Electric aircraft cold and hot mixing device

Abstract

The utility model provides an electric aircraft cold and hot mixing device which comprises a cold air collecting assembly, a mixing assembly and a heat dissipation assembly, the mixing assembly is arranged above a battery assembly, the mixing assembly is provided with a mixing cavity, and an outlet section of the mixing cavity is communicated with a cabin environment control system through a ventilation pipeline; the cold air collecting assembly comprises a plurality of cold air pipelines, cold air inlets of the cold air pipelines are formed in wings or fuselage of the electric aircraft and correspond to the battery assembly, and cold air outlets of the cold air pipelines extend into the inlet section of the mixing cavity; the heat dissipation assembly comprises a plurality of heat conduction coil pipes, the heat conduction coil pipes are arranged on the bottom surface of the battery assembly, hot air inlets of the heat conduction coil pipes are communicated with the battery assembly, and hot air outlets of the heat conduction coil pipes extend into the inlet section of the mixing cavity and are staggered with the cold air pipeline. Natural high-altitude cold air is fully utilized, and the cold air and hot air generated by the battery are fully mixed in the mixing cavity, so that the temperature of the air is effectively reduced, and the heat dissipation efficiency of the battery system is improved.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology for electric aircraft, and in particular to a device for mixing hot and cold air in electric aircraft. Background Technology

[0002] With the development of aviation technology, electric aircraft, as an environmentally friendly and efficient new type of aircraft, have received increasing attention. During the flight of an electric aircraft, the battery system generates a large amount of heat. If this heat is not dissipated in time, it will lead to a decline in battery performance and a shortened lifespan, and in severe cases, it may even cause safety problems.

[0003] Currently, patent application CN202321520754.0 discloses a heat dissipation structure for a power battery in an electric aircraft. The structure includes a battery module surrounded by a panel on all four sides, and a water-cooling component. This water-cooling component includes water-cooling pipes positioned between the battery module and the panel. An air-cooling component is attached to the outside of the panel, extending to the outside of the panel and communicating with the air-cooling component. A water pump provides the driving force for water circulation. By incorporating water-cooling pipes inside the battery module and an external air-cooling component, and connecting the two components, the heat generated by the battery cell can be quickly transferred to the fan-cooling component via water pump-driven water circulation. The fan-cooling component then accelerates heat dissipation, effectively reducing the temperature rise of the battery cell under high-rate discharge conditions in a short period.

[0004] Although the published patents have solved the battery heat dissipation problem to some extent by combining water cooling and air cooling, the following technical problems still exist in the special application scenarios of electric aircraft: the existing technology mainly relies on the internal circulation of water cooling and air cooling components, drives water circulation through water pumps, and relies on fan cooling components to accelerate heat dissipation. The heat dissipation process requires a large amount of additional energy consumption, which further increases the overall energy consumption of electric aircraft and is not conducive to achieving the energy conservation and emission reduction goals of electric aircraft.

[0005] Furthermore, during high-altitude flight, there is a large amount of cold air around electric aircraft, but most existing battery heat dissipation methods fail to effectively utilize this cold air, resulting in energy waste and low heat dissipation efficiency.

[0006] Furthermore, the air cooled by the fan remains inside the electronics compartment and is not being utilized further.

[0007] Therefore, how to effectively utilize the high-altitude cold air resources during the flight of electric aircraft to achieve rapid heat dissipation and efficient thermal management of the battery system has become a technical problem that urgently needs to be solved in the field of electric aircraft thermal management.

[0008] In view of the above, this utility model is hereby proposed. Utility Model Content

[0009] The purpose of this invention is to provide a thermal mixing device for electric aircraft, which addresses the shortcomings in the heat dissipation design of existing electric aircraft battery modules. These designs fail to fully utilize the natural cold source of high-altitude cold air, resulting in energy waste and low heat dissipation efficiency. The preferred technical solutions provided by this invention offer numerous advantages, which are detailed below.

[0010] To achieve the above objectives, the present invention provides the following technical solution:

[0011] This utility model provides a cold and hot mixing device for an electric aircraft, comprising a cold air collection component, a mixing component, and a heat dissipation component. The mixing component is disposed above the battery assembly and has a mixing chamber. The outlet section of the mixing chamber is connected to the cabin environmental control system via a ventilation duct. The cold air collection component includes multiple cold air ducts. The cold air inlets of the cold air ducts are disposed on the wing or fuselage of the electric aircraft, corresponding to the battery assembly. The cold air outlets of the cold air ducts extend into the inlet section of the mixing chamber. The heat dissipation component includes multiple heat-conducting coils, all disposed on the bottom surface of the battery assembly. The hot air inlets of the heat-conducting coils are connected to the battery assembly, and the hot air outlets of the heat-conducting coils extend into the inlet section of the mixing chamber and are arranged alternately with the cold air ducts.

[0012] Preferably, the heat dissipation assembly further includes a heat sink, which is disposed on the bottom surface of the battery assembly, and the heat-conducting coil is disposed through the heat sink.

[0013] Preferably, the cold air duct is provided with an insulation layer, and a filter is provided at the cold air inlet of the cold air duct.

[0014] Preferably, the height of the inlet section gradually increases along the airflow direction, and the width of the outlet section gradually decreases along the airflow direction.

[0015] Preferably, a mixing section is provided between the inlet section and the outlet section, and multiple spoilers are provided on the mixing section. Each spoiler has a channel for air to pass through. The spoilers are arranged sequentially along the airflow direction, and the channels of adjacent spoilers are staggered.

[0016] Preferably, the hybrid component is connected to the battery component via a heat insulation layer.

[0017] Preferably, the system further includes a flow control valve, a temperature sensor, and a control module. The flow control valve is respectively disposed on the cold air duct, the heat transfer coil duct, and the ventilation duct. The temperature sensor is disposed between the mixing section and the outlet section. The flow control valve and the temperature sensor are electrically connected to the control module.

[0018] Preferably, the cold air pipeline is equipped with a drive pump that is electrically connected to the control module.

[0019] Preferably, the cold air duct and ventilation duct are equipped with pressure sensors that are electrically connected to the control module.

[0020] The preferred technical solution of this utility model can also produce at least the following technical effects:

[0021] This invention effectively avoids the shortcomings of existing technologies.

[0022] This invention effectively avoids the defects in the heat dissipation design of battery modules in existing electric aircraft, which fails to fully utilize the natural cold source of high-altitude cold air, resulting in energy waste and low heat dissipation efficiency. This invention provides a cold and heat mixing device for electric aircraft, including a cold air collection component, a mixing component, and a heat dissipation component. The mixing component is located above the battery module and has a mixing chamber. The outlet section of the mixing chamber is connected to the cabin environmental control system via a ventilation duct. The cold air collection component includes multiple cold air ducts. The cold air inlets of the cold air ducts are located on the wing or fuselage of the electric aircraft, corresponding to the positions of the battery modules. The cold air outlets of the cold air ducts extend into the inlet section of the mixing chamber. The heat dissipation component includes multiple heat-conducting coils, all located on the bottom surface of the battery module. The hot air inlets of the heat-conducting coils are connected to the battery module, and the hot air outlets of the heat-conducting coils extend into the inlet section of the mixing chamber and are arranged alternately with the cold air ducts.

[0023] This invention utilizes the synergistic effect of a cold air collection component, a mixing component, and a heat dissipation component. Due to the low temperature of the high-altitude environment, the cold air pipeline can collect low-temperature cold air and deliver it to the inlet section of the mixing chamber. The hot air inlet of the heat-conducting coil is connected to the battery assembly, carrying away the heat generated by the battery in the form of hot air and delivering it to the inlet section of the mixing chamber. Because cold air has a higher density, it reduces the pressure inside the mixing chamber upon entering, creating a certain negative pressure. This negative pressure drives the heat-conducting coil to draw hot air from the battery assembly, accelerating the flow and discharge of hot air, further enhancing the heat dissipation effect. The cold and hot air are mixed in the mixing chamber, achieving thorough and uniform mixing and reducing the air temperature. The mixed air is then delivered to the cabin environmental control system through the outlet section of the mixing chamber and the ventilation pipeline to regulate the cabin temperature, achieving rational utilization of the heat dissipation air and preventing its accumulation in the electronics compartment.

[0024] Compared to existing technologies that rely entirely on internal circulation cooling methods using water-cooled and air-cooled components, this invention fully utilizes the natural cold source of high-altitude cold air. The negative pressure generated by the high-altitude cold air entering the mixing chamber drives the heat-conducting coil to draw in the hot air inside the battery assembly and mix it thoroughly within the mixing chamber. This not only effectively reduces the air temperature, thereby improving the heat dissipation efficiency of the battery system, but also reduces the additional energy consumption required during the heat dissipation process, which is conducive to achieving the energy conservation and emission reduction goals of electric aircraft. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the structure of an electric aircraft cold and hot mixing device provided by this utility model;

[0027] Figure 2 This is a schematic diagram showing the connection between the mixing component and the longitudinal frame of the cockpit of an electric aircraft cold and hot mixing device provided by this utility model.

[0028] Figure 3 This is a schematic diagram of the mixing chamber of an electric aircraft cold and hot mixing device provided by this utility model;

[0029] Figure 4 This is a schematic diagram of the heat-conducting coil and heat sink of an electric aircraft cold and heat mixing device provided by this utility model.

[0030] In the picture:

[0031] 1. Cold air duct; 11. Cold air inlet; 12. Cold air outlet;

[0032] 2. Mixing component; 21. Inlet section; 22. Mixing section; 23. Outlet section; 24. Spoiler; 241. Channel;

[0033] 3. Heat transfer coil piping; 31. Hot air outlet;

[0034] 4. Heat sink;

[0035] 5. Ventilation ducts; 51. Ventilation outlets;

[0036] 6. Battery assembly;

[0037] 7. Vertical frame;

[0038] 8. Insulation layer. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0040] like Figures 1-4 As shown, this utility model provides a cold and hot mixing device for an electric aircraft, including a cold air collection component, a mixing component 2, and a heat dissipation component. The mixing component 2 is disposed above the battery component 6 and has a mixing chamber. The outlet section 23 of the mixing chamber is connected to the cabin environment control system through a ventilation duct 5. The cold air collection component includes multiple cold air ducts 1. The cold air inlet 11 of the cold air duct 1 is disposed on the wing or fuselage of the electric aircraft and at a position corresponding to the battery component 6. The cold air outlet 12 of the cold air duct 1 extends into the inlet section 21 of the mixing chamber. The heat dissipation component includes multiple heat-conducting coils 3, all disposed on the bottom surface of the battery component 6. The hot air inlet of the heat-conducting coil 3 is connected to the battery component 6, and the hot air outlet 31 of the heat-conducting coil 3 extends into the inlet section 21 of the mixing chamber and is arranged alternately with the cold air ducts 1.

[0041] Through the synergistic action of the cold air acquisition component, mixing component 2, and heat dissipation component, the cold air duct 1 can collect low-temperature cold air due to the low ambient temperature at high altitudes and deliver it to the inlet section 21 of the mixing chamber. The hot air inlet of the heat-conducting coil 3 is connected to the battery assembly 6, carrying away the heat generated by the battery in the form of hot air and delivering it to the inlet section 21 of the mixing chamber. Due to the higher density of cold air, the pressure inside the mixing chamber decreases upon entering, creating a certain negative pressure. This negative pressure drives the heat-conducting coil 3 to draw hot air from the battery assembly 6, accelerating the flow and discharge of hot air and further enhancing the heat dissipation effect. The cold and hot air are mixed in the mixing chamber to achieve thorough and uniform mixing, reducing the air temperature. The mixed air is then delivered to the cabin environmental control system through the outlet section 23 of the mixing chamber and the ventilation duct 5 to regulate the cabin ambient temperature, achieving rational utilization of the heat dissipation air and preventing its accumulation in the electronics compartment.

[0042] Compared to existing technologies that rely entirely on internal circulation cooling methods using water-cooled and air-cooled components, this invention fully utilizes the natural cold source of high-altitude cold air. The negative pressure generated by the high-altitude cold air entering the mixing chamber drives the heat-conducting coil 3 to draw in the hot air from the battery assembly 6 and mix it thoroughly within the mixing chamber. This not only effectively reduces the air temperature, thereby improving the heat dissipation efficiency of the battery system, but also reduces the additional energy consumption required during the heat dissipation process, which is conducive to achieving the energy-saving and emission-reduction goals of electric aircraft.

[0043] According to the location of battery assembly 6, cold air duct 1 is set on the wing or fuselage of the electric aircraft to reduce the cold air flow path.

[0044] In addition, the hot air outlet 31 of the heat-conducting coil 3 and the cold air outlet 12 of the cold air pipeline 1 are arranged alternately to ensure that the cold and hot air are fully mixed in the mixing chamber.

[0045] The ventilation duct 5 is connected to the longitudinal frame 7 of the cabin by clamps and other connectors, and extends along the longitudinal frame 7 of the cabin to reduce interference with other structures. Its ventilation outlet 51 is a horn shape that gradually increases in the direction of airflow to reduce the noise of airflow.

[0046] As an optional implementation, such as Figure 4 As shown, the heat dissipation assembly also includes a heat sink 4, which is disposed on the bottom surface of the battery assembly 6, and the heat conduction coil 3 is disposed through the heat sink 4.

[0047] Furthermore, heat sinks 4 are evenly arranged on the long side bottom surface of the battery assembly 6 to increase the heat conduction area and further improve the heat dissipation efficiency of the battery.

[0048] There are two heat-conducting coils 3, arranged side by side. The heat-conducting coils 3 are arranged in a serpentine coil design on the long side bottom surface of the battery pack 6. The heat generated by the battery in the battery pack 6 is transferred to the mixing chamber through the heat-conducting coils 3. The hot air in the heat-conducting coils 3 flows under negative pressure, forming a natural circulation without the need for additional power.

[0049] As an optional implementation, an insulation layer is provided on the outer wall of the cold air duct 1, and a filter is provided at the cold air inlet 11 of the cold air duct 1.

[0050] Furthermore, there are three cold air ducts 1, arranged in parallel. The air inlet of the cold air duct 1 is a funnel shape with an inner diameter that gradually increases along the airflow direction. Utilizing the principles of fluid dynamics, a negative pressure effect is created, which is conducive to the efficient intake of low-temperature cold air from high altitudes.

[0051] The insulation layer is made of existing insulation materials such as polyurethane foam to reduce heat loss of cold air during transportation.

[0052] Filters are used to intercept large particulate impurities in cold air.

[0053] As an optional implementation, the height of the inlet section 21 gradually increases along the airflow direction, which is beneficial for the initial mixing of cold and hot air. The width of the outlet section 23 gradually decreases along the airflow direction, increasing the velocity of the mixed air.

[0054] As an optional implementation, such as Figure 3 As shown, a mixing section 22 is provided between the inlet section 21 and the outlet section 23. Multiple spoilers 24 are provided on the mixing section 22. Air passage channels 241 are provided on the spoilers 24. The spoilers 24 are arranged sequentially along the airflow direction, and the channels 241 of adjacent spoilers 24 are staggered.

[0055] Furthermore, there are three spoilers 24, which are arranged sequentially along the airflow direction, and the channels 241 of adjacent spoilers 24 are staggered.

[0056] This design greatly extends the airflow path within the mixing chamber, allowing cold and hot air to mix thoroughly and evenly, thus reducing the gas temperature.

[0057] As an optional implementation, such as Figure 1 As shown, the hybrid component 2 is connected to the battery component 6 through the heat insulation layer 8.

[0058] Furthermore, the insulation layer 8 is made of insulation materials in existing technologies such as aerogel felt.

[0059] The heat insulation layer 8 reduces the direct contact between the battery component 6 and the mixing component 2, minimizing interference with the mixing chamber. This maintains a low-temperature environment within the mixing chamber, enhancing the cooling effect after the cold and hot air are mixed and improving the mixing efficiency. Furthermore, as the temperature inside the mixing chamber decreases, the density difference between the cold and hot air increases, creating a stronger negative pressure effect that drives the hot air to flow more rapidly, further improving heat dissipation efficiency.

[0060] As an optional implementation, it also includes a flow control valve, a temperature sensor, and a control module. The flow control valve is respectively installed on the cold air duct 1, the heat transfer coil duct 3, and the ventilation duct 5. The temperature sensor is installed between the mixing section 22 and the outlet section 23. The flow control valve and the temperature sensor are electrically connected to the control module.

[0061] The flow control valve is used to regulate the flow rate of gas in the cold air duct 1, the heat transfer coil duct 3, and the ventilation duct 5.

[0062] Temperature sensors are used to monitor the temperature of the gas mixture in real time.

[0063] As an optional implementation, a drive pump electrically connected to the control module is provided on the cold air duct 1.

[0064] The function of the drive pump is to provide additional power for the flow of cold air under special conditions. For example, when the pressure in the cold air pipeline 1 is lower than a set threshold, the control module starts the drive pump based on the signal fed back by the pressure sensor to provide additional power for the flow of cold air. Alternatively, when the battery pack 6 generates too much heat and the mixing of naturally circulating cold and hot air cannot effectively reduce the battery temperature, the control module starts the drive pump to enhance the flow of cold air, improve heat dissipation efficiency, and ensure the safe operation of the battery pack 6.

[0065] As an optional implementation, pressure sensors electrically connected to the control module are provided on the cold air duct 1 and the ventilation duct 5.

[0066] Pressure sensors are used to monitor pressure changes in cold air duct 1 and ventilation duct 5.

[0067] It should be noted that the flow control valve, temperature sensor, drive pump, pressure sensor and control module adopt existing technology, and the specific circuit connection relationship between the flow control valve, temperature sensor, drive pump and pressure sensor and control module is existing technology, which will not be elaborated here.

[0068] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0069] In the description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0070] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0071] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "a particular example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0072] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A device for mixing hot and cold air in an electric aircraft, characterized in that, The system includes a cold air acquisition component, a mixing component, and a heat dissipation component. The mixing component is positioned above the battery assembly and has a mixing chamber. The outlet section of the mixing chamber is connected to the cabin environmental control system via a ventilation duct. The cold air acquisition component includes multiple cold air ducts. The cold air inlets of the cold air ducts are located on the wing or fuselage of the electric aircraft, corresponding to the battery assembly. The cold air outlets of the cold air ducts extend into the inlet section of the mixing chamber. The heat dissipation component includes multiple heat-conducting coils, all located on the bottom surface of the battery assembly. The hot air inlets of the heat-conducting coils are connected to the battery assembly, and the hot air outlets of the heat-conducting coils extend into the inlet section of the mixing chamber and are arranged alternately with the cold air ducts.

2. The electric aircraft hot and cold mixing device according to claim 1, characterized in that, The heat dissipation component also includes a heat sink, which is disposed on the bottom surface of the battery assembly, and the heat-conducting coil is disposed through the heat sink.

3. The electric aircraft hot and cold mixing device according to claim 1, characterized in that, The cold air duct is equipped with an insulation layer, and a filter is installed at the cold air inlet of the cold air duct.

4. The electric aircraft hot and cold mixing device according to claim 1, characterized in that, The height of the inlet section gradually increases along the airflow direction, and the width of the outlet section gradually decreases along the airflow direction.

5. The electric aircraft hot and cold mixing device according to claim 1, characterized in that, A mixing section is provided between the inlet section and the outlet section. Multiple spoilers are provided on the mixing section. Each spoiler has a channel for air to pass through. The spoilers are arranged sequentially along the airflow direction, and the channels of adjacent spoilers are staggered.

6. The electric aircraft hot and cold mixing device according to claim 1, characterized in that, The hybrid component is connected to the battery component via a heat insulation layer.

7. The electric aircraft hot and cold mixing device according to claim 5, characterized in that, It also includes a flow control valve, a temperature sensor, and a control module. The flow control valve is respectively installed on the cold air pipeline, the heat transfer coil pipeline, and the ventilation pipeline. The temperature sensor is installed between the mixing section and the outlet section. The flow control valve and the temperature sensor are electrically connected to the control module.

8. The electric aircraft hot and cold mixing device according to claim 7, characterized in that, A drive pump electrically connected to the control module is installed on the cold air pipeline.

9. The electric aircraft hot and cold mixing device according to claim 7, characterized in that, Pressure sensors electrically connected to the control module are installed on the cold air duct and ventilation duct.

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