Aeronautical high pressure fluid cooled lubricated electric machine

Abstract

The application relates to the technical field of electric machines, in particular to an aviation high-pressure fluid cooling and lubricating electric machine which comprises an electric machine shell, a front end cover arranged at one end of the electric machine shell, a stator and a rotor arranged in the electric machine shell, and a rear end cover arranged at the other end of the electric machine shell, characterized in that the front end cover is provided with a mounting cylinder corresponding to the rotor, the rotor is arranged along the mounting cylinder, a cooling flow channel is arranged between the stator and the rotor, the cooling flow channel is arranged along the stator and the rotor, an oil inlet and an oil outlet are arranged on the front end cover, the oil inlet is communicated with one end of the cooling flow channel and is used for feeding lubricating oil, the oil outlet is communicated with the other end of the cooling flow channel and is used for discharging lubricating oil, the lubricating oil enters from the oil inlet and flows along the cooling flow channel to the oil outlet for discharge. After flowing along the cooling flow channel, the lubricating oil flows out from the oil outlet, the lubricating oil liquid can directly contact the rotor and the bearing, can play a cooling role on the rotor, and can play a lubricating role on the bearing.

Description

Technical Field

[0001] This invention relates to the field of motor technology, and in particular to an aviation high-pressure fluid-cooled lubricated motor. Background Technology

[0002] High-power-density motors, through optimized material and structural design, achieve higher power output per unit volume or mass, and have become core power components in electric vehicles, industrial equipment, and aerospace. Currently, leading international companies can achieve motor power densities 3-5 times higher than traditional motors, but domestic manufacturers still face manufacturing bottlenecks in high-end applications such as aerospace. The aerospace field has extremely stringent requirements for motor lightweighting and heat dissipation performance, and existing technologies struggle to balance increased power density with reliable performance.

[0003] Poor heat dissipation performance of the motor will lead to an increase in the steady-state temperature of the motor, which will result in a decrease in the peak output power. In other words, the energy consumption of the motor will be further increased, and the energy-saving effect of the motor will be greatly reduced, making it difficult to meet the needs of the aviation field. Summary of the Invention

[0004] To address the problem that poor heat dissipation performance of existing motors leads to increased steady-state temperature and reduced peak output power, resulting in increased energy consumption and significantly reduced energy efficiency, thus failing to meet the needs of the aviation industry, this application provides an aviation high-pressure fluid-cooled lubricated motor, with the specific solution as follows.

[0005] An aviation high-pressure fluid-cooled lubricated motor includes a motor housing, a front end cover at one end of the motor housing, a stator and a rotor disposed inside the motor housing, and a rear end cover at the other end of the motor housing. The front end cover has a mounting cylinder corresponding to the rotor, the rotor is disposed along the mounting cylinder, a cooling channel is disposed between the stator and the rotor, the cooling channel is disposed along the stator and rotor, and the front end cover has an oil inlet and an oil outlet. The oil inlet is connected to one end of the cooling channel and is used to introduce lubricating oil, while the oil outlet is connected to the other end of the cooling channel and is used to discharge lubricating oil. The lubricating oil enters from the oil inlet and flows along the cooling channel to the oil outlet for discharge.

[0006] By adopting the above technical solution, lubricating oil is introduced into the cooling channel through the oil inlet on the front cover. After flowing along the cooling channel, the lubricating oil flows out from the oil outlet. The lubricating oil can directly contact the rotor and bearing, which can both cool the rotor and lubricate the bearing without adding too much weight. The lubricating oil that is originally used for lubrication is used for cooling. Therefore, when selecting lubricating oil, it is necessary to select an oil with cooling effect to cool the product, reduce energy consumption, and improve energy saving.

[0007] Optionally, a stainless steel bushing is provided between the stator and the rotor. The stainless steel bushing is fixedly connected to the motor housing. The stainless steel bushing wraps around the stator and completely isolates the stator from the rotor. One end of the rotor is rotatably connected to the front end cover, and the other end of the rotor is rotatably connected to the stainless steel bushing. The cooling channel is located between the stainless steel bushing and the rotor. The rear end cover wraps around the stainless steel bushing.

[0008] By adopting the above technical solutions, the stainless steel bushing can completely isolate the stator and rotor. At the same time, the cooling channel is set on one side of the rotor. Since lubricating oil contact with the enameled wire will cause corrosion of the enameled wire, isolating the lubricating oil from the stator can reduce the impact of lubricating oil on the normal use of the stator. The stainless steel bushing can be cooled by the lubricating oil, indirectly cooling the stator. Although the cooling effect is reduced, the rotor is in a rotating state while the stator remains fixed. Moreover, the cooling is more concentrated on the rotor after being wrapped with the stainless steel bushing, which is more conducive to the overall heat dissipation of the motor.

[0009] Optionally, the stainless steel bushing abuts against the outer wall of the mounting cylinder on the side closest to the mounting cylinder, and a sealing ring is provided on the outer wall of the mounting cylinder, which also abuts against the stainless steel bushing.

[0010] By adopting the above technical solution, a sealing ring is installed on the outer wall of the mounting cylinder and abuts against the stainless steel bushing, which can enhance the sealing performance of the aviation high-pressure fluid cooling and lubrication motor, prevent lubricating oil leakage, and ensure the normal operation of the cooling and lubrication system.

[0011] Optionally, the stainless steel bushing is further provided with a limiting protrusion on the side near the mounting sleeve. The limiting protrusion protrudes towards the stator and abuts against the stator.

[0012] By adopting the above technical solution, the limiting protrusion can abut against the stator to form interference, thereby restricting the stainless steel bushing, reducing the loosening of the stainless steel bushing during use, and improving the stability of the overall structure.

[0013] Optionally, potting compound is filled between the two ends of the stator and the motor housing.

[0014] By adopting the above technical solutions, the gap between the two ends of the stator and the motor housing is filled with sealant to prevent lubricating oil leakage. In addition, the sealant treatment can also stabilize and reinforce the stator, further enhancing the motor's sealing performance and stability.

[0015] Optionally, graphite bearings are provided at both ends of the stainless steel bushing. The inner side of the graphite bearing is connected to the rotor, and the outer side of the graphite bearing is connected to the stainless steel bushing. Lubricating oil can pass through the graphite bearing.

[0016] By adopting the above technical solutions, graphite bearings have excellent self-lubricating properties and a high melting point, making them suitable for extreme temperatures. On the one hand, stainless steel bushings isolate the stator and rotor, and on the other hand, graphite bearings make the rotor rotate more smoothly. At the same time, lubricating oil can pass through the graphite bearings to provide lubrication and cooling for both the stator and rotor, thereby improving the stability and service life of the motor.

[0017] Optionally, a wear-reducing plate is also provided between the graphite bearing and the rotor. The wear-reducing plate is arranged around the rotor, with one side of the wear-reducing plate abutting against the rotor and the other side of the wear-reducing plate abutting against the graphite bearing.

[0018] By adopting the above technical solution, a wear-reducing plate is set around the rotor between the graphite bearing and the rotor, which can reduce the friction between the graphite bearing and the rotor, reduce wear, reduce the energy consumption of the motor, and improve the stability and service life of the motor operation.

[0019] Optionally, stainless steel sheets are embedded between the wear-reducing plates, and the stainless steel sheets abut against the wear-reducing plates on both sides respectively, and the stainless steel sheets are arranged around the rotor.

[0020] By adopting the above technical solution, stainless steel sheets are embedded between the wear-reducing plates, surrounding the rotor and abutting against the wear-reducing plates on both sides. This can further reduce wear, increase the overall strength of the wear-resistant plates, improve the service life of components, and ensure stable operation of the motor.

[0021] Optionally, a tracking magnet is provided on one end of the rotor near the rear end cover. The tracking magnet is fixedly connected to the rotor. A Hall circuit board is provided on the motor housing at the position corresponding to the tracking magnet. The Hall circuit board is fixedly connected to the motor housing.

[0022] By adopting the above technical solution, a tracking magnet fixedly connected to the rotor is set at one end of the rotor near the rear end cover, and a Hall circuit board fixedly connected to the motor housing is set at the corresponding position of the motor housing. The tracking magnet and the Hall circuit board can be used to monitor the rotor position and speed, thereby enabling precise control of the motor's operating status.

[0023] Optionally, the rotor is provided with a pressure plate and a fixing nut corresponding to the tracking magnet. The pressure plate abuts against the tracking magnet, and the fixing nut is threadedly connected to the rotor and is used to push the tracking magnet against the pressure plate.

[0024] By adopting the above technical solution, and using the fixing nut threaded to the rotor to abut against the pressure plate, the tracking magnet can be securely installed on the rotor, ensuring stable operation of the tracking magnet. This allows the Hall circuit board to accurately track and acquire relevant signals, guaranteeing the reliability of motor operating status monitoring.

[0025] In summary, this application has at least the following beneficial effects:

[0026] This application addresses the problem that poor heat dissipation performance of existing motors leads to increased steady-state temperature, resulting in reduced peak output power and increased energy consumption. This significantly diminishes the motor's energy-saving effect, making it difficult to meet the demands of the aviation industry. This application addresses this issue by incorporating cooling channels within the motor and introducing coolant to lubricate and cool the rotor. This eliminates the need for additional water or fans for air cooling, effectively reducing motor weight while maintaining good heat dissipation. Improved heat dissipation enhances energy efficiency, making the motor more suitable for aviation environments. Attached Figure Description

[0027] Figure 1 This is a cross-sectional view of Embodiment 1.

[0028] Figure 2 This is a side view of Embodiment 1.

[0029] Figure 3 This is a cross-sectional view of Embodiment 2.

[0030] Explanation of reference numerals in the attached figures:

[0031] 1. Motor housing; 11. Front cover; 111. Mounting cylinder; 112. Oil inlet; 113. Oil outlet; 114. Sealing ring; 12. Rear cover; 13. Hall effect circuit board;

[0032] 2. Stator; 21. Sealing compound;

[0033] 3. Rotor; 31. Wear-reducing plate; 32. Stainless steel plate; 33. Tracking magnet; 331. Pressure plate; 332. Fixing nut;

[0034] 4. Stainless steel bushing; 41. Cooling channel; 42. Limiting protrusion; 43. Graphite bearing;

[0035] 5. Throttling ring; 51. Oil injection channel; 52. Oil outlet channel; 53. Temperature-sensitive block. Detailed Implementation

[0036] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0037] Example 1

[0038] An aviation high-pressure fluid-cooled lubricated motor, such as Figure 1 and Figure 2As shown, the device includes a motor housing 1, with a front end cover 11 at one end. A stator 2 and a rotor 3 are housed inside the motor housing 1, and a rear end cover 12 is located at the other end. The device is characterized by: a mounting cylinder 111 corresponding to the rotor 3 on the front end cover 11; the rotor 3 being positioned along the mounting cylinder 111; a cooling channel 41 being provided between the stator 2 and the rotor 3; and an oil inlet 112 and an oil outlet 113 on the front end cover 11. The oil inlet 112 is connected to one end of the cooling channel 41 and is used to introduce lubricating oil, while the oil outlet 113 is connected to the other end of the cooling channel 41 and is used to discharge lubricating oil. The lubricating oil enters from the oil inlet 112 and flows along the cooling channel 41 to the oil outlet 113 for discharge. In specific implementation, the flow path of the lubricating oil is... Figure 1 As shown, the lubricating oil needs to be selected with a cooling effect. In normal environments, conventional oils are sufficient, but in the aviation field, special oils such as aviation hydraulic oil are required. These oils can lubricate the bearings and improve their performance during use, as well as cool the rotor 3. Compared with air cooling, direct contact cooling has a better cooling effect. Compared with water cooling, it adds less weight and has higher reliability. It also has a lower cost in actual use. A power supply plug is also provided on the outside of the motor housing 1.

[0039] like Figure 1 As shown, a stainless steel bushing 4 is provided between the stator 2 and the rotor 3. The stainless steel bushing 4 is fixedly connected to the motor housing 1. The stainless steel bushing 4 encloses the stator 2 and completely isolates the stator 2 from the rotor 3. One end of the rotor 3 is rotatably connected to the front end cover 11, and the other end of the rotor 3 is rotatably connected to the stainless steel bushing 4. The cooling channel 41 is located between the stainless steel bushing 4 and the rotor 3. The rear end cover 12 encloses the stainless steel bushing 4. The side of the stainless steel bushing 4 closest to the mounting cylinder 111 abuts against the outer wall of the mounting cylinder 111. A sealing ring 114 is provided on the outer wall of the mounting cylinder 111, and the sealing ring 114 also abuts against the stainless steel bushing 4. In practice, the stainless steel bushing 4 completely separates the rotor 3 from the stator 2, preventing lubricating oil from entering the stator 2 and affecting it. The sealing ring 114 can be an O-ring. Since long-term contact between lubricating oil and enameled wire can easily cause corrosion and damage to the enameled wire, the stainless steel bushing 4 can reduce the damage to the stator 2 and limit the movement of lubricating oil to the main heat-generating area of ​​the motor, namely the rotor 3, further improving the cooling effect of the motor.

[0040] like Figure 1As shown, a limiting protrusion 42 is also provided on the side of the stainless steel bushing 4 near the mounting sleeve. The limiting protrusion 42 protrudes towards the stator 2 and abuts against the stator 2. In actual implementation, the limiting protrusion 42 is actually arranged in a ring shape, which interferes with the stator 2. After installation, the stainless steel bushing 4 is restricted by the fixed stator 2 and cannot move. At this time, the stainless steel bushing 4 will be fixed more stably, reducing the possibility of loosening during use.

[0041] like Figure 1 As shown, the feature is that potting compound 21 is filled between both ends of the stator 2 and the motor housing 1. In specific implementation, potting refers to injecting the potting compound 21, i.e., liquid polyurethane compound, into the stator 2 by mechanical or manual means, and curing it under room temperature or heating conditions into a high-performance thermosetting polymer insulation material, which can effectively reduce leakage at the locations where the stator 2 is in easy contact with lubricating oil, and further improve the stability during use.

[0042] like Figure 1 As shown, graphite bearings 43 are provided at both ends of the stainless steel bushing 4. The inner side of the graphite bearing 43 is connected to the rotor 3, and the outer side of the graphite bearing 43 is connected to the stainless steel bushing 4. Lubricating oil can pass through the graphite bearing 43. In specific implementation, the graphite bearing 43 has excellent self-lubricating properties and can adapt to high-temperature environments, reducing the possibility of damage in high-temperature environments.

[0043] like Figure 1 As shown, a wear-reducing plate 31 is also provided between the graphite bearing 43 and the rotor 3. The wear-reducing plate 31 is arranged around the rotor 3, with one side of the wear-reducing plate 31 abutting against the rotor 3 and the other side of the wear-reducing plate 31 abutting against the graphite bearing 43. Stainless steel plates 32 are embedded between the wear-reducing plates 31, and the stainless steel plates 32 abut against the wear-reducing plates 31 on both sides, and are arranged around the rotor 3. In specific implementations, the wear-reducing plate 31 is made of polytetrafluoroethylene, fluororesin, or graphene composite material to reduce energy consumption and wear with a lower coefficient of friction, thereby improving service life while reducing energy consumption.

[0044] like Figure 1As shown, a tracking magnet 33 is provided on one end of the rotor 3 near the rear end cover 12. The tracking magnet 33 is fixedly connected to the rotor 3. A Hall circuit board 13 is provided on the motor housing 1 at the position corresponding to the tracking magnet 33, and the Hall circuit board 13 is fixedly connected to the motor housing 1. A pressure plate 331 and a fixing nut 332 are provided on the rotor 3 corresponding to the tracking magnet 33. The pressure plate 331 abuts against the tracking magnet 33, and the fixing nut 332 is threadedly connected to the rotor 3 and is used to push the tracking magnet 33 against and press the pressure plate 331. In specific implementation, the pressure plate 331 and the fixing nut 332 respectively restrict the tracking magnet 33 on both sides. The tracking magnet 33 can cooperate with the Hall circuit board 13 to detect the speed and rotation status of the rotor 3 in real time, which is convenient for real-time detection of the motor's working status in precision applications, and allows for more timely repairs when damage occurs.

[0045] Working principle: A cooling channel 41 is set up and lubricating oil is introduced. The lubricating oil can lubricate the rotor 3 and cool the rotor 3 at the same time. Meanwhile, a stainless steel bushing 4 is set up to control the cooling channel 41 at the rotor 3, reducing the impact on the stator 2 and improving the service life.

[0046] Example 2

[0047] like Figure 3As shown, the main difference between Embodiment 2 and Embodiment 1 is that in Embodiment 2, a throttling ring 5 is provided on the front cover 11. The throttling ring 5 is fixedly connected to the front cover 11. An oil injection channel 51 and an oil outlet channel 52 are provided inside the throttling ring 5. The two channels are set independently. One end of the oil injection channel 51 is connected to the pipe through which lubricating oil flows, and the other end is connected to the oil injection port 112. One end of the oil outlet channel 52 is connected to the pipe through which lubricating oil flows, and the other end is connected to the oil outlet port 113. Two temperature-changing blocks 53 are provided inside the oil injection channel 51 and the oil outlet channel 52. One temperature-changing block 53 increases in size as the temperature rises but cannot block the entire channel. The other temperature-changing block 53 shrinks as the temperature rises and blocks the entire channel under normal conditions. When the temperature rises to the first set value, lubricating oil can be replenished to the motor. When the temperature rises to the second set value, the other temperature-changing block 53 expands and reduces the cross-sectional area of ​​the channel. The second set value is higher than the first set value. In practical implementation, one of the temperature-changing blocks 53 can be made of a shape memory alloy suitable for high-temperature environments, while the other temperature-changing block 53 can be made of a material that expands and contracts with temperature in high-temperature environments. In practice, a certain amount of lubricating oil needs to be injected into the motor before it enters the working state. However, under normal conditions, the temperature of the lubricating oil does not affect the temperature-changing blocks 53. At this time, one of the temperature-changing blocks 53 blocks the flow channel, preventing additional lubricating oil from entering. When the temperature rises, the temperature-changing block 53 that originally blocked the flow channel can open the flow channel, allowing lubricating oil to enter. At this time, the motor enters normal operating condition. When the motor temperature rises further, one of the temperature-changing blocks 53 rapidly increases in size, reducing the cross-sectional area of ​​the flow channel. According to the law of conservation of mass, the flow rate must increase to maintain flow conservation. At this time, the high flow rate of lubricating oil entering and exiting improves lubrication efficiency under high power conditions and also enhances heat dissipation, further improving performance during use.

[0048] Working principle: The basic working principle is the same as in Example 1, but a throttling ring 5 is added and a temperature-changing block 53 that can control the flow of lubricating oil is set, which further improves the performance during use.

[0049] The above are preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made to the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An aviation high-pressure fluid-cooled lubricated motor, comprising a motor housing (1), a front end cover (11) provided at one end of the motor housing (1), a stator (2) and a rotor (3) disposed inside the motor housing (1), and a rear end cover (12) provided at the other end of the motor housing (1), characterized in that: The front cover (11) is provided with an mounting cylinder (111) corresponding to the rotor (3). The rotor (3) is arranged along the mounting cylinder (111). A cooling channel (41) is provided between the stator (2) and the rotor (3). The front cover (11) is provided with an oil inlet (112) and an oil outlet (113). The oil inlet (112) is connected to one end of the cooling channel (41) and is used to introduce lubricating oil. The oil outlet (113) is connected to the other end of the cooling channel (41) and is used to discharge lubricating oil. The lubricating oil enters from the oil inlet (112) and flows along the cooling channel (41) to the oil outlet (113) and discharges. The front cover (11) is also provided with a throttling ring (5). The throttling ring (5) is fixedly connected to the front cover (11). The throttling ring (5) is provided with an oil injection channel (51) and an oil outlet channel (52), and the two channels are set independently. One end of the oil injection channel (51) is connected to the pipe through which lubricating oil is introduced, and the other end is connected to the oil injection port (112). One end of the oil outlet channel (52) is connected to the pipe through which lubricating oil is introduced, and the other end is connected to the oil outlet port (113). A temperature-changing block (53) is provided in the oil injection channel (51) and the oil outlet channel (52). One of the temperature-changing blocks (53) increases with the temperature but cannot block the entire channel, while the other temperature-changing block (53) shrinks with the temperature and blocks the entire channel under normal conditions.

2. The aviation high-pressure fluid-cooled lubricated motor according to claim 1, characterized in that: A stainless steel bushing (4) is provided between the stator (2) and the rotor (3). The stainless steel bushing (4) is fixedly connected to the motor housing (1). The stainless steel bushing (4) wraps around the stator (2) and completely isolates the stator (2) from the rotor (3). One end of the rotor (3) is rotatably connected to the front end cover (11), and the other end of the rotor (3) is rotatably connected to the stainless steel bushing (4). The cooling channel (41) is located between the stainless steel bushing (4) and the rotor (3). The rear end cover (12) wraps around the stainless steel bushing (4).

3. The aviation high-pressure fluid-cooled lubricated motor according to claim 2, characterized in that: The stainless steel bushing (4) abuts against the outer wall of the mounting cylinder (111) on the side near the mounting cylinder (111). A sealing ring (114) is provided on the outer wall of the mounting cylinder (111), and the sealing ring (114) also abuts against the stainless steel bushing (4).

4. The aviation high-pressure fluid-cooled lubricated motor according to claim 3, characterized in that: The stainless steel bushing (4) is also provided with a limiting protrusion (42) on the side near the mounting sleeve. The limiting protrusion (42) protrudes towards the stator (2) and abuts against the stator (2).

5. An aviation high-pressure fluid-cooled lubricated motor according to claim 4, characterized in that: The stator (2) is filled with potting compound (21) between its two ends and the motor housing (1).

6. The aviation high-pressure fluid-cooled lubricated motor according to claim 2, characterized in that: The stainless steel bushing (4) is provided with graphite bearings (43) at both ends. The inner side of the graphite bearing (43) is connected to the rotor (3), and the outer side of the graphite bearing (43) is connected to the stainless steel bushing (4). Lubricating oil can pass through the graphite bearing (43).

7. An aviation high-pressure fluid-cooled lubricated motor according to claim 6, characterized in that: A wear-reducing plate (31) is also provided between the graphite bearing (43) and the rotor (3). The wear-reducing plate (31) is arranged around the rotor (3). One side of the wear-reducing plate (31) abuts against the rotor (3), and the other side of the wear-reducing plate (31) abuts against the graphite bearing (43).

8. An aviation high-pressure fluid-cooled lubricated motor according to claim 7, characterized in that: Stainless steel sheets (32) are embedded between the wear-reducing sheets (31), and the stainless steel sheets (32) abut against the wear-reducing sheets (31) on both sides respectively. The stainless steel sheets (32) are arranged around the rotor (3).

9. An aviation high-pressure fluid-cooled lubricated motor according to claim 2, characterized in that: A tracking magnet (33) is provided on one end of the rotor (3) near the rear end cover (12). The tracking magnet (33) is fixedly connected to the rotor (3). A Hall circuit board (13) is provided on the motor housing (1) at the position corresponding to the tracking magnet (33). The Hall circuit board (13) is fixedly connected to the motor housing (1).

10. An aviation high-pressure fluid-cooled lubricated motor according to claim 9, characterized in that: The rotor (3) is provided with a pressure plate (331) and a fixing nut (332) corresponding to the tracking magnet (33). The pressure plate (331) is abutted against the tracking magnet (33), and the fixing nut (332) is threadedly connected to the rotor (3) and is used to push the tracking magnet (33) to press the pressure plate (331).

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