JP3013892U - Cooling support vehicle - Google Patents

Abstract

(57) [Summary] (Modified) [Purpose] The purpose of the aircraft is to provide both an air conditioner and a power source when the aircraft is serviced. [Structure] A self-propelled vehicle is fitted with a cooling system and a generator 12 to drive the equipment. The cooling system includes a compressor 23 for compressing a refrigerant, a condenser 14, a refrigerant circulator, and a front heat exchanger 16 for cooling air taken in from the outside.
And a rear heat exchange unit 17 for cooling again the temperature rise due to the blower and the compression.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to an aircraft ground support vehicle. This type of ground support vehicle is mounted on, for example, a C-1 or C-130 transport aircraft to be transported and deployed. In particular, not only models such as F-1, T-2, F-4, and E-2C, but also the latest models such as F-15 and FSX should be installed in the electronic equipment installed in the aircraft at the time of maintenance and inspection. Suitable for providing air conditioners and power supplies for equipment.

[0002]

[Prior art and technical problems to be solved by the present invention]

 Conventionally, as this type of support vehicle, a vehicle dedicated to an air conditioner and a vehicle dedicated to a power source have been separately deployed and used. One of the reasons for this is that the air conditioner changes its drive rotation speed because the required cooling capacity changes according to the outside air temperature, whereas the generator used as a power source outputs This is because it was convenient to drive the generator and the air conditioner separately because it was necessary to keep the drive rotation speed constant because the frequency had to be constant.

Moreover, most of them are not self-propelled ones, and a separate towing vehicle having a driving force is required. Therefore, in actual military operations, it may not be possible to secure a combination of these dedicated vehicles and towing vehicles, and it may not be possible to carry out sufficient aircraft support work, and its deployment may be wasted. It was the actual situation.

[0004]

[Outline of the device]

 INDUSTRIAL APPLICABILITY The present invention independently provides both an air conditioner and a power source for maintenance and inspection of an aircraft, and also provides a practical structure of an aircraft support vehicle that can move by itself and be rapidly deployed. To aim for things. Therefore, we chose a compact and efficient cooling system and decided to drive it together with the generator in a single engine. That is, the support vehicle according to the present invention comprises a compressor that compresses a refrigerant and a condenser that liquefies the compressed refrigerant, and a refrigerant circulator that circulates the liquefied refrigerant; A heat exchanger that cools the air to a set temperature; a blower that compresses and takes out the air that has been cooled to the set temperature from the heat exchanger; and the compressed and extracted cooling air that vaporizes the liquefied refrigerant. As a result, at least the temperature that has risen as a result of the compression is re-cooled to at least the set temperature or less, and then fed to the aircraft to cool the electronic equipment mounted on the aircraft. A cooling system consisting of: a generator for supplying power to an aircraft; an engine for driving the cooling system and the generator; and a self-propelled system equipped with the cooling system, the generator and the engine Consisting of both.

Furthermore, according to an embodiment of the present invention, in order to drive the air conditioner and the generator at a constant rotation by a single engine, the cooling capacity of the air conditioner is changed according to the outside air condition. In order to adjust the temperature, a part of the refrigerant is used to cool the compressor by flowing it into the hot gas bypass path according to the temperature of the refrigerant circulation path.

[0006]

【Example】

 Embodiments of the present invention will be described below with reference to the accompanying drawings.

Structure FIG. 1 shows a ground support vehicle for an aircraft according to an embodiment of the present invention. This ground support vehicle comprises a self-propelled vehicle 1 and a portion 2 accommodating a cooling system and a generator mounted on the vehicle. The cooling system and the generator 2 are controlled by operating the operation display unit 3 while monitoring various displays.

FIG. 2 schematically shows the configuration of the cooling system and the power generator. The engine 11 drives a power generator 12 to provide a power source for support. As the engine 11, for example, an engine 6BTA manufactured by Cummins (USA) can be used. Specific performance of the power generator 12 is, for example, output power of 50 KVA or more, 0.8 P F NOM. 60 KVA; output voltage is 115/200 VAC (3φ), maximum current is 174 A (overload is 217 A), and frequency is 390 to 410 Hz. As for the voltage exceeding the limit, it is shut down at 135 V as an upper limit after 5 to 7 seconds. As a lower limit, it is shut down at 100V after 5 to 7 seconds. For frequencies above the limit, the upper limit is protected at 420 Hz for 5 to 7 seconds. As a lower limit, it is shut down at 380 Hz after 5 to 7 seconds. In case of overload, it will be shut down after 5 minutes at 120% and 30 seconds at 150%.

On the other hand, the engine 11 is also used as a cooling system. That is, the engine 11 drives the condenser 14, the compressor and the radiator 15 via the gear mechanism 13. The radiator 15 cools the engine 11 and maintains its drive. The condenser 14 constitutes a part of the cooling system, and compresses and liquefies the refrigerant. For example, Freon R-134A is used as the refrigerant. The pre-cooler 16, the after-cooler 17, and the blower 18 also constitute a cooling system. First, the outside air is taken into the precooler 16. Here, the liquefied refrigerant supplied from the condenser is vaporized to cool the outside air to the set temperature. The cooled outside air is compressed by the blower 18, taken out from the precooler 16, and sent to the aftercooler 17. The aftercooler 17 is also supplying liquefied refrigerant, and by vaporizing this refrigerant, the outside air, whose temperature has risen due to compression by the blower 18, is cooled again to a sufficiently low temperature and put on the aircraft under test. Will be provided. This cooling air maintains the temperature of the electronic equipment for controlling the aircraft at a temperature suitable for its operation while the aircraft is in the test operation on the ground.

Operation Next, the operation of the cooling system and the generator will be specifically described. See FIG. It is shown in a block diagram of the operation of the cooling system and the generator. In response to the operation on the operation panel 20, the power generator 12 supplies power to the electronic device of the aircraft under test operation via the power cable 22 connected by the contactor 21. On the other hand, the engine 11 operates the compressor 23, the blower 18, and the fan 34 via the gear mechanism 13. That is, the driving force of the engine 11 is transmitted to the gear box 25 via the coupling 24, and is sequentially transmitted to the gear boxes 27 and 28. The gearbox 27 drives the compressor 23 via the clutch 28. The compressor 23 compresses the refrigerant under the control of the air conditioner controller 29. The compressed refrigerant is sent to the capacitor 14 via the discharge shutoff valve 30. The condenser 14 is cooled by blowing air from the gearboxes 27, 27 'by the fans 34, 34' which are rotatably driven via the pulleys 31, 31 ', the belt 32 and the gearboxes 33, 33' to liquefy the refrigerant. On the other hand, the fans 34 and 34 'also serve as cooling air by the radiator 15. The radiator 15 cools the engine 11 so that it can operate normally. The cooling medium liquefied by the condenser 14 is sent to the precooler 16 and the aftercooler 17. On the way, the liquefied refrigerant is stored in the receiver tank 36 connected via the shutoff valves 35 and 35 '. This is to secure a stabilized liquefied refrigerant supply amount. The charge valve 37 is provided to replenish the refrigerant circulation path with the refrigerant. The side glass 38 is for monitoring that the refrigerant in the cooling medium circulation path is flowing. This is because the refrigerant needs to be constantly flowing. The liquid line solenoid valves 39, 39 ′ interlock with an operation switch (not shown) to temporarily stop the refrigerant flowing into the pre-cooler 16 and the after-cooler 17 when necessary. The expansion valves 40 and 40 'regulate the refrigerant flowing into the precooler 16 and the aftercooler 17, respectively. The outside air is taken into the precooler 16, and the gas is cooled to the set temperature by vaporizing the liquefied refrigerant in the outside air. The cooled gas is taken out by the air blower 18 driven by the gear box 28 ′, compressed, and further circulated to the after cooler 17. The after-cooler 17 also vaporizes the refrigerant to cool the amount of the gas in which the temperature has risen due to compression, and cool it to the set temperature again. The cooled gas is supplied to the aircraft under test operation via a transportation route (not shown), and cools the control electronics and the like. In this way, during the test operation of the aircraft on the ground, the on-board electronic devices are protected from damage due to heating of the jet engine and the like.

In this embodiment, the cooling process is divided into two stages of the precooler 16 and the aftercooler 17, and the outside air cooled to the set temperature by the precooler 16 is sent to the air blower 18. Therefore, there is a structural advantage that the heat deterioration of the air blower 18 can be prevented, and that the air blower 18 does not have to have a heat resistant structure.

The refrigerant recovered from the pre-cooler 16 and the after-cooler 17 passes through the high-low diffusion 42 through the pressure control valves 41 and 41 ′ that regulate the pressure of the refrigerant inside the coolers 16 and 17. Sent to. The sensor 43 operates a valve to return a part of it to the high / low diffusion 42 in order to keep the pressure of the compressor hot gas constant when the pressure of the compressor hot gas rises. The refrigerant is vaporized to prevent the temperature from rising. The sensor 43 also operates a valve to introduce a part of the refrigerant from the cooler 17 into the hot gas bypass passage 48 according to the detection result, that is, the temperature of the refrigerant circulation path. The refrigerant in the hot gas bypass passage 48 is used to cool the compressor 23 heated by the load. By adjusting the flow of the cooling medium in this way, it is possible to adjust the cooling capacity of the compressor, which changes according to the outside air conditions. Therefore, the rotational drive of the compressor can be maintained constant even when the outside air condition changes, and the compressor and the power generator can be rotationally driven at a constant speed (2000 rpm).

The sensors 44 and 45 monitor the state and amount of the refrigerant collected from both coolers and adjust the amount of the refrigerant flowing into the cooler by the valves 40 and 40 '. The refrigerant flowing into the compressor 23 is vaporized by the suction solenoid 46. The pressure of the refrigerant, and the pressure of the refrigerant flowing in and out of the compressor 23 are adjusted by a pressure control 47. The check valve 49 prevents an accident due to the reverse flow of the refrigerant. The head pressure control valve 50 provides a bypass when the cooling medium in the condenser is liquefied under severe winter conditions.

The cooling air supplied to the aircraft from the cooling system has a maximum pressure of about 5 PSIG. The temperature is 15 ° C. or lower during cooling and 10 ° C. or higher during heating. The flow rate is 85 Lbs / min maximum (variable). On the other hand, the servo air has a pressure of 16.5 ± 2 PSG. The temperature is ± 2 to 93 ° C. The flow rate is 1.0 Lbs / min. The outside air condition is the worst condition, 40 ° C at cooling and 50% Rh. It is -30 ℃ when heated. The specifications of the air ducts are 8 inches φ, 30 feet, and 4 inches φ duct 15 feet × 2.

The ground support vehicle for an aircraft according to the present embodiment is equipped with both a cooling system and a power generator, and responds to the operation on the operation display unit 3 by air conditioning and power supply for electronic equipment during a test operation of the aircraft. Can be provided together. Therefore, it is possible to quickly respond to the emergency deployment and deployment of aircraft, and streamline aircraft support work.

[Brief description of drawings]

FIG. 1 is a schematic view of an entire aircraft support vehicle according to an embodiment of the present invention.

FIG. 2 schematically shows the configurations of a cooling system and a generator mounted on the support vehicle shown in FIG.

FIG. 3 is a block diagram for explaining the operation of the cooling system and the power generator shown in FIG.

[Explanation of symbols]

 23 Compressor 14 Condenser 18 Blower 16 Front Heat Exchanger 17 Rear Heat Exchanger 14, 16, 17, 18, 23 Cooling System 12 Generator 1 Self-propelled Vehicle 48 Hot Gas Bypass Path

Claims (2)

[Scope of utility model registration request] 1. A refrigerant circulator having a compressor for compressing a refrigerant and a condenser for liquefying the compressed refrigerant to circulate the liquefied refrigerant; taking air from the outside to vaporize the liquefied refrigerant to bring the air to a set temperature. A preheat heat exchanger for cooling; a blower for compressing and taking out air cooled to a preset temperature from the preheat heat exchanger; and cooling air taken out by the compression, by vaporizing the liquefied refrigerant, A cooling system comprising at least a post-heat exchanger that cools only the temperature that has risen as a result of the compression to reduce the temperature to at least a preset temperature or less, and then feeds it to an aircraft to cool electronic devices and the like mounted on the aircraft; A generator that supplies power to the aircraft; an engine that drives the cooling system and the generator; and a system that includes the cooling system, the generator, and the engine Cooling support vehicle, which consists of running vehicles. 2. A utility model registration claim characterized by further comprising a hot gas bypass path for circulating a part of the refrigerant to the compressor in response to detection of the temperature of the refrigerant circulation path from the both heat exchangers. The cooling assistance vehicle according to the first item of the range.