Thermal management system of electric aircraft

Abstract

The utility model relates to the technical field of electric aircrafts, in particular to a heat management system of an electric aircraft, which comprises a heat pump unit and a heat pipe radiator, and the heat pump unit comprises a compressor, a one-way valve, a pipeline, a heat management controller and a valve; the heat pipe radiator comprises a copper heat pipe and aluminum fins. The utility model aims to realize effective heat dissipation of heat generated by the electric aircraft by optimizing a heat management system, and meanwhile, the heat is used for heating the interior of an aircraft cabin, so that the comfort of passengers is improved. In addition, the system further has an intelligent heat management function, and it is ensured that the electric aircraft can keep the optimal heat balance state under various flight conditions.

Description

Technical Field

[0001] The utility model relates to the technical field of electric aircraft, and particularly relates to a thermal management system for an electric aircraft. Background Art

[0002] Traditional heat dissipation devices for electric aircraft usually adopt radiators, cooling fans, liquid cooling circuits, etc., to dissipate the heat generated by the power battery and motor of the electric aircraft during operation to the external environment.

[0003] The adopted heat recovery system attempts to use part of the waste heat for cabin heating through a heat exchanger, but the efficiency is limited. Main problems or deficiencies: Low heat dissipation efficiency: The traditional heat dissipation system may not be able to dissipate heat effectively under extreme weather conditions, resulting in overheating of equipment, affecting performance and lifespan. Insufficient utilization of thermal energy: Existing heat recovery systems can often only utilize a small part of the waste heat, and most of the heat is still wasted. System complexity: Existing thermal management systems are often more complex, increasing the weight and energy consumption of the aircraft. Lack of rapid response: Under rapidly changing flight conditions, existing systems cannot quickly adjust to meet the heat management requirements. Summary of the Utility Model

[0004] To solve the above technical problems, the utility model provides a thermal management system for an electric aircraft, including a heat pump unit and a heat pipe radiator. Among them,

[0005] The heat pump unit includes an annular pipeline, a heat management controller, and a condenser; among them, the annular pipeline is distributed inside the aircraft body, extending from the nose motor to the battery end at the tail of the aircraft; a middle pipeline is arranged in the middle of the annular pipeline, and a compressor is arranged on it; three-way valves are respectively arranged at the connection of the middle pipeline and the annular pipeline; the heat management controller is located on one side of the pipeline, and the condenser is connected in series with the pipeline; the annular pipeline is divided into a left circulation channel and a right circulation channel by controlling the channels of the two valves;

[0006] The heat pipe radiator includes multiple copper heat pipes, which are respectively arranged on the motor housing of the motor, the battery, and the motor controller; aluminum fins are arranged on the heat pipes, and the tails of the multiple copper heat pipes are located at the heat dissipation openings distributed on the nose skin of the aircraft.

[0007] Furthermore, check valves are respectively arranged on the pipelines of the left circulation channel and the right circulation channel, and the gas in the two channels flows in a single direction.

[0008] Furthermore, a fan structure is arranged at the motor housing, the battery, and the motor controller to introduce the heat dissipated through the heat pipes into the cockpit.

[0009] Furthermore, temperature sensors are arranged at the cockpit and the battery, and are connected to the thermal disorder management controller.

[0010] The advantages of the present utility model are as follows:

[0011] By combining the heat pump principle with the heat pipe radiator structure, the present utility model provides a faster heat dissipation speed and a more uniform heat dissipation effect, effectively preventing overheating problems of power batteries and motors. In addition, the solution of the present utility model is not only used for heat dissipation, but also uses the excess heat for starting battery heating and cabin interior heating, realizing multi-functional heat utilization, while existing products often can only achieve a single function. The thermal management system can also operate efficiently under extreme temperature conditions and has strong adaptability, while existing products may be limited in performance under extreme conditions such as low temperature. The intelligent heat management control can automatically adjust the heat distribution according to the external environment, while existing products usually lack this intelligent adjustment ability. Through efficient heat energy recovery and utilization, the present utility model reduces the aircraft's dependence on additional heating systems, thereby reducing the overall energy consumption and improving the endurance of the electric aircraft. By managing battery overheating, the present utility model reduces potential safety risks caused by overheating through effective heat management, improving the safety performance of the electric aircraft. The complexity and failure rate of the system, thereby reducing the maintenance cost. In existing electric aircraft, due to flying at high altitudes, the temperature inside the cockpit is relatively low, while the present utility model can use waste heat to heat the cabin interior, providing a more comfortable riding environment, especially in cold weather. Brief Description of the Drawings

[0012] Figure 1 is the overall structure diagram of the present utility model;

[0013] Figure 2 Schematic diagram of the heat pipe radiator;

[0014] Figure 3 Aluminum fins;

[0015] Figure 4 Copper heat pipe. Detailed Embodiment

[0016] The principles and features of the present utility model will be described below in conjunction with the accompanying drawings. The examples given are only for explaining the present utility model and are not intended to limit the scope of the present utility model.

[0017] As Figures 1-4 shown, the present utility model provides a thermal management system for an electric aircraft, including: motor 1, condenser 2, battery 3, compressor 4, motor controller 5, cockpit 6, copper heat pipe 7, aluminum fins 8, check valve 9, pipeline 10, carbon dioxide or freon 11, heat management controller 12, valve 13, fan 14, motor housing 15. Among them, the copper heat pipe 7 and the aluminum fins 8 form a heat pipe radiator structure, as Figure 2As shown in the figure, the copper heat pipes 7 are respectively arranged on the motor housing 15, the battery 3, and the motor controller 5 of the motor 1. A heat pump unit is composed of a compressor 4, a check valve 9, a pipeline 10, carbon dioxide or Freon 11, a heat management controller 12, and a valve 13. Among them, the pipeline 10 is a circular pipeline, and an intermediate pipeline is arranged on the circular pipeline 10. A valve with three channels is arranged at the connection of the intermediate pipeline and the circular pipeline 10. The valve is signal-controlled and connected to the heat management controller 12. By controlling the opening or closing of the corresponding channels of the valve, the circular pipeline is divided into a left circulation channel and a right circulation channel; a compressor is arranged on the intermediate pipeline; the heat management controller 12 controls the opening or closing of the three channels of the valve 13 according to the measured temperature signal transmitted by the temperature sensor. Carbon dioxide or Freon 11 (carbon dioxide or Freon is pre-charged) is stored in the pipeline 10. The check valve 9 can control the correct flow of carbon dioxide or Freon 11 in the pipeline 10 in the direction of the arrow in Figure 1 to prevent backflow. The compressor 4 can compress the passed carbon dioxide or Freon 11 into a high-temperature and high-pressure refrigerant gas. After passing through the condenser 2, the carbon dioxide or Freon 11 undergoes a condensation reaction and becomes a low-temperature and high-pressure liquid, releasing heat during condensation.

[0018] As an improvement of the solution, multiple fans are also provided in this solution, which are respectively used to introduce the heat of the motor, the motor controller, the battery, and the condenser into the cockpit. The tails of multiple copper heat pipes extend into the heat dissipation openings distributed on the skin of the aircraft nose.

[0019] When the temperature in the cockpit 6 is between 10 degrees Celsius above zero and 20 degrees Celsius below zero, the heat management controller 12 detects the actual temperature of the cockpit 6. The heat management controller 12 controls the two valves 13 to open the left circulation channel and close the right circulation channel. At this time, the carbon dioxide or Freon 11 has the same temperature as the outside air. The compressor 4 works to compress the carbon dioxide or Freon 11 to form a high-temperature and high-pressure refrigerant gas. Through the condenser 2, a condensation reaction occurs, and the carbon dioxide or Freon 11 becomes a liquid, releasing heat during condensation. The released heat is introduced into the cockpit 6 through the fan 14. At the same time, since the motor 1 is in a working state, a large amount of heat generated is quickly introduced into the cockpit 6 through the heat pipe radiator structure composed of the copper heat pipe 7 and the aluminum fin 8 by the fan 14 to defrost and heat the front windshield in the cockpit. The motor controller 5 is also in a working state, and a large amount of heat generated is also quickly introduced into the cockpit 6 through the heat pipe radiator structure composed of the copper heat pipe 7 and the aluminum fin 8 by the fan 14 to defrost and heat the front windshield in the cockpit. At this time, the cockpit 6 can be heated in three ways, enabling the cockpit 6 to quickly warm up. At the same time, in order to ensure the operation of the battery at this temperature, the heat released by the condensation of the condenser 2 is conducted to the battery 3 part to keep the battery 3 within the operating temperature range. The compressor is energized to compress, first sucking in carbon dioxide or Freon for compression and then leading it to the subsequent pipeline to achieve circulation.

[0020] When the temperature of the cockpit 6 is higher than 30 degrees Celsius above zero, the motor 1, the motor controller 5, and the battery 3 dissipate heat through a heat pipe radiator structure composed of copper heat pipes 7 and aluminum fins 8 arranged on the surface, and the heat pump system composed of the compressor 4, the one-way valve 9, the pipeline 10, carbon dioxide or Freon 11, the heat management controller 12, and the valve 13 stops working.

[0021] Before the battery 3 is damaged due to excessive heat during long-term operation, the heat management controller 12 detects the actual temperature of the battery 3. The two valves 13 will open the right circulation channel and close the left circulation channel. At this time, the carbon dioxide or Freon 11 has the same temperature as the outside air, and the compressor 4 works to compress the carbon dioxide or Freon 11 to form a high-temperature and high-pressure refrigerating gas, which undergoes a condensation reaction through the condenser 2. During the condensation reaction, heat is released, and the released heat is introduced into the cockpit 6 or discharged from the aircraft body through the fan 14. The carbon dioxide or Freon 11 becomes a low-temperature condensed liquid after undergoing the condensation reaction through the condenser 2. At this time, the carbon dioxide or Freon 11 passes through the battery 3 for heat exchange to cool the battery 3 and prevent the battery 3 from being damaged. At the same time, a heat pipe radiator structure composed of copper heat pipes 7 and aluminum fins 8 is distributed on the surface of the battery to quickly conduct the heat in the battery 3 into the cockpit or discharge it from the aircraft body through the fan 14.

[0022] Temperature sensors are provided at the cockpit and the battery, and the detected temperature signals are transmitted to the heat management controller for connection. In this solution, the heat management controller gives priority to processing the temperature sensor signals at the battery. If the temperature at the battery is within the preset temperature range, then the temperature signals collected by the cockpit temperature sensor are considered, and then it is determined whether to control the fan to introduce heat into the cockpit for heating. If the temperature of the battery exceeds the normal range, priority is given to cooling the battery.

[0023] The utility model designs an efficient thermal management system to ensure that the electric aircraft can quickly and effectively dissipate heat during high-speed operation and load changes. In high-temperature situations, the heat pipe heat conduction structure quickly conducts heat from the aircraft motor, motor control system, and battery to prevent damage to the aircraft's electrical system, battery, and other key components due to temperature rise.

[0024] In low-temperature situations, the excess heat generated by the condenser is used to maintain the battery within the operating temperature range, thereby improving the performance and lifespan of the battery in low-temperature environments, and recovering and converting the useless heat generated during the operation of the electric aircraft into useful energy.

[0025] The recovered heat is used to heat the aircraft cabin, improving the comfort of passengers, reducing the dependence on additional heating equipment, and reducing energy consumption.

[0026] Implement real-time monitoring and intelligent management of heat to ensure that the electric aircraft can maintain the best thermal balance state in different flight modes and environments, optimizing the overall performance and safety of the aircraft.

[0027] By improving energy utilization efficiency, reducing heat waste, and lowering the overall energy consumption of the electric aircraft, the impact on the environment can be reduced, thus promoting the development of green aviation technology.

[0028] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A thermal management system for an electric aircraft, characterized in that, It includes a heat pump unit and a heat pipe radiator. Among them, The heat pump unit includes an annular pipeline, a heat management controller and a condenser. Among them, the annular pipeline is distributed inside the aircraft fuselage, extending from the nose motor to the battery end at the tail of the aircraft. An intermediate pipeline is arranged in the middle of the annular pipeline, and a compressor is arranged on it. Three-way valves are respectively arranged at the connection of the intermediate pipeline and the annular pipeline. The heat management controller is located on one side of the pipeline, and the condenser is connected in series with the pipeline. By controlling the opening / closing of the channels of the two valves, the annular pipeline is divided into a left circulation channel and a right circulation channel; The heat pipe radiator includes multiple copper heat pipes, which are respectively arranged on the motor housing on the motor, the battery and the motor controller. Aluminum fins are arranged on the heat pipes, and the tails of the multiple copper heat pipes are located at the heat dissipation openings distributed on the nose skin of the aircraft.

2. The thermal management system of an electric aircraft according to claim 1, characterized in that: Check valves are respectively arranged on the pipelines of the left circulation channel and the right circulation channel.

3. The thermal management system of an electric aircraft according to claim 1, characterized in that, Fan structures are arranged at the motor housing, the battery and the motor controller.

4. The thermal management system of an electric aircraft according to claim 1, characterized in that, Temperature sensors are arranged in the cockpit and at the battery, and are connected to the heat management controller.

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