Air conditioning system of low-altitude aircraft

Abstract

The utility model discloses a low-altitude aircraft air conditioning system which comprises an evaporator, an air blower blowing towards a cab is arranged on one side of the evaporator, the evaporator is located on a path where the air blower blows towards the cab, one end of the evaporator is communicated with an air storage tank through a first pipeline, and a first thermostatic expansion valve is arranged on the first pipeline. The other end of the evaporator is connected to the atmosphere through a second pipeline, and a second thermostatic expansion valve is arranged on the second pipeline. The air storage tank and the compressible air bottle are used for replacing an air conditioner compressor and a condenser in a traditional automobile thermal management system, and the cooling loop with the battery module is added, so that the weight of parts is greatly reduced, and the cost is reduced.

Description

Technical Field

[0001] This utility model relates to an air conditioning system for low-altitude aircraft, belonging to the field of low-altitude aircraft technology. Background Technology

[0002] Low-altitude aircraft, as an emerging mode of air transportation, are gradually entering the practical application stage. With the rapid development of technologies such as drones and flying taxis, the air conditioning system of low-altitude aircraft has become a key component in ensuring passenger comfort and normal equipment operation. These aircraft typically have small cabin spaces, highly integrated designs, and limited energy supplies, necessitating air conditioning systems that are efficient, lightweight, and low-energy. Currently, air conditioning systems for low-altitude aircraft mostly employ compact compressors, electronic expansion valves, and air circulation technology to ensure a suitable cabin environment under complex conditions of high and low temperatures and varying air density.

[0003] like Figure 1 , Figure 2 As shown, a traditional automotive thermal management system consists of multiple components, mainly including an air conditioning compressor 4, a condenser 5, a receiver-drier 11, thermal expansion valves 12 (i.e., the first thermal expansion valve 3 and the second thermal expansion valve 6), an evaporator 2, and a blower 7. The traditional automotive thermal management system uses the air conditioning compressor 4 to drive the refrigerant circulation, achieving heat absorption and release within the system, thereby regulating the vehicle's interior temperature.

[0004] The system starts operating from the air conditioning compressor 4. Low-temperature, low-pressure gaseous refrigerant is drawn into the air conditioning compressor 4, where it is compressed into a high-temperature, high-pressure gas. The air conditioning compressor 4 is connected to the car engine via a belt, utilizing the engine's power to drive the refrigerant circulation.

[0005] High-temperature, high-pressure gaseous refrigerant is discharged from the air conditioning compressor 4 and enters the condenser 5. The condenser 5 is typically installed at the front of the vehicle and has a large surface area. Through heat exchange with the outside air, the refrigerant releases heat and cools down. Once the heat is fully released, the refrigerant changes from a gaseous state to a high-pressure liquid state. During vehicle operation, airflow accelerates the cooling effect of the condenser 5.

[0006] The liquid refrigerant passes through the receiver-dryer 11, which is filled with moisture-absorbing material to absorb moisture from the refrigerant and filter impurities. This process ensures the purity of the refrigerant, prevents ice blockage or pipe corrosion in low-temperature environments, and guarantees the long-term stable operation of the system.

[0007] The purified high-pressure liquid refrigerant enters the thermostatic expansion valve 12, which rapidly reduces its pressure and temperature, forming a low-temperature, low-pressure liquid refrigerant. The thermostatic expansion valve 12 can also adjust the refrigerant flow rate as needed to precisely control the system's cooling capacity. The low-temperature, low-pressure liquid refrigerant then enters the evaporator 2. The evaporator 2 is typically installed in the ventilation ducts of the vehicle's air conditioning system. At this point, the refrigerant absorbs heat from the air inside the vehicle and evaporates into a gaseous state.

[0008] The air circulation system uses blower 7 to guide hot air from inside the vehicle to the surface of evaporator 2, where it comes into full contact with the low-temperature refrigerant and is cooled. The cooled air is then blown into the driver's cab 1 to achieve cooling. The gaseous refrigerant, after absorbing heat, returns to the air conditioning compressor 4, completing one cycle.

[0009] The core component of a traditional automotive thermal management system is the air conditioning compressor, but its large size and weight limit its application to weight- and space-sensitive devices such as low-altitude aircraft. Summary of the Invention

[0010] The technical problem to be solved by this invention is: how to reduce the size and weight of the air conditioning system of low-altitude aircraft.

[0011] To solve the above-mentioned technical problems, the technical solution of this utility model is to provide a low-altitude aircraft air conditioning system, including an evaporator. A blower is provided on one side of the evaporator to blow air towards the cockpit. The evaporator is located on the path of the blower blowing air towards the cockpit. The evaporator is characterized in that one end of the evaporator is connected to a gas storage tank through a first pipeline, and a first thermal expansion valve is provided on the first pipeline. The other end of the evaporator is connected to the atmosphere through a second pipeline, and a second thermal expansion valve is provided on the second pipeline.

[0012] Preferably, the first thermal expansion valve has a branch line with a battery module connected in parallel at both ends, and a three-way valve is provided on the first pipeline at both ends of the first thermal expansion valve. The branch line with the battery module connected in parallel at both ends of the first thermal expansion valve is connected to the first pipeline through the three-way valve.

[0013] Preferably, the gas storage tank contains refrigerant gas that has been compressed into a liquid state.

[0014] Preferably, the refrigerant gas is carbon dioxide.

[0015] The air conditioning system for low-altitude aircraft of this invention is an evolution of the traditional automotive thermal management system. It replaces the air conditioning compressor and condenser in the traditional automotive thermal management system with a gas storage tank and a compressible gas cylinder, and adds a cooling circuit with a battery module, which greatly reduces the weight of the parts and lowers the cost.

[0016] The air conditioning system for low-altitude aircraft of this invention has a more streamlined design than the traditional automotive thermal management system. While ensuring effective heat dissipation, it avoids the problems of occupying too much space and adding too much weight, thereby contributing to the improvement of aircraft performance. Attached Figure Description

[0017] Figure 1 A photograph of a traditional automotive thermal management system.

[0018] Figure 2 A schematic diagram of a traditional automotive thermal management system;

[0019] Figure 3 This is a schematic diagram of an air conditioning system for a low-altitude aircraft. Detailed Implementation

[0020] To make this utility model more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings.

[0021] This utility model provides an air conditioning system for low-altitude aircraft, such as Figure 3 As shown, it includes an evaporator 2. A blower 7 is located on one side of the evaporator 2, blowing air towards the cab 1. The evaporator 2 is situated between the blower 7 and the cab 1, and is positioned along the path of the blower 7 blowing air towards the cab 1. One end of the evaporator 2 is connected to a gas storage tank 9 via a first pipe. The gas storage tank 9 stores refrigerant gas (carbon dioxide) compressed into a liquid state. A first thermal expansion valve 3 is installed on the first pipe between the evaporator 2 and the gas storage tank 9. A branch with a battery module 10 is connected in parallel to both ends of the first thermal expansion valve 3. Three-way valves 8 are respectively installed on the first pipe between the evaporator 2 and the gas storage tank 9 at both ends of the first thermal expansion valve 3. The branch with the battery module 10 connected in parallel to both ends of the first thermal expansion valve 3 is connected to the first pipe between the evaporator 2 and the gas storage tank 9 via the three-way valves 8. The other end of the evaporator 2 is connected to the atmosphere via a second pipe, on which a second thermal expansion valve 6 is installed. The battery module 10 serves as the power source for the low-altitude aircraft. The three-way valve 8 is a regulating valve that can adjust the flow rate of coolant to the branch containing the battery module 10 and to the evaporator 2.

[0022] The principle of this invention is to vaporize the liquid compressible gas through the evaporator 2 and blow the cold air into the cab 1 using the blower 7.

[0023] The operating environment of low-altitude aircraft differs significantly from that of traditional automobiles, characterized by limited airtime and stringent lightweight requirements. Based on this, the system of this invention improves upon the closed-loop refrigeration mode of traditional automotive thermal management systems by employing a non-closed-loop refrigeration system utilizing a limited volume of compressed refrigerant (carbon dioxide). The storage of high-pressure liquid refrigerant (carbon dioxide) will replace the air conditioning compressor in traditional automotive systems as the core power source.

[0024] Power batteries are the primary energy source for low-altitude aircraft, generating a significant amount of heat during flight, especially under high loads or during rapid charging and discharging. This invention's low-altitude aircraft thermal management system utilizes heat exchange principles to ensure the system's safe and stable operation.

[0025] After the low-altitude aircraft starts its cooling system, the liquid carbon dioxide in the gas storage tank 9 is released through a pressure reducing device and transported to the three-way valve 8. The three-way valve 8 dynamically adjusts the coolant flow direction according to the aircraft's load status and temperature requirements: under high load or rapid charging and discharging, the coolant is preferentially guided to the battery area (i.e., the cooling circuit where the battery module 10 is located) for concentrated heat dissipation; under low load or standby conditions, the flow rate is adjusted to meet system requirements. The high-pressure coolant is rapidly depressurized and cooled through the first thermostatic expansion valve 3, transforming into a low-temperature, low-pressure liquid before entering the evaporator 2. In the evaporator 2, the coolant absorbs heat from the battery or other heat sources and vaporizes, while effectively carrying away the heat. To improve cooling efficiency, the blower 7 forces air to flow through the evaporator 2, accelerating the heat exchange process and dissipating excess heat.

[0026] Unlike traditional automotive thermal management systems, the air conditioning system for low-altitude aircraft of this invention does not return the coolant to the storage tank 9 after completing its cooling task. Instead, it is discharged into the atmosphere through the second thermal expansion valve 6. This open-loop design eliminates the circulation requirements of traditional closed-loop systems, effectively reducing system complexity and weight, and providing a lightweight and efficient thermal management solution for low-altitude aircraft.

[0027] The specific differences between the low-altitude aircraft air conditioning system of this utility model and the traditional automobile thermal management system are as follows, see Table 1:

[0028] 1. Differences in system architecture

[0029] Traditional automotive thermal management systems primarily rely on the air conditioning refrigeration cycle to regulate the vehicle's interior temperature. This typically includes key components such as the air conditioning compressor, condenser, receiver-drier, thermostatic expansion valve, evaporator, and blower. The refrigeration system compresses the refrigerant from a low-pressure gas to a high-pressure gas, then cools it in the condenser until it becomes a liquid. The refrigerant is then depressurized and cooled again by the thermostatic expansion valve, and finally absorbs heat from the vehicle's interior in the evaporator. In this process, the air conditioning compressor and condenser are the critical heat exchange and temperature regulation components.

[0030] Unlike traditional automotive systems, the thermal management system of this low-altitude aircraft places greater emphasis on temperature control of internal equipment and the power battery. The stringent weight and space requirements of the aircraft also dictate the architectural differences in the thermal management system. Low-altitude aircraft typically do not use air conditioning compressors and condensers, instead employing canned compressible gas (carbon dioxide) instead. This compressible gas is stored at higher pressure in a specially designed gas tank 9 and, when needed, is released into the aircraft's heat exchange system for temperature regulation through fluid dynamics control. This method not only simplifies system design but also effectively reduces weight, meeting the aircraft's requirements for efficient space and energy utilization.

[0031] 2. Differences in cooling medium

[0032] In traditional automobiles, coolant is typically liquid, such as a mixture of water and ethylene glycol. It flows through the engine, air conditioning system, and other heat sources, absorbing heat and releasing it through components like the radiator. The coolant in the air conditioning system is usually a Freon-based refrigerant, which undergoes a gas-liquid conversion under the action of the compressor, exchanging heat through the evaporator and condenser. These liquid and gaseous coolants play a crucial role in thermal management during the heat exchange process.

[0033] This invention relates to a low-altitude aircraft that employs a different cooling medium, particularly in its thermal management system, where canned compressible gas is typically selected. This gas is stored in a gas tank 9 and released via system regulation when needed. In the aircraft's thermal management system, this gas is usually injected into the heat exchange system under high pressure to absorb heat generated by the aircraft's equipment and remove heat through rapid expansion and evaporation. Unlike the liquid coolant used in traditional automobiles, this compressed gas can directly absorb heat during expansion, thereby effectively regulating the aircraft's temperature.

[0034] 3. Differences in key components

[0035] In traditional automotive thermal management systems, the air conditioning compressor and condenser are two indispensable components. The compressor mechanically compresses the refrigerant into a high-pressure gas, which is then cooled and converted into a liquid by the condenser. However, this system is complex and requires a significant amount of space and energy, especially since driving the air conditioning compressor typically consumes engine power.

[0036] This invention's low-altitude aircraft eliminates the need for an air conditioning compressor and condenser, instead using canned compressible gas. The compressible gas is stored under high pressure in a specially designed gas tank 9, eliminating the need for complex compression and cooling processes found in traditional systems. This design reduces the system's size and weight while avoiding high energy consumption and complex mechanical actuation. Through precise control of a three-way valve and a thermostatic expansion valve, the aircraft can adjust the release of compressible gas according to actual needs, thereby regulating the internal temperature of the aircraft.

[0037] 4. Thermal management efficiency and system integration

[0038] While traditional automotive air conditioning systems are mature, their efficiency is limited by several factors, such as refrigerant flow control, compressor efficiency, and condenser heat dissipation performance. Furthermore, the operation of air conditioning systems typically requires power from the engine, leading to energy consumption and additional strain, especially during prolonged use.

[0039] This invention relates to a thermal management system for low-altitude aircraft. By employing canned compressible gas and a highly efficient heat exchange method, it can more effectively control the internal temperature of the aircraft. Because it does not rely on an engine-driven compressor, the thermal management system is more flexible and can quickly respond to temperature changes in different flight modes, reducing energy consumption. Furthermore, the system's compact design allows for better integration with other aircraft systems, improving overall efficiency and reliability.

[0040] 5. Weight and space optimization

[0041] Low-altitude aircraft face strict weight and space constraints during design, therefore their thermal management systems prioritize lightweight and compact design. This invention eliminates the air conditioning compressor and condenser, and utilizes a canned compressible gas solution, significantly reducing the system's weight and volume. Compared to traditional automobiles that require multiple large components, the low-altitude aircraft's thermal management system, through its streamlined design, ensures effective heat dissipation while avoiding excessive space occupation and weight addition, thus contributing to improved aircraft performance.

[0042] There are many differences between traditional automotive thermal management systems and the thermal management system of this low-altitude aircraft, especially in system architecture and the selection of key components. By eliminating the traditional air conditioning compressor and condenser and replacing them with canned compressible gas, the thermal management system design of the low-altitude aircraft is greatly simplified, reducing system weight and volume while improving energy efficiency and reliability. This innovative design allows the low-altitude aircraft to more efficiently control the heat generated during flight, ensuring high performance and safety.

[0043] Table 1. Differences between thermal management systems of low-altitude aircraft and traditional automobiles

[0044]

Claims

1. A low-altitude aircraft air conditioning system, comprising an evaporator (2), a blower (7) blowing air toward the cockpit (1) on one side of the evaporator (2), the evaporator (2) being located on the path of the blower (7) blowing air toward the cockpit (1), characterized in that, One end of the evaporator (2) is connected to the gas storage tank (9) through a first pipeline, and a first thermal expansion valve (3) is provided on the first pipeline. The other end of the evaporator (2) is connected to the atmosphere through a second pipeline, and a second thermal expansion valve (6) is provided on the second pipeline.

2. The air conditioning system for a low-altitude aircraft as described in claim 1, characterized in that, The first thermal expansion valve (3) has a branch with a battery module (10) connected in parallel at both ends. A three-way valve (8) is provided on the first pipeline at both ends of the first thermal expansion valve (3). The branch with the battery module (10) connected in parallel at both ends of the first thermal expansion valve (3) is connected to the first pipeline through the three-way valve (8).

3. A low-altitude aircraft air conditioning system as described in claim 1 or 2, characterized in that, The gas storage tank (9) contains refrigerant gas that has been compressed into a liquid state.

4. The air conditioning system for a low-altitude aircraft as described in claim 3, characterized in that, The refrigerant gas is carbon dioxide.

Images