Aviation propulsion unit with high temperature adaptability and aircraft

Abstract

The invention discloses an aviation propulsion unit with high temperature adaptability and an aircraft. The aviation propulsion unit comprises a speed reducer, a motor, an inverter, a radiator, a first surrounding body, a second surrounding body and a heat exchange channel. The first surrounding body is connected with the second surrounding body, and a fin structure is formed on the periphery of the first surrounding body; the speed reducer and the motor are connected and arranged in the first surrounding body, the inverter is arranged in the second surrounding body, and the radiator is arranged below the second surrounding body; the two ends of the heat exchange channel are connected with the radiator respectively, and the heat exchange channel is arranged through the inverter, the motor and the speed reducer. Through the application of the aviation propulsion unit suitable for the aircraft, the aviation propulsion unit has high temperature adaptability under the mutual cooperation of the fin structure, the radiator and the heat exchange channel, and the overall integration degree of the structure is improved while the heat dissipation performance is ensured; and particularly, the working performance of different parts of the aviation propulsion unit can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aviation propulsion unit with high temperature adaptability and an aircraft. Background Art

[0002] In the prior art, for aviation drive motors, especially propulsion motors used in eVTOL (electric vertical take-off and landing aircraft), liquid cooling solutions are usually used to dissipate heat because they require an ultra-high power-to-weight ratio, so as to directly cool the motor windings and achieve uniform temperature distribution inside the motor, which is crucial to ensure the stable operation of the motor. However, traditional liquid cooling solutions often require a huge external radiator to dissipate the heat generated during the operation of the generator, which is difficult to be well applied to aviation scenarios with extremely high requirements for integration and space occupancy, especially because of its large size and mass.

[0003] In addition, the operating temperatures of the various components in the electric propulsion unit vary significantly due to different working principles and working conditions. For example, the operating temperature of its electronic control unit is relatively low, while the operating temperature of the motor and reducer unit is higher. The current unified liquid cooling solution, although it can take into account the cooling needs of each unit to a certain extent, needs to control the cooling temperature within a temperature range suitable for both, which undoubtedly limits the temperature adaptability range of the propulsion unit and reduces the overall performance of the system. Summary of the invention

[0004] In view of this, in order to solve the above problems, the object of the present invention is to provide an aviation propulsion unit with high temperature adaptability, comprising: a reducer, a motor, an inverter, a radiator, a first enclosure, a second enclosure and a heat exchange channel;

[0005] The first enclosure is connected to the upper end of the second enclosure, and a fin structure is formed on the outer periphery of the first enclosure;

[0006] The reducer, the motor, the inverter and the radiator are arranged in sequence from top to bottom, the reducer and the motor are connected and are both arranged in the first enclosure, the inverter is arranged in the second enclosure, and the radiator is arranged below the second enclosure;

[0007] Both ends of the heat exchange channel are connected to the radiator respectively. The heat exchange channel is arranged through the inverter, the motor and the reducer. The inverter, the motor and the reducer all have heat transfer with the cooling fluid in the heat exchange channel.

[0008] In another preferred embodiment, it further comprises: a pump, wherein the pump is disposed in the first enclosure, the pump is communicated with the heat exchange channel, and the pump is used for the circulation of the cooling fluid.

[0009] In another preferred embodiment, the first enclosure is provided in a cylindrical structure, and the fin structure is formed by protruding outwardly from the outer wall of the first enclosure.

[0010] In another preferred embodiment, the fin structure comprises: a plurality of fin members, and the plurality of fin members are sequentially arranged around the outer wall of the first enclosure.

[0011] In another preferred embodiment, the outer contour of the upper portion of the fin structure is smaller than the outer contour of the lower portion of the fin structure, the upper portion of the fin structure is disposed close to the reducer, and the lower portion of the fin structure is disposed close to the motor.

[0012] In another preferred embodiment, the heat exchange channel includes: two external tubes and an internal pipeline, one end of the two external tubes is respectively connected to the two ends of the radiator in the horizontal direction, the other end of the two external tubes is respectively connected to the second enclosure, and the internal pipeline is formed in the first enclosure and the second enclosure.

[0013] In another preferred embodiment, the cooling fluid is cooling oil.

[0014] In another preferred embodiment, it further comprises: a rectifying cone, wherein the rectifying cone is connected to the lower end of the second enclosure, the heat sink is arranged in the rectifying cone, and an air inlet is arranged on the rectifying cone.

[0015] In another preferred embodiment, it further comprises: an opening and closing device, wherein the opening and closing device is used to open or close the air inlet.

[0016] The present invention also aims to provide an aircraft, comprising any one of the above-mentioned aviation propulsion units with high temperature adaptability.

[0017] Due to the adoption of the above technical solution, the present invention has the following positive effects compared with the prior art:

[0018] Through the application of the present invention, an aviation propulsion unit suitable for aircraft is provided, which has high temperature adaptability due to the mutual cooperation of its fin structure, radiator and heat exchange channel, improves the overall integration of the structure while ensuring the heat dissipation performance, and especially can ensure the working performance of different parts of the aviation propulsion unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1It is a first schematic diagram of an aviation propulsion unit with high temperature adaptability according to the present invention;

[0020] Figure 2 A second schematic diagram of an aviation propulsion unit with high temperature adaptability according to the present invention;

[0021] Figure 3 This is a third schematic diagram of an aviation propulsion unit with high temperature adaptability according to the present invention.

[0022] In the attached figure:

[0023] 1. Reducer; 2. Motor; 3. Inverter; 4. Radiator; 5. First enclosure; 6. Second enclosure; 7. Heat exchange channel; 8. Fin structure; 9. Fin member; 10. External tube; 11. Rectifier cone; 12. Fan blade. DETAILED DESCRIPTION

[0024] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0025] In the description of the present invention, it is necessary to understand that the orientation or position relationship indicated by the terms such as "upper", "lower", "left", "right", "inside", "outside", "front", "back", "lateral" and "vertical" is based on the orientation or position relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention, rather than indicating or implying that the device or original referred to must have a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0026] It should be specially explained that the “horizontal” and “vertical” in the present invention are used to illustrate the approximate positional relationship, rather than a strict “horizontal plane” or “vertical plane”.

[0027] like Figures 1 to 3As shown, an aviation propulsion unit with high temperature adaptability of a preferred embodiment is shown, comprising: a reducer 1, a motor 2, an inverter 3, a radiator 4, a first enclosure 5, a second enclosure 6 and a heat exchange channel 7; the first enclosure 5 is connected to the upper end of the second enclosure 6, and a fin structure 8 is formed on the outer periphery of the first enclosure 5; the reducer 1, the motor 2, the inverter 3 and the radiator 4 are arranged in sequence from top to bottom, the reducer 1 and the motor 2 are connected and are both arranged in the first enclosure 5, the inverter 3 is arranged in the second enclosure 6, and the radiator 4 is arranged below the second enclosure 6; the two ends of the heat exchange channel 7 are respectively connected to the radiator 4, the heat exchange channel 7 is arranged through the inverter 3, the motor 2 and the reducer 1, and the inverter 3, the motor 2 and the reducer 1 all have heat transfer with the cooling fluid in the heat exchange channel 7. Furthermore, the reducer 1 and the motor 2 are combined and connected to provide the corresponding flight power of the aircraft, and the inverter 3 is used to control the operation of the motor 2. Generally, the operating temperature required by the inverter 3 is lower than the operating temperature of the reducer 1 and the motor 2, that is, the reducer 1 and the motor 2 will generate more heat than the inverter 3. Figure 3 As shown by the middle arrow, the cooling fluid with a lower temperature enters the second enclosure 6 from the left side of the radiator 4 through the heat exchange channel 7, thereby providing at least partial cooling for the inverter 3; then the cooling fluid continues to enter the first enclosure 5 upward to dissipate heat for the reducer 1 and the motor 2, and at the same time, the heat dissipation fins are also dissipating heat for the cooling fluid and / or directly for the reducer 1 and the motor 2; finally, the cooling fluid with a certain temperature increase returns downward to the second enclosure 6 and finally moves to the radiator 4 to restore to the initial lower temperature; such a cooling arrangement realizes graded cooling of the cooling fluid, especially first dissipating heat at a position closer to the high-temperature heat source, and then returning to the external radiator 4 to dissipate heat again, maintaining the temperature difference between the external radiator 4 and the heat dissipation fins, which means that when the inlet temperature of the cooling fluid at the inverter 3 is the same, the average temperature of the cooling fluid in the entire cooling cycle can be increased, so that the average heat source temperature of the entire system increases, the average heat dissipation power increases, and the system has higher temperature adaptability.

[0028] Furthermore, as a preferred embodiment, the heat dissipation fins are integrally formed with the first enclosure 5, and part of the heat exchange channel 7 is integrally formed with the first enclosure 5 or at least in contact with each other, so that the heat generated by the motor 2 and the reducer 1 can be directly exchanged to the air through the heat dissipation fins, and the heat exchange between the motor 2 and the reducer 1 can also be indirectly achieved by dissipating the heat of the cooling fluid.

[0029] Furthermore, as a preferred embodiment, it further includes: a pump, which is disposed in the first enclosure 5, is communicated with the heat exchange channel 7, and is used for the circulation of the cooling fluid.

[0030] Furthermore, as a preferred embodiment, the power input end of the pump can be connected to the output end of the motor 2 through a transmission assembly, that is, the motor 2 is used to provide the above-mentioned flight power and also provide drive for the pump, that is, to realize the drive for the circulation flow of the cooling fluid.

[0031] Further, as a preferred embodiment, the first enclosure 5 is provided in a cylindrical structure, and the fin structure 8 is formed by protruding outward from the outer wall of the first enclosure 5. Further, the first enclosure 5 is used as the outer shell of the motor 2 and the reducer 1, that is, the reducer 1 and the motor 2 are both functional main components thereof, so that the heat dissipation fins are formed by means of the first enclosure 5 in the form of a shell without additionally increasing the overall size.

[0032] Further, as a preferred embodiment, the first enclosure 5 has an internal installation space, the inner diameter of the upper end of the installation space is smaller than the inner diameter of the lower end, wherein the inner diameter of the upper end matches the outer contour of the reducer 1, and the inner diameter of the lower end matches the outer contour of the motor 2.

[0033] Further, as a preferred embodiment, the fin structure 8 includes: a plurality of fin members 9, which are arranged in sequence around the outer wall of the first enclosure 5, and each fin member 9 extends at least along the axial direction of the first enclosure 5, and extends at least from the reducer 1 to the motor 2.

[0034] Further, as a preferred embodiment, the outer contour of the upper part of the fin structure 8 is smaller than the outer contour of the lower part of the fin structure 8, the upper part of the fin structure 8 is arranged close to the reducer 1, and the lower part of the fin structure 8 is arranged close to the motor 2.

[0035] Further, as a preferred embodiment, the fin member 9 is configured to have a radial dimension along the first enclosure 5 that is larger at the top and smaller at the bottom.

[0036] Further, as a preferred embodiment, the heat exchange channel 7 includes: two external pipes 10 and internal pipes, one end of the two external pipes 10 is respectively connected to the two ends of the radiator 4 in the horizontal direction, the other end of the two external pipes 10 is respectively connected to the second enclosure 6, and the internal pipes are formed in the first enclosure 5 and the second enclosure 6. Further, the connection between the second enclosure 6 and the radiator 4 is realized by the setting of the external pipes 10, and the formation of the internal pipes can be formed by embedding an additional pipe structure in the first enclosure 5 and the second enclosure 6, or directly opening inside the structure of the first enclosure 5 and the second enclosure 6.

[0037] Further, as a preferred embodiment, Figure 3 As shown, the built-in pipeline has at least a first part from bottom to top as shown in blue and a second part from top to bottom as shown in yellow, so that the cooling fluid can enter the second enclosure 6 from the radiator 4 and reach the first enclosure 5, and after passing through the first enclosure 5, flow to the second enclosure 6 and return to the radiator 4, thereby realizing a complete cooling cycle.

[0038] Furthermore, as a preferred embodiment, the built-in pipelines located within the first enclosure 5 and the second enclosure 6 can be arranged in a spiral heat exchange structure, or multiple branch pipelines can be arranged to increase the heat exchange contact area between the cooling fluid and the first enclosure 5 and the second enclosure 6 as much as possible.

[0039] Further, as a preferred embodiment, the external tube 10 is approximately arranged in an L-shaped structure.

[0040] Further, as a preferred embodiment, the cooling fluid is cooling oil.

[0041] Furthermore, as a preferred embodiment, it further comprises: a rectifying cone 11, the rectifying cone 11 is connected to the lower end of the second enclosure 6, the radiator 4 is arranged in the rectifying cone 11, and an air inlet is arranged on the rectifying cone 11. Furthermore, the internal space of the rectifying cone 11 provides a basis for the installation of the radiator 4, thereby further reducing the external volume occupation and improving the integration of the entire aviation propulsion unit.

[0042] Furthermore, as a preferred embodiment, the rectifying cone 11 is provided in a conical shell-shaped structure.

[0043] Further, as a preferred embodiment, the air inlet is preferably a plurality of hole-like structures opened on the rectifying cone 11 .

[0044] Furthermore, as a preferred embodiment, it also includes: an opening and closing device, which is used to open or close the air inlet. Furthermore, when the aircraft is flying at high speed, the cooling fluid may be too cold because the air will quickly pass through the radiator 4, causing excessive cooling of the motor 2, the reducer 1 or the inverter 3. At this time, the air inlet can be closed so that the radiator 4 no longer participates in the heat exchange of the cooling fluid, thereby reducing the heat exchange and increasing the temperature of the cooling fluid.

[0045] Further, as a preferred embodiment, the opening and closing device includes: a driving device and a blocking piece, wherein the driving device is connected to the blocking piece, and the driving device is used to drive the blocking piece to move closer to or away from the air inlet to achieve the action of closing and opening the air inlet.

[0046] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention.

[0047] The present invention also has the following implementation modes on the basis of the above:

[0048] In a further embodiment of the present invention, an aircraft comprises any one of the above-mentioned aviation propulsion units with high temperature adaptability.

[0049] In a further embodiment of the present invention, the aircraft is preferably an electric vertical take-off and landing aircraft, and the above-mentioned aviation propulsion unit is preferably arranged in a ducted fan.

[0050] In a further embodiment of the present invention, it further comprises: a fan blade 12 , and the fan blade 12 is transmission-connected to the reducer 1 .

[0051] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. An aviation propulsion unit with high temperature adaptability, characterized in that: include: A reducer, a motor, an inverter, a radiator, a first enclosure, a second enclosure and a heat exchange channel; The first enclosure is connected to the upper end of the second enclosure, and a fin structure is formed on the outer periphery of the first enclosure; The reducer, the motor, the inverter and the radiator are arranged in sequence from top to bottom, the reducer and the motor are connected and are both arranged in the first enclosure, the inverter is arranged in the second enclosure, and the radiator is arranged below the second enclosure; Both ends of the heat exchange channel are connected to the radiator respectively. The heat exchange channel is arranged through the inverter, the motor and the reducer. The inverter, the motor and the reducer all have heat transfer with the cooling fluid in the heat exchange channel.

2. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: Also includes: A pump is disposed in the first enclosure, the pump is communicated with the heat exchange channel, and the pump is used for the circulation of the cooling fluid.

3. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: The first enclosure is provided in a cylindrical structure, and the fin structure is formed by protruding outwards through the outer wall of the first enclosure.

4. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: The fin structure includes: a plurality of fin members, and the plurality of fin members are sequentially arranged around the outer wall of the first enclosure.

5. The aviation propulsion unit with high temperature adaptability according to claim 4, characterized in that: The outer contour of the upper portion of the fin structure is smaller than the outer contour of the lower portion of the fin structure. The upper portion of the fin structure is disposed close to the reducer, and the lower portion of the fin structure is disposed close to the motor.

6. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: The heat exchange channel includes: two external tubes and an internal pipeline, one end of the two external tubes is respectively connected to the two ends of the radiator in the horizontal direction, the other end of the two external tubes is respectively connected to the second enclosure, and the internal pipeline is formed in the first enclosure and the second enclosure.

7. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: The cooling fluid is cooling oil.

8. The aviation propulsion unit with high temperature adaptability according to claim 1, characterized in that: Also includes: A rectifying cone is connected to the lower end of the second enclosure, the radiator is arranged in the rectifying cone, and an air inlet is arranged on the rectifying cone.

9. The aviation propulsion unit with high temperature adaptability according to claim 8, characterized in that: Also includes: An opening and closing device is used to open or close the air inlet.

10. An aircraft, characterized in that: An aviation propulsion unit with high temperature adaptability comprising any one of claims 1 to 9.

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