Aviation motor

Abstract

The invention provides an aviation motor, and relates to the technical field of aviation motor structures. The aviation motor comprises a motor body, a fin assembly and a heat pipe. The motor body comprises a motor shell and a stator and rotor assembly arranged in the motor shell, the fin assembly is installed between the stator and rotor assembly and the motor shell, the periphery of the stator and rotor assembly is wrapped with the fin assembly, and efficient heat conduction can be conducted through the fin assembly. The fin assembly is made of the ferromagnetic material, so that an electromagnetic shielding effect can be achieved on the stator and rotor assembly, namely, the fin assembly has heat conduction and electromagnetic shielding effects. The heat pipe is provided with a heat absorption end and a heat release end which are opposite, the heat absorption end is located in the motor shell, the heat release end is located outside the motor shell, heat in the motor shell is guided out through the heat pipe, meanwhile, the heat pipe is connected with the fin assembly, and the heat absorption area of the heat pipe is greatly increased through the fin assembly; therefore, the efficiency of guiding the heat generated by the stator and rotor assembly out of the motor shell is improved, and the cooling effect is good.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation motor structures, and in particular to an aviation motor. Background Art

[0002] With the development of hybrid power systems, the system is no longer only used in ground transportation industries such as automobiles. The field of air traffic pays more attention to clean energy. In response to carbon neutrality and carbon peak, hybrid aviation engine systems have become a hot topic in the aviation field. Electric motors used in the aviation field (referred to as aviation motors) are generally megawatt-level high-power density motors. Motors used in the field of aviation hybrid power have the characteristics of high power density and high efficiency. At present, permanent magnet motors of tens of kilowatts use liquid cooling, casing heat dissipation rib cooling or built-in centrifugal fan cooling structure. Permanent magnet motors using liquid cooling structure require external liquid cooling pumps and liquid cooling radiators, which reduces the power density of the system, and some small and medium-sized aircraft do not have the conditions to provide liquid cooling, so liquid-cooled permanent magnet motors are not suitable for use in small and medium-sized hybrid aircraft; permanent magnet motors with heat dissipation ribs in the casing, during the heat dissipation process of the motor, heat needs to be transferred from the winding to the stator, and then to the casing, which increases the thermal resistance on the heat dissipation path, which is not conducive to the heat dissipation of the permanent magnet motor; using built-in centrifugal fan cooling cannot effectively cool the stator of the permanent magnet motor.

[0003] The power of the parallel hybrid electric propulsion motor is relatively large (MW level), and the power consumed is very significant. The total heat will be as high as tens of kilowatts. However, due to the installation location of the motor, the space is small, the heat exchange space is limited, and the ambient temperature is high. Excessive temperature may cause irreversible demagnetization of the permanent magnet, aging of the insulation material, and even damage to the motor, which has a great impact on the performance, operating reliability and service life of the motor. The temperature in the engine chamber where the motor is located is as high as more than 100 degrees, and the environment is very harsh. The electric propulsion system requires the use of a smaller motor, lighter weight, and higher power. How the motor can effectively transfer the heat of the motor in such a harsh ambient temperature requirement is a great challenge. The electric drive system has high power and large heat dissipation. At the same time, in order to meet the lightweight requirements, the volume needs to be as small as possible and cannot be overheated. However, the installation space of the turbine engine is limited and the external environment is harsh, which poses challenges to the thermal management and installation layout design of the electric drive system.

[0004] The temperature rise of the motor is related to the life, reliability and efficiency of the motor. However, for high-power density aviation motors, the increase in electromagnetic load makes the temperature rise approach the thermal limit of the material, and high-temperature demagnetization is a fatal blow to the motor. The traditional cooling methods and structures can no longer meet the requirements of further improving the power density of the motor. Therefore, it is necessary to explore new heat dissipation methods and cooling structures to efficiently dissipate heat from the motor to increase the electromagnetic load of the motor, reduce the temperature rise of the motor, and thus improve the power density and efficiency of the motor. On the other hand, for high-power propulsion motor systems, the heat generated is very large, reaching a level of more than 100 kW. The accumulation of heat has an adverse effect on the operation of the electric drive unit, resulting in reduced efficiency, and even endangering safety in severe cases. Therefore, it is necessary to carry out efficient cooling design for MW motors to ensure the safe and efficient operation of the electric drive unit.

[0005] The United States, Europe, Russia, and other countries have all regarded hybrid electric propulsion systems as civil aviation power solutions with broad prospects in the future. They are organizing aircraft manufacturers and engine manufacturers to conduct exploration and pre-research. Boeing, GE, Airbus, Siemens, Rolls-Royce, and other companies have already carried out research on hybrid electric propulsion systems with the support of government scientific research programs. In recent years, with the gradual deepening of research on hybrid electric propulsion systems, foreign researchers have begun to notice that the accumulation of heat generated by the continuous loss of the drive motor will change the motor parameters and gradually deteriorate its efficient operation state. The design of efficient cooling systems for aviation megawatt-class drive motors has become a key technology for hybrid electric propulsion systems. Therefore, how to design a cooling structure that can meet the needs of aviation megawatt-class motors is an urgent problem to be solved in this field. Summary of the invention

[0006] The object of the present invention is to provide an aviation motor that can meet the cooling requirements of megawatt-class aviation motors.

[0007] The embodiments of the present invention can be implemented in the following ways:

[0008] An aviation motor, a motor body, the motor body comprising a motor housing and a stator and rotor assembly arranged in the motor housing;

[0009] A fin assembly, wherein the fin assembly is disposed between the stator-rotor assembly and the motor housing, and the fin assembly is wrapped around the outer periphery of the stator-rotor assembly; the fin assembly is made of ferromagnetic material; and

[0010] A heat pipe, the heat pipe having a heat absorbing end and a heat releasing end opposite to each other, the heat absorbing end being located inside the motor housing, and the heat releasing end being located outside the motor housing;

[0011] The motor housing and the fin assembly have through holes for the heat pipe to pass through, and the contact portion between the heat pipe and the fin assembly is made of non-ferromagnetic material.

[0012] Optionally, the fin assembly includes stator surface fins and winding end fins, the winding end fins are sleeved outside the end winding of the stator-rotor assembly, and the stator surface fins are sleeved outside the stator of the stator-rotor assembly and the winding end fins.

[0013] Optionally, there are multiple heat pipes, some of which are first heat pipes, which pass through the stator surface fins and contact the stator to export the heat at the stator to the outside of the motor housing; another part of the multiple heat pipes are second heat pipes, which pass through the stator surface fins and the winding end fins in sequence and contact the end winding to export the heat at the end winding to the outside of the motor housing.

[0014] Optionally, the length of the second heat pipe is greater than the length of the first heat pipe.

[0015] Optionally, the fin assembly includes a plurality of fin layers distributed in sequence along the radial direction of the stator and rotor assembly, and adjacent fin layers are spaced apart; and the plurality of fin layers are all made of ferromagnetic material.

[0016] Optionally, two adjacent fin layers among the multiple fin layers are respectively a first fin layer and a second fin layer, and the first fin layer is located outside the second fin layer; the material of the first fin layer includes aluminum, and the material of the second fin layer includes iron.

[0017] Optionally, each of the fin layers includes a plurality of arcuate fin portions distributed around the circumference of the stator and rotor assembly, and the plurality of arcuate fin portions are connected end to end to form a ring; the fin assembly also includes a locking member, which is arranged between two adjacent arcuate fin portions to connect the adjacent arcuate fin portions through the locking member.

[0018] Optionally, the aircraft motor also includes a cooling pipeline, the air inlet of the cooling pipeline is used to communicate with the duct of the aircraft engine to draw air from the duct; the cooling pipeline is arranged outside the motor housing, and the cooling pipeline is provided with an impact hole, and the impact hole is used to spray cooling air into the motor housing for impact cooling.

[0019] Optionally, the cooling pipeline includes a first annular pipeline, a second annular pipeline and an intermediate connecting pipeline, the first annular pipeline and the second annular pipeline are arranged around the axial ends of the motor housing, and the two ends of the intermediate connecting pipeline are respectively connected to the first annular pipeline and the second annular pipeline; the first annular pipeline and the second annular pipeline are both provided with the impact hole.

[0020] Optionally, the aviation motor further includes a motor controller mounted on the motor housing, and the intermediate connecting pipe is disposed through the motor controller.

[0021] Optionally, the motor housing is provided with a plurality of grooves distributed along the circumference of the motor housing, and the plurality of grooves extend along the axial direction of the motor housing to guide the cooling air ejected from the impact holes to flow along the axial direction of the motor housing.

[0022] Optionally, a plurality of the heat pipes are arranged in the groove along the axial direction of the motor housing.

[0023] Optionally, the aviation motor also includes a control system and a valve component arranged at the air inlet of the cooling pipeline, and the control system is electrically connected to the valve component to control the opening of the valve component through a closed loop of the control system to adjust the cooling air flow ejected from the impact hole.

[0024] Optionally, the distribution density of the impact holes at different positions on the cooling pipeline is different.

[0025] Optionally, the heat pipe includes an outer shell and a capillary tube, the outer shell is made of non-ferromagnetic material; the outer shell has a closed inner cavity, the capillary tube is arranged in the closed inner cavity, and the outer shell and the capillary tube are coaxially arranged; the heat absorption end and the heat release end are respectively two ends of the axial direction of the outer shell.

[0026] The beneficial effects of the aviation motor provided by the embodiments of the present invention include:

[0027] An embodiment of the present invention provides an aviation motor, which includes a motor body, a fin assembly and a heat pipe. The motor body includes a motor housing and a stator-rotor assembly arranged in the motor housing, the fin assembly is installed between the stator-rotor assembly and the motor housing, and the fin assembly is wrapped around the outer periphery of the stator-rotor assembly, and efficient heat conduction can be performed through the fin assembly. The fin assembly is made of ferromagnetic material, so it can have an electromagnetic shielding effect on the stator-rotor assembly, that is, the fin assembly has both heat conduction and electromagnetic shielding effects. The heat pipe has a relative heat absorption end and a heat release end, the motor housing and the fin assembly have a through hole for the heat pipe to pass through, and the heat pipe is passed through the through hole, so that the heat absorption end is located inside the motor housing, and the heat release end is located outside the motor housing, and at the same time, the part where the heat pipe contacts the fin assembly is made of non-ferromagnetic material. In this way, during the operation of the aviation motor, the heat generated by the stator and rotor assembly is absorbed by the heat absorbing end and then transferred to the heat releasing end, and heat exchange is performed with the space outside the motor housing, thereby cooling the stator and rotor assembly. At the same time, since the heat pipe is connected to the fin assembly, the heat absorbing area of ​​the heat pipe is greatly increased through the fin assembly, thereby improving the efficiency of exporting the heat generated by the stator and rotor assembly out of the motor housing, and the cooling effect is good. Moreover, the fin assembly in the aviation motor is a wrap-around design that is close to the stator and rotor assembly, with a compact space, fully tapping the motor design space, and highly integrated. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above features and advantages of the present invention can be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or features may have the same or similar reference numerals.

[0029] Figure 1 A schematic diagram of the structure of an aviation motor provided according to one aspect of the present invention is shown;

[0030] Figure 2 A schematic structural diagram of an aviation motor provided according to one aspect of the present invention at another viewing angle is shown;

[0031] Figure 3 A partial structural schematic diagram of an aviation motor provided according to one aspect of the present invention is shown;

[0032] Figure 4 A schematic structural diagram of a partial structure of an aviation motor provided according to one aspect of the present invention at another viewing angle is shown;

[0033] Figure 5 Shows Figure 4 Schematic diagram of the cross-sectional structure at AA in the middle;

[0034] Figure 6 The invention provides a Figure 3A schematic diagram of the structure shown in the figure without the heat pipe;

[0035] Figure 7 A temperature simulation analysis diagram of an existing motor provided according to one aspect of the present invention is shown;

[0036] Figure 8 A schematic structural diagram of a stator and rotor assembly in an aviation motor provided according to one aspect of the present invention is shown;

[0037] Fig. 9 A schematic diagram of the internal structure of a stator and rotor assembly in an aviation motor provided according to one aspect of the present invention is shown;

[0038] Fig.10 A schematic diagram showing the internal structure of a heat pipe in an aviation motor provided according to one aspect of the present invention is shown;

[0039] Fig.11 A distribution diagram of impact holes on a first cooling line provided according to one aspect of the present invention is shown;

[0040] Fig.12 A distribution diagram of impact holes on a second cooling line provided according to one aspect of the present invention is shown;

[0041] Fig.13 A structural block diagram of a control system in an aircraft motor provided according to one aspect of the present invention is shown.

[0042] Reference numerals:

[0043] 10-aircraft motor; 100-motor body; 110-motor housing; 111-groove; 112-rib; 120-stator-rotor assembly; 121-rotating shaft; 122-stator; 123-end winding; 124-rotor liner; 131-motor controller; 132-base; 140-end cover; 200-fin assembly; 210-stator surface fin; 220-winding end fin; 230-fin layer; 231-arc fin part; 2 40-locking piece; 250-through hole; 300-heat pipe; 310-housing; 320-capillary tube; 331-heat absorbing end; 332-heat releasing end; 400-cooling pipeline; 410-first annular pipeline; 411-air inlet; 420-second annular pipeline; 430-middle connecting pipeline; 440-impact hole; 450-valve component; 500-control system; 511-cooling control plan; 512-controller; 513-position detection component. DETAILED DESCRIPTION

[0044] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. Note that the aspects described below in conjunction with the accompanying drawings and specific embodiments are only exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0045] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", "vertical" and the like appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the drawings, or is the orientation or position relationship in which the product of the invention is usually placed when used, rather than indicating or implying that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0046] At the same time, it should be noted that the terms "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0047] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified or limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, an integral connection, or a detachable connection; 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 the internal communication of two components, etc. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0048] Figure 1 The schematic diagram of the structure of the aviation motor 10 provided in this embodiment is as follows: Figure 2 This is a schematic diagram of the structure of the aviation motor 10 provided in this embodiment from another perspective. Figure 3 A partial structural diagram of the aviation motor 10 provided in this embodiment, Figure 4 A schematic diagram of a part of the structure of the aviation motor 10 provided in this embodiment from another perspective, Figure 5 for Figure 4 Schematic diagram of the cross-sectional structure at AA in the middle. Figure 6 for Figure 3 The structure shown in FIG. 3 is a schematic diagram of the structure after removing the heat pipe 300. Please refer to Figure 1-Figure 6The present embodiment provides an aviation motor 10, which includes a motor body 100, a fin assembly 200, and a heat pipe 300. The motor body 100 includes a motor housing 110 and a stator-rotor assembly 120 disposed in the motor housing 110. The fin assembly 200 is installed between the stator-rotor assembly 120 and the motor housing 110, and the fin assembly 200 is wrapped around the outer periphery of the stator-rotor assembly 120, and heat conduction can be efficiently performed through the fin assembly 200. The fin assembly 200 is made of ferromagnetic material, so it can have an electromagnetic shielding effect on the stator-rotor assembly 120, that is, the fin assembly 200 has both the effects of heat conduction and electromagnetic shielding. The heat pipe 300 has a relative heat absorption end 331 and a heat release end 332. The motor housing 110 and the fin assembly 200 have a through hole 250 for the heat pipe 300 to pass through. The heat pipe 300 is passed through the through hole 250, so that the heat absorption end 331 is located inside the motor housing 110 and the heat release end 332 is located outside the motor housing 110. At the same time, the contact portion between the heat pipe 300 and the fin assembly 200 is made of non-ferromagnetic material.

[0049] In this way, during the operation of the aviation motor 10, the heat generated by the stator-rotor assembly 120 is absorbed by the heat absorption end 331 and then transferred to the heat release end 332, and heat exchange is performed with the space outside the motor housing 110, thereby cooling the stator-rotor assembly 120. At the same time, since the heat pipe 300 is connected to the fin assembly 200, the heat absorption area of ​​the heat pipe 300 is greatly increased through the fin assembly 200, thereby improving the efficiency of exporting the heat generated by the stator-rotor assembly 120 from the motor housing 110, and the cooling effect is good. Moreover, the fin assembly 200 in the aviation motor 10 is a wrap-around design that is close to the stator-rotor assembly 120, with a compact space, fully exploiting the motor design space, and highly integrated. Specifically, the motor housing 110 is grounded.

[0050] Further, the fin assembly 200 includes a plurality of fin layers 230 sequentially distributed along the radial direction of the stator-rotor assembly 120, and the adjacent fin layers 230 are spaced apart, and the plurality of fin layers 230 are all made of ferromagnetic material, so that a multi-layer shielding structure is formed by the spacing of the plurality of fin layers 230, which greatly improves the shielding effect. Specifically, the adjacent fin layers 230 are isolated from air or filled with other media to space the adjacent fin layers 230.

[0051] Optionally, the aviation motor 10 further includes an end cap 140 disposed at both axial ends of the stator-rotor assembly 120. On the one hand, a closed space is formed by connecting the end cap 140 with the motor housing 110. On the other hand, multiple fin layers 230 can be arranged to be fixedly connected to the end cap 140, so that the positions of the multiple fin layers 230 are fixed. During use, the multiple fin layers 230 are arranged at intervals to avoid the problem of reduced shielding effect caused by contact between adjacent fin layers 230. Obviously, at this time, the part where the end cap 140 is connected to the fin should be made of non-ferromagnetic material, so that the end cap 140 only realizes the mechanical connection with the fin layer 230, and no electromagnetic conduction occurs. It can be understood that in some other embodiments, a structure that keeps multiple fin layers 230 at intervals can also be set according to requirements. Specifically, the end cap 140 can be set to include a connecting portion made of a non-ferromagnetic material (such as ceramic) and an end cap body, and the end cap body is made of ferromagnetic material, so as to realize the magnetic shielding of the stator-rotor assembly 120 at the circumferential end.

[0052] Furthermore, two adjacent fin layers 230 in the plurality of fin layers 230 are respectively the first fin layer and the second fin layer, and the first fin layer is located outside the second fin layer. The material of the first fin layer includes aluminum, and the material of the second fin layer includes iron, that is, in the plurality of fin layers 230, the innermost fin side layer is an aluminum fin. The fin assembly 200 under this setting can greatly improve the electromagnetic shielding effect.

[0053] Furthermore, each fin layer 230 includes a plurality of arcuate fin portions 231 distributed around the circumference of the stator-rotor assembly 120, and the plurality of arcuate fin portions 231 are connected end to end to form a ring. By setting the annular fin layer 230 through the plurality of arcuate fin portions 231, it is convenient to replace and repair a single arcuate fin portion 231 during later maintenance without having to dismantle the fin assembly 200 as a whole, thereby reducing the difficulty and cost of maintenance. At the same time, the fin assembly 200 also includes a locking member 240, which is arranged between two adjacent arcuate fin portions 231, so that the adjacent arcuate fin portions 231 are connected through the locking member 240.

[0054] Specifically, in this embodiment, each fin layer 230 includes four arc-shaped fin portions 231. The locking member 240 includes an internal connection portion and a locking bolt, wherein the internal connection portion is located radially inside the fin assembly 200, and the locking bolt passes through the fin assembly 200 and is screwed and locked with the internal connection portion, and half of the bolt head of the locking bolt is pressed against the arc-shaped fin portion 231 on one side, and the other half is pressed against the adjacent arc-shaped fin portion 231 on the other side. It can be understood that the structure of the locking member 240 can also adopt other structures according to requirements.

[0055] In this embodiment, the fin assembly 200 includes a stator surface fin 210 and a winding end fin 220. The winding end fin 220 is sleeved outside 123 of the stator-rotor assembly 120, and the stator surface fin 210 is sleeved outside the stator 122 and 123 of the stator-rotor assembly 120. In other words, the thickness of the fin assembly 200 as a whole located on the radial outer side of the stator 122 is less than the thickness located on the radial outer side of 123. In the stator-rotor assembly 120, the temperature at 123 is higher than the temperature at the outer side of the stator 122 (such as Figure 7 Max), therefore, by adding an additional winding end fin 220 at 123, the electromagnetic shielding and heat conduction effects are further improved.

[0056] Figure 8 The structure diagram of the stator and rotor assembly 120 in the aviation motor 10 provided in this embodiment is shown. Fig. 9 FIG. 1 is a schematic diagram showing the internal structure of the stator and rotor assembly 120 in the aviation motor 10 provided in this embodiment. Specifically, Figure 8 and Fig. 9 As shown, the stator-rotor assembly 120 includes a rotating shaft 121, stators 122, 123, and a rotor liner 124. The rotating shaft 121 is arranged in the middle of the stator 122, 123 is located at both axial ends of the stator 122, and the outer diameter of 123 is smaller than the outer diameter of the stator 122, and the two rotor liners 124 are respectively arranged on the radial inner sides of the two 123. It should be noted that the stator-rotor assembly 120 can adopt a common structure in current motors, which is not limited in detail here.

[0057] Since the outer diameter of 123 is smaller than the outer diameter of stator 122, after stator surface fin 210 is wrapped around the surface of stator 122, there is a certain gap between the innermost stator surface fin 210 and 123, and winding end fin 220 is filled in the gap. Specifically, stator surface fin 210 and 123 fins each include a plurality of fin layers 230.

[0058] Please refer to it again Figure 1-Figure 6Further, part of the multiple heat pipes 300 installed on the fin assembly 200 is the first heat pipe 300, and the heat absorbing end 331 of the first heat pipe 300 passes through the stator surface fin 210 and contacts the stator 122, so that the heat at the stator 122 is exported to the outside of the motor housing 110 through the first heat pipe 300, thereby cooling the stator 122. Another part of the multiple heat pipes 300 installed on the fin assembly 200 is the second heat pipe 300, and the heat absorbing end 331 of the second heat pipe 300 passes through the stator surface fin 210 and the winding end fin 220 in sequence and contacts 123, so that the heat at 123 is exported to the outside of the motor housing 110 through the second heat pipe. Further, the length of the second heat pipe 300 is greater than that of the first heat pipe 300, so that more heat can be quickly exported through the second heat pipe 300, thereby improving the cooling efficiency at 123.

[0059] Fig.10 FIG. 1 is a schematic diagram showing the internal structure of the heat pipe 300 in the aviation motor 10 provided in this embodiment. Fig.10 In this embodiment, the heat pipe 300 includes a shell 310 and a capillary 320. The shell 310 is made of a non-ferromagnetic material, so that the material of the contact position between the shell 310 and the fin assembly 200 is a non-ferromagnetic material. It should be noted that in this embodiment, the shell 310 is made of a non-ferromagnetic material as a whole. It can be understood that in other embodiments, the material of part of the shell 310 can also be set to a non-ferromagnetic material (the position in contact with the fin assembly 200), and the material of the rest of the shell 310 can be set to a ferromagnetic material.

[0060] The capillary 320 is a tubular member made of porous material, which is arranged inside the shell 310 and coaxially arranged with the shell 310. The axial ends of the shell 310 correspond to the heat absorbing pipe 300 and the heat releasing end 332 of the heat pipe 300. The shell 310 is provided with a heat exchange medium, which moves along the middle cavity of the capillary 320 to the heat releasing end 332 after absorbing heat and gasifying at the heat absorbing end 331. The liquid after heat release and liquefaction flows back to the heat absorbing end 331 by the capillary force of the capillary 320.

[0061] Please refer to it again Figure 1-Figure 6 In this embodiment, the aircraft motor 10 further includes a cooling pipeline 400, and an air inlet 411 of the cooling pipeline 400 is used to communicate with the duct of the aircraft engine, so as to draw air from the duct as cooling air. Specifically, the duct of the aircraft engine can be an inner duct or an outer duct. The cooling pipeline 400 is arranged outside the motor housing 110, and an impact hole 440 is arranged on the cooling pipeline, and cooling air is sprayed toward the motor housing 110 through the impact hole 440, so as to perform impact cooling.

[0062] Furthermore, the distribution density of the impact holes 440 at various locations on the cooling pipeline 400 is different. Specifically, the distribution density of the impact holes 440 at various locations on the cooling pipeline 400 can be specifically arranged according to the heat simulation results. In the simulation results, more dense impact holes 440 are set at locations with high heat, and more sparse impact holes 440 are set at locations with low heat. The distribution density of the impact holes 440 can be adjusted by changing the hole diameter and hole spacing of the impact holes 440, such as Fig.11 and Fig.12 A schematic diagram of a structure in which the impact holes 440 have different distribution densities is provided. Fig.11 The distribution density of the impact holes 440 is relatively high Fig.12 The distribution density of the middle impact holes 440 is small.

[0063] Optionally, the cooling pipeline 400 includes a first annular pipeline 410, a second annular pipeline 420 and an intermediate connecting pipeline 430, wherein the first annular pipeline 410 and the second annular pipeline 420 are arranged around the two axial ends of the motor housing 110, and the two ends of the intermediate connecting pipeline 430 are respectively connected to the first annular pipeline 410 and the second annular pipeline 420, so that the cooling gas can flow between the first annular pipeline 410 and the second annular pipeline 420 through the intermediate connecting pipe. The first annular pipeline 410 and the second annular pipeline 420 are both provided with impact holes 440, so that the cooling gas is sprayed from the two axial ends of the motor housing 110 to the motor housing 110. It can be understood that the impact hole 440 can also be provided on the intermediate connecting pipe according to the needs. Specifically, the first annular pipeline 410 and the second annular pipeline 420 are arranged through the base 132, so that the first annular pipeline 410 and the second annular pipeline 420 are fixed by the base 132.

[0064] Furthermore, the aviation motor 10 further includes a motor controller 131 mounted on the motor housing 110, and the intermediate connecting pipe 430 is arranged through the motor controller 131. Figure 3 and Figure 4 The partial structure of the aviation motor 10 shown is as follows Figure 1 The aviation motor 10 shown is a structure after the base 132 , the motor housing 110 , the cooling pipe 400 and the motor controller 131 are removed.

[0065] In this embodiment, the motor housing 110 is further provided with a plurality of grooves 111 distributed along the circumference of the motor housing 110, and the plurality of grooves 111 extend along the axial direction of the motor housing 110 to guide the cooling gas ejected from the impact hole 440 to flow along the axial direction of the motor housing 110. Specifically, the motor housing 110 is provided with a plurality of raised ribs 112, and grooves 111 are formed between adjacent ribs 112. The cooling gas ejected from the first annular pipeline 410 and the second annular pipeline 420 flows from the axial end to the axial middle of the motor housing 110 under the guidance of the grooves 111, thereby ensuring the cooling effect on the high-temperature area at the axial end. On the other hand, since the shape of the motor housing 110 is roughly cylindrical, the ribs 112 on both sides of the groove 111 can prevent the cooling gas from falling rapidly along the circumference of the motor housing 110, and the cooling gas is deposited at the bottom of the groove 111, thereby extending the contact time between the cooling gas and the motor housing 110 and improving the cooling effect.

[0066] Furthermore, a plurality of heat pipes 300 are arranged side by side in the groove 111 along the axial direction of the motor housing 110. Specifically, a plurality of heat pipes 300 form a row of heat pipes 300 along the axial direction of the motor housing 110, and a row of heat pipes 300 is arranged in each groove 111, so that the cooling air deposited at the bottom of the groove 111 can better exchange heat with the heat pipes 300, thereby improving the cooling of the stator and rotor assembly 120 inside the aviation motor 10.

[0067] Fig.13 The structure block diagram of the control system 500 in the aviation motor 10 provided in this embodiment is shown. Figure 1-Figure 13 In this embodiment, the aviation motor 10 also includes a control system 500 and a valve component 450 arranged at the air inlet 411 of the cooling pipeline 400. The control system 500 is electrically connected to the valve component 450 to control the opening of the valve component 450 through a closed-loop control of the control system 500 to adjust the cooling air flow ejected from the impact hole 440.

[0068] Optionally, the control system 500 inputs the cooling control plan 511 to the controller 512 and obtains the implementation opening of the valve member 450, thereby realizing closed-loop control of the opening of the valve member 450. Specifically, the cooling control plan 511 is a differential table for controlling the cooling air flow rate designed offline according to different aircraft engine working conditions, and its input is the altitude H, the Mach number Ma and the ambient temperature DTAMB. The valve member 450 is provided with a position detection member 513 for detecting the valve opening. The position detected by the position detection member 513 is subtracted from the planned position of the cooling control plan 511 to obtain a difference, which is input to the controller 512. The control signal sent by the controller 512 is converted into an analog driving current through D / A, and the valve member 450 is driven by the current to adjust the opening, thereby further ensuring the cooling effect. It should be noted that in some other embodiments, other closed-loop control structures can also be used.

[0069] Specifically, the controller 512 in the control system 500 may be the motor controller 131 mentioned above, or may be another controller 512 independent of the motor controller 131 .

[0070] When the aviation motor 10 provided by the embodiment of the present invention is in use, the heat generated by the stator and rotor assembly 120 is conducted out of the motor housing 110 through the heat pipe 300. The thermal conductivity of the heat pipe 300 can reach the order of 105 W / m·℃, which is hundreds or even thousands of times that of general metal materials. It can transmit a large amount of heat over a long distance through a very small cross-sectional area without the need for external power, and has high thermal conductivity efficiency. Moreover, the fin assembly 200 simultaneously plays the role of electromagnetic shielding and heat conduction, further improving the cooling effect. At the same time, the impact hole 440 of the cooling pipeline 400 sprays cooling air toward the motor housing 110, and the cooling air flows along the groove 111 from the axial ends of the motor housing 110 to the axial middle of the motor housing 110, thereby cooling the motor housing 110 and the heat pipe 300 disposed in the groove 111.

[0071] The aviation motor 10 provided in the embodiment of the present invention proposes a heat-conducting structure combining fins and heat pipes 300. This structure can not only conduct heat efficiently, but also play an electromagnetic shielding effect. Moreover, on the basis of this heat-conducting structure, high-altitude gas in the aircraft engine is used for cooling, thereby improving the cooling effect. The fins are made of lightweight ferromagnetic materials (such as iron and aluminum), taking into account heat conduction, electromagnetic shielding and lightweight design. At the same time, in the aviation motor 10 provided in the embodiment of the present invention, since the heat-conducting structure is wrapped in a design close to the stator 122, the space is compact, the motor design space is fully exploited, and the reliability and safety of the system are improved.

[0072] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technology in the field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. An aviation motor, characterized in that: The aviation motor comprises: A motor body, the motor body comprising a motor housing and a stator and rotor assembly arranged in the motor housing; A fin assembly, wherein the fin assembly is disposed between the stator-rotor assembly and the motor housing, and the fin assembly is wrapped around the outer periphery of the stator-rotor assembly; the fin assembly is made of ferromagnetic material; and A heat pipe, the heat pipe having a heat absorbing end and a heat releasing end opposite to each other, the heat absorbing end being located inside the motor housing, and the heat releasing end being located outside the motor housing; The motor housing and the fin assembly have through holes for the heat pipe to pass through, and the contact portion between the heat pipe and the fin assembly is made of non-ferromagnetic material.

2. The aviation motor according to claim 1, characterized in that: The fin assembly comprises stator surface fins and winding end fins. The winding end fins are sleeved outside the end winding of the stator-rotor assembly. The stator surface fins are sleeved outside the stator of the stator-rotor assembly and the winding end fins.

3. The aviation motor according to claim 2, characterized in that: The heat pipes are multiple, and some of the multiple heat pipes are first heat pipes. The first heat pipes pass through the stator surface fins and contact the stator to export the heat at the stator to the outside of the motor housing; the other part of the multiple heat pipes are second heat pipes. The second heat pipes pass through the stator surface fins and the winding end fins in sequence and contact the end winding to export the heat at the end winding to the outside of the motor housing.

4. The aviation motor according to claim 3, characterized in that: The length of the second heat pipe is greater than that of the first heat pipe.

5. The aviation motor according to claim 1, characterized in that: The fin assembly comprises a plurality of fin layers which are sequentially distributed along the radial direction of the stator and rotor assembly, and adjacent fin layers are spaced apart from each other; the plurality of fin layers are all made of ferromagnetic material.

6. The aviation motor according to claim 5, characterized in that: Two adjacent fin layers among the multiple fin layers are respectively a first fin layer and a second fin layer, and the first fin layer is located outside the second fin layer; the material of the first fin layer includes aluminum, and the material of the second fin layer includes iron.

7. The aviation motor according to claim 5, characterized in that: Each of the fin layers includes a plurality of arcuate fin portions distributed around the circumference of the stator and rotor assembly, wherein the plurality of arcuate fin portions are connected end to end to form a ring; the fin assembly also includes a locking member, wherein the locking member is arranged between two adjacent arcuate fin portions so as to connect the adjacent arcuate fin portions through the locking member.

8. The aviation motor according to claim 1, characterized in that: The aircraft motor also includes a cooling pipeline, the air inlet of the cooling pipeline is used to communicate with the duct of the aircraft engine to draw air from the duct; the cooling pipeline is arranged outside the motor housing, and the cooling pipeline is provided with an impact hole, and the impact hole is used to spray cooling air into the motor housing for impact cooling.

9. The aviation motor according to claim 8, characterized in that: The cooling pipeline includes a first annular pipeline, a second annular pipeline and an intermediate connecting pipeline. The first annular pipeline and the second annular pipeline are arranged around the axial ends of the motor housing, and the two ends of the intermediate connecting pipeline are respectively connected to the first annular pipeline and the second annular pipeline; the first annular pipeline and the second annular pipeline are both provided with the impact hole.

10. The aviation motor according to claim 9, characterized in that: The aviation motor also includes a motor controller mounted on the motor housing, and the intermediate communication pipeline is arranged through the motor controller.

11. The aviation motor according to claim 8, characterized in that: The motor housing is provided with a plurality of grooves distributed along the circumference of the motor housing, and the plurality of grooves extend along the axial direction of the motor housing to guide the cooling air ejected from the impact holes to flow along the axial direction of the motor housing.

12. The aviation motor according to claim 11, characterized in that: A plurality of heat pipes are arranged in the groove along the axial direction of the motor housing.

13. The aviation motor according to claim 8, characterized in that: The aviation motor also includes a control system and a valve component arranged at the air inlet of the cooling pipeline. The control system is electrically connected to the valve component to control the opening of the valve component through a closed loop of the control system to adjust the cooling air flow ejected from the impact hole.

14. The aviation motor according to claim 8, characterized in that: The distribution density of the impact holes at different positions on the cooling pipeline is different.

15. The aircraft motor according to claim 1, characterized in that: The heat pipe includes a shell and a capillary tube, wherein the shell is made of a non-ferromagnetic material; the shell has a closed inner cavity, the capillary tube is arranged in the closed inner cavity, and the shell and the capillary tube are coaxially arranged; the heat absorption end and the heat release end are respectively two ends of the axial direction of the shell.

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