JP2024035258A - mobile object - Google Patents

Abstract

An object of the present invention is to provide a moving body equipped with an air conditioning system that can continuously cool electrical components. [Solution] A VTOL machine (mobile object) has a first communication path 36 that communicates a passenger compartment (crew room) 24 and a parts room 26, and a second communication path 38 that opens the parts room 26 to the outside of a fuselage 12. , a part of the air in the passenger compartment 24 flows through the first circulation path 42 and returns to the passenger compartment 24, and the remaining air in the passenger compartment 24 flows through the first communication path 36 and is introduced into the parts room 26, and the air is removed from the passenger compartment 24. A part of the air in the chamber 26 flows through the second circulation path 52 and returns to the component chamber 26, and the remaining air in the component chamber 26 flows through the second communication path 38 and is discharged to the outside of the body 12. [Selection diagram] Figure 2

Description

The present invention relates to a mobile body equipped with an air conditioning system.

Patent Document 1 discloses an aircraft (mobile object) equipped with a cabin air conditioning system. In this aircraft, cabin air flows through the exhaust flow path and is exhausted to the outside of the aircraft. Avionics are arranged in this discharge channel. Avionics are cooled by air exhausted from the cabin.

US Patent No. 11230384

In the air conditioning system of Patent Document 1, if a failure occurs in the exhaust flow path, there is a possibility that the avionics cannot be cooled.

The present invention aims to solve the above-mentioned problems.

Aspects of the present invention include a crew compartment for accommodating people, a parts compartment for accommodating a plurality of electrical components electrically connected to electrical equipment, and a first inlet for introducing air from the outside of the fuselage into the interior. and a second inlet, and a first circulation path connected to the crew compartment, and the air introduced into the fuselage from the first inlet is routed between the crew compartment and the first circulation path. a first air conditioning system that air-conditions the crew compartment by circulating air through a first path formed therein; and a second circulation path connected to the parts room; a second air conditioning system that air-conditions the component room by circulating the introduced air in a second path formed by the component room and the second circulation path, the mobile body comprising: A first communication passage that communicates between the crew compartment and the parts compartment, and a second communication passage that opens the parts compartment to the outside of the fuselage, and a part of the air in the crew compartment is circulated through the first circulation. The remaining air in the passenger compartment flows through the first communication path and is introduced into the parts compartment, and some of the air in the parts compartment flows through the second circulation path. The remaining air in the component chamber flows through the second communication path and is discharged to the outside of the body.

According to the present invention, electrical components can be continuously cooled.

FIG. 1 is a left side view of the VTOL machine. FIG. 2 is a diagram showing the air flow inside the VTOL machine. FIG. 3 is a diagram showing a first air conditioning system, a second air conditioning system, a heat utilization circuit, and a cooling circuit. FIG. 4 is a diagram showing the state of the heat utilization circuit and the state of each air conditioning system while cooling the guest room and the parts room. FIG. 5 is a diagram showing the state of the heat utilization circuit and the state of the cooling circuit while cooling the battery. FIG. 6 is a diagram showing the state of the cooling circuit while heating the battery. FIG. 7 is a diagram showing the state of the heat utilization circuit, the state of the cooling circuit, and the state of each air conditioning system while heating the guest room.

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

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.

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 located on the left side of the fuselage 12. The other boom 18 of the two booms 18 is located on the right side of the fuselage 12. Each boom 18 extends in the front-rear direction.

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

Two cruise rotors 22 are arranged on the rear wing 16 side by side. Each cruise rotor 22 is used in a cruising process, a transition process from an ascending process to cruising, and a transition process from cruising to a descending process. Each cruise rotor 22 generates horizontal thrust.

Inside the fuselage 12, a passenger compartment 24 and a parts compartment 26 are provided. The passenger compartment 24 is arranged in front of the parts compartment 26. However, the arrangement of the passenger compartment 24 and the parts room 26 is not limited to this. The guest room 24 is larger than the parts room 26.

The cabin 24 can accommodate multiple passengers. On the other hand, the component chamber 26 accommodates a plurality of electrical components in advance. Each electrical component is electrically connected to electrical equipment mounted on the VTOL machine 10. In this embodiment, the electrical equipment is the motor and power supply of each rotor (VTOL rotor 20 and cruise rotor 22). Furthermore, electrical components are circuit components connected to each motor. Circuit components include components for distributing power from one or more power sources to each motor, such as harnesses, switches, contactors, and the like. Note that the electrical components housed in the component room 26 may be other components, such as circuit components related to avionics or the like. Further, the electrical component housed in the component chamber 26 may be a battery other than the battery 68 described later. Note that the component room 26 may not be a room but a casing that accommodates electrical components. Each circuit component generates heat when energized. The heat from the circuit components is used to heat the passenger compartment 24.

[2 Air flow inside the VTOL machine 10]
FIG. 2 is a diagram showing the air flow inside the VTOL machine 10. As shown in FIG. Specifically, FIG. 2 shows the flow of air into and out of the passenger compartment 24 and the flow of air into and out of the parts compartment 26. The VTOL machine 10 includes a first air conditioning system 28, a second air conditioning system 30, a first inlet 32, a second inlet 34, a first communicating path 36, a second communicating path 38, and an outlet 40. Equipped with. The first air conditioning system 28 and the second air conditioning system 30 are so-called HVAC.

The first air conditioning system 28 air-conditions the guest room 24. The first air conditioning system 28 has a first circulation path 42 that includes the passenger compartment 24 . An inlet 42a and an outlet 42b of the first circulation path 42 are formed in the passenger compartment 24. A first evaporator 44 , an internal condenser 46 , a first blower fan 48 , and a first filter 50 are arranged in the first circulation path 42 . The first introduction port 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 introduction port 32 is formed in the outer peripheral portion of the body 12 and introduces air (outside air) into the body 12 from outside.

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

The air flowing through the first circulation path 42 is cooled by passing through the first evaporator 44 . Furthermore, 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 compartment 24. Thereby, the air conditioning (cooling and heating) of the guest room 24 is performed. Details of the air conditioning in the guest room 24 will be explained in [3] below.

The second air conditioning system 30 air-conditions the parts room 26 . The second air conditioning system 30 has a second circulation path 52 that includes the component compartment 26 . An inlet 52a and an outlet 52b of the second circulation path 52 are formed in the component chamber 26. A second evaporator 54 , a second blower fan 58 , and a second filter 60 are arranged in the second circulation path 52 . A second introduction port 34 is connected to a portion of the second circulation path 52 that is downstream of the inlet 52a and upstream of the second blower fan 58 and the second filter 60. The second introduction port 34 is formed in the outer peripheral portion of the body 12 and introduces air (outside air) from the outside of the body 12 into the inside.

A second door 59 is provided in the second circulation path 52 at a portion where the air (inside air) flowing from the component chamber 26 and the air (outside air) flowing from the second introduction port 34 join. The second door 59 adjusts the ratio of inside air to outside air in the air supplied to the component chamber 26 depending on the position. The actuator that changes the position of the second door 59 is controlled by a controller (not shown).

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 chamber 26. As a result, the parts room 26 is air-conditioned (cooled). Note that since there is no need to heat the electrical components, heating of the component chamber 26 is not necessary. Details of the air conditioning of the parts room 26 will be explained in [3] below.

Note that the first introduction port 32 and the second introduction port 34 may be formed at the same position. In this case, the flow path connected to the first introduction port 32 (second introduction port 34) branches into two, one branch flow path is connected to the first air conditioning system 28, and the other branch flow path is connected to the second air conditioning system 28. connected to system 30;

The first communication path 36 is provided between the passenger compartment 24 and the parts room 26, and communicates the passenger compartment 24 and the parts room 26. The first communicating path 36 allows air to flow. A plurality of first communication passages 36 may be provided.

The second communication path 38 is provided between the component chamber 26 and the discharge port 40 and communicates between the component chamber 26 and the discharge port 40 . In other words, the second communication passage 38 opens the parts chamber 26 to the outside of the aircraft body. The second communicating path 38 allows air to flow. A plurality of second communication passages 38 may be provided. The discharge port 40 is formed in the outer peripheral portion of the body 12. A plurality of discharge ports 40 may be provided.

With the operation of the first blower fan 48, external air (outside air) flows into the first circulation path 42 from the first introduction port 32. Let this amount of air be "A". Further, with the operation of the first blower fan 48, a part of the air (interior air) in the passenger compartment 24 flows into the first circulation path 42 from the inlet 42a, flows through the first circulation path 42, and enters the passenger room 24 from the outlet 42b. Inflow. The amount of this air, that is, the amount of air returning from the inlet 42a to the passenger compartment 24 via the first circulation path 42, is defined as "B".

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

With the operation of the second blower fan 58, external air (outside air) flows into the second circulation path 52 from the second introduction port 34. Let this amount of air be "C". Further, with the operation of the second blower fan 58, a part of the air (inside air) in the component chamber 26 flows into the second circulation path 52 from the inlet 52a, flows through the second circulation path 52, and flows from the outlet 52b into the component chamber. 26. The amount of this air, that is, the amount of air that returns to the component chamber 26 from the inlet 52a via the second circulation path 52, is defined as "D".

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

In this embodiment, air does not flow through the first communication path 36 in the opposite direction. That is, in this embodiment, air does not flow from the component chamber 26 toward the first communicating path 36. This is due to the following reason.

External air flows into the passenger compartment 24 from the first inlet 32 . Furthermore, the passenger compartment 24 is not open to the outside of the VTOL machine 10. On the other hand, like the passenger compartment 24, external air flows into the component compartment 26 from the second inlet 34. However, unlike the passenger compartment 24, the parts compartment 26 is open to the outside of the VTOL machine 10 through a second communication passage 38 and an exhaust port 40. In other words, the escape area for air corresponding to the amount that has flowed into the parts chamber 26 is outside the VTOL machine 10. On the other hand, the first communicating path 36 is an escape point for air corresponding to the amount that has flowed into the passenger compartment 24 . Therefore, in the first communicating path 36, air can flow only from the passenger compartment 24 to the component compartment 26.

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

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

The heat utilization circuit 64 includes a compressor 70, an internal capacitor 46, an external capacitor 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. has. Each component of the heat utilization circuit 64 forms a circulation path for a refrigerant (heat medium). Each component of the heat utilization circuit 64 is connected as follows.

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

The first evaporator 44 and internal condenser 46 of the heat utilization circuit 64 are arranged in the first circulation path 42 of the first air conditioning system 28, as described above. Further, the second evaporator 54 of the heat utilization circuit 64 is arranged in the second circulation path 52 of the second air conditioning system 30, as described above.

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 road 96 detours around the first main road 94 . The first blower fan 48 is arranged upstream of the first main passage 94 and the first side passage 96 . The first evaporator 44 is arranged downstream of the first blower fan 48 and upstream of the first main passage 94 and the first side passage 96. Internal capacitor 46 is located in 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 passage 94 and the opening degree of the first side passage 96. An actuator that opens and closes the first flap 98 is controlled by a controller (not shown).

A second main path 100 and a second side path 102 are formed in a part of the second circulation path 52 of the second air conditioning system 30. The second blower fan 58 is arranged upstream of the second main path 100 and the second side path 102. The second side road 102 detours around the second main road 100. The second evaporator 54 is arranged in the second main path 100. A second flap 104 is provided near the exit of the second sideway 102. The second flap 104 opens and closes depending on the pressure difference between the upstream and downstream sides of the second side passage 102 (and the second evaporator 54). The second flap 104 basically closes the second side channel 102. When 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 opens the second side passage 102 under pressure upstream of the second side passage 102 .

The compressor 70 sucks a low temperature, low pressure gaseous refrigerant from the accumulator 76 . The compressor 70 compresses the sucked refrigerant. As a result, the low-temperature, low-pressure gaseous refrigerant changes into a high-temperature, high-pressure gaseous refrigerant. Compressor 70 discharges refrigerant.

The internal condenser 46 has a conduit through which the refrigerant that has become high temperature and high pressure in the compressor 70 flows. The refrigerant flowing through the pipe of the internal condenser 46 radiates heat to the air flowing through the first circulation path 42 . As a result, the high-temperature, high-pressure gaseous refrigerant changes to a low-temperature, high-pressure liquid refrigerant.

The three-way valve 78 can cause the refrigerant that has flowed in from the inflow port to flow out from either the first outflow port or the second outflow port. Switching of the refrigerant outflow direction in the three-way valve 78 is controlled by a controller (not shown).

The external capacitor 72 is arranged outside the first circulation path 42 and the second circulation path 52. External air (outside air) is blown into the external condenser 72 by a fan 106 . External condenser 72 has a conduit through which refrigerant exits internal condenser 46 . The refrigerant flowing through the conduit of the external condenser 72 radiates heat to the outside air. As a result, the gaseous refrigerant that has not been liquefied in the internal condenser 46 changes into a low-temperature, high-pressure liquid refrigerant.

Each of the first expansion valve 80, the second expansion valve 82, and the third expansion valve 84 sprays and expands the refrigerant flowing out from the internal condenser 46 or the external condenser 72. The sprayed refrigerant rapidly vaporizes and absorbs heat from the surroundings. Note that in each expansion valve, communication and isolation between the inflow port and the outflow port can be switched. This switching is controlled by a controller (not shown).

The first evaporator 44 has a conduit through which the refrigerant sprayed by the first expansion valve 80 flows. The refrigerant flowing through the pipe of the first evaporator 44 absorbs heat from the air flowing through the first circulation path 42 . Thereby, 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 .

The second evaporator 54 has a conduit through which the refrigerant sprayed by the second expansion valve 82 flows. The refrigerant flowing through the conduit of the second evaporator 54 absorbs heat from the air flowing through the second circulation path 52 . Thereby, the second evaporator 54 cools the air flowing through the second circulation path 52. Further, the second evaporator 54 dehumidifies the air flowing through the second circulation path 52.

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

Each check valve (first check valve 86, second check valve 88, third check valve 90) allows refrigerant to flow from the primary port to the secondary port, and allows refrigerant to flow from the secondary port to the primary port. Don't flush.

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

The discharge port of each water pump 108 and the inflow port of the heater 110 are connected by a first cooling channel 112-1. The outflow port of the heater 110 and the second inflow port of the chiller 74 are connected by a second cooling channel 112-2. The second outflow port of the chiller 74 and the suction port of each water pump 108 are connected by a third cooling channel 112-3.

Each water pump 108 sucks in the coolant flowing through the third cooling channel 112-3 and discharges the coolant 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 each battery 68. Turning the heater 110 on and off is controlled by a controller (not shown).

The chiller 74 has a first conduit through which the refrigerant flowing from the tenth flow path 92-10 of the heat utilization circuit 64 flows. Furthermore, the chiller 74 has a second pipe line through which the coolant flowing from the second cooling channel 112-2 of the cooling circuit 66 flows. Inside the chiller 74, heat exchange occurs between the refrigerant in the first pipe and the coolant in the second pipe. The refrigerant absorbs heat from the cooling liquid. As a result, the temperature of the refrigerant increases. On the other hand, the coolant radiates heat to the refrigerant. This lowers the temperature of the coolant.

[4 Heat transfer inside the VTOL machine 10]
[4-1 Cooling of guest room 24 and parts room 26]
FIG. 4 is a diagram showing the state of the heat utilization circuit 64 and the state of each air conditioning system while the passenger room 24 and the parts room 26 are being cooled. Here, explanation regarding the coolant flowing through the cooling circuit 66 will be omitted. In FIG. 4, parts to be described below are shown by solid lines, and parts to be omitted from description are shown by broken lines. While the guest room 24 is heated and cooled, the parts room 26 is constantly cooled.

When cooling the passenger compartment 24 and the parts compartment 26, the first expansion valve 80 and the second expansion valve 82 are opened. Further, in the three-way valve 78, the first outflow port is opened and the second outflow port is closed. Therefore, the second flow path 92-2 and the third flow path 92-3 communicate with each other. Further, in the first circulation path 42, the position of the first flap 98 is adjusted to fully open the first side path 96. On the other hand, the opening degree of the first main passage 94 is adjusted according to the set temperature of the passenger compartment 24.

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

In response to the operation of the first blower fan 48 , air introduced into the first circulation path 42 from the passenger compartment 24 and the first inlet 32 passes through the first evaporator 44 . Some air passes through the first side passage 96. The remaining air also passes through the internal condenser 46 in the first main path 94 . In the first evaporator 44, the air radiates heat to the refrigerant, and the refrigerant absorbs heat from the air. At the internal condenser 46, the air absorbs heat from the refrigerant and the refrigerant radiates heat to the air. Thereby, air cooled by the first evaporator 44 and air warmed by 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 depending on the opening degree of the first main passage 94.

According to the operation of the second blower fan 58, air introduced into the second circulation path 52 from the component chamber 26 and the second introduction port 34 passes through the second evaporator 54. In the second evaporator 54, the air radiates 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 into the component chamber 26. Note that if the second evaporator 54 becomes clogged due to freezing or the like, the second flap 104 opens. Therefore, air that has bypassed the second evaporator 54 is blown from the outlet 52b of the second circulation path 52 into the component chamber 26.

Note that the refrigerant flows from the internal condenser 46 to the external condenser 72, and radiates heat to the outside air at the external condenser 72. This further cools the refrigerant.

[4-2 Cooling of battery 68]
FIG. 5 is a diagram showing the state of the heat utilization circuit 64 and the state of the cooling circuit 66 while the battery 68 is being cooled. Here, explanation regarding the refrigerant flowing through each evaporator of the heat utilization circuit 64 and explanation regarding the air flowing through each air conditioning system will be omitted. In FIG. 5, parts to be described below are shown by solid lines, and parts to be omitted from description are shown by broken lines.

When cooling the battery 68, the third expansion valve 84 is opened. Further, in the three-way valve 78, the first outflow port is opened and the second outflow port is closed. Therefore, the second flow path 92-2 and the third flow path 92-3 communicate with each other. Further, the heater 110 is turned off.

The refrigerant accumulated in the accumulator 76 is sucked into the compressor 70 and compressed. Refrigerant discharged from compressor 70 flows through internal condenser 46 and external condenser 72 . A portion of the refrigerant exiting external condenser 72 flows through third expansion valve 84 and chiller 74 and returns to accumulator 76 .

In response to operation of water pump 108, coolant circulates through cooling circuit 66. In the chiller 74, the coolant radiates 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 radiates heat to the coolant. This cools the battery 68.

Note that the refrigerant in the heat utilization circuit 64 flows from the internal condenser 46 to the external condenser 72, and radiates heat to the outside air at the external condenser 72. This cools the refrigerant.

[4-3 Heating of battery 68]
FIG. 6 is a diagram showing the state of the cooling circuit 66 while the battery 68 is being heated. In FIG. 6, parts to be described below are shown by solid lines, and parts to be omitted from description are shown by broken lines. When the battery 68 is heated, the third expansion valve 84 is closed. As a result, the cooling circuit 66 is thermally disconnected from the heat utilization circuit 64. Heater 110 is turned on.

In response to operation of water pump 108, coolant circulates through cooling circuit 66. The coolant is heated by the heater 110. The coolant radiates heat to the battery 68, and the battery 68 absorbs heat from the coolant. This warms the battery 68.

[4-4 Heating the guest room 24 using waste heat from the battery 68]
FIG. 7 is a diagram showing the state of the heat utilization circuit 64, the state of the cooling circuit 66, and the state of each air conditioning system while heating the guest room 24. In FIG. 7, parts to be described below are shown by solid lines, and parts to be omitted from description are shown by broken lines.

When heating the passenger compartment 24, at least one of the second expansion valve 82 and the third expansion valve 84 is opened. On the other hand, the first expansion valve 80 is closed. Further, in the three-way valve 78, the second outflow port is opened and the first outflow port is closed. Therefore, the second flow path 92-2 and the fifth flow path 92-5 communicate with each other. Further, in the first circulation path 42, the position of the first flap 98 is adjusted to close the first side path 96. On the other hand, the first main path 94 is fully opened.

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

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 . Further, the coolant 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 .

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

[5 Invention obtained from embodiment]
The invention that can be understood from the above embodiments will be described below.

Aspects of the present invention include a crew compartment (24) that accommodates people, a parts compartment (26) that accommodates a plurality of electrical components electrically connected to electrical equipment, and It has a first introduction port (32) and a second introduction port (34) for introducing the air, and a first circulation path (42) connected to the passenger compartment, and has a first introduction port (32) and a second introduction port (34) for introducing the inside of the fuselage. A first air conditioning system (28) that air-conditions the passenger compartment by circulating the air introduced into the passenger compartment through a first path formed by the passenger compartment and the first circulation path, and is connected to the component compartment. the air introduced into the body from the second introduction port is circulated through a second path formed by the parts chamber and the second circulation path; A mobile body (10) comprising: a second air conditioning system (30) that air-conditions the parts compartment; a second communication path (38) that opens the parts chamber to the outside of the fuselage; a part of the air in the passenger compartment flows through the first circulation path and returns to the passenger compartment; The remaining air flows through the first communication path and is introduced into the component chamber, and a portion of the air in the component chamber flows through the second circulation path and returns to the component chamber, and the remaining air in the component chamber flows through the second circulation path and returns to the component chamber. Air flows through the second communication path and is discharged to the outside of the body.

According to the above configuration, two cooling systems (the second air conditioning system and the first communication path) are provided for cooling the electrical components in the component room. Even if a failure occurs in the second air conditioning system, the electrical components will be cooled by the air in the passenger compartment. Furthermore, even if a failure occurs in the first air conditioning system or the first communication path, the electrical components will be cooled by the function of the second air conditioning system. Therefore, according to this embodiment, it is possible to continuously cool the electrical components.

In the above aspect, a heat utilization circuit (64) that warms the passenger compartment with waste heat of the component compartment is provided, and the heat utilization circuit includes an evaporator (54) that absorbs heat from the air flowing through the second circulation path, and an evaporator (54) that absorbs heat from the air flowing through the second circulation path; a condenser (46) that radiates heat to air flowing through one circulation path; and a heat transfer channel (92-1 to 92-1) that transfers heat from the evaporator to the condenser by circulating a heat medium between the evaporator and the condenser. 92-12).

According to the above configuration, the passenger compartment can be heated using waste heat from the electrical components. Therefore, waste heat from electrical components can be used effectively without wasting it. Additionally, energy for heating the passenger compartment can be saved.

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

Motors used in the rotors of moving bodies require large amounts of electric power. Therefore, waste heat from electrical components connected to the motor is large. According to the above configuration, since this waste heat is utilized, heating efficiency can be further increased.

Note that the present invention is not limited to the disclosure described above, and can take various configurations without departing from the gist of the present invention.

For example, the present invention can also be used in moving objects such as electric vehicles and electric ships.

10... VTOL machine (mobile body) 12... fuselage 20... VTOL rotor (rotor)
22...Cruise rotor (rotor) 24...Guest room (crew room)
26...Parts room 28...First air conditioning system 30...Second air conditioning system 32...First introduction port 34...Second introduction port 36...First communication path 38...Second communication path 42...First circulation path 46...Internal condenser (Capacitor) 52...Second circulation path 54...Second evaporator (evaporator) 64...Heat utilization circuits 92-1 to 92-12...First flow path to 12th flow path (heat transfer flow path)

Claims (3)

A crew room that accommodates people,
a parts room that accommodates a plurality of electrical components electrically connected to the electrical equipment;
a first inlet and a second inlet for introducing air from the outside to the inside of the fuselage;
a first circulation path connected to the passenger compartment; the air introduced into the fuselage from the first inlet is channeled through a first path formed by the passenger compartment and the first circulation path; a first air conditioning system that circulates and air-conditions the passenger compartment;
It has a second circulation path connected to the parts chamber, and the air introduced into the body from the second inlet is passed through a second path formed by the parts chamber and the second circulation path. a second air conditioning system that circulates and air-conditions the parts room;
A mobile body comprising:
a first communication path that communicates the crew compartment and the parts compartment;
a second communication path that opens the parts chamber to the outside of the fuselage;
Equipped with
Part of the air in the passenger compartment flows through the first circulation path and returns to the passenger compartment, and the remaining air in the passenger compartment flows through the first communication path and is introduced into the component compartment,
A part of the air in the component chamber flows through the second circulation path and returns to the component chamber, and the remaining air in the component chamber flows through the second communication path and is discharged to the outside of the body. mobile object. The moving body according to claim 1,
a heat utilization circuit that warms the passenger compartment using waste heat from the parts compartment;
The heat utilization circuit is
an evaporator that absorbs heat from the air flowing through the second circulation path;
a condenser that radiates heat to the air flowing through the first circulation path;
a heat transfer channel for transferring heat from the evaporator to the condenser by circulating a heat medium between the evaporator and the condenser;
A mobile object that has. The moving body according to claim 1,
The electric device is a rotor motor that generates upward or forward thrust,
The electric component is a circuit component connected to the motor.

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