Mobile

Abstract

To provide a movable body including an air-conditioning system which effectively utilizes waste heat of avionics.SOLUTION: A VTOL aircraft (a movable body) includes a heat utilization circuit 64 which heats a passenger cabin (a crew cabin) 24 with waste heat of a component chamber 26. The heat utilization circuit 64 has: a second evaporator 54 which absorbs heat from air flowing through a second circulation passage 52; an internal condenser 46 which radiates heat to air flowing through a first circulation passage 42; and heat transfer passages (92-1 to 92-12) in which a heat medium is circulated between the second evaporator 54 and the internal condenser 46 to transfer the heat from the second evaporator 54 to the internal condenser 46.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a vehicle equipped with an air conditioning system. [Background technology]

[0002] Patent Document 1 discloses an aircraft (mobile body) equipped with a cabin air conditioning system. In this aircraft, cabin air flows through an exhaust flow path and is discharged to the outside of the aircraft. Avionics are arranged in this exhaust flow path. The avionics are cooled by the air discharged from the cabin. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] U.S. Patent No. 1,123,0384 Summary of the Invention [Problem to be solved by the invention]

[0004] In the air conditioning system of Patent Document 1, the waste heat from the avionics is discharged to the outside. It is preferable to make effective use of the waste heat.

[0005] The present invention aims to solve the above-mentioned problems. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided a first air conditioning system including a passenger compartment for accommodating a person, a parts compartment for accommodating a plurality of electric parts electrically connected to electric equipment, a first inlet and a second inlet for introducing air from the outside of a fuselage to the inside thereof, and a first circulation path connected to the passenger compartment, the first air conditioning system circulating the air introduced into the fuselage from the first inlet through a first path formed by the passenger compartment and the first circulation path, and a second air conditioning system that circulates the waste heat of the parts room through a second path formed by the parts room and the second circulation path, and that conditions the air in the parts room, the vehicle including a heat utilization circuit that warms the passenger compartment using waste heat from the parts room, the heat utilization circuit having an evaporator that absorbs heat from the air flowing through the second circulation path, a condenser that dissipates heat to the air flowing through the first circulation path, and a heat transfer flow path that transfers heat from the evaporator to the condenser by circulating a heat medium between the evaporator and the condenser. [Effects of the Invention]

[0007] According to the present invention, the waste heat of the electrical components can be effectively utilized without being wasted. [Brief explanation of the drawings]

[0008] [Figure 1] Figure 1 is a left side view of a VTOL aircraft. [Figure 2] FIG. 2 is a diagram showing the air flow inside the VTOL aircraft. [Figure 3] FIG. 3 is a diagram showing the first air conditioning system, the second air conditioning system, the heat utilization circuit, and the cooling circuit. [Figure 4] FIG. 4 is a diagram showing the state of the heat utilization circuit and the state of each air conditioning system while the passenger compartment and parts room are being cooled. [Figure 5] FIG. 5 is a diagram showing the state of the heat utilization circuit and the state of the cooling circuit while the battery is being cooled. [Figure 6] FIG. 6 shows the state of the cooling circuit while the battery is being heated. [Figure 7] FIG. 7 is a diagram showing the state of the heat utilization circuit, the state of the cooling circuit, and the state of each air conditioning system while the passenger compartment is being heated. DETAILED DESCRIPTION OF THE INVENTION

[0009] [1 VTOL aircraft 10 configuration] FIG. 1 is a left side view of a VTOL aircraft 10. The VTOL aircraft 10 (mobile body) is, for example, an electric vertical take-off and landing aircraft, a so-called eVTOL aircraft. The VTOL aircraft 10 includes a fuselage 12, a front wing 14, a rear wing 16, left and right booms 18, eight VTOL rotors 20, and left and right cruise rotors 22. Of the left and right booms 18, only the left boom 18 is shown in FIG. 1. Of the eight VTOL rotors 20, only four VTOL rotors 20 are shown in FIG. 1. Of the left and right cruise rotors 22, only the left cruise rotor 22 is shown in FIG. 1. The VTOL aircraft 10 includes one or more batteries 68 (FIG. 3) and one or more generators (not shown) as power sources for flight.

[0010] The front wings 14 are connected to the front of the fuselage 12. The rear wings 16 are connected to the rear of the fuselage 12. The front wings 14 and the rear wings 16 generate lift as the VTOL aircraft 10 moves forward.

[0011] Each of the two booms 18 is supported by the front wing 14 and the rear wing 16. One of the two booms 18 is disposed on the left side of the fuselage 12. The other of the two booms 18 is disposed on the right side of the fuselage 12. Each boom 18 extends in the fore-and-aft direction.

[0012] Four VTOL rotors 20 are arranged in order toward the rear on each boom 18. Each VTOL rotor 20 is used in the takeoff process, the vertical ascent process, the transition from ascent to cruise, the transition from cruise to descent process, the vertical descent process, the landing process, and the hovering flight process. Each VTOL rotor 20 generates vertical thrust.

[0013] Two cruise rotors 22 are arranged side by side on the rear wing 16. Each cruise rotor 22 is used during the cruise phase, the transition from ascent to cruise, and the transition from cruise to descent. Each cruise rotor 22 generates horizontal thrust.

[0014] A passenger compartment 24 and a parts room 26 are provided inside the fuselage 12. The passenger compartment 24 is located forward of the parts room 26. However, the locations of the passenger compartment 24 and the parts room 26 are not limited to this. The passenger compartment 24 is larger than the parts room 26.

[0015] The cabin 24 can accommodate multiple passengers. Meanwhile, the parts room 26 pre-stores multiple electrical components. Each electrical component is electrically connected to electrical equipment installed on the VTOL aircraft 10. In this embodiment, the electrical equipment refers to the motors and power supplies of each rotor (the VTOL rotor 20 and the cruise rotor 22). The electrical components refer to circuit components connected to each motor. The circuit components include components for distributing power from one or more power sources to each motor, such as harnesses, switches, and contactors. The electrical components stored in the parts room 26 may also be other components, such as circuit components related to avionics. The electrical components stored in the parts room 26 may also be batteries other than the battery 68 described below. The parts room 26 may not be a room, but may be a housing for storing electrical components. Each circuit component generates heat when current is applied. The heat from the circuit components is used to heat the cabin 24.

[0016] [2 Airflow inside the VTOL aircraft 10] Figure 2 is a diagram showing the air flow inside the VTOL aircraft 10. Specifically, Figure 2 shows the air flow entering and exiting the passenger cabin 24 and the air flow entering and exiting the parts room 26. The VTOL aircraft 10 is equipped with a first air conditioning system 28, a second air conditioning system 30, a first inlet 32, a second inlet 34, a first communication passage 36, a second communication passage 38, and an exhaust port 40. The first air conditioning system 28 and the second air conditioning system 30 are so-called HVAC systems.

[0017] The first air conditioning system 28 conditions the passenger compartment 24. The first air conditioning system 28 has a first circulation path 42 that includes the passenger compartment 24. An inlet 42a and an outlet 42b of the first circulation path 42 are formed in the passenger compartment 24. A first evaporator 44, an internal condenser 46, a first blower fan 48, and a first filter 50 are arranged in the first circulation path 42. A first inlet 32 ​​is connected to a portion of the first circulation path 42 that is downstream of the inlet 42a and upstream of the first blower fan 48 and the first filter 50. The first inlet 32 ​​is formed in the outer periphery of the fuselage 12 and introduces air (outside air) from the outside of the fuselage 12 to the inside.

[0018] A first door 49 is provided in the first circulation path 42 at a portion where the air (inside air) flowing from the passenger compartment 24 and the air (outside air) flowing from the first inlet 32 ​​join together. The first door 49 adjusts the ratio of inside air to outside air in the air supplied to the passenger compartment 24 depending on its position. An actuator that changes the position of the first door 49 is controlled by a controller (not shown).

[0019] The air flowing through the first circulation path 42 is cooled by passing through the first evaporator 44. The air flowing through the first circulation path 42 is also heated by passing through the internal condenser 46. In the first air conditioning system 28, the amount of air passing through the internal condenser 46 can be adjusted. The cooled air and heated air are supplied to the passenger compartment 24. In this way, the passenger compartment 24 is air-conditioned (heated and cooled). Details of the air conditioning of the passenger compartment 24 will be explained in [3] below.

[0020] The second air conditioning system 30 conditions the air in the parts compartment 26. The second air conditioning system 30 has a second circulation path 52 that includes the parts compartment 26. An inlet 52a and an outlet 52b of the second circulation path 52 are formed in the parts compartment 26. A second evaporator 54, a second blower fan 58, and a second filter 60 are arranged in the second circulation path 52. A second inlet 34 is connected to a portion of the second circulation path 52 that is downstream of the inlet 52a and upstream of the second blower fan 58 and the second filter 60. The second inlet 34 is formed in the outer periphery of the fuselage 12 and introduces air (outside air) from the outside of the fuselage 12 to the inside.

[0021] A second door 59 is provided in the second circulation path 52 at a portion where the air (internal air) flowing from the parts chamber 26 and the air (external air) flowing from the second inlet 34 join together. The second door 59 adjusts the ratio of internal air to external air in the air supplied to the parts chamber 26 depending on its position. An actuator that changes the position of the second door 59 is controlled by a controller (not shown).

[0022] The air flowing through the second circulation path 52 is cooled by passing through the second evaporator 54. The cooled air is supplied to the parts room 26. This conditions (cools) the parts room 26. Note that since there is no need to heat the electrical components, there is no need to heat the parts room 26. Details of the air conditioning of the parts room 26 will be explained in [3] below.

[0023] The first inlet 32 ​​and the second inlet 34 may be formed at the same position. In this case, the flow path connected to the first inlet 32 ​​(second inlet 34) branches into two, one branch path connected to the first air conditioning system 28 and the other branch path connected to the second air conditioning system 30.

[0024] The first communication passage 36 is provided between the passenger compartment 24 and the parts compartment 26, and connects the passenger compartment 24 and the parts compartment 26. The first communication passage 36 allows air to flow. A plurality of first communication passages 36 may be provided.

[0025] The second communication passage 38 is provided between the parts chamber 26 and the exhaust port 40, and connects the parts chamber 26 and the exhaust port 40. In other words, the second communication passage 38 opens the parts chamber 26 to the outside of the aircraft. The second communication passage 38 allows air to flow. A plurality of second communication passages 38 may be provided. The exhaust port 40 is formed in the outer periphery of the fuselage 12. A plurality of exhaust ports 40 may be provided.

[0026] As the first blower fan 48 operates, external air (fresh air) flows into the first circulation path 42 from the first inlet 32. The amount of this air is designated "A." Furthermore, as the first blower fan 48 operates, a portion of the air (internal air) in the passenger compartment 24 flows into the first circulation path 42 from the inlet 42a, flows through the first circulation path 42, and flows into the passenger compartment 24 from the outlet 42b. This amount of air, i.e., the amount of air returning to the passenger compartment 24 from the inlet 42a via the first circulation path 42, is designated "B."

[0027] In this case, as shown in FIG. 2 , an amount A+B of air flows into the passenger compartment 24 from the outlet 42b of the first circulation path 42. The amount of air in the passenger compartment 24 is constant. In other words, when an amount A+B of air flows into the passenger compartment 24, the same amount of air flows out of the passenger compartment 24. Of the air flowing out of the passenger compartment 24, an amount B of air flows into the first circulation path 42 from the inlet 42a, as described above. As a result, the remaining air, i.e., the amount A of air, flows into the first communication path 36. This air flows through the first communication path 36 and into the components chamber 26.

[0028] As the second blower fan 58 operates, external air (fresh air) flows into the second circulation path 52 from the second inlet 34. The amount of this air is designated "C." Furthermore, as the second blower fan 58 operates, some of the air (internal air) in the components chamber 26 flows into the second circulation path 52 from the inlet 52a, flows through the second circulation path 52, and flows into the components chamber 26 from the outlet 52b. This amount of air, i.e., the amount of air returning to the components chamber 26 from the inlet 52a via the second circulation path 52, is designated "D."

[0029] In this case, as shown in FIG. 2 , an amount C+D of air flows into the components chamber 26 from the outlet 52b of the second circulation path 52. Furthermore, as described above, an amount A of air flows into the components chamber 26 from the first communication path 36. The amount of air in the components chamber 26 is constant. That is, when an amount A+C+D of air flows into the components chamber 26, the same amount of air flows out of the components chamber 26. Of the air flowing out of the components chamber 26, an amount D of air flows into the second circulation path 52 from the inlet 52a, as described above. As a result, the remaining air, i.e., the amount A+C of air, flows into the second communication path 38. This air flows through the second communication path 38 and is discharged to the outside through the exhaust port 40.

[0030] In this embodiment, air does not flow in the reverse direction through the first communication passage 36. That is, in this embodiment, air does not flow from the component chamber 26 toward the first communication passage 36. This is for the following reason.

[0031] External air flows into the passenger cabin 24 through the first inlet 32. Furthermore, the passenger cabin 24 is not open to the outside of the VTOL aircraft 10. On the other hand, like the passenger cabin 24, external air flows into the parts room 26 through the second inlet 34. However, unlike the passenger cabin 24, the parts room 26 is open to the outside of the VTOL aircraft 10 through the second communication passage 38 and the outlet 40. In other words, the escape route for air equivalent to the amount that flows into the parts room 26 is the outside of the VTOL aircraft 10. On the other hand, the escape route for air equivalent to the amount that flows into the passenger cabin 24 is the first communication passage 36. For this reason, in the first communication passage 36, air can only flow from the passenger cabin 24 to the parts room 26.

[0032] The electrical components in the component compartment 26 are cooled by the air flowing in from the outlet 52b of the second circulation path 52. Furthermore, the electrical components in the component compartment 26 are cooled by the air flowing in from the first communication passage 36. In this way, in this embodiment, two cooling systems (the second air conditioning system 30 and the first communication passage 36) are provided for cooling the electrical components. Even if a failure occurs in the second air conditioning system 30, the electrical components are cooled by the air in the passenger compartment 24. Furthermore, even if a failure occurs in the first air conditioning system 28 or the first communication passage 36, the electrical components are cooled by the function of the second air conditioning system 30. Therefore, according to this embodiment, the electrical components can be continuously cooled.

[0033] [3 Fluid circuit inside VTOL aircraft 10] 3 is a diagram showing the first air conditioning system 28, the second air conditioning system 30, the heat utilization circuit 64, and the cooling circuit 66. The heat utilization circuit 64 can heat the passenger cabin 24 using waste heat from at least one of the parts room 26 and the battery 68. The cooling circuit 66 can cool the multiple batteries 68. The multiple batteries 68 are the power sources for the multiple rotors (VTOL rotor 20, cruise rotor 22).

[0034] The heat utilization circuit 64 includes a compressor 70, an internal condenser 46, an external condenser 72, a first evaporator 44, a second evaporator 54, a chiller 74, an accumulator 76, multiple valves, and multiple flow paths. Each component of the heat utilization circuit 64 forms a circulation path for the refrigerant (heat medium). Each component of the heat utilization circuit 64 is connected as follows:

[0035] The discharge port of the compressor 70 is connected to the inlet port of the internal condenser 46 by a first flow path 92-1. The outlet port of the internal condenser 46 is connected to the inlet port of the three-way valve 78 by a second flow path 92-2. The first outlet port of the three-way valve 78 is connected to the inlet port of the external condenser 72 by a third flow path 92-3. The outlet port of the external condenser 72 is connected to the primary port of the third check valve 90 by a fourth flow path 92-4. The secondary port of the third check valve 90, the second outlet port of the three-way valve 78, the inlet port of the first expansion valve 80, the inlet port of the second expansion valve 82, and the inlet port of the third expansion valve 84 are connected by a fifth flow path 92-5. The outlet port of the first expansion valve 80 is connected to the inlet port of the first evaporator 44 by a sixth flow path 92-6. The outlet port of the first evaporator 44 and the primary port of the first check valve 86 are connected by a seventh flow path 92-7. The outlet port of the second expansion valve 82 and the inlet port of the second evaporator 54 are connected by an eighth flow path 92-8. The outlet port of the second evaporator 54 and the primary port of the second check valve 88 are connected by a ninth flow path 92-9. The outlet port of the third expansion valve 84 and the first inlet port of the chiller 74 are connected by a tenth flow path 92-10. The secondary port of the first check valve 86, the secondary port of the second check valve 88, the first outlet port of the chiller 74, and the primary port of the accumulator 76 are connected by an eleventh flow path 92-11. The secondary port of the accumulator 76 and the suction port of the compressor 70 are connected by a twelfth flow path 92-12.

[0036] As described above, the first evaporator 44 and the internal condenser 46 of the heat utilization circuit 64 are disposed in the first circulation path 42 of the first air conditioning system 28. Also, as described above, the second evaporator 54 of the heat utilization circuit 64 is disposed in the second circulation path 52 of the second air conditioning system 30.

[0037] A first main path 94 and a first side path 96 are formed in a portion of the first circulation path 42 of the first air conditioning system 28. The first side path 96 bypasses the first main path 94. The first blower fan 48 is disposed upstream of the first main path 94 and the first side path 96. The first evaporator 44 is disposed downstream of the first blower fan 48 and upstream of the first main path 94 and the first side path 96. The internal condenser 46 is disposed in the first main path 94. A first flap 98 is provided near the first main path 94 and the first side path 96. The first flap 98 adjusts the opening degree of the first main path 94 and the opening degree of the first side path 96. An actuator that opens and closes the first flap 98 is controlled by a controller (not shown).

[0038] A second main path 100 and a second side path 102 are formed in a portion of the second circulation path 52 of the second air conditioning system 30. A second blower fan 58 is disposed upstream of the second main path 100 and the second side path 102. The second side path 102 bypasses the second main path 100. A second evaporator 54 is disposed on the second main path 100. A second flap 104 is provided near the outlet of the second side path 102. The second flap 104 opens and closes depending on the pressure difference between upstream and downstream of the second side path 102 (and the second evaporator 54). The second flap 104 basically closes the second side path 102. If the second evaporator 54 freezes and becomes clogged, the pressure upstream of the second side path 102 (and the second evaporator 54) becomes higher than the pressure downstream of the second side path 102 (and the second evaporator 54). In this state, the second flap 104 receives pressure upstream of the second bypass passage 102 and opens the second bypass passage 102 .

[0039] The compressor 70 draws in low-temperature, low-pressure gaseous refrigerant from the accumulator 76. The compressor 70 compresses the drawn refrigerant. As a result, the low-temperature, low-pressure gaseous refrigerant changes into high-temperature, high-pressure gaseous refrigerant. The compressor 70 discharges the refrigerant.

[0040] The internal condenser 46 has a pipe through which the refrigerant that has been made high-temperature and high-pressure by the compressor 70 flows. The refrigerant flowing through the pipe of the internal condenser 46 dissipates heat to the air flowing through the first circulation path 42. As a result, the high-temperature, high-pressure gaseous refrigerant changes into a low-temperature, high-pressure liquid refrigerant.

[0041] The three-way valve 78 allows the refrigerant that has flowed in from the inlet port to flow out from either the first outlet port or the second outlet port. The switching of the outflow direction of the refrigerant in the three-way valve 78 is controlled by a controller (not shown).

[0042] The external condenser 72 is disposed outside the first circulation path 42 and the second circulation path 52. External air (fresh air) is blown to the external condenser 72 by a fan 106. The external condenser 72 has a pipe through which the refrigerant flowing out of the internal condenser 46 flows. The refrigerant flowing through the pipe of the external condenser 72 dissipates heat to the outside air. As a result, the gaseous refrigerant that was not liquefied in the internal condenser 46 changes into a low-temperature, high-pressure liquid refrigerant.

[0043] Each of the first expansion valve 80, the second expansion valve 82, and the third expansion valve 84 sprays and expands the refrigerant flowing out from the internal condenser 46 or the external condenser 72. The sprayed refrigerant rapidly vaporizes and absorbs heat from the surroundings. Each expansion valve can switch between communication and cut-off between the inlet and outlet ports. This switching is controlled by a controller (not shown).

[0044] The first evaporator 44 has a pipe through which the refrigerant sprayed by the first expansion valve 80 flows. The refrigerant flowing through the pipe of the first evaporator 44 absorbs heat from the air flowing through the first circulation path 42. In this way, the first evaporator 44 cools the air flowing through the first circulation path 42. Furthermore, the first evaporator 44 dehumidifies the air flowing through the first circulation path 42.

[0045] The second evaporator 54 has a pipe through which the refrigerant sprayed by the second expansion valve 82 flows. The refrigerant flowing through the pipe of the second evaporator 54 absorbs heat from the air flowing through the second circulation path 52. In this way, the second evaporator 54 cools the air flowing through the second circulation path 52. Furthermore, the second evaporator 54 dehumidifies the air flowing through the second circulation path 52.

[0046] The accumulator 76 accumulates gaseous refrigerant and liquid refrigerant flowing out from at least one of the first evaporator 44, the second evaporator 54, and the chiller 74. Of these, the gaseous refrigerant is sucked into the compressor 70.

[0047] Each check valve (first check valve 86, second check valve 88, third check valve 90) allows refrigerant to flow from the primary port to the secondary port, but does not allow refrigerant to flow from the secondary port to the primary port.

[0048] The cooling circuit 66 includes two water pumps 108, a heater 110, a chiller 74, and a plurality of cooling channels. Each component of the cooling circuit 66 forms a circulation path for the coolant. Each component of the cooling circuit 66 is connected as follows:

[0049] The discharge port of each water pump 108 and the inlet port of the heater 110 are connected by a first cooling passage 112-1. The outlet port of the heater 110 and the second inlet port of the chiller 74 are connected by a second cooling passage 112-2. The second outlet port of the chiller 74 and the suction port of each water pump 108 are connected by a third cooling passage 112-3.

[0050] Each water pump 108 sucks in the coolant that has flowed through the third cooling flow path 112-3 and discharges the coolant to the first cooling flow path 112-1. A portion of the first cooling flow path 112-1 is provided around each battery 68. The coolant flowing through the first cooling flow path 112-1 is able to absorb heat from each battery 68 by flowing around each battery 68. The heater 110 is turned on and off under the control of a controller (not shown).

[0051] The chiller 74 has a first pipe through which the refrigerant flowing in from the tenth flow path 92-10 of the heat utilization circuit 64 flows. The chiller 74 also has a second pipe through which the liquid coolant flowing in from the second cooling flow path 112-2 of the cooling circuit 66 flows. Inside the chiller 74, heat exchange occurs between the refrigerant in the first pipe and the liquid coolant in the second pipe. The refrigerant absorbs heat from the liquid coolant, thereby increasing the temperature of the refrigerant. Meanwhile, the liquid coolant releases heat to the refrigerant, thereby decreasing the temperature of the liquid coolant.

[0052] [4 Heat transfer inside the VTOL aircraft 10] [4-1 Air conditioning for guest room 24 and parts room 26] Figure 4 is a diagram showing the state of the heat utilization circuit 64 and the state of each air conditioning system while the passenger compartment 24 and the parts room 26 are being cooled. Here, a description of the coolant flowing through the cooling circuit 66 will be omitted. In Figure 4, parts that will be described below are indicated by solid lines, and parts that will not be described are indicated by dashed lines. The passenger compartment 24 is cooled or heated, while the parts room 26 is constantly cooled.

[0053] When cooling the passenger compartment 24 and the parts room 26, the first expansion valve 80 and the second expansion valve 82 are opened. Furthermore, in the three-way valve 78, the first outlet port is opened and the second outlet port is closed. Therefore, the second flow path 92-2 and the third flow path 92-3 are connected to each other. Furthermore, in the first circulation path 42, the position of the first flap 98 is adjusted to fully open the first side path 96. Meanwhile, the opening degree of the first main path 94 is adjusted according to the set temperature of the passenger compartment 24.

[0054] The refrigerant accumulated in the accumulator 76 is sucked into the compressor 70 and compressed. The refrigerant discharged from the compressor 70 flows through the internal condenser 46 and the external condenser 72. A portion of the refrigerant flowing out of the external condenser 72 flows through the first expansion valve 80 and the first evaporator 44 and returns to the accumulator 76. A portion of the refrigerant flowing out of the external condenser 72 flows through the second expansion valve 82 and the second evaporator 54 and returns to the accumulator 76.

[0055] In response to operation of the first blower fan 48, air introduced into the first circulation path 42 from the passenger compartment 24 and the first inlet 32 ​​passes through the first evaporator 44. Some of the air passes through the first side path 96. The remaining air passes through the internal condenser 46 of the first main path 94. In the first evaporator 44, the air releases heat to the refrigerant, and the refrigerant absorbs heat from the air. In the internal condenser 46, the air absorbs heat from the refrigerant, and the refrigerant releases heat to the air. As a result, the air cooled by the first evaporator 44 and the air heated by the internal condenser 46 are mixed and blown from the outlet 42b of the first circulation path 42 to the passenger compartment 24. The temperature of the mixed air changes depending on the opening degree of the first main path 94.

[0056] In response to operation of the second blower fan 58, air introduced into the second circulation path 52 from the parts chamber 26 and the second inlet 34 passes through the second evaporator 54. In the second evaporator 54, the air dissipates heat to the refrigerant, and the refrigerant absorbs heat from the air. As a result, air cooled by the second evaporator 54 is blown from the outlet 52b of the second circulation path 52 to the parts chamber 26. If the second evaporator 54 becomes clogged due to freezing or the like, the second flap 104 opens. Therefore, air that bypasses the second evaporator 54 is blown from the outlet 52b of the second circulation path 52 to the parts chamber 26.

[0057] The refrigerant flows from the internal condenser 46 into the external condenser 72, where it dissipates heat into the outside air. This further cools the refrigerant.

[0058] [4-2 Cooling of Battery 68] 5 is a diagram showing the state of the heat utilization circuit 64 and the state of the cooling circuit 66 while cooling the battery 68. Here, explanations regarding the refrigerant flowing through each evaporator of the heat utilization circuit 64 and the air flowing through each air conditioning system will be omitted. In FIG. 5, parts that will be explained below are indicated by solid lines, and parts that will not be explained are indicated by dashed lines.

[0059] When the battery 68 is cooled, the third expansion valve 84 is opened. Furthermore, in the three-way valve 78, the first outlet port is opened and the second outlet port is closed. Therefore, the second flow path 92-2 and the third flow path 92-3 are connected to each other. Furthermore, the heater 110 is turned off.

[0060] The refrigerant accumulated in the accumulator 76 is drawn into and compressed by the compressor 70. The refrigerant discharged from the compressor 70 flows through the internal condenser 46 and the external condenser 72. A portion of the refrigerant flowing out of the external condenser 72 flows through the third expansion valve 84 and the chiller 74 and returns to the accumulator 76.

[0061] As the water pump 108 operates, the coolant circulates through the cooling circuit 66. In the chiller 74, the coolant dissipates heat to the refrigerant in the heat utilization circuit 64, and the refrigerant in the heat utilization circuit 64 absorbs heat from the coolant. The coolant absorbs heat from the battery 68, and the battery 68 dissipates heat to the coolant. In this way, the battery 68 is cooled.

[0062] The refrigerant in the heat utilization circuit 64 flows from the internal condenser 46 into the external condenser 72, where it dissipates heat into the outside air. This cools the refrigerant.

[0063] [4-3 Battery 68 heating] Figure 6 is a diagram showing the state of the cooling circuit 66 while the battery 68 is being heated. In Figure 6, parts that will be described below are indicated by solid lines, and parts that will not be described are indicated by dashed lines. When the battery 68 is being heated, the third expansion valve 84 is closed. As a result, the cooling circuit 66 is thermally isolated from the heat utilization circuit 64. The heater 110 is turned on.

[0064] As the water pump 108 operates, the coolant circulates through the cooling circuit 66. The coolant is heated by the heater 110. The coolant dissipates heat to the battery 68, and the battery 68 absorbs heat from the coolant. As a result, the battery 68 is warmed.

[0065] [4-4 Heating of cabin 24 using waste heat from battery 68] Fig. 7 is a diagram showing the state of the heat utilization circuit 64, the state of the cooling circuit 66, and the state of each air conditioning system while heating the guest room 24. In Fig. 7, parts that will be explained below are shown with solid lines, and parts that will not be explained are shown with dashed lines.

[0066] When the passenger compartment 24 is heated, at least one of the second expansion valve 82 and the third expansion valve 84 is opened. Meanwhile, the first expansion valve 80 is closed. Furthermore, in the three-way valve 78, the second outlet port is opened and the first outlet port is closed. Therefore, the second flow path 92-2 and the fifth flow path 92-5 are connected to each other. Furthermore, in the first circulation path 42, the position of the first flap 98 is adjusted to close the first side path 96. Meanwhile, the first main path 94 is fully opened.

[0067] The refrigerant accumulated in the accumulator 76 is sucked into the compressor 70 and compressed. The refrigerant discharged from the compressor 70 flows through the internal condenser 46. A portion of the refrigerant flowing out of the internal condenser 46 flows through the second expansion valve 82 and the second evaporator 54 and returns to the accumulator 76. A portion of the refrigerant flowing out of the internal condenser 46 flows through the third expansion valve 84 and the chiller 74 and returns to the accumulator 76.

[0068] The refrigerant flowing through the heat utilization circuit 64 absorbs waste heat of the electrical components from the air flowing through the second circulation path 52 in the second evaporator 54. The refrigerant flowing through the heat utilization circuit 64 also absorbs waste heat of the battery 68 from the coolant flowing through the cooling circuit 66 in the chiller 74.

[0069] In response to operation of the first blower fan 48, air introduced into the first circulation path 42 from the passenger compartment 24 and the first inlet 32 ​​passes through the internal condenser 46 of the first main path 94. In the internal condenser 46, the air absorbs heat from the refrigerant, and the refrigerant releases heat to the air. In the internal condenser 46, heat is transferred from the refrigerant to the air, including the waste heat of the electrical components and the waste heat of the battery 68. As a result, air heated by the internal condenser 46 is blown from the outlet 42b of the first circulation path 42 into the passenger compartment 24. In this way, according to this embodiment, the waste heat of the electrical components and the waste heat of the battery 68 can be effectively utilized.

[0070] [5 Inventions Obtained from the Embodiments] The invention that can be understood from the above embodiment will be described below.

[0071] According to an aspect of the present invention, there is provided a passenger compartment (24) for accommodating a person, a parts compartment (26) for accommodating a plurality of electric parts electrically connected to electric equipment, a first inlet (32) and a second inlet (34) for introducing air from the outside of a fuselage (12) into the inside thereof, and a first circulation path (42) connected to the passenger compartment, the first air conditioning system (28) for conditioning the passenger compartment by circulating the air introduced into the fuselage from the first inlet through a first path formed by the passenger compartment and the first circulation path, and a second circulation path (52) connected to the parts compartment, the first air conditioning system (28) for conditioning the passenger compartment by circulating the air introduced into the fuselage from the second inlet through a first path formed by the passenger compartment and the first circulation path. a second air conditioning system (30) that circulates the waste heat of the parts room through a second path formed by the parts room and the second circulation path, and that conditions the air in the parts room. The vehicle (10) further includes a heat utilization circuit (64) that warms the passenger compartment using waste heat from the parts room. The heat utilization circuit has an evaporator (54) that absorbs heat from air flowing through the second circulation path, a condenser (46) that dissipates heat to the air flowing through the first circulation path, and heat transfer flow paths (92-1 to 92-12) that transfer heat from the evaporator to the condenser by circulating a heat medium between the evaporator and the condenser.

[0072] According to the above configuration, the passenger compartment can be heated using the waste heat of the electrical components. Therefore, the waste heat of the electrical components can be effectively utilized without being wasted. In addition, the energy required for heating the passenger compartment can be saved.

[0073] In the above aspect, the second air conditioning system may include a bypass path (102) that forms part of the second circulation path and bypasses the evaporator, and a flap (104) that can open and close the bypass path, and the flap may close when the evaporator is passing air through it, and open when the pressure upstream of the second circulation path becomes greater than the pressure downstream of the second circulation path due to clogging of the evaporator.

[0074] According to the above configuration, the flap opens when the evaporator becomes clogged, so air always flows through the second circulation path. As a result, air is always supplied to the component chamber. Therefore, according to this embodiment, the electrical components can be continuously cooled.

[0075] In the above aspect, the engine may include a first communication passage (36) that connects the passenger compartment and the parts compartment, and a second communication passage (38) that opens the parts compartment to the outside of the fuselage, wherein a portion of the air in the passenger compartment flows through the first circulation path and returns to the passenger compartment, the remaining air in the passenger compartment flows through the first communication passage and is introduced into the parts compartment, a portion of the air in the parts compartment flows through the second circulation path and returns to the parts compartment, and the remaining air in the parts compartment flows through the second communication passage and is discharged to the outside of the fuselage.

[0076] According to the above configuration, two cooling systems (the second air conditioning system and the first communication passage) are provided to cool the electrical components in the component compartment. Even if a failure occurs in the second air conditioning system, the electrical components are cooled by the air in the passenger compartment. Furthermore, even if a failure occurs in the first air conditioning system or the first communication passage, the electrical components are cooled by the function of the second air conditioning system. Therefore, according to this embodiment, the electrical components can be continuously cooled.

[0077] In the above aspect, the mobile body may include a cooling circuit (66) that cools a battery (68) that serves as a power source for the electrical equipment, and the cooling circuit may include cooling flow paths (112-1 to 112-3) that circulate a coolant that absorbs heat from the battery through a path that includes the periphery of the battery, and a chiller (74) that is included in the heat transfer flow path and the cooling flow path and performs heat exchange between the heat medium and the coolant.

[0078] According to the above configuration, the passenger compartment can be heated using the waste heat of the battery. Therefore, the waste heat of the battery can be effectively utilized without being wasted. In addition, the energy required for heating the passenger compartment can be saved.

[0079] In the above aspect, the electric device may be a motor for a rotor (20, 22) that generates an upward or forward thrust, and the electric component may be a circuit component connected to the motor.

[0080] The motor used in the rotor of a moving body requires a large amount of power. Therefore, the electrical components connected to the motor generate a large amount of waste heat. With the above configuration, this waste heat is utilized, thereby improving heating efficiency.

[0081] The present invention is not limited to the above disclosure, and various configurations can be adopted without departing from the gist of the present invention.

[0082] For example, the present invention can also be used in moving bodies such as electric vehicles and electric ships. [Explanation of symbols]

[0083] 10...VTOL aircraft (mobile body) 12...Fuselage 20...VTOL rotor (rotor) 22...Cruise rotor (rotor) 24... Passenger compartment (crew compartment) 26... Parts room 28...First air conditioning system 30...Second air conditioning system 32...First inlet 34...Second inlet 36...First communication path 38...Second communication path 42...First circuit 46...Internal capacitor (capacitor) 52... Second circulation path 54... Second evaporator (evaporator) 64…Heat utilization circuit 66…Cooling circuit 68...Battery 74...Chiller 92-1 to 92-12: 1st flow path to 12th flow path (heat transfer flow path) 102…Second side road (side road) 104...Second flap (flap) 112-1 to 112-3...First cooling channel to third cooling channel (cooling channel)

Claims

1. A crew compartment for accommodating people; a parts chamber that accommodates a plurality of electrical parts that are electrically connected to the electrical device; a first inlet and a second inlet for introducing air from the outside of the fuselage to the inside; a first air conditioning system having a first circulation path connected to the passenger compartment, the first air conditioning system circulating air introduced into the fuselage from the first inlet through a first path formed by the passenger compartment and the first circulation path; a second air conditioning system having a second circulation path connected to the parts room, the second air conditioning system circulating air introduced into the fuselage from the second inlet through a second path formed by the parts room and the second circulation path, thereby conditioning the parts room; A moving body comprising: a heat utilization circuit that heats the passenger compartment using waste heat from the parts compartment; The heat utilization circuit includes: an evaporator that absorbs heat from the air flowing through the second circulation path; a condenser that dissipates heat into the air flowing through the first circulation path; a heat transfer flow path that transfers heat from the evaporator to the condenser by circulating a heat medium between the evaporator and the condenser; and The second air conditioning system a bypass path that forms part of the second circulation path and bypasses the evaporator; a flap that can open and close the bypass; and The flap closes when the evaporator is passing air, and opens when the pressure upstream of the second circulation path becomes greater than the pressure downstream thereof due to clogging of the evaporator.

2. The moving body according to claim 1, a first communication passage that communicates the passenger compartment with the parts compartment; a second communication passage that opens the parts chamber to the outside of the body; Equipped with a part of the air in the passenger compartment flows through the first circulation path and returns to the passenger compartment, and the remaining air in the passenger compartment flows through the first communication passage and is introduced into the parts compartment, a part of the air in the parts chamber flows through the second circulation path and returns to the parts chamber, and the remaining air in the parts chamber flows through the second communication path and is discharged to the outside of the body.

3. The moving body according to claim 1, a cooling circuit for cooling a battery serving as a power source for the electrical device; The cooling circuit comprises: a cooling flow path that circulates a coolant that absorbs heat from the battery through a path that includes the periphery of the battery; a chiller included in the heat transfer flow path and the cooling flow path, which performs heat exchange between the heat medium and the cooling liquid; A mobile object having the above configuration.

4. The moving body according to claim 1, the electric device is a rotor motor that generates an upward or forward thrust; The moving body, wherein the electrical component is a circuit component connected to the motor.

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