Equal-proportion small-size design method and device for electric aviation propeller

Abstract

The invention provides an equal-proportion small-size design method and device for an electric aviation thruster, and the method comprises the steps: designing an equal-proportion small-size model of the aviation thruster according to the structure of a large-size aviation thruster; carrying out thrust analog simulation and experimental verification by adopting the equal-proportion small-size model; based on a result of the experimental verification, carrying out optimization adjustment on the small-size model structure design until simulation and verification results meet preset requirements; and according to the corresponding small-size model meeting the preset requirement, amplifying the small-size model to a large-size electric aviation thruster in an equal proportion, and obtaining the finally required electric aviation thruster. A small-size experimental scheme and a research and development route are adopted, the research and development cost of the aero-engine can be greatly reduced, design, simulation verification and 3D manufacturing of the whole thrust device can be completed in an integrated mode, and the manufacturing process and the verification process of the whole engine are greatly simplified through the integrated forming technology of the thrust device.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, and in particular, to a method and device for proportionally downsizing a power aviation thruster. Background Art

[0002] Current gas turbine engines, i.e., commercial aviation engines, are too large in size. For example, the fan diameter of the GE90 reaches 3.25 meters and the length reaches 8 meters, and it cannot be manufactured in an integrated manner. The engine casing, duct nozzle, fan and blades, and the central rotating shaft are designed, manufactured, and assembled separately. After assembly, they are connected to the compressor combustion chamber and turbine power device in a central axis manner to generate aviation power, and then the thrust test is completed. Then, the advantages and disadvantages of the design are judged based on the test results, and a rectification plan is generated. Then, after several rounds of iterative processes of re-designing, manufacturing, assembling, and whole-machine testing, the entire system is huge, the testing is complex, and the cost is expensive. It is very difficult to use a small-size measurement system in this traditional aviation engine design, manufacturing, and testing system to achieve an integrated design, manufacturing, and testing process at a lower cost.

[0003] For example Figure 1 As shown in the size of the fan blades of the aviation engine, they must be integrally formed by injection molding, and processes such as grinding and polishing are carried out, and they can only be manufactured separately and then installed on the chassis, where Figure 1 the size of the (left) GEnX aviation engine blade in the middle, and the (right) assembled engine fan as a whole. Another example Figure 2 As shown in the overall internal structure of the aviation engine, the diameter of the outer shell reaches three meters and the length reaches seven meters. It consists of four parts: a lip, a fan, a duct, and a nozzle. The volume is very large and it must be manufactured separately and then assembled into shape, and it cannot be achieved by a small-size integrated method.

[0004] The electric aviation engine is small in size, and its thrust performance conforms to the principle of proportionality. The electric aviation engine (electric aero-engine) has three characteristics of "light, small, and flexible": light weight, small volume, and flexible control. It is very suitable for integrated design, manufacturing, and shaping at the design, manufacturing, and testing levels of the engine, and can complete the optimization design process using a relatively small experimental site and experimental facilities. The following figure is the composition of the electric aviation thruster. At the same time, the electric aviation engine has unique characteristics of proportional relationship between scale, performance, and cost, that is, the performance (such as thrust) and the scale (such as fan diameter) have a proportional relationship. Therefore, a low-cost method can be used to first design, manufacture, and shape a small size (such as 10 cm) and conduct performance debugging, and then optimize the engine design to obtain the best performance. This iterative process often needs to be repeated many times, and the R & D cost of the aviation engine is mainly in this part. According to the data of previous aviation engine R & D, the ratio of the manufacturing cost to the R & D cost of aviation engines is usually about 1:10. That is to say, if the manufacturing cost of an engine is 100 million US dollars, the R & D cost is 10 billion US dollars.

[0005] Based on this, it is extremely necessary to develop a simple and economical electric aviation thruster to reduce the R & D cost of aviation engines. Summary of the Invention

[0006] Aiming at the defects in the prior art, the purpose of the present invention is to provide a method and device for proportional small-size design of a simple and economical electric aviation thruster.

[0007] According to one aspect of the present invention, a method for proportional small-size design of an electric aviation thruster is provided, including:

[0008] Design a small-size model of the aviation thruster in proportion according to the structure of the large-size aviation thruster;

[0009] Carry out thrust simulation and experimental verification using the small-size model in proportion;

[0010] Based on the results of the experimental verification, optimize and adjust the structure design of the small-size model until the simulation and verification results meet the preset requirements;

[0011] According to the small-size model corresponding to when the preset requirements are met, scale it up to a large-size electric aviation thruster to obtain the final required electric aviation thruster.

[0012] Optionally, the designing a small-size model of the aviation thruster in proportion according to the structure of the large-size aviation thruster includes:

[0013] Blade design: Design several blades with different scales and different morphologies to obtain a small-size model of the blade;

[0014] Duct nozzle design: Design several duct nozzles with different scales, directions, and curvatures to obtain small-scale models of the duct nozzles;

[0015] Inlet lip design: Design several inlet lips with different lengths, diameters, and curvatures to obtain small-scale models of the inlet lips;

[0016] After installing the small-scale models of the above-mentioned blades, duct nozzles, and inlet lips, a small-scale model of the aviation thruster is obtained.

[0017] Optionally, using the small-scale models in equal proportion for thrust simulation and experimental verification includes:

[0018] Integrally form the small-scale models by 3D printing to obtain physical small-scale models corresponding to the aviation thruster;

[0019] Use the physical small-scale models for thrust simulation and experimental verification.

[0020] Optionally, the blade design includes:

[0021] Design the blades using 3D modeling software;

[0022] Use aerodynamic performance simulation software to simulate and verify the blade design to assist in the aerodynamic design of the blades;

[0023] Use 3D printing technology for integrally forming manufacturing.

[0024] Optionally, using the small-scale models in equal proportion for thrust simulation and experimental verification further includes:

[0025] Select an electric aviation engine;

[0026] Assemble the electric aviation engine with the physical small-scale model corresponding to the aviation thruster;

[0027] Use the assembled model for experimental verification.

[0028] Optionally, when selecting the electric aviation engine, it includes the selection of the motor type and drive method. The motor type includes axial motors and radial motors, and the drive method includes shaft drive and rim drive, thus generating various motor design forms through permutation and combination.

[0029] Optionally, using the assembled model for thrust simulation and experimental verification includes:

[0030] Connect to the electric aviation engine and conduct parallel experimental verification. The simulation and experimental verification include one or more of lift, thrust, rotational speed, power, and engineering properties;

[0031] Determine the optimal design scheme by comparing the thrust results of different design parameters.

[0032] In a second aspect of the present invention, a small-sized experimental device is provided, comprising:

[0033] A bracket capable of floating up and down;

[0034] A motor mounted on the floating bracket;

[0035] A thrust device mounted on the motor shaft;

[0036] And measuring devices, including a tachometer, a dynamometer, and a power meter.

[0037] Optionally, the floating bracket is composed of four cantilevers, and the cantilevers are arranged on the four support columns of the base and can move up and down. At the upper end of the support column, a nut is used to fix it to prevent the cantilever from flying out of the entire support frame when the motor and the lift device rise.

[0038] In a third aspect of the present invention, a small-sized experimental method is provided, comprising:

[0039] Precisely align and mate the thrust blade with the duct housing at the installation point and fix it to the motor;

[0040] Place the measuring devices at observable positions;

[0041] Start the power-on experiment, use a rheostat to adjust the motor speed and ensure good dynamic balance during high-speed rotation;

[0042] During the experiment, use the measuring devices to measure various experimental parameters, including using a tachometer to measure the rotational speed of the motor, using a dynamometer to measure the thrust generated when the propulsion device moves upward, and using a power meter to measure the power output, output voltage, and output current of the power supply at different rotational speeds and different thrusts during the rotation process, thereby obtaining a multi-variable comprehensive reading, and thus obtaining the real-time corresponding change curves of thrust, power, and rotational speed.

[0043] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0044] The present invention proposes a simple and economical method for designing an equal-proportion small-sized electric aviation thruster. This method adopts a small-sized verification scheme, combines simulation and experimental verification, optimizes the electric aviation propulsion unit of the integrated blade, duct, and tail nozzle at low cost, and based on the aerodynamic principle and action mechanism of rim-driven blade propulsion, realizes the design and manufacturing goals of a high-thrust electric aviation thruster.

[0045] The present invention proposes a simple and economical method for the proportional small-size design of an electric aviation thruster. First, the thrust performance of components such as the outer shell, lip, fan, duct, and tail nozzle of an aeroengine is designed and simulated in a proportional small size, and then the above components are integrally completed by 3D printing manufacturing with an integrated forming technology. For an electric thruster, the design, simulation verification, and 3D manufacturing of the entire thrust device can be completed in an integrated manner, and the integrated forming technology of the thruster greatly simplifies the manufacturing process and verification process of the overall engine.

[0046] The present invention proposes a simple and economical method for the proportional small-size design of an electric aviation thruster. After the thrust device is manufactured, the electric aeroengine as the power device and the thruster are assembled together to jointly generate the thrust of the aeroengine. The thrust performance is also completed with a small-size test system, saving costs. The small-size experimental scheme and R & D route will greatly reduce the R & D cost of the aeroengine, including the comprehensive cost of design, manufacturing, verification, and feedback design. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Other features, objects, and advantages of the present invention will become more apparent by reading the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0048] Figure 1 is a structural diagram of an existing electric aviation thruster;

[0049] Figure 2 is a schematic diagram of the proportional relationship between the thrust of an aeroengine and the square of the diameter;

[0050] Figure 3 is a flowchart of the proportional small-size design method of the electric aviation thruster in an embodiment of the present invention;

[0051] Figure 4 is a flowchart of the proportional small-size design method of the electric aviation thruster in a preferred embodiment of the present invention;

[0052] Figure 5 is a structural schematic diagram of a small-size experimental device in an embodiment of the present invention;

[0053] Figure 6 is a relationship diagram between the rotational speed and power of a ducted fan (composed of blades) in an embodiment of the present invention;

[0054] Figure 7 is the corresponding relationship between the thrust reading and the data of the power meter in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0055] The present invention will be described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but do not limit the present invention in any form. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made. These all belong to the protection scope of the present invention.

[0056] Commercial aero-engines are too large in scale and size to be manufactured by an integrated molding method. In contrast, electric aero-engines are small in size, and the thrust performance of the engine conforms to the principle of proportionality. The general structure of an electric aero-engine (electric aero-engine) is as Figure 1 shown. At the same time, the electric aero-engine has a unique characteristic of proportional relationship between scale, performance, and cost, that is, the performance (such as thrust) and the scale (such as fan diameter) have a proportional relationship. Therefore, a low-cost method can be used. First, design, manufacture, and perform performance debugging in a small size (such as 10 cm), and then optimize the engine design to obtain the best performance. This iterative process often needs to be repeated many times, and the R & D cost of aero-engines is mainly in this part. Therefore, in order to reduce the R & D cost, the present invention utilizes this characteristic of the electric aero-engine (the thrust performance of the engine conforms to the principle of proportionality) and proposes a small-size R & D scheme and technical route.

[0057] In the present invention, a design scheme for developing a small-size integrated aero-engine is proposed. After the performance debugging of the small-size design is successful, it is scaled up proportionally to achieve the design of the actual size (such as 30 - 50 cm) and be integrally manufactured and formed. Specifically, after the design and performance debugging of the small-size thruster (such as a wind blade) are successful, it is scaled up proportionally to achieve the design of the actual size. The basic theoretical basis is that the thrust of a ducted fan aero-engine is directly proportional to the square of the diameter of the ducted fan, that is:

[0058] T≈k*D^2

[0059] T is the thrust, with the unit of kN, and D is the diameter, with the unit of m. This formula is derived from the actual data of various current commercial aero-engines. According to the thrust theory of aero-engines, 90% of the thrust of a commercial aero-engine, that is, a turbofan engine, comes from the jet thrust of the outer duct. The jet volume of the outer duct is directly proportional to the cross-sectional area of the fan, that is, directly proportional to the square of the diameter. Referring to Figure 2 shown, the direct proportional relationship between the engine thrust and the square of the fan diameter is given.

[0060] The range of the above coefficient k can be between k = 5.76 - 50, and the value of k varies due to different powers of the power unit and differences in blade designs. For gas turbine power, this proportional coefficient k is 33. Taking the C919 aircraft as an example, the engine is the Leap1C engine of Safran, D = 1.96m, the theoretical estimated value is T = 127kN, and the actual thrust is T = 124.5 - 133.4kN, and the two match well.

[0061] Based on the above principle, the proposed method for designing an equally proportioned small-sized electric aviation thruster with simplicity and economy mainly includes three parts: equally proportioned small-sized model design, simulation verification, and experimental testing. Through these three parts, the design and development of a large-thrust electric aviation engine (such as a rim-driven ducted jet) can be completed with low cost and high efficiency.

[0062] Refer to Figure 3 As shown, it is a flowchart of the method for designing an equally proportioned small-sized electric aviation thruster in an embodiment of the present invention. Specifically, the method for designing an equally proportioned small-sized electric aviation thruster in this embodiment includes:

[0063] S100, design a small-sized model of an equally proportioned aviation thruster according to the structure of a large-sized aviation thruster;

[0064] In this step, the large-sized aviation thruster refers to an aviation thruster with a real demand size, and generally has a relatively large size, so the experimental and verification costs will be very high.

[0065] Among them, the structure (such as the blade shape, etc.) can be selected according to the requirements of actual applications. According to the determined aviation thruster with a real demand size.

[0066] In an embodiment, in combination with the specific structure of the electric aviation thruster (refer to Figure 1 As shown), designing a small-sized model of an equally proportioned aviation thruster may include:

[0067] Blade design: Design several blades with different scales and morphologies to obtain a small-sized model of the blade;

[0068] Ducted nozzle design: Design several ducted nozzles with different scales, directions, and radian to obtain a small-sized model of the ducted nozzle;

[0069] Inlet lip design: Design several inlet lips with different lengths, diameters, and radian to obtain a small-sized model of the inlet lip;

[0070] After installing the above small-sized models of the blade, ducted nozzle, and inlet lip, a small-sized model of the aviation thruster is obtained.

[0071] In the above embodiments, by designing small-scale models of several different blades, duct nozzles, and intake lips, permutation and combination designs can be carried out, so that in subsequent simulations, a better solution that meets the requirements can be obtained more quickly. Of course, in other embodiments, other component design methods can also be adopted, not limited to the descriptions of the above-mentioned blades, duct nozzles, and intake lips.

[0072] S200, perform thrust simulation and experimental verification using small-scale models of equal proportion;

[0073] After the small-scale model of the electric aviation thruster is designed in S100, a small-scale model is used for thrust simulation. After the simulation, experimental verification is carried out. The simulation is realized through various corresponding simulation software, and the experimental verification is carried out through the physical small-scale model. The preliminary design scheme is determined through simulation, and the feasibility of the result of the design scheme is further verified through experimental verification.

[0074] In some embodiments, small-scale models of equal proportion are used for thrust simulation and experimental verification. The experimental verification may include: integrally forming the small-scale model by 3D printing to obtain the physical small-scale model corresponding to the aviation thruster; using the physical small-scale model for thrust experimental verification. Among them, using the physical small-scale model for thrust experimental verification is to use the physical small-scale model of equal proportion to carry out the thrust experiment and obtain the experimental results to evaluate whether the design meets the requirements. For example, in one embodiment, the blade design can be carried out using 3D modeling software, and then the airfoil design is verified by using aerodynamic performance simulation software to assist the airfoil aerodynamic design, and then the integrally forming manufacturing is carried out by using 3D printing technology. Similar operations are carried out for other parts, and the physical small-scale model corresponding to the aviation thruster can be obtained.

[0075] In the above embodiments, first, the thrust performance of the aeroengine (lip, fan blade, duct, tail nozzle) is designed and simulated in small scale, and then the above components are integrally completed by 3D printing manufacturing with the integrally forming technology. For electric propulsion, the design, simulation verification, and 3D manufacturing of the entire aviation thruster can be completed in an integrated manner. The integrally forming technology of the aviation thruster greatly simplifies the manufacturing process and verification process of the overall engine.

[0076] In other embodiments, in order to better simulate the thrust, small-scale models of equal proportion are used for thrust simulation and experimental verification, and it also includes: selecting an electric aeroengine; assembling the electric aeroengine with the physical small-scale model corresponding to the aviation thruster; using the assembled model for thrust simulation and experimental verification.

[0077] Specifically, an electric aviation engine is selected, including: the selection of the motor type and drive mode. The motor type includes axial motors and radial motors, and the drive mode includes shaft drive and rim drive, resulting in a variety of motor design forms through permutation and combination.

[0078] In addition, an assembled model is used for thrust experiment verification, including: connecting the electric aviation engine to the track for experiment verification. The experiment verification includes one or more of lift, thrust, rotational speed, power, and engineering properties; the optimal design scheme is determined by comparing the thrust results of different design parameters verified by the experiment.

[0079] S300, based on the results of the experiment verification, optimize and adjust the small-size model structure design until the preset requirements are met;

[0080] After the thrust experiment verification is carried out on the physical small-size model in S200, it is necessary to evaluate whether the design meets the requirements according to the experimental results. If it still does not meet the requirements, continue to adjust and perform the design, thrust simulation, and experiment verification again according to the above steps until the experimental verification results meet the expected requirements.

[0081] S400, according to the small-size model corresponding to when the preset requirements are met, scale it up proportionally to a large-size electric aviation thruster to obtain the final required electric aviation thruster.

[0082] In this step, after obtaining the small-size model corresponding to when the preset requirements are met, according to the size of the electric aviation thruster actually required, scale it up proportionally to obtain a real large-size electric aviation thruster, thus completing the design of the large-size electric aviation thruster at low cost.

[0083] In the above embodiments of the present invention, an equal-proportion small-size model is used for design and verification of the scheme, and a method combining simulation and experiment verification is adopted to optimize the design of the electric aviation thruster including the integration of blades, ducts, and tail nozzles at low cost. The aerodynamic principle and action mechanism of rim-driven blade propulsion can be studied throughout the process, and at the same time, the engineering goal of a large-thrust electric aviation thruster can be achieved at low cost.

[0084] After the thrust device is manufactured, the power device and the thrust device of the electric aero-engine are assembled together to jointly generate the thrust of the aero-engine. The thrust performance is also completed with a small-scale test system, saving costs. According to different small-scale thrust devices, there are different ways to design the power device of the electric aero-engine, such as the rim drive method or the shaft drive method, such as radial motors and axial motors. Thus, various combinations will produce a variety of unique motor design forms to cope with different application scenarios of the aero-engine. The small-scale experimental scheme and R & D route will greatly reduce the R & D cost of the aero-engine, including the comprehensive cost of design, manufacturing, verification and feedback design.

[0085] Refer to Figure 4 As shown, it is a flowchart of the equal-proportion small-scale design, manufacturing and testing method of the electric aviation thruster in a preferred embodiment of the present invention. Specifically, in order to realize the design and experiment of the large-thrust aero-engine thruster in this embodiment, a design of a small-scale overall thrust model (blade, casing, lip, duct, nozzle) is adopted, thrust simulation experiment and optimization, 3D printing integrated molding, motor power matching, whole-machine experiment and testing, analysis and feedback of experimental results, re-design and optimization adjustment, and finally equal-proportion amplification to a normal-size electric aviation thruster.

[0086] Specifically, refer to Figure 4 As shown, starting from small-scale design and experiment, until assembly, testing and verification, and finally equal-proportion amplification to manufacture a large-size electric aviation thruster. The electric aviation propulsion consists of two main parts. The first part is the power part, and the second part is the thrust part. The roadmap on the left is the design and experimental process of the thrust part, which is also the main content of this embodiment. For the convenience of understanding the implementation process, it is described in detail as follows.

[0087] 1.1) Left route

[0088] First, conduct small-scale design experiments on the thrust device part, and optimize the design of each part of the thruster in the small-scale experiment. For example, physically optimize the engine blade, and this optimization process is as follows:

[0089] 1) Design several blades with different scales and morphologies for small-scale experiments;

[0090] 2) Then conduct simulation;

[0091] 3) Then implement 3D printing and molding;

[0092] 4) Use a small-scale motor for experimental verification;

[0093] 5) Feed back the experimental results to the blade design for scheme adjustment.

[0094] 6) Subsequently, the above process is repeated until the blade design is optimized. Finally, the optimized design scheme is scaled up to the actual size for manufacturing according to the principle of equal proportion, and the final overall machine experiment is carried out. Other components are also carried out with reference to the above steps.

[0095] In this embodiment, the important innovation of the small-size design and experimental scheme is to use the "equal proportion rule" of the electric aviation thruster for small-size experiments. The equal proportion rule, namely the "scale independence rule", whose English is scale independence, is one of the prominent features that distinguish electric engines from gas turbine engines, and this has special significance for electric aviation engines. The remarkable feature of scale independence is that the scale of the aeroengine has little correlation with performance parameters such as volume, mass, design and manufacturing cost, and thrust. For example, the following two designs are equivalent in terms of volume, weight, performance, and material cost: 1) using 10 motors of 10 kW to output 100 kW of power, 2) using 2 motors of 50 kW to output 100 kW of power. Therefore, the design of the motor can be very flexible, and a motor with a suitable size can be designed according to specific actual requirements. Taking advantage of this feature, this embodiment can first conduct low-cost small-size experiments and then expand to large-size engines.

[0096] In the past, the research and development of aeroengines often started from large sizes and carried out design, manufacturing, and experiments from beginning to end. Therefore, the ratio of the research and development cost to the actual cost of aeroengines is often 10:1 or higher. This is because traditional thermal aeroengines do not respect the equal proportion rule, and the concept of scale independence does not apply to piston engines and gas turbine aeroengines. For example, when making ten small turbine engines and one large turbine engine, if their thrusts are the same, the volume and weight of the ten small engines will be greater than that of the one large engine. Not only is the volume out of proportion, but also greater additional design and manufacturing costs will be generated. Therefore, gas turbine aeroengines must be developed from beginning to end according to the actual size, while electric aviation thrusters can start from small sizes, conduct optimization experiments using small sizes, and then be scaled up to the normal scale following the equal proportion rule, thus saving the costs of design, manufacturing, and testing.

[0097] 1.2.) The right route

[0098] On the right route of the roadmap of small-size experiments (i.e., the practice method of optimized design of scaled-down blades) is the power drive device, namely the motor. The design and manufacturing of the motor itself can have various forms to adapt to different experimental scenarios. For example, the rim-driven motor has a large torque and will be applied to large-thrust electric aeroengines, but its R & D experience is still insufficient. The shaft-driven motor, on the other hand, is a general-purpose motor that has been fully commercialized, and its high technology readiness level can be used to quickly modify and apply it. Figure 4The jet thrust 3D printing thrust duct on the left is docked to complete the verification and optimization of small-size thrust.

[0099] What is different between the electric aviation jet and the traditional aero-engine is that the electric propulsion system can be integrally designed and manufactured. This propulsion system consists of a casing and fan blades fixed on the casing, and they are integrally printed without assembly and welding. This integrated propulsion device is assembled with an electric motor to form the entire aviation thruster. The internal structure of the casing includes a duct, a tail nozzle, and a power assembly interface.

[0100] Refer to Figure 4 As shown, generally speaking, the design of the thruster on the left side in the figure includes four parts:

[0101] 1) Design, that is, use SolidWork or Catia and other 3D software to design the blades and related peripheral tissues such as ducts, lips, and tail nozzles. The design variables are parameters such as morphology, scale, angle, and radian.

[0102] 2) Simulation verification. Use Fluent fluid simulation software to simulate the above design, and conduct a thrust simulation experiment on the blade system according to the aerodynamic characteristics of the aero-engine, such as parameters like flow rate, flow velocity, and density. Determine the optimal design scheme by comparing the thrust results of different design parameters.

[0103] 3) Use 3D additive manufacturing technology to integrally print and form the thruster according to the optimization results.

[0104] 4) Then there is the small-size thrust experiment. After the blades and the duct housing are made, assemble the power device and the thrust device and conduct experimental verification. This part involves a lot of debugging and matching of experimental measurements, including the connection and assembly of the motor drive and the thrust device and the adjustment of rotational balance. The experimental verification monitoring includes power, thrust, rotational speed, etc.

[0105] To better implement the above experimental verification, in one embodiment, a small-size experimental device is provided. Refer to Figure 5 As shown in the figure, in the figure, 1 is a blade, 2 is an electric motor, 3 is a cantilever, 4 is a tensiometer, 5 is a laser velocimeter, 6 is a power meter, 7 is a power supply, and 8 is a support column. Specifically, the verification device includes a floating bracket, a floating power unit, that is, a drive motor and a thrust duct, and test and monitoring devices for power, rotational speed, thrust, etc., to achieve the design, manufacture, and test of small-size thrust.

[0106] Specifically, the small-size experimental device consists of a bracket that can float up and down, an electric motor 2 installed on the floating bracket, and a thrust device (blade 4) installed on the rotating shaft of the electric motor. In addition, test equipment needs to be configured, including various detection instruments, such as a tachometer (laser velocimeter 5), a tensiometer 4, and a power meter 6.

[0107] Among them, the vertically floating bracket is composed of four cantilevers 3. The four holes at the outer ends of the cantilevers are sleeved on four support columns 8 fixed to the base and can move up and down. At the upper end of the support column 8, a nut is fixed to prevent the cantilever 3 from flying out of the entire support column 8 when the motor 2 and the thrust device rise and break away from the support rod.

[0108] Using the above-mentioned small-sized experimental device, the process of experimental verification can include the following operations:

[0109] 1) Accurately align and mate the thrust blade and the duct housing at the installation point and fix them on the motor;

[0110] 2) Place the measuring device at an observable position;

[0111] 3) Start the power-on experiment, use a rheostat to adjust the motor speed and ensure good dynamic balance during high-speed rotation;

[0112] 4) During the experiment, use the measuring device to measure various experimental parameters, including using a tachometer to measure the rotational speed of the motor rotation, using a dynamometer to measure the thrust generated when the propulsion device moves upward, and using a power meter to measure the power output, output voltage, and output current of the power supply at different rotational speeds and different thrusts during the rotation process. Thus, a multi-variable comprehensive reading is obtained, and the real-time corresponding change curves of thrust, power, and rotational speed are obtained.

[0113] In this embodiment, the mating of the engine and the thruster is completed by accurately aligning and mating the thrust blade and the duct housing at their respective installation points and fixing them on the motor with nuts. The motor can be driven by a battery. The real-time corresponding change curves of thrust, power, and rotational speed obtained from the experimental verification can be further fed back to the simulation software for further adjustment and optimization (simulation, verification).

[0114] For example, referring to Figure 6 as shown, the relationship diagram between the rotational speed and power of the ducted fan (composed of blades). Referring to Figure 7 as shown, the curve represents the corresponding relationship between the thrust reading and the power meter data (voltage x current). Although there are unstable data situations during the reading process, overall, the thrust and power meet the expectations, that is, they conform to the linear corresponding relationship and a quantitative relationship coefficient can be obtained. For example, in this experiment, the ratio of thrust to power is ~1 gram-force / 1 watt.

[0115] As can be seen from the above, the present invention adopts an equal-proportion small-sized design method for large-thrust electric aviation thrusters, effectively saving the design, manufacturing, and testing costs.

[0116] In the above embodiments, for the electric aviation thruster, adopting the processes of small-size design, manufacturing and measurement can greatly reduce the R & D cost. After the performance debugging of the small-size design is successful, it can be scaled up proportionally to achieve the design of the real size (such as 30-50 cm) and be integrally manufactured. Compared with the traditional process of developing an aero-engine, the R & D cost of the electric aero-engine can be greatly reduced. By developing a small engine and scaling it up proportionally to obtain the proportional efficiency of a large engine, developing a large engine with a small engine usually requires several iterations of the entire process from design to verification, from verification to production, from production to experimental measurement, and from experimental measurement feedback to design and manufacturing. Calculated in this way, the cost of iterating with a large engine is much higher than that of a small engine. In addition, the operation and R & D process of the electric aero-engine do not involve thermodynamics engineering and high-temperature combustion processes, greatly reducing the requirements for R & D sites and environmental protection. There is no need for a particularly large experimental base, and it is relatively easy to build a small-size design, manufacturing and testing site, thus greatly saving the R & D cost.

[0117] In the above embodiments of the present invention, the use of the integrated molding technology further improves the R & D efficiency. The main service targets of the electric aero-engine are low-altitude economy and low-altitude transportation, that is, small and medium-sized electric aircraft. The engine has a small size, and the blade housing, duct, nozzle and other engine thrust components can be integrally formed by 3D printing. In this way, by adopting a small-size verification scheme, the electric aviation propulsion unit integrating the fan blade, duct and tail nozzle can be optimized at low cost.

[0118] The above embodiments of the present invention can save R & D time. For example, in one embodiment:

[0119] 1) Use SolidWork or other (such as Catia, UG, etc.) modeling to design the rim-driven blade of the high-thrust electric aero-engine;

[0120] 2) Use other aerodynamic simulations such as Fluent to verify the blade design and assist in the aerodynamic design of the blade;

[0121] 3) Use 3D printing technology for integrated molding manufacturing;

[0122] 4) Connect to the motor and conduct experimental measurement verification (lift, thrust, rotation speed, power, engineering).

[0123] Therefore, the design, manufacturing, and verification process time for the above-mentioned small-sized components is much shorter than that for large-sized components. For large-sized components, multiple components need to be manufactured and then assembled, which requires the collaboration of multiple departments such as on-site handling and complex system debugging. The small-sized verification scheme is used to optimize the integrated electric aviation propulsion unit of the fan blade, duct, and tail nozzle at low cost. The fan blade, guide duct, and tail nozzle of the high-speed jet are integrally designed and manufactured using 3D modeling software and 3D printing technology, and then connected to an advanced permanent magnet brushless motor. The power and thrust devices are combined into one to form an integrated high-thrust electric aviation jet, which is then assembled and debugged.

[0124] In summary, the embodiments of the present invention are formed by organically cross-integrating the advantages of a variety of high-end technologies, including but not limited to:

[0125] Carbon fiber 3D printing technology, which enables the embodiments of the present invention to use lightweight aviation materials to construct high-strength aviation propulsion blades;

[0126] 3D modeling software for blade design, such as Solidwork or Catia, which can more flexibly control the streamline changes of the blade and the aerodynamic fluid characteristics of the inner duct and tail nozzle;

[0127] Aerodynamic performance simulation software, such as Fluent, can perform aerodynamic simulation experiments on the thrust system (blades, ducts, tail nozzles, etc.) modeled in 3D above, optimize different design schemes at a low operating cost, and then conduct 3D printing and physical experiment tests with material costs;

[0128] Advanced lithium battery technology, which provides a high-performance, high-power density, and high-energy density power source to drive small-sized experimental devices for experimental verification and measurement;

[0129] Advanced brushless motor technology, which can organically connect the thruster and the transmitter. For example, a rim-driven motor can embed the inner rotor in the thrust blade to generate duct thrust. This effective connection method between the motor and the blade system can greatly reduce the high torque burden of the aeroengine.

[0130] The specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the above specific embodiments, and those skilled in the art can make various deformations or modifications within the scope of the claims, which do not affect the essence of the present invention. The above preferred features can be used in any combination without conflict.

Claims

1. A method for designing a small-scale proportional model of an electric aircraft propeller, characterized in that, Including: Design a small-scale model of the aviation thruster in proportion according to the structure of the large-scale aviation thruster; Carry out thrust simulation and experimental verification using the small-scale model in proportion; Based on the results of the experimental verification, optimize and adjust the structural design of the small-scale model until the preset requirements are met; According to the small-scale model corresponding to when the preset requirements are met, scale it up to a large-scale electric aviation thruster to obtain the final required electric aviation thruster.

2. The method for designing an equal-proportion small-size of an electric aviation thruster according to claim 1, wherein The design of the small-scale model of the aviation thruster in proportion according to the structure of the large-scale aviation thruster includes: Blade design: Design several blades with different scales and morphologies to obtain a small-scale model of the blade; Duct nozzle design: Design several duct nozzles with different scales, directions, and curvatures to obtain a small-scale model of the duct nozzle; Inlet lip design: Design several inlet lips with different lengths, diameters, and curvatures to obtain a small-scale model of the inlet lip; After installing the small-scale models of the above blades, duct nozzles, and inlet lips, obtain the small-scale model of the aviation thruster.

3. A method for designing an equal-proportion small-size of an electric aviation thruster according to claim 2, characterized in that, The thrust simulation and experimental verification are carried out using the small-scale model in proportion, where the experimental verification includes: Integrally form the small-scale model by 3D printing to obtain a physical small-scale model corresponding to the aviation thruster; Carry out thrust experimental verification using the physical small-scale model.

4. A method for designing a proportional small-sized electric aviation thruster according to claim 3, characterized in that, The blade design includes: Use 3D modeling software for blade design; Use aerodynamic performance simulation software to simulate and verify the blade design to assist the blade aerodynamic design; Use 3D printing technology for integral forming manufacturing.

5. A method for designing an equal-proportion small-size of an electric aviation thruster according to claim 3, characterized in that, The thrust simulation and experimental verification carried out using the small-scale model in proportion also include: Select an electric aviation engine; Assemble the electric aviation engine with the physical small-scale model corresponding to the aviation thruster; Use the assembled model to carry out thrust simulation and experimental verification.

6. The method for designing a proportional small-size of an electric aviation thruster according to claim 5, wherein, The selection of the electric aviation engine includes the selection of the motor type and drive method. The motor type includes axial motors and radial motors, and the drive method includes shaft drive and rim drive, resulting in a variety of motor design forms through permutation and combination.

7. A method for designing a proportional small-size of an electric aviation thruster according to claim 5, characterized in that, The thrust experimental verification using the assembled model includes: Connect to the electric aviation engine and conduct experimental verification. The experimental verification includes one or more of lift, thrust, rotational speed, power, and engineering properties; Determine the optimal design scheme by comparing the thrust results of different design parameters in the experimental verification.

8. A small-scale experimental device for the manufacturing method of the aviation thruster according to claim 1, characterized in that, Including: A bracket that can float up and down; A motor installed on the floating bracket; A thrust device installed on the motor shaft; And measuring equipment, including a tachometer, a dynamometer, and a power meter.

9. The small-sized experimental device according to claim 8, characterized in that, The floating bracket consists of four cantilevers. The cantilevers are arranged on the four support columns of the base and can move up and down. At the upper end of the support column, a nut is used to fix it to prevent the cantilever from flying out of the entire support frame when the motor and the lift device rise.

10. A small-scale experimental method using the small-scale experimental device described in claim 8, characterized in that, Including: Precisely align and fix the thrust blade and the duct housing at the installation point and fix them on the motor; Place the measuring equipment at an observable position; Start the boot experiment, use a rheostat to adjust the motor speed and ensure good dynamic balance during high-speed rotation; During the experiment, use measuring equipment to measure various experimental parameters, including using a tachometer to measure the rotational speed of the motor, using a dynamometer to measure the thrust generated when the propulsion device moves upward, and using a power meter to measure the power output, output voltage, and output current of the power supply at different rotational speeds and different thrusts during rotation. Thus, obtain a multi-variable comprehensive reading, and then obtain the real-time corresponding change curves of thrust, power, and rotational speed.

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