defined in the aircraft main body, and the aircraft main body is provided with an external circulation air inlet 15 at the front end and a heat exchange fluid interface 16. The external circulation air pipeline 13 is arranged in the aircraft main body, and the air inlet of the external circulation air pipeline 13 is communicated with the external circulation air inlet 15 at the front end, and at least one air outlet of the external circulation air pipeline 13 is respectively communicated with the cabin 11. The off-body air delivery pipeline 200 of the ground environmental control system is detachably matched with the external circulation air inlet 15 at the front end, and the fluid delivery pipeline 300 of the ground environmental control system is detachably matched with the heat exchange fluid interface 16.

[0119] Similarly, this embodiment still takes the vehicle as an eVTOL for elaboration. It can be understood that the aircraft main body of the eVTOL includes wings, a fuselage and a tail wing. The on-board environmental control system 14 is responsible for providing a necessary and comfortable air environment for the on-board personnel. This system precisely regulates environmental parameters such as the air temperature, humidity, flow rate, and pressure in the cabin to ensure that the crew and passengers can obtain a suitable living and working environment during flight. The main part of the on-board environmental control system 14 is arranged at the tail end of the fuselage, including but not limited to an on-board air-conditioning circuit, a cabin pressure control system and a cabin air distribution system. Correspondingly, the external circulation air inlet 15 at the front end is opened at the tail of the fuselage to be coupled with the on-board environmental control system 14. In addition, a heat exchange fluid interface 16 is arranged at the wing or the connection between the wing and the fuselage, and the heat exchange fluid interface 16 is communicatively coupled with the battery pack in the wing.

[0120] The external circulation air duct 13 is an additional air duct assembly provided inside the aircraft body in cooperation with the ground environmental control system. The air inlet of the external circulation air duct 13 is communicated with the external circulation air outlet 15 at the aircraft end. Thus, when the external circulation air outlet 15 at the aircraft end is communicated with the off-body air delivery pipeline 200, the conditioned air provided by the off-body air delivery pipeline 200 can enter the external circulation air duct 13 from the external circulation air outlet 15 at the aircraft end, and then flow along the air duct defined inside the external circulation air duct 13, and finally enter each compartment 11 of the eVTOL through each air outlet, including but not limited to the passenger cabin and the cockpit. The heat exchange fluid interface 16 is communicated with the accommodation cavity 12A of the immersion battery module 12 through a pipeline. Specifically, there are two heat exchange fluid interfaces 16, one for communicating with the first pipe 320 and the other for communicating with the second pipe 350.

[0121] It can be understood that the external circulation air outlet 15 at the aircraft end, the heat exchange fluid inlet of the accommodation cavity 12A of the immersion battery module 12, and the charging socket all need to be communicated with the corresponding interfaces or connectors in the ground environmental control system. Therefore, in one embodiment, the aircraft body has an aircraft-end socket, and the aircraft-end socket is provided with at least two of the external circulation air outlet 15 at the aircraft end, the heat exchange fluid interface 16, and the charging socket; the ground environmental control system has a pile-end plug, and the pile-end plug is pluggably matched with the aircraft-end socket, and the pile-end plug is provided with at least two of the outlet of the off-body air delivery pipeline 200, the flow channel outlet of the fluid delivery pipeline 300 of the ground environmental control system, and the charging plug. In one example, the aircraft-end socket is arranged at the wing.

[0122] In this way, when maintaining the eVTOL, by plugging the pile-end plug and the aircraft-end socket together, at least two of the following can be achieved: establishing the air transmission channel required for environmental control by communicating the external circulation air outlet 15 at the aircraft end with the outlet of the off-body air delivery pipeline 200, establishing the electrical energy transmission channel required for charging by connecting the charging socket of the aircraft body and the charging plug of the charging device, and establishing the heat exchange fluid transmission channel by communicating the heat exchange fluid interface 16 with the flow channel outlet. This simplifies the maintenance process of the eVTOL and improves the maintenance efficiency. Of course, in one embodiment, the aircraft-end socket is provided with the external circulation air outlet 15 at the aircraft end, the heat exchange fluid interface 16, and the charging socket; the pile-end plug is provided with the outlet of the off-body air delivery pipeline 200, the flow channel outlet of the fluid delivery pipeline 300 of the ground environmental control system, and the charging plug.

[0123] Alternatively, in another embodiment, the aircraft body is provided with an aircraft-end plug, and the ground environmental control system is correspondingly provided with a pile-end socket, and the two are pluggably matched.

[0124] In one embodiment, the aircraft body further has an external circulation air damper (not shown), which is arranged at the external circulation air outlet 15 of the aircraft end, and the external circulation air damper is switchable between a first state of closing the external circulation air outlet 15 of the aircraft end and a second state of opening the external circulation air outlet 15 of the aircraft end.

[0125] It can be understood that by arranging an external circulation air damper at the external circulation air outlet 15 of the aircraft end, the external circulation air outlet 15 of the aircraft end can be closed during flight, thus preventing foreign objects from entering the external circulation air pipeline 13. In addition, when the aircraft end socket and the pile end plug are inserted, if only charging operations or transporting heat exchange fluid are carried out and air-conditioning air supply to the cabin is not required, the external circulation air damper can also be closed to ensure that when the heat exchange fluid leaks, it will not enter the external circulation air pipeline 13.

[0126] Please refer to Figure 6 , in one embodiment, the airborne environmental control system 14 includes: a defrost air outlet 141 and a defrost air damper 142, and the defrost air outlet 141 is communicated with the external circulation air pipeline 13; the defrost air damper 142 is arranged at the defrost air outlet 141 and is switchable between a third state of closing the defrost air damper 142 and a fourth state of opening the defrost air damper 142.

[0127] Specifically, as part of the cabin air distribution system, the defrost air outlet 141 is opened in the cockpit and / or the passenger cabin of the aircraft body. During the flight of the eVTOL, when the defrost air damper 142 is opened, the air-conditioning air flow blown out from the defrost air outlet 141 can quickly remove the fog or frost on the front windshield or the side windshield. And the defrost air damper 142 can adjust the opening angle by rotation to control the air volume flowing out of the defrost air outlet 141, so as to adjust the defrosting effect according to the severity of the fog or frost, ensuring the clear vision of the driver or the passengers.

[0128] In this embodiment, the defrost air outlet 141 is not only connected to the pipeline in the cabin air distribution system, but also communicated with the external circulation air pipeline 13. Therefore, during ground maintenance, the defrost air damper 142 can be opened together during the process of providing air-conditioning air supply to the cabin for cabin temperature regulation, so that the high-temperature or low-temperature air-conditioning air is directly sprayed on the front windshield or the side windshield, thus simulating the cabin fogging environment, which helps the maintenance personnel of the eVTOL 10 to judge whether it is necessary to re-spray the anti-fog coating. Among them, the fogging risk detection can be calculated based on the weather parameters of the flight route, and whether to use the anti-fog coating is determined according to the risk level.

[0129] In one embodiment, please refer to Figure 7 , the airborne environmental control system 14 further includes a controller, and the aircraft body has a battery management system; the controller is respectively communicatively connected with the battery management system and the ground environmental control system.

[0130] Specifically, a part of the battery management system is arranged inside the battery pack of the eVTOL 10 to collect and monitor key parameters such as the voltage, current, and temperature of the battery pack, and the other part is connected to the flight control system and the controller of the eVTOL 10.

[0131] The controller is connected to other actuators or data acquisition elements of the on-board environmental control system 14. In addition, the ground environmental control system is configured with a communication interface, which is connected to the refrigerant circuit 100, the off-body air delivery pipeline 200, and the fluid delivery pipeline 300, and the controller can be connected to the ground environmental control system through the communication interface to meet the control requirements under the split design.

[0132] In this way, the controller can obtain the environmental control temperature or battery temperature inside the current cabin, and then combine the flight route environment and route range to determine the set temperature inside the cabin or the target temperature of the battery, and control the start and adjustment of each component in the ground environmental control system through the set temperature inside the cabin and the target temperature of the battery until the environmental control temperature or battery temperature of the cabin reaches the set value.

[0133] Specifically, the control strategy of the controller is as follows:

[0134] When the ground environmental control system only adjusts the environmental control temperature inside the cabin during the charging stage and the pre-flight inspection stage:

[0135] 1.1. Power on the on-board equipment;

[0136] 1.2. The controller adjusts the air inlet and outlet mode of the on-board environmental control system 14: close the defrost damper 142, open the front blowing face damper and / or the rear blowing face damper, open / close the equipment compartment damper, and open the external circulation damper;

[0137] 1.3. The controller obtains the temperature inside the cabin and feeds it back to the ground environmental control system, and the temperature inside the cabin is displayed in real time on the display screen of the ground environmental control system;

[0138] 1.4. The controller sets the set temperature inside the cabin according to the route and environmental temperature;

[0139] 1.5. The controller controls the ground environmental control system to start through the set temperature inside the cabin; among them, the first solenoid valve is opened and the second solenoid valve is closed;

[0140] 1.6. After the temperature inside the cabin reaches the set temperature inside the cabin, the controller adjusts the cooling / heating power of the ground environmental control system to keep the environmental temperature inside the cabin stable within the target temperature range;

[0141] 1.7. Disconnect the connection with the ground environmental control system before boarding.

[0142] When the ground environmental control system only adjusts the battery temperature during the charging stage and the pre-flight inspection stage:

[0143] 2.1, Power on the airborne equipment and power on with low battery voltage;

[0144] 2.2, The battery management system feeds back the battery cell temperature to the ground environmental control system, and the battery cell temperature is displayed in real time on the display screen of the ground environmental control system;

[0145] 2.3, The controller sets the battery target temperature according to the flight route and environmental temperature;

[0146] 2.4, The controller controls the start of the ground environmental control system through the battery target temperature. Among them, the first solenoid valve is closed and the second solenoid valve is opened;

[0147] 2.5, The battery management system reads the real-time temperature of the battery cells. After the real-time temperature of the battery cells reaches the battery target temperature, it adjusts the cooling / heating power of the ground environmental control system to keep the real-time temperature of the battery cells stable within the target temperature range;

[0148] 2.6, Disconnect the connection with the ground environmental control system before boarding.

[0149] When the ground environmental control system adjusts the cabin environmental control temperature and battery temperature simultaneously during the charging stage and pre-flight inspection stage:

[0150] 3.1, Power on the airborne equipment:

[0151] 3.2, The controller adjusts the air inlet and outlet mode of the airborne environmental control system 14: close the defrost damper 142, open the front face blowing damper and / or the rear face blowing damper, open / close the equipment compartment damper, open the outside circulation damper;

[0152] 3.3, The controller obtains the cabin temperature and the battery cell temperature, and feeds them back to the ground environmental control system. The cabin temperature and the battery cell temperature are displayed in real time on the display screen of the ground environmental control system;

[0153] 3.4, The controller sets the battery target temperature and the cabin set temperature according to the flight route and environmental temperature;

[0154] 3.5, The controller controls the start of the ground environmental control system through the cabin set temperature and the battery target temperature, adjusts the opening degree of the first throttle component 107 according to the cabin set temperature, and adjusts the opening degree of the second throttle component 108 according to the battery target temperature; Among them, both the first solenoid valve and the second solenoid valve are opened;

[0155] 3.6, The ground thermal management and energy storage charging equipment reads the cabin temperature and the battery cell temperature in real time. After the cabin temperature and the battery cell temperature reach the target temperature, it adjusts the cooling / heating power to keep the cabin environmental temperature and the battery cell temperature stable within the target temperature range;

[0156] 3.7. Disconnect from the ground environmental control system before boarding.

[0157] In one embodiment, the electric vertical take-off and landing aircraft includes at least one immersion battery module 12. The immersion battery module 12 has a receiving cavity 12A, and a phase change medium 121 and a battery cell group 122 are arranged in the receiving cavity 12A. The fluid delivery pipeline 300 of the ground environmental control system is used to adjust the temperature of the immersion battery module 12. In this embodiment, for the same or similar content as the above embodiment, reference can be made to the above introduction and will not be repeated hereinafter.

[0158] In one embodiment, the on-board air conditioning circuit of the on-board environmental control system 14 includes a battery heat exchanger 143 and an in-cabin heat exchanger connected by pipelines to form a circulation circuit. The battery heat exchanger 143 is arranged in the receiving cavity 12A and is thermally exchange-connected with the phase change medium 121. The phase change medium is used to absorb and store the heat generated in the cabin, or transfer the stored heat to the refrigerant of the on-board air conditioning circuit. Of course, the on-board air conditioning circuit of the on-board environmental control system 14 may not be coupled with the battery pack, and the out-of-cabin heat exchanger is still used to exchange heat with the out-of-cabin air.

[0159] In this embodiment, for the same or similar content as the above embodiment, reference can be made to the above introduction and will not be repeated hereinafter.

[0160] In addition, the present utility model also provides an in-cabin environmental control system, including an on-board environmental control system 14 and a ground environmental control system. The on-board environmental control system 14 is arranged in the aircraft body of the vehicle, while the ground environmental control system is separately arranged from the vehicle. The off-body air delivery pipeline 200 of the ground environmental control system is detachably matched with the out-of-plane external circulation air inlet 15, and the fluid delivery pipeline 300 of the ground environmental control system is detachably matched with the heat exchange fluid interface 16.

[0161] The main part of the on-board environmental control system 14 is arranged at the tail end of the fuselage, including but not limited to the on-board air conditioning circuit, the cabin pressure control system, and the cabin air distribution system. The specific structure of the ground environmental control system refers to the above embodiment. Since this in-cabin environmental control system adopts all the technical solutions of the above all embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be elaborated one by one here.

[0162] It can be understood that taking the eVTOL 10 as an example, for the in-cabin environmental control system provided in this embodiment, after the eVTOL 10 takes off, the on-board environmental control system 14 provides the in-cabin environmental control function, while when the eVTOL 10 is in the ground maintenance stage, the ground environmental control system provides the in-cabin environmental control function, thus reducing the energy consumption during the operation of the eVTOL 10.

[0163] In addition, the present utility model also provides a ground control system, which includes a body, a ground environmental control system, and a charging device. The ground environmental control system and the charging device are both arranged on the body. The charging device is used to charge a vehicle, and the off-body air delivery pipeline 200 of the ground environmental control system is detachably fitted with the off-body external circulation air inlet 15, and the fluid delivery pipeline 300 of the ground environmental control system is detachably fitted with the heat exchange fluid interface 16. The specific structure of the ground environmental control system refers to the above-mentioned embodiments. Since this ground control system adopts all the technical solutions of the above-mentioned all embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, and will not be elaborated one by one here.

[0164] Specifically, the ground control system includes a body, and the ground environmental control system and the charging device are both arranged on the body. And the body can be installed in ground fixed facilities such as maintenance stations, or can also be integrated into mobile carriers with mobility such as ground maintenance vehicles. The charging device is used to charge the submerged battery module 12. In this way, the ground control system can not only adjust the temperature of the submerged battery module 12, but also charge the submerged battery module 12, which is beneficial to shortening the ground maintenance time of the eVTOL and improving the operation efficiency of the eVTOL.

[0165] In this way, the ground control system provided in this embodiment can, during the process of quickly cooling or heating the airborne battery to the target temperature through the heat exchange fluid and charging the airborne battery, quickly adjust the temperature in the cabin to the target temperature matching the flight mission, thereby improving the operation efficiency of the eVTOL and better meeting the requirements for low-altitude short-distance flights.

[0166] In one embodiment, the ground control system further includes an anti-fog spraying device, and the anti-fog spraying device is arranged on the body.

[0167] It can be understood that an anti-fog spraying device is also arranged in the body. In the in-cabin environmental control design of the eVTOL10, the safety function requirement of defogging usually needs to be realized. The related technologies mainly defog the windshield through electric heating or compression refrigeration, and the defogging cost and weight cost are relatively high. In this embodiment, the anti-fog spraying device, the ground environmental control system, and the charging device are integrated. While charging the eVTOL, performing battery thermal management, and preheating or precooling the in-cabin environmental control through the ground environmental control system, an anti-fog coating can be sprayed on the front windshield and / or side windshields. In this way, the energy consumption of the in-cabin environmental control during flight is reduced, and the overall performance of the system is improved.

[0168] The above is only an exemplary implementation manner of the present utility model, and does not limit the patent scope of the present utility model accordingly. Any equivalent structural transformation made under the technical concept of the present utility model by using the content of the specification and drawings of the present utility model, or any direct / indirect application in other related technical fields is included in the patent protection scope of the present utility model.

Claims

1. A ground environment control system, characterized in that: The ground environment control system is separately arranged from the vehicle, and the ground environment control system comprises: A refrigerant circuit, the refrigerant circuit comprising a first heat exchange branch and a second heat exchange branch connected in parallel; an off-body air delivery pipeline, the off-body air delivery pipeline being detachably connected to the vehicle and used for delivering air into the vehicle, wherein the first heat exchange branch performs heat exchange with the air in the off-body air delivery pipeline; and A fluid delivery pipeline, which is detachably connected to the vehicle and is used to deliver a heat exchange fluid into the vehicle; wherein the second heat exchange branch performs heat exchange with the heat exchange fluid in the fluid delivery pipeline.

2. The ground environment control system according to claim 1, characterized in that: The first heat exchange branch comprises a first solenoid valve; and / or The second heat exchange branch includes a second solenoid valve.

3. The ground environment control system according to claim 1, characterized in that: The ground environment control system further comprises an air purification component, wherein the air purification component is arranged at the inlet of the isolated air delivery pipeline; and / or The ground environment control system further comprises a first fan, which is arranged at the inlet of the isolated air delivery pipeline; and / or The refrigerant circuit further includes a main line, the main line includes a first heat exchanger, and the refrigerant circuit further includes a second fan, and the second fan is arranged at the first heat exchanger.

4. The ground environment control system according to claim 1, characterized in that: The ground environment control system also includes: a second heat exchanger, the second heat exchanger being connected to the first heat exchange branch and the off-body air delivery pipeline respectively, and being used for performing heat exchange between the refrigerant in the first heat exchange branch and the air in the off-body air delivery pipeline; A third heat exchanger is connected to the second heat exchange branch and the fluid delivery pipeline respectively, and is used for performing heat exchange between the refrigerant in the second heat exchange branch and the heat exchange fluid in the fluid delivery pipeline.

5. The ground environment control system according to claim 4, characterized in that: The first heat exchange branch further includes a first throttling component, and the second heat exchange branch further includes a second throttling component; and / or The second heat exchanger is provided with a first positive temperature coefficient PTC heater; and / or The third heat exchanger is provided with a second PTC heater.

6. The ground environment control system according to claim 1, characterized in that: The fluid delivery pipeline comprises: a liquid-filled exhaust heat exchange pipeline, the liquid-filled exhaust heat exchange pipeline being used to transport the heat exchange fluid into the vehicle; The gas-charging and liquid-discharging heat exchange pipeline is used to transport non-flammable gas into the vehicle and discharge the heat exchange fluid outside the vehicle.

7. A means of transport, characterized in that: The transportation means include: An aircraft body, wherein at least one cabin is defined in the aircraft body, and the aircraft body is provided with an engine-end external circulation air outlet and a heat exchange fluid interface, wherein the engine-end external circulation air outlet is used to be detachably connected to an isolated air delivery pipeline of a ground environmental control system, and the heat exchange fluid interface is used to be detachably connected to a fluid delivery pipeline of the ground environmental control system; An airborne environmental control system, the airborne environmental control system being arranged on the aircraft body; An external circulation air duct, wherein the external circulation air duct is arranged in the aircraft body, and an air inlet of the external circulation air duct is connected to the aircraft end external circulation air outlet, and at least one air outlet of the external circulation air duct is respectively connected to the cabin; Among them, the refrigerant circuit of the ground environmental control system includes a first heat exchange branch and a second heat exchange branch in parallel, the first heat exchange branch exchanges heat with the air in the isolated air delivery pipeline, and the second heat exchange branch exchanges heat with the heat exchange fluid in the fluid delivery pipeline.

8. The vehicle according to claim 7, characterized in that: The aircraft body has a machine-end socket, and the machine-end socket is provided with at least two of the machine-end external circulation air outlet, the heat exchange fluid interface and the charging socket, and the machine-end socket is used to be pluggably matched with the pile-end plug of the ground environmental control system; The pile end plug is provided with at least two of the outlet of the off-body air delivery pipeline, the flow channel outlet of the fluid delivery pipeline of the ground environmental control system and a charging plug.

9. The vehicle according to claim 7, characterized in that: The aircraft body also has an external circulation air door, which is arranged at the external circulation air outlet at the aircraft end, and the external circulation air door can be switched between a first state of closing the external circulation air outlet at the aircraft end and a second state of opening the external circulation air outlet at the aircraft end; and / or The airborne environmental control system also includes: A defrost air outlet, the defrost air outlet being in communication with the external circulation air duct; A defrost damper is disposed at the defrost air outlet and is switchable between a third state in which the defrost damper is closed and a fourth state in which the defrost damper is opened.

10. The vehicle according to claim 7, characterized in that: The onboard environmental control system also includes a controller, and the aircraft body also has a battery management system; The controller is communicatively connected with the battery management system and the ground environmental control system respectively.

11. The vehicle according to any one of claims 7 to 10, characterized in that: The vehicle is an electric vertical take-off and landing aircraft; The electric vertical take-off and landing aircraft comprises at least one submerged battery module, wherein the submerged battery module has a receiving cavity, and a phase change medium and a battery cell group are arranged in the receiving cavity; The fluid delivery pipeline of the ground environmental control system is connected to the receiving cavity to adjust the temperature of the submerged battery module.

12. The vehicle according to claim 11, characterized in that The onboard air conditioning circuit of the onboard environmental control system includes a battery heat exchanger and an in-cabin heat exchanger connected by pipelines to form a circulation circuit, and the battery heat exchanger is arranged in the receiving cavity and connected to the phase change medium for heat exchange; The phase change medium is used to absorb and store the heat generated in the cabin, or transfer the stored heat to the refrigerant of the onboard air conditioning circuit.

13. An in-cabin environmental control system, characterized in that: include: An airborne environmental control system, the airborne environmental control system being arranged on the aircraft body of the vehicle; as well as The ground environmental control system as described in any one of claims 1 to 6, wherein the ground environmental control system and the vehicle are separately arranged, the off-body air delivery pipeline of the ground environmental control system is used to be detachably connected to the external circulation air outlet at the end of the aircraft body, and the fluid delivery pipeline of the ground environmental control system is used to be detachably connected to the heat exchange fluid interface of the aircraft body.

14. A ground control system, characterized in that: include: Body; The ground environment control system according to any one of claims 1 to 6, wherein the ground environment control system is arranged on the body, the off-body air delivery pipeline of the ground environment control system is used to be detachably connected to the external circulation air outlet at the end of the aircraft body of the transportation vehicle, and the fluid delivery pipeline of the ground environment control system is used to be detachably connected to the heat exchange fluid interface of the aircraft body; as well as A charging device is arranged on the body, and is used to charge the vehicle.

15. The ground control system according to claim 14, characterized in that: The ground control system further comprises an anti-fog spraying device, and the anti-fog spraying device is arranged on the machine body.

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