An electric motor and aircraft for hybrid electric aircraft

Abstract

This invention discloses an electric motor and an electric vehicle for a hybrid electric vehicle. The electric motor includes an engine housing, within which a rotating mechanism is provided. The rotating mechanism includes a radial magnetic levitation assembly and a rotor assembly. The radial magnetic levitation assembly generates magnetic force on the rotor assembly to stabilize it at a predetermined radial position; or, to stabilize the rotor assembly at a predetermined radial position and drive it to rotate. The rotor assembly includes a rotating shaft, with pneumatic thrust bearings mounted at both ends. This invention simplifies the circuit structure of a shaftless turbine electric motor and reduces the overall weight of the motor.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and more specifically to an electric engine and an aero-engine for hybrid electric aircraft. Background Technology

[0002] Electric motors are currently one of the important research areas in the field of aerospace technology. Patent document ZL202110472938.3 proposes a shaftless electric motor, control method, and an aircraft for use in spacecraft. In this design, the core component of the engine, the high-power magnetic levitation fan, currently has a long axial length and a heavy prototype; the shaftless turbine electric motor has a complex circuit structure and a large size, resulting in a narrow range of applications and difficulties in engineering application.

[0003] How to solve the problems of large weight and complex circuit structure of shaftless turbine electric motor prototypes is one of the important problems that urgently need to be solved in this field. Summary of the Invention

[0004] The purpose of this invention is to provide an electric motor and an aircraft for hybrid electric aircraft, in order to overcome the shortcomings of the prior art. It can simplify the circuit structure of the shaftless turbine electric motor and reduce the weight of the entire engine.

[0005] This invention provides an electric motor for a hybrid electric aircraft, comprising an engine housing, wherein a rotating mechanism is provided within the engine housing;

[0006] The rotating mechanism includes a radial magnetic levitation assembly and a rotor assembly;

[0007] The radial magnetic levitation component is used to generate a magnetic force on the rotor assembly to stabilize the rotor assembly at a predetermined radial position; or, to stabilize the rotor assembly at a predetermined radial position and drive the rotor assembly to rotate.

[0008] The rotor assembly includes a rotating shaft, with pneumatic thrust bearings installed at both ends of the rotating shaft.

[0009] The electric motor for a hybrid electric aircraft as described above, wherein, optionally, the rotor assembly further includes blades;

[0010] The blade is fixedly mounted on the rotating shaft;

[0011] The blades are configured to be driven by the rotating shaft to generate airflow; or, driven by the airflow, to rotate the rotating shaft.

[0012] The electric motor for hybrid electric aircraft described above may optionally include three rotating mechanisms, which are arranged sequentially along the air intake direction as a first rotating mechanism, a second rotating mechanism, and a third rotating mechanism.

[0013] A fuel chamber is provided between the second rotating mechanism and the third rotating mechanism.

[0014] The electric motor for hybrid electric aircraft described above, optionally, includes a ring stator, winding coils, and a support frame;

[0015] The annular stator is fixedly installed inside the engine housing, and the support frame is fixedly connected to the annular stator, with the support frame located at both ends of the annular stator; the rotating shaft is rotatably connected to the support frame via the pneumatic thrust bearing.

[0016] Multiple slots are evenly provided along the circumference of the annular stator, and a stator core is provided in each slot;

[0017] The winding coil is wound on the stator core.

[0018] In the electric motor for hybrid electric aircraft described above, optionally, the support frame is cross-shaped.

[0019] In the electric motor for hybrid electric aircraft described above, optionally, the stator core is made of silicon steel and the outer periphery of the stator core is coated with anti-corrosion paint.

[0020] In the electric motor for hybrid electric aircraft described above, optionally, the intake fan, supercharger, and turbine generator of the electric motor are each composed of 1 to 3 of the aforementioned rotating mechanisms.

[0021] In the electric motor for hybrid electric aircraft described above, optionally, the aerodynamic thrust bearing does not protrude from either end face of the radial magnetic levitation assembly.

[0022] In the electric motor for hybrid electric aircraft described above, optionally, a permanent magnet is fixedly provided on the outer periphery of the rotor assembly.

[0023] This disclosure proposes an aircraft comprising an electric motor as described in any of the preceding claims;

[0024] The aircraft exists in at least the following operational states:

[0025] In the first working state, the rotating mechanism, driven by electricity, maintains a predetermined radial position and rotates to compress the air entering the electric motor;

[0026] In the second working state, the rotating mechanism maintains a predetermined radial position under electric drive, rotates under the action of airflow, and realizes energy recovery.

[0027] Compared with the prior art, the present invention has at least the following beneficial effects:

[0028] This invention utilizes a radial magnetic levitation assembly to control the radial position of the rotor assembly and a pneumatic bearing to control the axial position of the rotor assembly. The length of the rotating shaft located in the middle can be made shorter. Compared to existing technologies, by reducing the axial magnetic levitation assemblies located on the outer ends of the outer periphery and placing the axial position control at the center of rotation, the axial dimension of the rotating mechanism can be reduced. This reduction is particularly significant for multi-stage stacked structures. Furthermore, the reduction in the axial dimension of the rotating mechanism also contributes to a more compact overall engine structure, with a corresponding reduction in length, which can significantly reduce the engine's weight.

[0029] On the other hand, by eliminating the axial magnetic levitation component and simplifying its structure, the number of signal and power lines is greatly reduced, and the addition of the pneumatic bearing only requires the addition of corresponding signal lines. This further simplifies the control circuit to some extent. Attached Figure Description

[0030] Figure 1 This is a simplified structural diagram of the electric motor proposed in Embodiment 1 of the present invention;

[0031] Figure 2 This is a cross-sectional view of the rotating mechanism proposed in this invention;

[0032] Figure 3 This is a simplified structural diagram of the multiple rotating mechanisms superimposed as proposed in this invention;

[0033] Figure 4 This is a schematic diagram of the control logic for takeoff and landing of an aircraft as proposed in Embodiment 2 of the present invention;

[0034] Figure 5 This is a schematic diagram of the control logic for the aircraft during level flight as proposed in Embodiment 2 of the present invention.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1-Engine housing, 2-Radial magnetic levitation assembly, 3-Rotor assembly, 4-First rotating mechanism, 5-Second rotating mechanism, 6-Third rotating mechanism, 7-Fuel chamber;

[0037] 21-Annular stator, 22-Support frame, 23-Stator core;

[0038] 31-Rotating shaft, 32-Pneumatic thrust bearing, 33-Blade, 34-Outer hub, 35-Permanent magnet. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] In response to the problems mentioned in the background art, the present invention proposes the following solutions. These solutions aim to address the issues of the large weight and complex control circuitry of electric motors used in aircraft.

[0041] Example 1

[0042] Please refer to Figures 1 to 3 This embodiment proposes an electric motor for a hybrid electric aircraft, including an engine housing 1, wherein a rotating mechanism is provided within the engine housing 1; in specific implementations, the rotating mechanism can be a fan, a compressor, and / or a turbine generator. That is, any one or more of the fan, compressor, and turbine generator in the electric motor can be the rotating mechanism referred to in this embodiment.

[0043] Specifically, the rotating mechanism includes a radial magnetic levitation component 2 and a rotor component 3. The radial magnetic levitation component 2 controls the radial position of the rotor component 3 to achieve levitation. However, the radial magnetic levitation component 2 does not control the axial position of the rotor component 3. Specifically, the radial magnetic levitation component 2 generates a magnetic force on the rotor component 3 to stabilize it at a predetermined radial position; or, it stabilizes the rotor component 3 at a predetermined radial position and drives it to rotate. That is, the rotating mechanism has two operating states: one is to convert electrical energy into mechanical energy to drive airflow; the other is for the airflow to drive the rotating mechanism to rotate, converting kinetic energy into electrical energy to achieve energy recovery.

[0044] In actual operation, due to the typically high speed of the aircraft, the rotor assembly 3 experiences a large axial force. To reduce the frictional resistance caused by the axial pressure, in this embodiment, the rotor assembly 3 includes a rotating shaft 31, with pneumatic thrust bearings 32 installed at both ends of the rotating shaft 31. That is, the axial position is controlled using the pneumatic thrust bearings 32.

[0045] Compared to using an axial magnetic levitation assembly located on the outer periphery to control axial position, the pneumatic thrust bearings 32 are located at both ends of the rotating shaft. This reduces the overall axial dimension of the rotating mechanism. When multiple rotating mechanisms are used in combination, the reduction in axial dimension is considerable. Furthermore, eliminating the control of the axial magnetic levitation assembly reduces the number of corresponding signal and power lines, which is beneficial for reducing engine control wiring.

[0046] Furthermore, with the axial dimension of the rotating mechanism reduced, it is advantageous to use a multi-stage magnetic levitation fan to increase thrust or airflow, thereby improving energy efficiency, while maintaining the same engine size.

[0047] Please refer to Figure 2 In specific implementations, the rotating mechanism can be a fan, compressor, and / or turbine generator; more specifically, the rotor assembly 3 further includes blades 33; the blades 33 are fixedly mounted on the rotating shaft 31; the blades 33 are configured to be driven by the rotating shaft 31 to generate airflow; or, driven by airflow, to rotate the rotating shaft 31. In specific implementations, to ensure power transmission and the arrangement of various components, the rotor assembly 3 further includes an outer hub 34, which is directly fixedly connected to the outer end of the blades 33, or fixedly connected to the rotating shaft via other rods.

[0048] In specific implementation, there are three rotating mechanisms, which are arranged sequentially along the air intake direction as a first rotating mechanism 4, a second rotating mechanism 5, and a third rotating mechanism 6. That is, the first rotating mechanism 4 is an intake fan, the second rotating mechanism 5 is a compressor, and the third rotating mechanism 6 is a turbine generator. In implementation, a fuel chamber 7 is provided between the second rotating mechanism 5 and the third rotating mechanism 6.

[0049] In a specific implementation, the radial magnetic levitation assembly 2 includes an annular stator 21, winding coils, and a support frame 22. The annular stator 21 is fixedly connected to the engine housing 1, the support frame 22 is fixedly connected to the annular stator 21, and the winding coils are disposed on the annular stator 21.

[0050] Specifically, the annular stator 21 is fixedly installed inside the engine housing 1. The annular stator 21 can be connected to the engine housing 1 by bolts or by welding. The support frame 22 is fixedly connected to the annular stator 21, and the support frame 22 is located at both ends of the annular stator 21. The rotating shaft 31 is rotatably connected to the support frame 22 through the pneumatic thrust bearing 32. Multiple slots are evenly provided along the circumference of the annular stator 21, and stator cores 23 are provided in the slots. The winding coils are wound on the stator cores 23.

[0051] In practice, the support frame 22 is cross-shaped. The support frame 22 is mainly used for guiding the flow and is rotatably connected to the rotating shaft 31.

[0052] Furthermore, the stator core 23 is made of silicon steel, and its outer periphery is coated with anti-corrosion paint. In actual implementation, to achieve better results, the entire outer layer of the ring stator 21 needs to be coated with an anti-oxidation and anti-corrosion paint. This serves to wrap the core and isolate it from the air, so as to minimize the contact between the stator core and the air, thereby preventing stator corrosion and reduced magnetic conductivity.

[0053] In specific implementations, the intake fan, turbocharger, and turbine generator of the electric motor are each composed of 1 to 3 of the aforementioned rotating mechanisms. For example, the intake fan is the rotating mechanism referred to in this embodiment, while the turbocharger and turbine generator do not use the rotating mechanism of this embodiment; the turbocharger is the rotating mechanism referred to in this embodiment, while the intake fan and turbine generator do not use the rotating mechanism of this embodiment; the turbine generator is the rotating mechanism referred to in this embodiment, while the intake fan and turbocharger do not use the rotating mechanism of this embodiment; the intake fan and turbocharger are the rotating mechanisms referred to in this embodiment, while the turbine generator does not use the rotating mechanism of this embodiment; the intake fan and turbine generator are the rotating mechanisms referred to in this embodiment, while the turbocharger does not use the rotating mechanism of this embodiment; the turbocharger and turbine generator are the rotating mechanisms referred to in this embodiment, while the intake fan does not use the rotating mechanism of this embodiment.

[0054] As a preferred implementation, the pneumatic thrust bearing 32 does not protrude from either end face of the radial magnetic levitation assembly 2. This ensures that the overall axial dimension of the rotating shaft 31 is not greater than its outer circumference dimension, thus maintaining a relatively small overall axial dimension. It should be noted that... Figure 1 and Figure 3 In the diagram, the position of the pneumatic thrust bearing 32 is shown only and does not indicate any limitation on its position.

[0055] A permanent magnet 35 is fixedly provided on the outer periphery of the rotor assembly 3. Specifically, the permanent magnet 35 is attached or embedded on the outer periphery of the rotor assembly 3, and specifically, the permanent magnet 35 is located on the outer periphery of the outer hub 34.

[0056] In practical implementation, in order to achieve better results, the rotor assembly 3 can be a one-piece cast structure, and the material selection requirements are low density, high strength and not easy to deform; aluminum alloy can be selected.

[0057] Example 2,

[0058] This embodiment is a specific application of embodiment 1. The electric motor is the same as in embodiment 1 and will not be repeated here.

[0059] This disclosure proposes an aircraft comprising an electric motor as described in Embodiment 1. In a specific implementation, the aircraft also includes an energy storage system to facilitate the storage of recovered energy.

[0060] Please refer to Figure 4 and Figure 5 The aircraft has at least the following operating states:

[0061] In the first operating state, the rotating mechanism, driven by electricity, maintains a predetermined radial position and rotates to compress the air entering the electric motor. For example, during takeoff and landing, the energy storage system discharges to drive the intake fan, compressor, and turbine generator.

[0062] In the second operating state, the rotating mechanism maintains a predetermined radial position under electric drive, rotates under the action of airflow, and achieves energy recovery. For example, in level flight, the turbine generator generates electricity, which is then supplied to the turbine engine to drive the fan and compressor, and charges the energy storage system.

[0063] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. An electric motor for a hybrid electric aircraft, comprising an engine housing (1), characterized in that: A rotating mechanism is provided inside the engine housing (1); The rotating mechanism includes a radial magnetic levitation assembly (2) and a rotor assembly (3); The radial magnetic levitation component (2) is used to generate magnetic force on the rotor component (3) to stabilize the rotor component (3) at a predetermined radial position; or, to stabilize the rotor component (3) at a predetermined radial position and drive the rotor component (3) to rotate. The rotor assembly (3) includes a rotating shaft (31), and pneumatic thrust bearings (32) are installed at both ends of the rotating shaft (31); The rotor assembly (3) also includes blades (33); The blade (33) is fixedly mounted on the rotating shaft (31); The blade (33) is configured to be driven by the rotating shaft (31) to generate airflow; or, driven by airflow, to rotate the rotating shaft (31). The radial magnetic levitation assembly (2) includes an annular stator (21), winding coils, and a support frame (22); The annular stator (21) is fixedly installed inside the engine housing (1), the support frame (22) is fixedly connected to the annular stator (21), and the support frame (22) is located at both ends of the annular stator (21); the rotating shaft (31) is rotatably connected to the support frame (22) through the pneumatic thrust bearing (32); Multiple slots are uniformly provided along the circumference of the annular stator (21), and a stator core (23) is provided in the slots; The winding coil is wound on the stator core (23); The pneumatic thrust bearing (32) does not protrude from either end face of the radial magnetic levitation assembly (2).

2. The electric motor for a hybrid electric aircraft according to claim 1, characterized in that: The number of rotating mechanisms is three, which are the first rotating mechanism (4), the second rotating mechanism (5) and the third rotating mechanism (6) in sequence along the air intake direction; A fuel chamber (7) is provided between the second rotating mechanism (5) and the third rotating mechanism (6).

3. The electric motor for a hybrid electric aircraft according to claim 2, characterized in that: The support frame (22) is cross-shaped.

4. The electric motor for a hybrid electric aircraft according to claim 1, characterized in that: The stator core (23) is made of silicon steel and the outer periphery of the stator core (23) is coated with anti-corrosion paint.

5. The electric motor for a hybrid electric aircraft according to claim 2, characterized in that: The intake fan, turbocharger, and turbine generator of the electric motor are each composed of 1-3 of the aforementioned rotating mechanisms.

6. The electric motor for a hybrid electric aircraft according to claim 1, characterized in that: The rotor assembly (3) is fixedly provided with a permanent magnet (35) on its outer periphery.

7. An aircraft, characterized in that, Including the electric motor as described in any one of claims 1-6; The aircraft exists in at least the following operational states: In the first working state, the rotating mechanism, driven by electricity, maintains a predetermined radial position and rotates to compress the air entering the electric motor; In the second working state, the rotating mechanism maintains a predetermined radial position under electric drive, rotates under the action of airflow, and realizes energy recovery.

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