Onboard hybrid refrigeration system, aircraft, and control method

Abstract

An onboard hybrid refrigeration system, an aircraft, and a control method. The onboard hybrid refrigeration system comprises a power assembly (10), a motor assembly (20), an air circulation assembly (30), and a liquid cooling circulation assembly (60). A motor, a compressor (11), and a gas turbine (14) are coaxially connected. The air circulation assembly comprises a cooling turbine (31), a first heat exchanger (32), and a first water separator (33). The compressor, the cooling turbine, and the first water separator are sequentially connected to form an air supply path. An outlet of the cooling turbine is connected to an inlet of the first heat exchanger to form a refrigeration air path. In the liquid cooling circulation assembly, a liquid cooling pump (61), a heat load heat exchanger (62), a first isolation pipe, and a second isolation pipe are connected to form a liquid cooling loop. In the liquid cooling loop, an evaporator (42) and the first isolation pipe are connected in parallel, and the first heat exchanger and the second isolation pipe are connected in parallel. The aircraft comprises the onboard hybrid refrigeration system, and the control method is applied to the aircraft. In this way, the problems of design redundancy and high energy consumption of the onboard hybrid refrigeration system are solved.

Description

An airborne hybrid refrigeration system, an aircraft, and a control method Technical Field

[0001] This invention relates to the field of aircraft heat dissipation technology, and more specifically, to an airborne hybrid cooling system, an aircraft, and a control method. Background Technology

[0002] For aircraft such as drones used in special operations, the electromechanical system is responsible for functions such as power supply, hydraulic operation, environmental control, and auxiliary / emergency power. Like the "blood, muscles, and internal organs" of the aircraft, it plays a crucial role in energy management and directly affects flight safety and aerodynamic performance. Among the functions of the electromechanical system, the power supply and heat dissipation capabilities of environmental control and auxiliary / emergency power directly impact the functionality of the mission system. A good power supply system not only ensures a stable power supply but also significantly improves energy utilization, reduces energy consumption, and extends operating time. A heat dissipation system dissipates heat generated by various parts of the aircraft, ensuring the mission system maintains a suitable temperature during long-term operation, preventing malfunctions and damage, and ultimately extending the aircraft's service life.

[0003] Traditional aircraft electromechanical systems are typically powered by engine-driven generators, with common cooling methods including air circulation systems or evaporative liquid cooling systems. These traditional electromechanical systems are independent of each other, lacking interfaces for interaction, and can only be designed for maximum capacity and operated according to load requirements. Under operating conditions with extremely high peak-to-average power ratios in aircraft, this often results in design redundancy, large system weight, and high overall fuel consumption, making them unsuitable for the development requirements of new aircraft. Summary of the Invention

[0004] To address the issues of design redundancy and high energy consumption in airborne hybrid refrigeration systems, this invention provides an airborne hybrid refrigeration system, an aircraft, and a control method.

[0005] In a first aspect, the present invention provides an airborne hybrid refrigeration system, the airborne hybrid refrigeration system comprising:

[0006] A power assembly includes a compressor, an intake section, a combustion chamber, and a gas turbine; the inlet of the intake section is connected to the atmosphere; the outlet of the intake section is connected to the inlet of the compressor; the compressor, the combustion chamber, and the gas turbine are sequentially and detachably connected; the outlet of the compressor is connected to the combustion chamber to form a drive air path; the compressor and the gas turbine are coaxially connected for transmission.

[0007] The motor assembly includes an integrated starter motor; the integrated starter motor is coaxially connected to the compressor.

[0008] An air circulation assembly includes a cooling turbine, a first heat exchanger, and a first water separator. The cooling turbine is coaxially connected to the integrated starter motor. The outlet of the compressor and the inlet of the cooling turbine form a first air supply path. A first valve is provided in the first air supply path. The outlet of the cooling turbine and the inlet of the first heat exchanger form a refrigerant air path. The outlet of the cooling turbine and the first water separator form a second air supply path. A second valve is provided in the refrigerant air path. The outlet of the first heat exchanger is connected to the atmosphere to form an exhaust path. An exhaust valve is provided in the exhaust path. The outlet of the first heat exchanger and the inlet of the compressor form a return path.

[0009] An evaporation cycle assembly includes a compressor, an evaporator, an expansion valve, and a first condenser; the compressor is coaxially connected to the cooling turbine; the compressor, the evaporator, the expansion valve, and the first condenser are sequentially connected end-to-end to form a compression refrigeration circuit; the evaporation cycle assembly also includes a refrigeration regulating valve; the refrigeration regulating valve is connected in parallel with the compressor in the compression refrigeration circuit; a fuel delivery assembly includes a fuel line; the fuel line passes through the first condenser;

[0010] A liquid cooling circulation assembly includes a liquid cooling pump, a heat load heat exchanger, a first isolation pipe, and a second isolation pipe; the liquid cooling pump, the heat load heat exchanger, the first isolation pipe, and the second isolation pipe are connected to form a liquid cooling circuit; the evaporator and the first isolation pipe are connected in parallel in the liquid cooling circuit; the first heat exchanger and the second isolation pipe are connected in parallel in the liquid cooling circuit; the liquid cooling circulation assembly also includes a first isolation valve and a second isolation valve; the first isolation valve is detachably connected to the first isolation pipe; the second isolation valve is detachably connected to the second isolation pipe.

[0011] In some embodiments, the fuel delivery assembly further includes a temperature sensor detachably connected to the fuel line; the temperature sensor detects the fuel temperature.

[0012] The refrigeration regulating valve, the first isolation valve, and the second isolation valve are adjustable in opening degree; the temperature sensor is electrically connected to the refrigeration regulating valve, the first isolation valve, and the second isolation valve respectively.

[0013] In some embodiments, the air circulation assembly further includes a second condenser and a second water separator; the second condenser has a first channel and a second channel that are isolated from each other; heat exchange is possible between the first channel and the second channel; the second water separator is detachably connected to the second condenser; the second water separator is used to perform gas-liquid separation on the medium passing through the first channel and the second channel; the outlet of the compressor is connected to the inlet of the cooling turbine through the first channel; the outlet of the first heat exchanger is connected to the atmosphere through the second channel; the outlet of the first heat exchanger is connected to the inlet of the compressor through the second channel.

[0014] In some embodiments, the air circulation assembly further includes a second heat exchanger; the second heat exchanger has a mutually isolated third channel and a fourth channel; the third channel and the fourth channel are capable of heat exchange; the outlet of the compressor is connected to the first channel through the third channel; the outlet of the first heat exchanger is connected to the atmosphere in sequence through the second channel and the fourth channel; the outlet of the first heat exchanger is connected to the inlet of the compressor in sequence through the second channel and the fourth channel.

[0015] In some embodiments, the airborne hybrid refrigeration system includes an engine compressor assembly;

[0016] The power assembly also includes a bleed air line; the inlet of the bleed air line is detachably connected to the engine compressor assembly; the outlet of the bleed air line is connected to the combustion chamber; and a bleed air valve is provided on the bleed air line.

[0017] In some embodiments, the power assembly further includes an air replenishment line; the inlet of the air replenishment line is detachably connected to the engine compressor assembly; the outlet of the air replenishment line is connected to the return path; and an air replenishment valve is provided on the air replenishment line.

[0018] In a second aspect, the present invention provides an aircraft comprising the airborne hybrid cooling system described in any of the first aspects, the aircraft comprising:

[0019] The rack system; the onboard hybrid refrigeration system is detachably connected to the rack system.

[0020] Thirdly, the present invention provides an aircraft control method, which is applied to the aircraft described in the second aspect, the aircraft control method comprising:

[0021] Step S10, which includes steps S11 to S16;

[0022] Step S11: Based on the fact that the aircraft's engines are in the off state, obtain the aircraft's first operating command;

[0023] Step S12: Based on the first working command including gas supply and cooling, open the air intake and drive air passage until the speed of the gas turbine reaches the first preset speed;

[0024] Step S13: Based on the fact that the rotational speed of the gas turbine has reached the first preset rotational speed, obtain the cooling level in the first working command;

[0025] Step S14: Based on the first working instruction, the first air supply path, the second air supply path, the cooling air path, the exhaust path and the liquid cooling circuit are opened, the first isolation pipe is opened and the second isolation pipe is closed.

[0026] Step S15: Based on the fact that the cooling level in the first working instruction is the second level, open the first gas supply path, the second gas supply path, the compression refrigeration circuit and the liquid cooling circuit, close the first isolation pipeline and open the second isolation pipeline.

[0027] Step S16: Based on the fact that the cooling level in the first working instruction is the third level, open the first gas supply path, the second gas supply path, the cooling gas path, the exhaust path, the compression cooling circuit and the liquid cooling circuit, and close the first isolation pipeline and the second isolation pipeline.

[0028] In some embodiments, the aircraft control method further includes:

[0029] Step S20, which includes steps S21 to S26;

[0030] Step S21: Based on the fact that the engine of the aircraft is in the open state, obtain the second working command of the aircraft;

[0031] Step S22: Based on the second working command including gas supply and cooling, open the bleed gas pipeline; until the speed of the gas turbine reaches the second preset speed;

[0032] Step S23: Based on the fact that the rotational speed of the gas turbine has reached the second preset speed, obtain the cooling level in the second working command;

[0033] Step S24: Based on the cooling level being the first level in the second working instruction, open the gas supply pipeline, the first gas supply path, the second gas supply path, the cooling gas path, the return path, and the liquid cooling circuit; open the first isolation pipeline and close the second isolation pipeline.

[0034] Step S25: Based on the second working instruction, which specifies the second cooling setting, open the gas supply line, the first gas supply path, the second gas supply path, the compression refrigeration circuit, and the liquid cooling circuit; close the first isolation line and open the second isolation line.

[0035] Step S26: Based on the fact that the cooling level in the second working instruction is the third level, open the gas supply line, the first gas supply path, the second gas supply path, the cooling gas path, the return path, the compression cooling circuit and the liquid cooling circuit, and close the first isolation line and the second isolation line.

[0036] In some embodiments, the aircraft control method further includes:

[0037] Step S30, which includes steps S31 and S32;

[0038] Step S31: Based on the fact that the first isolation pipeline and the second isolation pipeline are in the closed state and the compression refrigeration circuit is in the open state, the fuel temperature detected by the temperature sensor is obtained at a preset frequency.

[0039] Step S32: Based on the change in fuel temperature during the preset detection period, adjust the opening of the cooling regulating valve, the first isolation valve, and the second isolation valve until the fuel temperature is between 100℃ and 103℃.

[0040] To address the issues of design redundancy and high energy consumption in airborne hybrid refrigeration systems, this invention offers the following advantages:

[0041] 1. The two cooling systems commonly used in traditional aircraft, namely the air circulation cooling system and the evaporative liquid cooling system, are integrated into one. Compared with the independent electromechanical systems of the two, this simplifies the structure, saves the weight of motors and motor controllers, and improves the cooling efficiency of the airborne hybrid cooling system.

[0042] 2. By connecting the evaporator in parallel with the first isolation pipe and the first heat exchanger in parallel with the second isolation pipe, and by controlling the on / off state of the first and second isolation pipes, it is possible to achieve mode switching and economic control between large, medium and small cooling capacities, thereby improving the economic efficiency of system operation.

[0043] 3. Some embodiments are designed with a first and a second type of refrigeration drive: the first type is to switch from the starter-generator integrated motor to the electric motor mode, and use the electric power extracted by the engine to drive the starter-generator integrated motor to rotate, thereby driving the compressor and gas turbine to rotate; the second type is to draw air from the atmosphere through the intake and introduce it into the combustion chamber for autonomous combustion and expansion to do work, which can be adapted to different working scenarios to achieve the goal of economic operation.

[0044] 4. Some embodiments also design a third and fourth type of refrigeration drive: using a bleed air pipe to draw air from the engine compressor assembly and then burn it in the combustion chamber to drive the gas turbine to rotate, or the gas in the bleed air pipe flows directly to the gas turbine without being burned in the combustion chamber to drive the gas turbine to rotate. Attached Figure Description

[0045] Figure 1 shows a schematic diagram of an airborne hybrid refrigeration system according to one embodiment;

[0046] Figure 2 shows a flowchart of an embodiment of an aircraft control method.

[0047] Reference numerals: 10 Power assembly; 11 Compressor; 12 Intake section; 13 Combustion chamber; 14 Gas turbine; 20 Motor assembly; 30 Air circulation assembly; 31 Cooling turbine; 32 First heat exchanger; 33 First water separator; 34 First valve; 35 Second valve; 36 Exhaust valve; 37 Second condenser; 38 Second water separator; 39 Second heat exchanger; 40 Evaporator circulation assembly; 41 Compressor; 42 Evaporator; 43 Expansion valve; 44 First condenser; 45 Refrigeration regulating valve; 50 Fuel delivery assembly; 51 Fuel line; 52 Temperature sensor; 60 Liquid cooling circulation assembly; 61 Liquid cooling pump; 62 Heat load heat exchanger; 63 First isolation valve; 64 Second isolation valve; 70 Engine compressor assembly. Detailed Implementation

[0048] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0049] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0050] The avionics systems of aircraft, such as airplanes and special-purpose drones, are responsible for functions such as power supply, hydraulic actuation, environmental control, and auxiliary / emergency power. Like the "blood, muscles, and internal organs" of an aircraft, they play a crucial role in onboard energy management, especially for special-purpose aircraft, directly impacting flight safety and operational efficiency. Among the functions of the avionics systems, the power supply and heat dissipation capabilities of environmental control and auxiliary / emergency power directly affect the functional realization of the mission system.

[0051] The issues of "energy" and "heat" are particularly prominent for special-purpose aircraft. The main reason is that the ability of aircraft engines to extract shaft power for electricity generation is limited under high-speed and operational conditions. During high-speed flight, the engine speed increases significantly. When power is extracted from the engine shaft for power generation, the transmission system (such as the gearbox) experiences enormous mechanical stress, thus limiting the ability to stably extract shaft power for electricity generation. To meet operational requirements, special-purpose aircraft need strict control over their electromagnetic signals. Systems that extract shaft power from the engine also generate a certain amount of electromagnetic radiation.

[0052] Due to aerodynamic requirements during high-speed flight, the heat dissipation space and efficiency of aircraft are affected; at high speeds, the pressure and temperature of ram air rise dramatically. This leads to two problems: first, excessive pressure may cause structural damage to components such as the air intake ducts and radiators of the cooling system. For example, the air intake ducts may rupture due to the inability to withstand the excessive pressure. Second, the high temperature of the ram air significantly reduces its cooling effect. Therefore, the technology of using ram air heat sinks for heat dissipation is no longer applicable to special-purpose aircraft.

[0053] Under heavy mission loads, special-purpose aircraft have more equipment operating at high capacity, generating a significant amount of heat. Fuel flow is limited, and its rate of heat absorption and removal cannot keep pace with the rate of heat generation. Furthermore, the heat capacity of fuel itself is fixed, meaning that a unit mass of fuel can only absorb a limited amount of heat. When excessive heat is generated, the fuel temperature continues to rise. Using fuel for cooling often results in the aircraft not being able to fully dissipate heat under heavy mission loads, severely impacting the reliability of the mission system.

[0054] Many functions of an aircraft are handled by its electromechanical systems, typically powered by engine-driven generators. Common cooling methods include air circulation systems or evaporative liquid cooling systems. These traditional electromechanical systems are independent of each other, lacking interfaces for interaction. They can only be designed for maximum capacity and operate according to load requirements. Under the operating conditions of extremely high peak-to-average power requirements in aircraft, this often results in design redundancy, large system weight, and high overall fuel consumption, making them unsuitable for new development requirements.

[0055] This embodiment provides an airborne hybrid refrigeration system, as shown in Figure 1. The airborne hybrid refrigeration system includes a power component 10, a motor component 20, an air circulation component 30, an evaporation circulation component 40, a fuel delivery component 50, and a liquid cooling circulation component 60.

[0056] The power unit 10 includes a compressor 11, an intake section 12, a combustion chamber 13, and a gas turbine 14. The inlet of the intake section 12 is directly connected to the atmosphere, and the outlet of the intake section 12 is connected to the inlet of the compressor 11. The compressor 11, combustion chamber 13, and gas turbine 14 are sequentially and detachably connected. The outlet of the compressor 11 is connected to the combustion chamber 13 to form a drive air passage, and the compressor 11 and gas turbine 14 are coaxially connected. Outside air can enter the compressor 11 through the intake section 12. After being pressurized by the compressor 11, the gas enters the combustion chamber 13 through the drive air passage. The gas in the combustion chamber 13 burns and expands, driving the gas turbine 14 to operate.

[0057] The motor assembly 20 includes an integrated starter-generator motor, which is coaxially connected to the compressor 11. Through the motor assembly 20 and the power assembly 10, two driving modes for the refrigeration system can be achieved: driving via the integrated starter-generator motor or driving via the intake combustion expansion of the power assembly 10. This allows for adaptation to different operating scenarios and achieves energy-saving goals.

[0058] The air circulation assembly 30 includes a cooling turbine 31, a first heat exchanger 32, and a first water separator 33. The cooling turbine 31 is coaxially connected to the integrated starter motor. The outlet of the compressor 11 is connected to the inlet of the cooling turbine 31 to form a first air supply path, allowing the exhaust gas from the compressor 11 to enter the cooling turbine 31 for cooling. The first air supply path may also be equipped with a first valve 34, which regulates the amount of gas passing through the cooling turbine 31 by adjusting its opening, thereby controlling the system's air supply capacity and cooling capacity. The outlet of the cooling turbine 31 is connected to the inlet of the first heat exchanger 32 to form a cooling air path, allowing the cooled gas passing through the first heat exchanger 32 to absorb the heat transferred by the first heat exchanger 32, achieving the air circulation cooling function. The outlet of the cooling turbine 31 is connected to the first water separator 33 to form a second air supply path, allowing the gas cooled by the cooling turbine 31 to pass through the first water separator 33 to separate moisture, and then the cooled gas is discharged into air-using components and aircraft cabins to achieve the purpose of air supply. The first and second air supply paths together meet the air supply requirements of the aircraft. A second valve 35 is provided in the cooling air path; by controlling the opening and closing of the second valve 35, the mixed cooling system can be controlled to supply only air or supply air and cool simultaneously. The outlet of the first heat exchanger 32 is connected to the atmosphere to form an exhaust path, and an exhaust valve 36 is provided on the exhaust path. The outlet of the first heat exchanger 32 is connected to the inlet of the compressor 11 to form a return path. By controlling the opening and closing of the exhaust valve 36, the gas that has absorbed heat from the first heat exchanger 32 can be either discharged into the atmosphere or returned to the inlet of the compressor 11 and enter the power assembly 10.

[0059] The evaporation cycle assembly 40 includes a compressor 41, an evaporator 42, an expansion valve 43, and a first condenser 44. The compressor 41 is coaxially connected to the cooling turbine 31. The compressor 41, evaporator 42, expansion valve 43, and first condenser 44 are sequentially connected end-to-end to form a compression refrigeration circuit. The compressor 41 compresses the refrigerant, which then sequentially passes through the evaporator 42 (absorbing heat), the expansion valve 43 (expanding heat), and the condenser (releasing heat) before returning to the compressor 41, forming a closed loop. The evaporation cycle assembly 40 may also include a refrigeration regulating valve 45, which is connected in parallel with the compressor 41 in the compression refrigeration circuit. By controlling the opening of the refrigeration regulating valve 45, the cooling efficiency of the compression refrigeration circuit can be controlled. The compressor 41 is coaxially arranged with the gas turbine 14, replacing the traditional electrically driven compressor 41 with a shaft-driven compressor 41 integrated into the refrigeration circuit. This simplifies the structure, reduces the weight of the motor, significantly increases the benefits of high-power compression drive, and reduces energy losses in the power generation and electric drive stages, further improving system operating efficiency.

[0060] The fuel delivery assembly 50 includes a fuel line 51 that passes through a condenser.

[0061] The liquid cooling circulation assembly 60 includes a liquid cooling pump 61, a heat load heat exchanger 62, a first isolation pipe, and a second isolation pipe. The liquid cooling pump 61, heat load heat exchanger 62, first isolation pipe, and second isolation pipe are connected to form a liquid cooling loop. The evaporator 42 and the first isolation pipe are connected in parallel in the liquid cooling loop, as are the first heat exchanger 32 and the second isolation pipe. The liquid cooling pump 61 drives the refrigerant to flow sequentially through the heat load heat exchanger 62, the evaporator 42, the first heat exchanger 32, and back to the liquid cooling pump 61, forming a closed loop. The liquid cooling circulation assembly 60 also includes a first isolation valve 63 and a second isolation valve 64. The first isolation valve 63 is detachably connected to the first isolation pipe, and the second isolation valve 64 is detachably connected to the second isolation pipe. Therefore, by controlling the opening and closing of the first isolation valve 63, the flow of the liquid cooling loop through the evaporator 42 can be controlled. By controlling the opening and closing of the second isolation valve 64, it is possible to control whether the liquid cooling circuit passes through the first heat exchanger 32. Alternatively, the opening degree of the first isolation valve 63 and the second isolation valve 64 can be adjusted respectively to control the distribution ratio of compression refrigeration and air circulation refrigeration.

[0062] The evaporator circulation assembly 40 and the air circulation assembly 30 are integrated into the onboard hybrid refrigeration system, simplifying the structure and reducing weight. Furthermore, by controlling the first isolation valve 63 and the second isolation valve 64, three refrigeration modes can be achieved: air circulation refrigeration using only the refrigerant gas path, compression refrigeration using only the compression refrigeration circuit, or simultaneous compression refrigeration and air circulation refrigeration. Applying appropriate refrigeration solutions in different scenarios can avoid resource waste and improve the operating efficiency of the refrigeration system.

[0063] In this embodiment, as shown in FIG1, the fuel delivery assembly 50 may further include a temperature sensor 52. The temperature sensor 52 is detachably connected to the fuel line 51, and the temperature sensor 52 can detect the fuel temperature in real time.

[0064] The refrigeration regulating valve 45, the first isolation valve 63, and the second isolation valve 64 can adjust the opening degree. The temperature sensor 52 is electrically connected to the refrigeration regulating valve 45, the first isolation valve 63, and the second isolation valve 64 respectively.

[0065] Based on the detected fuel temperature, the opening degrees of the first isolation valve 63, the second isolation valve 64, and the cooling regulating valve 45 can be controlled to prevent the fuel temperature from becoming too high. When the cooling regulating valve 45 and the first isolation valve 63 are fully closed, the compression and cooling efficiency can be maximized. If the fuel temperature becomes too high, it will affect the temperature of the fuel entering the engine fuel injectors. Excessively high fuel temperature can easily lead to coking and carbon deposits, affecting engine performance.

[0066] Through electrical connections, the first isolation valve 63, the second isolation valve 64, and the cooling regulating valve 45 can control their opening degrees based on the signal from the temperature sensor 52 to ensure that the fuel temperature is between 100 and 103°C. Compression cooling is more effective than air-circulation cooling in meeting the aerodynamic design requirements for the stealth performance of special-purpose aircraft. Therefore, with the fuel temperature controlled, the maximum output capacity of the compression cooling cycle can be guaranteed as much as possible. Then, the opening degree of the second regulating valve is controlled, and the air circulation system is used to meet the remaining cooling needs.

[0067] In this embodiment, as shown in FIG1, the air circulation assembly 30 may further include a second condenser 37 and a second water separator 38. The second condenser 37 has a first channel and a second channel that are isolated from each other, and heat exchange can be performed between the first channel and the second channel. The second water separator 38 is detachably connected to the second condenser 37. The second water separator 38 is used to separate the gas and liquid of the medium passing through the first channel and the second channel. The outlet of the compressor 11 is connected to the inlet of the cooling turbine 31 through the first channel, so that the high-temperature and high-pressure gas discharged from the compressor 11 can enter the cooling turbine 31 through the second condenser 37 and the second water separator 38, and then supply air to the air-using components of the aircraft and the aircraft cabin through the first water separator 33. The outlet of the first heat exchanger 32 is connected to the atmosphere through the second channel, and the outlet of the first heat exchanger 32 is connected to the inlet of the compressor 11 through the second channel. After absorbing the heat of the first heat exchanger 32, the gas can be discharged to the atmosphere through the second channel or flow back to the inlet of the compressor 11 and enter the power assembly 10. In the second condenser 37, the gases in the first and second channels exchange heat. Because the gas temperature in the second channel is lower, it can condense the gas in the first channel, thus utilizing the residual cooling capacity of the gas flowing through the first channel and reducing the cooling requirements of the cooling turbine 31. The second water separator 38 separates the liquid from the two gas streams, thereby ensuring the dryness of the gases.

[0068] In this embodiment, as shown in Figure 1, the air circulation assembly 30 further includes a second heat exchanger 39. The second heat exchanger 39 has a mutually isolated third channel and a fourth channel, which are capable of heat exchange. The outlet of the compressor 11 is connected to the first channel through the third channel, so that the gas discharged from the compressor 11 can enter the second heat exchanger 39 through the third channel, release some heat, then enter the first channel to release some heat, and finally enter the cooling turbine 31 to reduce the cooling work of the cooling turbine 31. Finally, the cooled gas is discharged to the air-using components and the aircraft cabin. The outlet of the first heat exchanger 32 is connected to the atmosphere through the second and fourth channels in sequence, and the outlet of the first heat exchanger 32 is connected to the inlet of the compressor 11 through the second and fourth channels in sequence. After the cooled gas absorbs the heat from the first heat exchanger 32, it can be discharged to the atmosphere or flow back to the inlet of the compressor 11 and enter the power assembly 10. During the cooling gas discharge or return process, two preliminary heat dissipation processes are achieved for the first air supply path, improving the cooling efficiency of the cooling system.

[0069] In other embodiments, the airborne hybrid cooling system also includes a heat dissipation channel, which is a channel on the aircraft shell that exchanges heat with the atmosphere. The outlet of the compressor 11 is connected to the third channel through the heat dissipation channel, so that the first air supply path exchanges heat with the atmosphere first to achieve initial cooling, and then the cooled gas is refluxed twice for cooling, which fully ensures the initial cooling efficiency of the first air supply path and reduces the cooling work of the cooling turbine 31.

[0070] In this embodiment, as shown in FIG1, the airborne hybrid cooling system includes an engine compressor assembly 70. The engine compressor assembly 70 can provide sufficient gas for the engine in the thin air environment at high altitudes.

[0071] The power assembly 10 also includes a bleed air line. The inlet of the bleed air line is detachably connected to the engine compressor assembly 70, and the outlet of the bleed air line is connected to the combustion chamber 13. A bleed air valve is provided on the bleed air line.

[0072] When the aircraft is at high altitude, the atmosphere is relatively thin, resulting in less air entering the combustion chamber 13 through the intake 12, which consumes more energy and is insufficient to support the operation of the gas turbine 14. At this time, the bleed air valve can be opened, allowing the engine compressor assembly 70 to introduce the gas drawn in during engine operation into the combustion chamber 13 through the bleed air pipeline. The gas then either burns in the combustion chamber 13 or passes through it without combustion and is directly blown onto the gas turbine 14, thereby driving the gas turbine 14. When the aircraft is on the ground, the bleed air valve can be closed. Furthermore, during high-altitude flight, the engine can extract electrical power to drive the integrated starter-generator motor, which in this case is an electric motor. This motor drives the gas turbine 14, thus achieving power compensation for driving the gas turbine 14. Therefore, this invention realizes four driving modes for the airborne hybrid refrigeration system: engine-extracted electrical power drive, engine bleed air combustion drive, direct engine bleed air drive, and autonomous intake of atmospheric air for combustion and expansion. Selecting the appropriate driving mode according to different operating scenarios can achieve the goal of economical operation.

[0073] In this embodiment, the power assembly 10 may further include an air replenishment line. The inlet of the air replenishment line is detachably connected to the engine compressor assembly 70, and the outlet of the air replenishment line is connected to the return path. An air replenishment valve is provided on the air replenishment line. Thus, when the aircraft is flying at high altitude, opening the air replenishment valve allows the engine compressor assembly 70 to replenish the return path with the gas drawn in during engine operation through the air replenishment line. Through the convergence of the return path and the air replenishment line, the cooling gas in the return path can be used to cool the high-temperature bleed air from the engine in the air replenishment line, preventing the gas entering the compressor 11 from being damaged by excessively high temperatures.

[0074] This embodiment provides an aircraft, which includes any of the airborne hybrid cooling systems described in the above embodiments, and also includes a frame system. The airborne hybrid cooling system is detachably connected to the frame system. Cooling gas discharged from the airborne hybrid cooling system can flow into the frame system, and the airborne hybrid cooling system can also dissipate heat from the frame system. The aircraft can be an airplane, a special-purpose drone, etc., especially a special-purpose aircraft performing complex and diverse missions, which can achieve reasonable adjustment of multi-level cooling and air supply, reduce energy waste, and ensure the design of special functions.

[0075] This embodiment provides an aircraft control method, which is applied to the aircraft in the above embodiment. As shown in FIG2, the aircraft control method may include step S10, which is described in detail below:

[0076] Step S10 may include steps S11 to S16.

[0077] Step S11: Based on the fact that the aircraft's engine is in the off state, obtain the aircraft's first working command.

[0078] In step S12, based on the first operating command including air supply and cooling, the intake section 12 and the drive air passage can be opened until the speed of the gas turbine 14 reaches a first preset speed. The first preset speed can be 95% of the rated speed, at which point the power system has the ability to integrate air supply and cooling. The gas drawn in by the intake section 12 can enter the drive air passage through the compressor 11, and enter the combustion chamber 13 from the compressor 11 outlet. The combustion and expansion of the gas can drive the gas turbine 14 to rotate.

[0079] Step S13: Based on the fact that the rotational speed of the gas turbine 14 reaches the first preset speed, obtain the cooling level in the first working command.

[0080] Step S14: Based on the first working command, the first air supply path, the second air supply path, the cooling air path, the exhaust path and the liquid cooling circuit are opened, the first isolation pipe is opened and the second isolation pipe is closed.

[0081] The gas discharged from compressor 11 can supply air to the aircraft cabin and air-consuming components through the first and second air supply paths. Simultaneously, the second isolation valve 64 is disconnected. The liquid cooling circuit passes through the first heat exchanger 32, and some of the gas can absorb heat transferred by the first heat exchanger 32 through the cooling gas path to achieve air circulation cooling. Finally, the gas is discharged into the atmosphere through the exhaust path. The first-level cooling can meet the cooling requirements when the aircraft's heat load is 0-10% of the maximum heat load.

[0082] Step S15: Based on the cooling level being the second level in the first working instruction, open the first gas supply path, the second gas supply path, the compression refrigeration circuit, and the liquid cooling circuit, close the first isolation pipeline, and open the second isolation pipeline.

[0083] The gas discharged from compressor 11 can supply air to the aircraft cabin and air-consuming components through the first and second air supply paths. Simultaneously, the first isolation valve 63 is disconnected, the liquid cooling circuit passes through evaporator 42, and the compression refrigeration circuit is connected. Compressor 41 can compress the coolant, which then sequentially passes through evaporator 42 to absorb heat, expansion valve 43 to expand, and condenser to release heat before returning to compressor 41, forming a closed loop. The second setting is sufficient to meet the cooling needs when the aircraft's heat load is 10%-40% of the maximum heat load.

[0084] Step S16: Based on the third setting of the cooling setting in the first working instruction, the first gas supply path, the second gas supply path, the cooling gas path, the exhaust path, the compression refrigeration circuit and the liquid cooling circuit are opened, and the first isolation pipe and the second isolation pipe are closed. The liquid cooling circuit passes through the first heat exchanger 32 and the evaporator 42, and the liquid cooling circulation circuit, the cooling gas path and the compression refrigeration circuit are all connected.

[0085] The gas discharged from compressor 11 can supply air to the aircraft cabin and air-consuming components through the first and second air supply paths. Simultaneously, some of the gas can absorb energy transferred by the first heat exchanger through the refrigeration air path to achieve air circulation cooling, and finally be discharged into the atmosphere through the exhaust path. In the compression refrigeration circuit, compressor 41 can compress the coolant, which then sequentially passes through evaporator 42 for heat absorption, expansion valve 43 for expansion, and condenser for heat release before returning to compressor 41, forming a closed loop. The third setting can meet the cooling needs when the aircraft's heat load is 40%-60% of the maximum heat load.

[0086] In this embodiment, the aircraft control method further includes step S20, which is described in detail below:

[0087] Step S20 includes steps S21 to S26.

[0088] Step S21: Based on the fact that the aircraft's engine is in the on state, obtain the aircraft's second working command.

[0089] In step S22, based on the second operating command including gas supply and cooling, the bleed air pipeline is opened until the speed of the gas turbine 14 reaches the second preset speed. During this process, the bleed air valve opens, allowing the engine compressor assembly 70 to introduce gas drawn in during engine operation into the combustion chamber 13 through the bleed air pipeline, thereby driving the gas turbine 14. The gas can either be combusted in the combustion chamber 13 or pass directly through the combustion chamber 13 unburned and blown onto the gas turbine 14.

[0090] Step S23: Based on the gas turbine 14 reaching a second preset speed, obtain the cooling level in the second working command. The second preset speed can be 85% of the rated operating speed. Under high-altitude conditions, the turbine speed reaches 75% of the rated speed to have gas supply capability, and the turbine speed reaches 85% of the rated speed to have integrated gas supply and cooling capability.

[0091] Step S24: Based on the cooling setting in the second working instruction being the first setting, open the gas supply line, the first gas supply path, the second gas supply path, the cooling gas path, the return path, and the liquid cooling circuit; open the first isolation line and close the second isolation line.

[0092] When the make-up air valve opens, the engine compressor assembly 70 can replenish the gas drawn in during engine operation into the return path through the make-up air pipeline, and then flow into the compressor 11 inlet through the fourth channel. The gas discharged from the compressor 11 can supply air to the aircraft compartment and air-consuming components through the first and second air supply paths. Simultaneously, the second isolation valve 64 is opened, and the liquid cooling circuit, after passing through the first heat exchanger 32, allows some of the gas to absorb heat transferred by the first heat exchanger 32 for air circulation cooling. Finally, the gas returns to the compressor 11 through the return path to participate in the circulation. In the convergence of the return path and the make-up air pipeline, the cooling gas in the return path can cool the high-temperature engine bleed air in the make-up air pipeline, preventing excessively high temperatures from damaging the compressor 11. The first setting can meet the cooling requirements when the aircraft's thermal load is 0-10% of the maximum thermal load.

[0093] Step S25: Based on the second working instruction, which specifies the second cooling level, open the gas supply line, the first gas supply path, the second gas supply path, the compression refrigeration circuit, and the liquid cooling circuit; close the first isolation line and open the second isolation line.

[0094] When the make-up air valve opens, the engine compressor assembly 70 can replenish the gas drawn in during engine operation into the return path through the make-up air pipeline, and then flow into the compressor 11 inlet through the fourth channel. The gas discharged from the compressor 11 can supply air to the aircraft compartment and air-consuming components through the first and second air supply paths. At the same time, the first isolation valve 63 is opened, the liquid cooling circuit passes through the evaporator 42, and the compression refrigeration circuit is connected. The compressor 41 can compress the coolant, and then the coolant passes through the evaporator 42 to absorb heat, the expansion valve 43 to expand, and the condenser to release heat before returning to the compressor 41 to form a closed loop. The second setting can meet the cooling needs when the aircraft's heat load is 10%-60% of the maximum heat load.

[0095] Step S26: Based on the cooling setting being the third setting in the second working instruction, open the gas supply line, the first gas supply path, the second gas supply path, the cooling gas path, the return path, the compression cooling circuit, and the liquid cooling circuit, and close the first isolation line and the second isolation line.

[0096] When the make-up air valve opens, the engine compressor assembly 70 can replenish the gas drawn in during engine operation into the return path through the make-up air pipeline, and then flow into the compressor 11 inlet through the fourth channel. The gas discharged from the compressor 11 can supply air to the aircraft compartment and air-consuming components through the first and second air supply paths. At the same time, the second isolation valve 64 is opened, and the liquid cooling circuit passes through the first heat exchanger 32. Some of the gas can absorb the heat transferred by the first heat exchanger 32 through the refrigeration gas path to achieve air circulation cooling, and finally return to the compressor 11 through the return path to participate in the cycle. When the first isolation valve 63 is opened, the liquid cooling circuit passes through the evaporator 42, and the compression refrigeration circuit is connected. The compressor 41 can compress the coolant, and then the coolant passes through the evaporator 42 to absorb heat, the expansion valve 43 to expand, and the condenser to release heat before returning to the compressor 41 to form a closed cycle. In the convergence of the return path and the make-up air line, the cooling gas in the return path can cool down the high-temperature bleed air from the engine in the make-up air line, preventing the air temperature entering the compressor 11 from being too high and damaging the compressor 11. The third setting can meet the cooling requirements when the aircraft's thermal load is 60%-100% of the maximum thermal load.

[0097] In this embodiment, the aircraft control method further includes step S30, which is described in detail below:

[0098] Step S30 includes steps S31 and S32.

[0099] Step S31: Based on the fact that the first isolation pipeline and the second isolation pipeline are in the closed state and the compression refrigeration circuit is in the open state, the fuel temperature detected by the temperature sensor 52 is acquired at a preset frequency.

[0100] Step S32: Based on the changes in fuel temperature during the preset detection period, adjust the opening of the cooling regulating valve 45, the first isolation valve 63, and the second isolation valve 64 until the fuel temperature is between 100℃ and 103℃.

[0101] When the refrigeration regulating valve 45 and the first isolation valve 63 are fully closed, the compression refrigeration efficiency is maximized, but the fuel temperature also rises. At this time, based on the detected fuel temperature, the opening of the first isolation valve 63, the second isolation valve 64, and the refrigeration regulating valve 45 can be controlled to maintain the fuel temperature between 100 and 103°C. Excessively high fuel temperatures will affect the temperature entering the engine fuel injectors, leading to coking and carbon buildup, which affects engine performance. By controlling the fuel temperature, the maximum output capacity of the compression refrigeration cycle can be guaranteed as much as possible. Then, the opening of the second regulating valve is controlled, and the air circulation system is used to meet the remaining refrigeration needs.

[0102] Furthermore, during the operation of the hybrid cooling system, the exhaust temperature sensor 52 at the rear end of the gas turbine 14 can collect the exhaust temperature. When the aircraft's flight altitude is between 0-11 km, if the detected exhaust temperature is >650℃, the integrated engine-start motor can be controlled to engage in electric mode. The motor's power is adjusted based on the signal transmitted by the speed sensor, while the fuel pump flow rate and bleed air valve opening are controlled for speed compensation, thereby preventing system overheating and damage to the power turbine. When the aircraft's flight altitude is above 11 km, the integrated engine-start motor can be directly controlled to drive at maximum power (60kW). Fuel pump flow rate control and bleed air valve opening control are also controlled by feedback from the speed sensor. These two control modes determine whether the maximum input capacity is from engine bleed air or engine electricity, ensuring both the economic efficiency of aircraft operation and the safe and stable operation of the system.

[0103] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. An airborne hybrid refrigeration system, characterized in that, The airborne hybrid refrigeration system includes: A power assembly includes a compressor, an intake section, a combustion chamber, and a gas turbine; the inlet of the intake section is connected to the atmosphere; the outlet of the intake section is connected to the inlet of the compressor; the compressor, the combustion chamber, and the gas turbine are sequentially and detachably connected; the outlet of the compressor is connected to the combustion chamber to form a drive air path; the compressor and the gas turbine are coaxially connected for transmission. The motor assembly includes an integrated starter motor; the integrated starter motor is coaxially connected to the compressor. An air circulation assembly includes a cooling turbine, a first heat exchanger, and a first water separator. The cooling turbine is coaxially connected to the integrated starter motor. The outlet of the compressor and the inlet of the cooling turbine form a first air supply path. A first valve is provided in the first air supply path. The outlet of the cooling turbine and the inlet of the first heat exchanger form a refrigerant air path. The outlet of the cooling turbine and the first water separator form a second air supply path. A second valve is provided in the refrigerant air path. The outlet of the first heat exchanger is connected to the atmosphere to form an exhaust path. An exhaust valve is provided in the exhaust path. The outlet of the first heat exchanger and the inlet of the compressor form a return path. An evaporation cycle assembly includes a compressor, an evaporator, an expansion valve, and a first condenser; the compressor is coaxially connected to the cooling turbine; the compressor, the evaporator, the expansion valve, and the first condenser are sequentially connected end-to-end to form a compression refrigeration circuit; the evaporation cycle assembly also includes a refrigeration regulating valve; the refrigeration regulating valve is connected in parallel with the compressor in the compression refrigeration circuit; a fuel delivery assembly includes a fuel line; the fuel line passes through the first condenser; A liquid cooling circulation assembly includes a liquid cooling pump, a heat load heat exchanger, a first isolation pipe, and a second isolation pipe; the liquid cooling pump, the heat load heat exchanger, the first isolation pipe, and the second isolation pipe are connected to form a liquid cooling circuit; the evaporator and the first isolation pipe are connected in parallel in the liquid cooling circuit; the first heat exchanger and the second isolation pipe are connected in parallel in the liquid cooling circuit; the liquid cooling circulation assembly also includes a first isolation valve and a second isolation valve; the first isolation valve is detachably connected to the first isolation pipe; the second isolation valve is detachably connected to the second isolation pipe.

2. The airborne hybrid refrigeration system according to claim 1, characterized in that, The fuel delivery assembly also includes a temperature sensor, which is detachably connected to the fuel line; the temperature sensor detects the fuel temperature. The refrigeration regulating valve, the first isolation valve, and the second isolation valve are adjustable in opening degree; the temperature sensor is electrically connected to the refrigeration regulating valve, the first isolation valve, and the second isolation valve respectively.

3. The airborne hybrid refrigeration system according to claim 1, characterized in that, The air circulation assembly further includes a second condenser and a second water separator; the second condenser has a first channel and a second channel that are isolated from each other; heat exchange is possible between the first channel and the second channel; the second water separator is detachably connected to the second condenser; the second water separator is used to perform gas-liquid separation on the medium passing through the first channel and the second channel; the outlet of the compressor is connected to the inlet of the cooling turbine through the first channel; the outlet of the first heat exchanger is connected to the atmosphere through the second channel; the outlet of the first heat exchanger is connected to the inlet of the compressor through the second channel.

4. The airborne hybrid refrigeration system according to claim 3, characterized in that, The air circulation assembly further includes a second heat exchanger; the second heat exchanger has a third channel and a fourth channel that are isolated from each other; the third channel and the fourth channel are capable of heat exchange; the outlet of the compressor is connected to the first channel through the third channel; the outlet of the first heat exchanger is connected to the atmosphere through the second channel and the fourth channel in sequence; the outlet of the first heat exchanger is connected to the inlet of the compressor through the second channel and the fourth channel in sequence.

5. An airborne hybrid refrigeration system according to claim 1, characterized in that, The airborne hybrid refrigeration system includes an engine compressor assembly; The power assembly also includes a bleed air line; the inlet of the bleed air line is detachably connected to the engine compressor assembly; the outlet of the bleed air line is connected to the combustion chamber; and a bleed air valve is provided on the bleed air line.

6. An airborne hybrid refrigeration system according to claim 5, characterized in that, The power assembly also includes an air supply line; the inlet of the air supply line is detachably connected to the engine compressor assembly; the outlet of the air supply line is connected to the return path; and an air supply valve is provided on the air supply line.

7. An aircraft, characterized in that, The aircraft includes: Rack system; The airborne hybrid refrigeration system according to any one of claims 1-6; the airborne hybrid refrigeration system is detachably connected to the frame system.

8. An aircraft control method, applied to the aircraft of claim 7, characterized in that, The aircraft control method includes: Step S10, which includes steps S11 to S16; Step S11: Based on the fact that the aircraft's engines are in the off state, obtain the aircraft's first working command; Step S12: Based on the first working command including gas supply and cooling, open the air intake and drive air passage until the speed of the gas turbine reaches the first preset speed; Step S13: Based on the fact that the rotational speed of the gas turbine has reached the first preset rotational speed, obtain the cooling level in the first working command; Step S14: Based on the first working instruction, the first air supply path, the second air supply path, the cooling air path, the exhaust path and the liquid cooling circuit are opened, the first isolation pipe is opened and the second isolation pipe is closed. Step S15, based on the refrigeration gear in the first working instruction being the second gear, open the first air supply path, the second air supply path, the compression refrigeration circuit, and the liquid cooling circuit, close the first isolation pipeline, and open the second isolation pipeline; Step S16, based on the refrigeration gear in the first working instruction being the third gear, open the first air supply path, the second air supply path, the refrigeration air path, the exhaust path, the compression refrigeration circuit, and the liquid cooling circuit, and close the first isolation pipeline and the second isolation pipeline.

9. The aircraft control method according to claim 8, wherein: The aircraft control method further includes: Step S20, and step S20 includes steps S21 to S26; Step S21, based on the engine of the aircraft being in the on state, obtain the second working instruction of the aircraft; Step S22, based on the second working instruction including air supply and refrigeration, open the air extraction pipeline; until the rotational speed of the gas turbine reaches the second preset rotational speed; wherein, the on-board hybrid refrigeration system includes an engine compressor assembly; the power assembly further includes an air extraction pipeline; the inlet of the air extraction pipeline is detachably connected to the engine compressor assembly; the outlet of the air extraction pipeline is communicated with the combustion chamber; an air extraction valve is provided on the air extraction pipeline; Step S23, based on the rotational speed of the gas turbine reaching the second preset rotational speed, obtain the refrigeration gear in the second working instruction; Step S24, based on the refrigeration gear in the second working instruction being the first gear, open the air supply pipeline, the first air supply path, the second air supply path, the refrigeration air path, the return path, and the liquid cooling circuit, open the first isolation pipeline, and close the second isolation pipeline; wherein, the power assembly further includes an air supply pipeline; the inlet of the air supply pipeline is detachably connected to the engine compressor assembly; the outlet of the air supply pipeline is communicated with the return path; an air supply valve is provided on the air supply pipeline; Step S25, based on the refrigeration gear in the second working instruction being the second gear, open the air supply pipeline, the first air supply path, the second air supply path, the compression refrigeration circuit, and the liquid cooling circuit, close the first isolation pipeline, and open the second isolation pipeline; Step S26, based on the refrigeration gear in the second working instruction being the third gear, open the air supply pipeline, the first air supply path, the second air supply path, the refrigeration air path, the return path, the compression refrigeration circuit, and the liquid cooling circuit, close the first isolation pipeline and the second isolation pipeline.

10. The aircraft control method according to claim 9, wherein: The aircraft control method further includes: Step S30, and step S30 includes steps S31 and S32; Step S31, based on the first isolation pipeline and the second isolation pipeline being in the closed state and the compression refrigeration circuit being in the open state, obtain the fuel temperature detected by the temperature sensor at a preset frequency; Step S32: Based on the change in fuel temperature during the preset detection period, adjust the opening of the cooling regulating valve, the first isolation valve, and the second isolation valve until the fuel temperature is between 100℃ and 103℃.

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