Mobile

Abstract

To provide a movable body including an air-conditioning system which can cool an electronic component continuously.SOLUTION: A VTOL aircraft (a movable body) includes: a first communication passage 36 allowing communication between a passenger cabin (a crew cabin) 24 and a part chamber 26; and a second communication passage 38 which allows the part chamber 26 to be open to the outside of a fuselage 12. Air in one part of the passenger cabin 24 flows in a first circulation passage 42 and returns to the passenger cabin 24. Air in the other part of the passenger cabin 24 flows in the first communication passage 36 to be introduced into the part chamber 26. Air in one part of the part chamber 26 flows in a second circulation passage 52 and returns to the part chamber 26. Air in the other part of the part chamber 26 flows in the second communication passage 38 to be discharged to the outside of the fuselage 12.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a moving body equipped with an air conditioning system.

Background Art

[0002] Patent Document 1 discloses an aircraft (a moving body) equipped with an air conditioning system for a passenger cabin. In this aircraft, the air in the passenger cabin flows through an exhaust passage and is discharged to the outside of the aircraft body. Avionics is arranged in this exhaust passage. The avionics is cooled by the air discharged from the passenger cabin.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the air conditioning system of Patent Document 1, if a failure occurs in the exhaust passage, there is a risk that the avionics cannot be cooled.

[0005] An object of the present invention is to solve the above-described problems.

Means for Solving the Problems

[0006] Aspects of the present invention include a crew compartment for accommodating a person, a components compartment for accommodating a plurality of electrical components electrically connected to electrical equipment, a first inlet and a second inlet for introducing air from the outside to the inside of the fuselage, a first air conditioning system having a first circulation path connected to the crew compartment, which circulates the air introduced into the inside of the fuselage from the first inlet in a first path formed by the crew compartment and the first circulation path to provide air conditioning for the crew compartment, and a second circulation path connected to the components compartment, which circulates the air introduced into the inside of the fuselage from the second inlet in a first path formed by the components compartment and the second circulation path. A mobile body comprising: a second air conditioning system that circulates air in a second path formed by a first connecting passage connecting the crew compartment and the parts compartment; and a second connecting passage that opens the parts compartment to the outside of the fuselage, wherein some of the air in the crew compartment flows through the first circulation path and returns to the crew compartment, the remaining air in the crew compartment flows through the first connecting passage and is introduced into the parts compartment, some 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 connecting passage and is discharged to the outside of the fuselage. [Effects of the Invention]

[0007] According to the present invention, it is possible to continuously cool electrical components. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a left side view of a VTOL aircraft. [Figure 2] Figure 2 shows the airflow inside a VTOL aircraft. [Figure 3] Figure 3 shows the first air conditioning system, the second air conditioning system, the heat utilization circuit, and the cooling circuit. [Figure 4] Figure 4 shows the state of the heat utilization circuit and each air conditioning system while the passenger rooms and parts rooms are being cooled. [Figure 5] Figure 5 shows the state of the heat utilization circuit and the cooling circuit while the battery is being cooled. [Figure 6]Figure 6 shows the state of the cooling circuit while the battery is being heated. [Figure 7] Figure 7 shows the state of the heat utilization circuit, the cooling circuit, and each air conditioning system while the guest room is being heated. [Modes for carrying out the invention]

[0009] [1 Configuration of VTOL aircraft 10] Figure 1 is a left side view of the VTOL aircraft 10. The VTOL aircraft 10 (mobile unit) is, for example, an electric vertical take-off and landing aircraft, a so-called eVTOL aircraft. The VTOL aircraft 10 comprises a fuselage 12, a forewing wing 14, a rear wing 16, left and right booms 18, eight VTOL rotors 20, and left and right cruise rotors 22. Note that in Figure 1, only the left boom 18 is shown among the left and right booms 18. Also, in Figure 1, only four of the eight VTOL rotors 20 are shown. Also, in Figure 1, only the left cruise rotor 22 is shown among the left and right cruise rotors 22. The VTOL aircraft 10 is equipped with one or more batteries 68 (Figure 3) and one or more generators (not shown) as power sources for flight.

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

[0011] Each of the two booms 18 is supported by a front wing 14 and a rear wing 16. One of the two booms 18 is positioned to the left of the fuselage 12. The other boom 18 is positioned to the right of the fuselage 12. Each boom 18 extends in the longitudinal direction.

[0012] Each boom 18 is equipped with four VTOL rotors 20 arranged sequentially towards the rear. Each VTOL rotor 20 is used in the takeoff, vertical climb, transition from climb to cruise, transition from cruise to descent, vertical descent, landing, and stationary flight. Each VTOL rotor 20 generates vertical thrust.

[0013] The rear wing 16 is equipped with two cruise rotors 22, arranged side by side. Each cruise rotor 22 is used during the cruising phase, the transition phase from the climb phase to cruising phase, and the transition phase from cruising phase to descent phase. Each cruise rotor 22 generates horizontal thrust.

[0014] The fuselage 12 contains a passenger cabin 24 and a parts room 26. The passenger cabin 24 is located in front of the parts room 26. However, the arrangement of the passenger cabin 24 and the parts room 26 is not limited to this. The passenger cabin 24 is larger than the parts room 26.

[0015] The passenger cabin 24 can accommodate multiple passengers. Meanwhile, the parts room 26 houses multiple electrical components in advance. Each electrical component is electrically connected to the electrical equipment mounted on the VTOL aircraft 10. In this embodiment, the electrical equipment refers to the motors and power supplies for each rotor (VTOL rotor 20 and cruise rotor 22). The electrical components refer to the 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. Note that the electrical components housed in the parts room 26 may also be other components, such as circuit components related to avionics. Furthermore, the electrical components housed in the parts room 26 may be batteries other than the battery 68 described later. Note that the parts room 26 may not be a room but a housing for electrical components. Each circuit component generates heat when energized. The heat from the circuit components is used to heat the passenger cabin 24.

[0016] [2. Airflow inside the VTOL aircraft 10] FIG. 2 is a diagram showing the air flow inside the VTOL aircraft 10. Specifically, FIG. 2 shows the air flow entering and leaving the passenger cabin 24 and the air flow entering and leaving the component room 26. The VTOL aircraft 10 includes a first air conditioning system 28, a second air conditioning system 30, a first air inlet 32, a second air 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.

[0017] The first air conditioning system 28 air-conditions the passenger cabin 24. The first air conditioning system 28 has a first circulation path 42 including the passenger cabin 24. The inlet 42a and the outlet 42b of the first circulation path 42 are formed in the passenger cabin 24. In the first circulation path 42, a first evaporator 44, an internal condenser 46, a first blower fan 48, and a first filter 50 are arranged. A first air 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 air inlet 32 is formed in the outer peripheral portion of the fuselage 12 and introduces air (outside air) from the outside to the inside of the fuselage 12.

[0018] A first door 49 is provided at the confluence of the air (inside air) flowing from the passenger cabin 24 and the air (outside air) flowing from the first air inlet 32 in the first circulation path 42. The first door 49 adjusts the ratio of the inside air and the outside air in the air supplied to the passenger cabin 24 according to the position. An actuator for changing 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. Also, the air flowing through the first circulation path 42 is heated by passing through the internal condenser 46. In the first air conditioning system 28, it is possible to adjust the amount of air passing through the internal condenser 46. The cooled air and the heated air are supplied to the passenger cabin 24. Thereby, the air conditioning (heating and cooling) of the passenger cabin 24 is performed. The details of the air conditioning of the passenger cabin 24 will be described in [3] below.

[0020] The second air conditioning system 30 provides air conditioning for the parts room 26. The second air conditioning system 30 has a second circulation path 52 that includes the parts room 26. The inlet 52a and outlet 52b of the second circulation path 52 are formed in the parts room 26. The second circulation path 52 is equipped with a second evaporator 54, a second blower fan 58, and a second filter 60. A second inlet 34 is connected to the portion of the second circulation path 52 downstream of the inlet 52a and upstream of the second blower fan 58 and the second filter 60. The second inlet 34 is formed on the outer circumference of the body 12 and introduces air (outside air) from the outside to the inside of the body 12.

[0021] A second door 59 is provided at the confluence of the air flowing from the parts room 26 (internal air) and the air flowing from the second inlet 34 (external air) in the second circulation path 52. Depending on its position, the second door 59 adjusts the ratio of internal to external air supplied to the parts room 26. The 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 provides air conditioning (cooling) to the parts room 26. Since there is no need to heat the electrical components, heating of the parts room 26 is unnecessary. Details of the air conditioning of the parts room 26 are explained below in [3].

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

[0024] The first connecting passage 36 is provided between the passenger compartment 24 and the parts room 26, connecting the passenger compartment 24 and the parts room 26. The first connecting passage 36 is capable of circulating air. Multiple first connecting passages 36 may be provided.

[0025] The second connecting passage 38 is provided between the parts chamber 26 and the outlet 40, connecting the parts chamber 26 and the outlet 40. In other words, the second connecting passage 38 opens the parts chamber 26 to the outside of the aircraft. The second connecting passage 38 is capable of allowing air to flow through it. Multiple second connecting passages 38 may be provided. The outlet 40 is formed on the outer circumference of the fuselage 12. Multiple outlets 40 may be provided.

[0026] When the first blower fan 48 is activated, outside air flows from the first inlet 32 ​​into the first circulation path 42. Let the amount of this air be "A". Also, when the first blower fan 48 is activated, a portion of the air in the passenger compartment 24 flows from the inlet 42a into the first circulation path 42, flows through the first circulation path 42, and flows back into the passenger compartment 24 from the outlet 42b. Let the amount of this air, that is, the amount of air that returns to the passenger compartment 24 from the inlet 42a via the first circulation path 42, be "B".

[0027] In this case, as shown in Figure 2, amounts A + B of air flow 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, as amounts A + B of air flow 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, 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., amount A of air, flows into the first connecting passage 36. This air flows through the first connecting passage 36 and flows into the parts room 26.

[0028] As the second blower fan 58 operates, outside air flows from the second inlet 34 into the second circulation path 52. Let the amount of this air be "C". Also, as the second blower fan 58 operates, a portion of the air in the parts room 26 flows from the inlet 52a into the second circulation path 52, flows through the second circulation path 52, and flows back into the parts room 26 from the outlet 52b. Let the amount of this air, that is, the amount of air that returns to the parts room 26 from the inlet 52a via the second circulation path 52, be "D".

[0029] In this case, as shown in Figure 2, a quantity of C+D of air flows into the parts chamber 26 from the outlet 52b of the second circulation path 52. Furthermore, as described above, a quantity of A of air flows into the parts chamber 26 from the first connecting passage 36. The amount of air in the parts chamber 26 is constant. In other words, as a quantity of A+C+D of air flows into the parts chamber 26, the same amount of air flows out of the parts chamber 26. Of the air flowing out of the parts chamber 26, a quantity of 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., a quantity of A+C of air, flows into the second connecting passage 38. This air flows through the second connecting passage 38 and is discharged to the outside from the outlet 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 reasons.

[0031] External air flows into the cabin 24 from the first intake 32. Furthermore, the cabin 24 is not open to the outside of the VTOL aircraft 10. On the other hand, similar to the cabin 24, external air flows into the parts room 26 from the second intake 34. However, unlike the cabin 24, the parts room 26 is open to the outside of the VTOL aircraft 10 by the second connecting passage 38 and the exhaust port 40. In other words, the outside of the VTOL aircraft 10 is the only place for the air that flows into the parts room 26 to escape. On the other hand, the first connecting passage 36 is the only place for the air that flows into the cabin 24 to escape. For this reason, in the first connecting passage 36, air can only flow from the cabin 24 to the parts room 26.

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

[0033] [3 Fluid circuits inside the VTOL aircraft 10] Figure 3 shows 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 components room 26 and the battery 68. The cooling circuit 66 can cool multiple batteries 68. Multiple batteries 68 power 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, a plurality of valves, and a plurality of flow paths. Each component of the heat utilization circuit 64 forms a circulation path for the refrigerant (heat transfer medium). Each component of the heat utilization circuit 64 is connected as follows.

[0035] The discharge port of the compressor 70 and the inlet port of the internal condenser 46 are connected by the first flow path 92-1. The outlet port of the internal condenser 46 and the inlet port of the three-way valve 78 are connected by the second flow path 92-2. The first outlet port of the three-way valve 78 and the inlet port of the external condenser 72 are connected by the third flow path 92-3. The outlet port of the external condenser 72 and the primary port of the third check valve 90 are connected by the 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 the fifth flow path 92-5. The outlet port of the first expansion valve 80 and the inlet port of the first evaporator 44 are connected by the 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 the 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 the 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 the 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 the 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 the eleventh flow path 92-11. The secondary port of the accumulator 76 and the suction port of the compressor 70 are connected by the twelfth flow path 92-12.

[0036] As described above, the first evaporator 44 and the internal capacitor 46 of the heat utilization circuit 64 are located 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 located 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 part 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 located upstream of the first main path 94 and the first side path 96. The first evaporator 44 is located 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 located 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 first side path 96. The actuator that opens and closes the first flap 98 is controlled by a controller (not shown).

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

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

[0040] The internal condenser 46 has a pipeline through which the refrigerant, which has been heated to a high temperature and pressure by the compressor 70, flows. The refrigerant flowing through the pipeline of the internal condenser 46 dissipates heat into 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 can cause 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 refrigerant flow direction in the three-way valve 78 is controlled by a controller (not shown).

[0042] The external condenser 72 is located outside the first circulation path 42 and the second circulation path 52. The external condenser 72 is supplied with outside air by a fan 106. The external condenser 72 has a conduit for the refrigerant flowing out of the internal condenser 46. The refrigerant flowing through the conduit of the external condenser 72 dissipates heat into the outside air. As a result, the gaseous refrigerant that was not liquefied in the internal condenser 46 is converted 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 expands by spraying refrigerant flowing out from the internal condenser 46 or the external condenser 72. The sprayed refrigerant rapidly vaporizes and absorbs heat from the surroundings. In each expansion valve, the connection between the inlet port and the outlet port can be switched between open and closed. This switching is controlled by a controller (not shown).

[0044] The first evaporator 44 has a pipeline through which the refrigerant sprayed by the first expansion valve 80 flows. The refrigerant flowing through the pipeline of the first evaporator 44 absorbs heat from the air flowing through the first circulation path 42. As a result, 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 pipeline through which the refrigerant sprayed by the second expansion valve 82 flows. The refrigerant flowing through the pipeline of the second evaporator 54 absorbs heat from the air flowing through the second circulation path 52. As a result, 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 collects 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 drawn into the compressor 70.

[0047] Each of the check valves (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 multiple 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 is connected to the inlet port of the heater 110 by a first cooling channel 112-1. The outlet port of the heater 110 is connected to the second inlet port of the chiller 74 by a second cooling channel 112-2. The second outlet port of the chiller 74 is connected to the suction port of each water pump 108 by a third cooling channel 112-3.

[0050] Each water pump 108 draws in the coolant that has flowed through the third cooling channel 112-3 and discharges it into the first cooling channel 112-1. A portion of the first cooling channel 112-1 is provided around each battery 68. The coolant flowing through the first cooling channel 112-1 can absorb heat from each battery 68 by flowing around them. The heater 110 is controlled on and off by a controller (not shown).

[0051] Chiller 74 has a first conduit through which refrigerant flows in from the tenth flow path 92-10 of the heat utilization circuit 64. Chiller 74 also has a second conduit through which coolant flows in from the second cooling flow path 112-2 of the cooling circuit 66. Inside chiller 74, heat exchange takes place between the refrigerant in the first conduit and the coolant in the second conduit. The refrigerant absorbs heat from the coolant, causing its temperature to rise. On the other hand, the coolant releases heat to the refrigerant, causing its temperature to fall.

[0052] [4 Heat transfer inside the VTOL aircraft 10] [4-1 Air conditioning in passenger cabin 24 and parts room 26] Figure 4 shows 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, the explanation of the coolant flowing through the cooling circuit 66 is omitted. In Figure 4, parts that will be explained below are shown with solid lines, and parts that will not be explained are shown with dashed lines. The passenger compartment 24 is heated and cooled, while the parts room 26 is constantly cooled.

[0053] When the passenger compartment 24 and the parts room 26 are air-conditioned, the first expansion valve 80 and the second expansion valve 82 are opened. Also, in the three-way valve 78, the first outlet port is opened and the second outlet port is closed. As a result, the second flow path 92-2 and the third flow path 92-3 are connected. In addition, in the first circulation path 42, the position of the first flap 98 is adjusted so that the first side path 96 is fully open. On the other hand, the opening degree of the first main path 94 is adjusted according to the set temperature of the passenger compartment 24.

[0054] The refrigerant stored in the accumulator 76 is drawn 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. In addition, 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 the operation of the first blower fan 48, the 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 dissipates 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 dissipates heat to the air. As a result, the air cooled in the first evaporator 44 and the air heated in the internal condenser 46 are mixed and blown into the passenger compartment 24 from the outlet 42b of the first circulation path 42. The temperature of the mixed air changes according to the opening degree of the first main path 94.

[0056] In response to the operation of the second blower fan 58, the 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] Furthermore, the refrigerant flows from the internal condenser 46 to the external condenser 72, where it dissipates heat to the outside air. This further cools the refrigerant.

[0058] [4-2 Cooling of Battery 68] Figure 5 shows the state of the heat utilization circuit 64 and the cooling circuit 66 while the battery 68 is being cooled. Here, explanations regarding the refrigerant flowing through each evaporator in the heat utilization circuit 64 and the air flowing through each air conditioning system are omitted. In Figure 5, parts that will be explained below are shown with solid lines, and parts that will not be explained are shown with dashed lines.

[0059] When the battery 68 is being cooled, the third expansion valve 84 is opened. Also, in the three-way valve 78, the first outlet port is opened and the second outlet port is closed. As a result, the second flow path 92-2 and the third flow path 92-3 are connected. In addition, the heater 110 is turned off.

[0060] The refrigerant accumulated in the accumulator 76 is drawn 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 third expansion valve 84 and the chiller 74 and returns to the accumulator 76.

[0061] In response to the operation of the water pump 108, 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. As a result, the battery 68 is cooled.

[0062] Furthermore, the refrigerant in the heat utilization circuit 64 flows from the internal condenser 46 to the external condenser 72, where it dissipates heat to the outside air. In this way, the refrigerant is cooled.

[0063] [4-3 Overheating of Battery 68] Figure 6 shows the state of the cooling circuit 66 while the battery 68 is being heated. In Figure 6, parts that will be explained below are shown with solid lines, and parts that will not be explained are shown with 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 disconnected from the heat utilization circuit 64. The heater 110 is turned on.

[0064] In response to the operation of the water pump 108, 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 24 passenger rooms using waste heat from battery 68] Figure 7 shows the state of the heat utilization circuit 64, the cooling circuit 66, and each air conditioning system while the guest room 24 is being heated. In Figure 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 heating passenger compartment 24, 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. Also, in the three-way valve 78, the second outlet port is opened and the first outlet port is closed. As a result, the second flow path 92-2 and the fifth flow path 92-5 are connected. In addition, in the first circulation path 42, the position of the first flap 98 is adjusted to close the first side passage 96. Meanwhile, the first main passage 94 is fully open.

[0067] The refrigerant stored in the accumulator 76 is drawn 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. In addition, 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 from electrical components from the air flowing through the second circulation path 52 in the second evaporator 54. In addition, the refrigerant flowing through the heat utilization circuit 64 absorbs waste heat from the battery 68 from the coolant flowing through the cooling circuit 66 in the chiller 74.

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

[0070] [5 Inventions obtained from the embodiments] The inventions that can be understood from the above embodiments are described below.

[0071] Aspects of the present invention include a crew compartment (24) for accommodating a person, a components compartment (26) for accommodating a plurality of electrical components electrically connected to electrical equipment, a first inlet (32) and a second inlet (34) for introducing air from outside to inside the fuselage (12), and a first circulation path (42) connected to the crew compartment, which circulates the air introduced into the fuselage from the first inlet in a first path formed by the crew compartment and the first circulation path to provide air conditioning for the crew compartment, and a second circulation path (52) connected to the components compartment, which circulates the air introduced into the fuselage from the second inlet in a first path formed by the components compartment and A mobile body (10) comprising a second air conditioning system (30) that circulates air in a second path formed by the second circulation path to provide air conditioning for the parts room, the mobile body (10) comprising a first connecting passage (36) that connects the crew compartment and the parts room, and a second connecting passage (38) that opens the parts room to the outside of the fuselage, wherein some of the air in the crew compartment flows through the first circulation path and returns to the crew compartment, the remaining air in the crew compartment flows through the first connecting passage and is introduced into the parts room, some of the air in the parts room flows through the second circulation path and returns to the parts room, and the remaining air in the parts room flows through the second connecting passage and is discharged to the outside of the fuselage.

[0072] According to the above configuration, two cooling systems (a second air conditioning system and a first connecting passage) are provided for cooling the electrical components in the components room. Even if a failure occurs in the second air conditioning system, the electrical components will be cooled by the air in the crew compartment. Furthermore, even if a failure occurs in the first air conditioning system or the first connecting passage, the electrical components will be cooled by the function of the second air conditioning system. Therefore, according to this embodiment, the cooling of electrical components can be continuously performed.

[0073] In the above embodiment, a heat utilization circuit (64) is provided for heating the occupant compartment using waste heat from the parts compartment, and the heat utilization circuit may include an evaporator (54) that absorbs heat from the air flowing through the second circulation path, a capacitor (46) that dissipates heat to the air flowing through the first circulation path, and heat transfer channels (92-1 to 92-12) that transfer heat from the evaporator to the capacitor by circulating a heat transfer medium between the evaporator and the capacitor.

[0074] According to the above configuration, the crew compartment can be heated using the waste heat from the electrical components. Therefore, the waste heat from the electrical components can be used effectively without being wasted. In addition, energy required to heat the crew compartment can be saved.

[0075] In the above embodiment, the electrical equipment is a motor of a rotor (20, 22) that generates thrust upward or forward, and the electrical component may be a circuit component connected to the motor.

[0076] The motor used in the rotor of a moving vehicle requires a large amount of power. Therefore, the electrical components connected to the motor generate a significant amount of waste heat. With the above configuration, this waste heat is utilized, thus increasing heating efficiency.

[0077] Furthermore, the present invention is not limited to the disclosure described above, and can take various configurations without departing from the spirit of the invention.

[0078] For example, the present invention can also be used for mobile devices such as electric vehicles and electric boats. [Explanation of Symbols]

[0079] 10...VTOL aircraft (mobile aircraft) 12...Fuselage 20...VTOL rotor (rotor) 22...Cruise Rotor (Rotor) 24...Cabin (Crew Cabin) 26...Parts Room 28...First Air Conditioning System 30...Second Air Conditioning System 32...First Inlet 34...Second Inlet 36...First Connecting Passage 38...Second Connecting Passage 42...First Circulation Route 46...Internal capacitor (capacitor) 52...Second circulation path 54...Second evaporator (evaporator) 64...Heat utilization circuit 92-1~92-12…1st channel~12th channel (heat transfer channel)

Claims

1. A crew compartment for accommodating people, A parts room housing multiple electrical components electrically connected to electrical equipment, A first air intake and a second air intake for introducing air from the outside to the inside of the fuselage, A first air conditioning system having a first circulation path connected to the crew compartment, which circulates air introduced into the interior of the fuselage from the first inlet through a first path formed by the crew compartment and the first circulation path to provide air conditioning for the crew compartment, A second air conditioning system having a second circulation path connected to the parts room, which circulates air introduced into the interior of the fuselage from the second inlet through a second path formed by the parts room and the second circulation path to provide air conditioning for the parts room, A mobile body equipped with, A first connecting passage that connects the crew compartment and the parts room, A second connecting passage that opens the aforementioned parts compartment to the outside of the fuselage, Equipped with, A portion of the air flowing out of the crew compartment flows through the first circulation path and returns to the crew compartment, and the remaining air flowing out of the crew compartment flows through the first communication passage and is introduced into the parts room. A portion of the air flowing out of the parts chamber flows through the second circulation path and returns to the parts chamber, while the remaining air flowing out of the parts chamber flows through the second connecting passage and is discharged to the outside of the fuselage. In the first connecting passage, air can flow only from the crew compartment to the parts compartment, as a movable body.

2. A mobile body according to claim 1, The system includes a heat utilization circuit that uses waste heat from the aforementioned parts room to heat the crew compartment, The aforementioned heat utilization circuit is An evaporator that absorbs heat from the air flowing through the second circulation path, A capacitor that dissipates heat to the air flowing through the first circulation path, A heat transfer channel that circulates a heat transfer medium between the evaporator and the capacitor to transfer heat from the evaporator to the capacitor, A mobile body having

3. A mobile body according to claim 1, The aforementioned electrical device is a motor with a rotor that generates thrust upward or forward. The aforementioned electrical component is a mobile component that is a circuit component connected to the motor.

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