Aviation electric propulsion integrated system

Abstract

The invention discloses an aviation electric propulsion integrated system, which relates to the technical field of aviation aircrafts and comprises a motor assembly, a controller assembly and a radiator assembly, the motor assembly is used for being connected with the propeller to output power so as to drive the propeller to rotate. The controller assembly is installed on the side, away from an output shaft of the motor assembly, of the motor assembly, the controller assembly comprises a driving control module and a radiator control module, and the driving control module is electrically connected with the motor assembly so as to drive the motor assembly to work; the radiator assembly is installed on the side, away from the motor assembly, of the controller assembly, the radiator assembly is used for conducting heat dissipation on the controller assembly, the radiator assembly is electrically connected with the controller assembly, and the radiator control module is used for controlling work of the radiator assembly. Through the arrangement, the integration level can be improved, the size and weight of the overall structure are reduced, redundant design is added, and the overall safety is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation aircraft technology, in particular to an aviation electric propulsion integrated system. BACKGROUND

[0002] With the concept of low-altitude economy, electric aviation aircraft develops rapidly, and the electric motor for electric aviation also rapidly enters the development track. As the core power component of electric aviation, the design elements of aviation electric motor are safety, high power density, lightweight and high integration. However, the existing electric aviation aircraft has some problems: firstly, the structure of the motor, the controller and the radiator is complex, the space occupied is large, the weight is large, the installation is not convenient, and the cooling path is unreasonable, the cooling effect is poor, in addition, the redundancy design has not been done, and the safety is poor.

[0003] Therefore, how to avoid providing an aviation electric propulsion integrated system to at least partially solve the above-mentioned drawbacks is a technical problem that those skilled in the art need to solve at present. SUMMARY

[0004] The purpose of the present application is to provide an aviation electric propulsion integrated system, which can improve the integration degree, reduce the volume and weight of the overall structure, and increase the redundancy design to improve the overall safety.

[0005] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0006] An aviation electric propulsion integrated system, comprising:

[0007] A motor assembly for connecting with a propeller to output power to drive the propeller to rotate;

[0008] A controller assembly installed on the side of the motor assembly away from the output shaft of the motor assembly, the controller assembly comprising a drive control module and a radiator control module, the drive control module being electrically connected with the motor assembly to drive the motor assembly to work;

[0009] A radiator assembly installed on the side of the controller assembly away from the motor assembly, the radiator assembly being used for radiating the controller assembly, the radiator assembly being electrically connected with the controller assembly, and the radiator control module being used for controlling the work of the radiator assembly.

[0010] In a possible implementation, the motor assembly comprises: a stator assembly and a rotor assembly, the rotor assembly being sleeved on the outer periphery of the stator assembly, and the stator assembly being connected with the rotor assembly.

[0011] In a possible implementation, the stator assembly comprises a carbon fiber sleeve, a stator core assembly, a stator base and a nacelle connecting support, the carbon fiber sleeve and the nacelle connecting support are annular structures, the stator base is installed between the carbon fiber sleeve and the nacelle connecting support, and the three are combined to form an annular inner cavity to cover the stator core assembly inside.

[0012] In a possible implementation, the stator core assembly comprises a stator core, two groups of flat wire windings and a busbar, the stator core is installed in the stator base, the two groups of flat wire windings are symmetrically installed on the stator core and are isolated by insulation paper, and the busbar is installed in the stator base and is electrically connected with the flat wire windings.

[0013] In a possible implementation, the rotor assembly comprises a magnetic steel sleeve assembly and a rotating shaft assembly, the magnetic steel sleeve assembly is rotatably sleeved on the carbon fiber sleeve, and the rotating shaft assembly is rotatably installed on the stator base and connected with the magnetic steel sleeve assembly through the carbon fiber sleeve.

[0014] In a possible implementation, the magnetic steel sleeve assembly comprises a rotor sleeve, a rotor rotating disc and a plurality of magnetic steels, the rotor sleeve is an annular structure, the plurality of magnetic steels are attached to the inner wall of the rotor sleeve, the rotor rotating disc is arranged at one end of the rotor sleeve away from the carbon fiber sleeve, and the rotor sleeve is connected with the rotating shaft assembly.

[0015] In a possible implementation, the nacelle connecting support is provided with a first oil inlet hole and a second oil outlet hole, the stator base is provided with an oil cavity, a second oil inlet hole for connecting the oil cavity with the first oil inlet hole, and a first oil outlet hole for connecting the oil cavity with the stator core assembly.

[0016] In a possible implementation, the controller assembly further comprises a bottom plate, a shell and a current processing module, the shell and the bottom plate form a containing cavity for installing the drive control module, the radiator control module and the current processing module, the bottom plate is installed on the nacelle connecting support, the current processing module is electrically connected with the drive control module and the radiator control module respectively and can be connected with an external power supply, and the current processing module is used to convert the input direct current into alternating current.

[0017] In a possible implementation, the drive control module, the radiator control module and the current processing module are each provided with two groups.

[0018] In a possible implementation, the radiator assembly comprises at least one oil pump, a heat exchanger and a fan, the oil outlet of the oil pump is connected with the second oil inlet hole, the oil inlet of the oil pump is connected with the inlet of the heat exchanger, the outlet of the heat exchanger is connected with the first oil outlet hole, and the fan is used to cool the cooling oil passing through the heat exchanger.

[0019] With respect to the above background, the aviation electric propulsion integrated system provided by the present application comprises: a motor assembly, a controller assembly and a radiator assembly; the motor assembly is used to be connected with a propeller to output power to drive the propeller to rotate; the controller assembly is installed on the side of the motor assembly away from the output shaft of the motor assembly, the controller assembly comprises a drive control module and a radiator control module, the drive control module is electrically connected with the motor assembly to drive the motor assembly to work; the radiator assembly is installed on the side of the controller assembly away from the motor assembly, the radiator assembly is used to radiate heat for the controller assembly, the radiator assembly is electrically connected with the controller assembly, and the radiator control module is used to control the work of the radiator assembly.

[0020] Specifically, the motor assembly, the controller assembly and the radiator assembly are integrally installed together to form a whole, and the installation sequence is the motor assembly, the controller assembly and the radiator assembly in sequence, in the system, the three are connected in the axial direction, so that the volume of the whole is small, the occupied space is small, the installation is convenient, and the integration design of the propeller and the aviation body is facilitated; the motor assembly is connected with the propeller, which can output power, and the controller assembly comprises a drive control module and a radiator control module, wherein the drive control module can control the motor assembly to perform different actions, and the radiator control module can control the radiator assembly to work, thereby radiating the heat generated by the work of the controller assembly and the motor assembly; the controller assembly is used to integrally control the motor assembly and the radiator assembly, reduce the delay of signal transmission and processing, improve the response speed of the integrated system, enhance the coordination of the integrated system control, and thereby improve the performance and efficiency of the integrated system. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of the provided drawings.

[0022] Figure 1 The first embodiment structure schematic diagram of the aviation electric propulsion integrated system provided by the present application is shown in the figure.

[0023] Figure 2 The second embodiment structure schematic diagram of the aviation electric propulsion integrated system provided by the present application is shown in the figure.

[0024] Figure 3 The structure schematic diagram of the motor assembly provided by the present application is shown in the figure.

[0025] Figure 4The motor assembly structure provided by the embodiment of the present application is shown in the exploded view.

[0026] Figure 5 The cooling oil circuit provided by the embodiment of the present application is shown in the schematic view.

[0027] Figure 6 The stator base structure provided by the embodiment of the present application is shown in the schematic view.

[0028] Figure 7 The stator core assembly and the stator base assembly provided by the embodiment of the present application are shown in the schematic view.

[0029] Figure 8 The stator core assembly provided by the embodiment of the present application is shown in the schematic view.

[0030] Figure 9 The magnetic steel sleeve assembly provided by the embodiment of the present application is shown in the schematic view.

[0031] Figure 10 The controller assembly structure provided by the embodiment of the present application is shown in the schematic view.

[0032] Figure 11 The first embodiment of the radiator assembly provided by the present application is shown in the schematic view.

[0033] Figure 12 The second embodiment of the radiator assembly provided by the present application is shown in the schematic view.

[0034] Wherein:

[0035] 100-motor assembly, 110-carbon fiber sleeve, 120-stator core assembly, 130-stator base, 131-mounting portion, 140-nacelle connecting support, 141-first oil inlet hole, 142-second oil outlet hole, 150-magnetic steel sleeve assembly, 151-rotor sleeve, 152-rotor disc, 153-magnetic steel, 160-rotor shaft assembly, 170-output shaft;

[0036] 200-controller assembly, 211-control board, 212-power board, 213-driving board, 221-radiator control board, 230-bottom plate, 240-housing, 251-film capacitor, 252-filter assembly, 253-power inverter module, 254-busbar assembly, 255-strong current connector, 256-weak current connector, 257-radiator connector;

[0037] 300-radiator assembly, 310-oil pump, 320-heat exchanger, 330-fan. DETAILED DESCRIPTION

[0038] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described, obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work are within the protection scope of the present application.

[0039] In order for those skilled in the art to better understand the technical solutions of the present application, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0040] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left" and "right" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the position or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0041] The purpose of the present application is to provide an aviation electric propulsion integrated system, which can improve the integration degree, reduce the volume and weight of the overall structure, and increase the redundancy design to improve the overall safety.

[0042] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0043] Please refer to Figures 1 to 12 The aviation electric propulsion integrated system provided in the embodiment includes a motor assembly 100, a controller assembly 200 and a radiator assembly 300. The motor assembly 100 is used to connect with a propeller to output power and drive the propeller to rotate. The controller assembly 200 is installed on the side of the motor assembly 100 away from the output shaft 170 thereof. The controller assembly 200 includes a drive control module and a radiator control module. The drive control module is electrically connected with the motor assembly 100 to drive the motor assembly 100 to work. The radiator assembly 300 is installed on the side of the controller assembly 200 away from the motor assembly 100. The radiator assembly 300 is used to radiate heat for the controller assembly 200. The radiator assembly 300 is electrically connected with the controller assembly 200. The radiator control module is used to control the work of the radiator assembly 300.

[0044] Specifically, the motor assembly 100, controller assembly 200, and radiator assembly 300 are integrated into a single unit, and their installation sequence is as follows: motor assembly 100, controller assembly 200, and radiator assembly 300. In this system, the three are tightly connected along the axial direction, resulting in a smaller overall size, less space occupation, and convenient installation, which is beneficial for the integrated design of propellers and aircraft fuselages. The motor assembly 100 is connected to the propeller and can output power, while the controller assembly 200 includes a drive control module and a radiator control module. The drive control module can control the motor assembly 100 to perform different actions, while the radiator control module can control the radiator assembly 300 to operate, thereby dissipating the heat generated by the control assembly and the motor assembly 100. The controller assembly 200 integrates the control of the motor assembly 100 and the radiator assembly 300, reducing signal transmission and processing delays, improving the response speed of the integrated system, enhancing the coordination of the integrated system control, and thus improving the performance and efficiency of the integrated system.

[0045] It should be noted that the controller assembly 200 includes, but is not limited to, drive control modules and radiator control modules, and multiple drive control modules and radiator control modules can be set, and each drive control module or radiator control module has the same function, so that the redundancy configuration of the control assembly can be achieved.

[0046] In one possible implementation, the motor assembly 100 includes a stator assembly and a rotor assembly, the rotor assembly being fitted around the periphery of the stator assembly, and the stator assembly being connected to...

[0047] In this embodiment, the structure and principle of the motor assembly 100 are the same as those of the prior art, both including a stator assembly and a rotor assembly. In this embodiment, the rotor assembly is located outside the stator assembly, and the stator assembly outputs power to the outside when it rotates.

[0048] Furthermore, the stator assembly includes a carbon fiber sleeve 110, a stator core assembly 120, a stator base 130, and a nacelle connecting bracket 140. The carbon fiber sleeve 110 and the nacelle connecting bracket 140 are annular structures, and the stator base 130 is installed between the carbon fiber sleeve 110 and the nacelle connecting bracket 140. The three components together form an annular inner cavity to enclose the stator core assembly 120 inside.

[0049] Specifically, the carbon fiber sleeve 110 and the nacelle connecting bracket 140 are mutually compatible annular structures. The stator core assembly 120 is also an annular structure. The top of the stator base 130 abuts against the carbon fiber sleeve 110, and the bottom abuts against the nacelle connecting bracket 140. Together with the outer wall of the carbon fiber sleeve 110 and the mounting part 131 of the stator base 130, they form an annular inner cavity that completely encloses the stator core assembly 120. The stator core and the outer wall of the stator base 130 are press-fitted. The top of the carbon fiber sleeve 110 is connected and fixed to the stator base 130 with screws and sealed with a sealing ring. The nacelle connecting bracket 140 and the stator base 130 are sealed with a sealing gasket. The carbon fiber sleeve 110 and the nacelle connecting bracket 140 are connected with sealant and screws. The stator core assembly 120 has insulating end plates at both ends, and each tooth is fitted with a stator winding. The stator winding and the stator core are separated by insulating paper.

[0050] Furthermore, the stator core assembly 120 includes a stator core, two sets of flat wire windings, and a busbar. The stator core is installed inside the stator base 130, the two flat wire windings are symmetrically installed on the stator core and isolated by insulating paper, and the busbar is installed on the stator base 130 and is electrically connected to the flat wire windings.

[0051] In this embodiment, the stator core assembly 120 includes a stator core, flat wire windings, slot wedges, and busbars. The stator core has insulating end plates at both ends, and each tooth is fitted with a stator winding. Insulating paper separates the stator windings from the stator core. It should be noted that in this embodiment, the stator core is divided into two parts along a diameter passing through its axis, and the stator windings of each part can be connected to form a set of three-phase flat wire windings for the motor. Specifically, as shown... Figures 6 to 9 As shown, the stator core component 120 in this embodiment adopts a dual three-phase winding design, with two sets of windings symmetrically distributed and no electrical connection between them. When one set of windings fails, the other set of windings is unaffected. The stator core has insulating end plates at both ends. The flat wire windings are connected to the stator core by unwinding and fixed with slot wedges. The wiring is done by welding the three-phase busbars and star busbars according to the wiring diagram. The three-phase busbars and star busbars are fixed to the stator base 130 by busbar supports.

[0052] Furthermore, the rotor assembly includes a magnet sleeve assembly 150 and a shaft assembly 160. The magnet sleeve assembly 150 is rotatably fitted onto the carbon fiber sleeve 110, and the shaft assembly 160 is rotatably mounted on the stator base 130, and passes through the carbon fiber sleeve 110 to connect with the magnet sleeve assembly 150.

[0053] In this embodiment, specifically as follows: Figures 6 to 9As shown, a mounting part 131 is provided in the middle of the stator base 130. The space between this part and the inner wall of the stator base 130 is used to install the shaft assembly 160. The shaft assembly 160 includes a shaft, a bearing, and two rotor parts of the external rotor. The shaft and the bearing are interference fit. The inner ring of the bearing is axially limited by the shaft shoulder and the pressure plate. The outer ring of the bearing is in contact with the inner wall of the stator base 130. The rotor parts of the two external rotors are installed axially spaced inside the shaft. The rotor parts of the two external rotors are sleeved on the outer wall of the mounting part 131. The top of the shaft is connected to the magnet sleeve assembly 150 by screws.

[0054] Furthermore, the magnet sleeve assembly 150 includes: a rotor sleeve 151, a rotor disc 152, and a plurality of magnets 153. The rotor sleeve 151 has an annular structure, and the plurality of magnets 153 are attached to the inner wall of the rotor sleeve 151. The rotor disc 152 is disposed at one end of the rotor sleeve 151 away from the carbon fiber sleeve 110. The rotor sleeve 151 is connected to the shaft assembly 160.

[0055] In this embodiment, the magnet sleeve assembly 150 includes a rotor sleeve 151, a rotor disc 152, and a magnet 153, as shown in the figure. The magnet 153 is glued to the inner wall of the rotor sleeve 151. To limit the movement of the magnet 153, both the rotor sleeve 151 and the rotor disc 152 are provided with stop bosses to hold the magnet 153 in place. The rotor disc 152 is connected to the rotor sleeve 151 by radially distributed screws.

[0056] In one possible implementation, the nacelle connecting bracket 140 is provided with a first oil inlet 141 and a second oil outlet 142, and the stator base 130 is provided with an oil cavity, a second oil inlet for connecting the oil cavity and the first oil inlet 141, and a first oil outlet for connecting the oil cavity and the stator core assembly 120.

[0057] In this embodiment, specifically as follows: Figure 5 As shown, the arrows indicate the direction of coolant flow. The stator coolant path is as follows: first oil inlet 141 on the nacelle connecting bracket 140 — second oil inlet on the stator base 130 — oil cavity of the stator base 130 — first oil outlet of the stator base 130 — stator assembly (oil grooves evenly distributed around the circumference of the stator base 130 and oil passages within the stator grooves) — second oil outlet 142 on the nacelle bracket. This part describes the flow path of coolant within the stator assembly. It should be noted that the coolant entering through the first oil inlet 141 is cooled by the heat exchanger 320, while the oil exiting through the second oil outlet 142 will enter the heat exchanger 320.

[0058] In one possible implementation, the controller assembly 200 further includes a base plate 230, a housing 240, and a current processing module. The housing 240 and the base plate 230 form a cavity for mounting the drive control module, the radiator control module, and the current processing module. The base plate 230 is mounted on the nacelle connecting bracket 140. The current processing module is electrically connected to the drive control module and the radiator control module, respectively, and is capable of being connected to an external power source. The current processing module is used to convert the incoming direct current into alternating current.

[0059] In addition, the drive control module, the heat sink control module, and the current processing module are each equipped with two sets.

[0060] In this embodiment, specifically as follows: Figure 10 As shown, the controller assembly 200 includes: a base plate 230, a housing 240, a control board 211, a power board 212, a drive board 213, a radiator control board 221, two thin-film capacitors 251, two filter components 252, six power inverter modules 253, a bus assembly 254, two high-voltage connectors 255, four low-voltage connectors 256, and two radiator connectors 257. In this embodiment, the base plate 230 has flow channels for cooling oil. The input of current cools the controller assembly 200; the control board 211, power board 212, and drive board 213 are drive control modules, while the radiator control board 221 is a radiator control module; the film capacitor 251, filter assembly 252, power inverter module 253, and bus assembly 254 form a current processing module; the high-voltage connector 255 is used to connect DC power; the low-voltage connector 256 is used to connect the motor assembly 100; and the radiator connector 257 is used to connect the radiator assembly 300.

[0061] Specifically, the thin-film capacitor 251 is fixed on the lower surface (flow channel surface) of the base plate 230; the power inverter module 253 is locked onto the upper surface of the base plate 230, and the power board 212 is aligned with the power inverter module 253 and locked onto the support column of the base plate 230 (above the module), with the pins of the power inverter module 253 soldered onto the power board 212; the filter components 252 are fixed at corresponding positions on both sides of the base plate 230, with one end connected to the power board 212 and the other end connected and fixed to the thin-film capacitor 251; the bus components 254 are fixed at corresponding positions on both sides of the base plate 230, one... One end is connected and fixed to the terminal block on the power board 212, and the other end is connected and fixed to the busbar of the motor; the drive board 213 is located above the power board 212 and fixed to the fixing post on the base plate 230; the control board 211 is located above the power board 212 and fixed to the fixing post on the base plate 230; the radiator control board 221 is fixed to the support post inside the base plate 230 of the housing 240; each high-voltage and low-voltage connector 256 is fixed to the corresponding mounting hole on the housing 240; insert the terminals on the connectors into the sockets on the corresponding boards; cover the housing 240 on the base plate 230 and lock it. Install the assembled controller on the motor interface and lock it.

[0062] When the controller assembly 200 is working, it can convert the DC power from the DC power supply (battery) into three-phase AC power required by the motor through a magnetic ring and capacitor, and then into power inverter module 253 to drive the motor. Specifically, the DC power cable is fixed to the copper busbar of the filter component 252 through DC high-voltage connector 255. The current passes through the thin film capacitor 251 on the capacitor board to block ripple and eliminate DC bus voltage fluctuations, and then the capacitor board is connected to the input terminals of the six power inverter modules 253. After the DC power is converted into three-phase AC power by the power inverter module 253, the output terminals of the inverter module are connected to the three-phase terminals on the capacitor board. The six (two sets) three-phase terminals on the capacitor board are connected to the six (two sets) three-phase terminals of the dual-winding motor, forming two relatively independent inverter control systems, thereby controlling the operation of the drive motor. The heat generated during the current inversion process is carried away by the coolant in the heat dissipation channel.

[0063] In this application, the radiator assembly 300 includes at least one oil pump 310, a heat exchanger 320, and a fan 330. The oil outlet of the oil pump 310 is connected to a second oil inlet, the oil inlet of the oil pump 310 is connected to the inlet of the heat exchanger 320, the outlet of the heat exchanger 320 is connected to a first oil outlet, and the fan 330 is used to cool the cooling oil passing through the heat exchanger 320.

[0064] In one embodiment, specifically as follows: Figure 12As shown, the radiator assembly 300 includes a dual-head oil pump 310, a heat exchanger 320, and a fan 330. The oil pump 310 has two oil inlets and two oil outlets. The dual-head oil pump 310 is installed on the underside of the controller assembly 200, and the fan 330 is installed on the underside of the oil pump 310. The heat exchanger 320 is specifically a heat dissipation fin, which is mounted and connected to the oil pump 310 and located below the fan 330, meaning that the fan 330 can blow air onto the heat exchanger 320. With this configuration, the oil pump 310 can circulate the cooling oil cooled by the heat exchanger 320 into the controller assembly and the motor assembly 100 for further cooling. Furthermore, the cooling oil that has absorbed heat can be circulated back into the heat exchanger 320 for cooling. In this embodiment, the drive motor of the fan 330 also has a dual three-phase winding structure, which is equivalent to a power redundancy design. When one three-phase winding fails, the other can continue to operate normally, improving system safety.

[0065] In another embodiment, specifically as follows: Figure 11 As shown, the radiator assembly 300 includes two oil pumps 310, a heat exchanger 320, and a fan 330. The oil pumps 310 are independent of each other, and both can drive the cooling oil for circulation and cooling. In this embodiment, the two heat exchangers 320 have a semi-annular structure, which can be attached to the outer side of an annular housing. The two oil pumps 310 are located inside the annular housing, and the fan 330 is installed at the lower end of the annular housing. The oil outlet of the heat exchanger 320 is connected to the first oil inlet 141, and the oil inlet is connected to the oil outlet of the oil pump 310. The oil inlet of the oil pump 310 is connected to the second oil outlet, thus forming a circulation path for the cooling oil. In this embodiment, redundancy of the radiator assembly 300 is achieved by setting two independent cooling oil circulation paths.

[0066] In both of the above embodiments, the stator cooling oil path is as follows: first oil inlet 141 on nacelle connecting bracket 140 — second oil inlet on stator base 130 — oil cavity of stator base 130 — first oil outlet of stator base 130 — stator assembly (oil grooves evenly distributed around the circumference of stator base 130 and oil passage gaps in stator grooves) — second oil outlet 142 of nacelle bracket. This describes the flow path of the cooling oil within the stator assembly. It's important to note that the cooling oil entering through the first oil inlet 141 is already cooled by the heat exchanger 320, while the oil exiting through the second oil outlet 142 enters the heat exchanger 320—is cooled by the oil pump 310—and then enters the cooling channel of the base plate 230 of the controller assembly 200—before entering the second oil inlet of the stator base 130 through the first oil inlet 141 of the nacelle connecting bracket 140—forming a circulation loop within the stator base 130 oil chamber. However, it's worth noting that the oil pumps 310 differ between the two embodiments: one uses a dual-head oil pump 310, while the other uses two separate oil pumps 310.

[0067] In summary, the integrated aviation electric propulsion system provided in this application has the following advantages: First, the motor assembly 100, controller assembly 200, and radiator assembly 300 are highly integrated into one system, resulting in a compact structure, small size, and convenient installation, which is beneficial for the integrated design of propellers and aircraft fuselages. Furthermore, the motor assembly 100, controller assembly 200, and radiator all adopt a compact and lightweight design, resulting in low weight. The oil cooling path is reasonable, the manufacturing process is simple and easy to implement, and the cooling effect is excellent. Secondly, the bearing assembly features dual-turnover installation and redundant design, ensuring safety and reliability. Additionally, the oil circuit can employ a dual-oil pump 310 drive redundancy design, allowing the other to operate normally even if one fails, without affecting the oil circuit's circulation. The fan 330 drive motor also features a redundant design with dual three-phase windings, further integrating the system, effectively reducing weight, and occupying less space. Finally, the stator core is divided into two equal parts, with each part's windings connected to form a set of three-phase windings, meaning the entire motor is equivalent to two sub-motors, representing a power redundancy design. When one sub-motor fails, the other can operate normally, improving system safety.

[0068] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0069] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0070] The embodiments provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. An integrated airborne electric propulsion system, characterized in that, include: The motor assembly is used to connect with the propeller and output power to drive the propeller to rotate; A controller assembly is mounted on the side of the motor assembly opposite to its output shaft. The controller assembly includes a drive control module and a heat sink control module. The drive control module is electrically connected to the motor assembly to drive the motor assembly to work. A radiator assembly is installed on the side of the controller assembly away from the motor assembly. The radiator assembly is used to dissipate heat from the controller assembly. The radiator assembly is electrically connected to the controller assembly. The radiator control module is used to control the operation of the radiator assembly.

2. The integrated airborne electric propulsion system according to claim 1, characterized in that, The motor assembly includes a stator assembly and a rotor assembly, the rotor assembly being fitted around the outer periphery of the stator assembly, and the stator assembly being connected to the stator assembly.

3. The integrated aviation electric propulsion system according to claim 2, characterized in that, The stator assembly includes a carbon fiber sleeve, a stator core assembly, a stator base, and a nacelle connecting bracket. The carbon fiber sleeve and the nacelle connecting bracket are annular structures, and the stator base is installed between the carbon fiber sleeve and the nacelle connecting bracket. The three components together form an annular inner cavity to enclose the stator core assembly inside.

4. The integrated airborne electric propulsion system according to claim 3, characterized in that, The stator core component includes a stator core, two sets of flat wire windings, and a busbar. The stator core is installed inside the stator base. The two flat wire windings are symmetrically installed on the stator core and isolated by insulating paper. The busbar is installed on the stator base and is electrically connected to the flat wire windings.

5. The integrated airborne electric propulsion system according to claim 4, characterized in that, The rotor assembly includes a magnet sleeve assembly and a shaft assembly. The magnet sleeve assembly is rotatably fitted onto the carbon fiber sleeve, and the shaft assembly is rotatably mounted on the stator base and passes through the carbon fiber sleeve to connect with the magnet sleeve assembly.

6. The integrated aviation electric propulsion system according to claim 5, characterized in that, The magnet sleeve assembly includes: a rotor sleeve, a rotor disc, and a plurality of magnets. The rotor sleeve has an annular structure, and the plurality of magnets are attached to the inner wall of the rotor sleeve. The rotor disc is located at one end of the rotor sleeve away from the carbon fiber sleeve, and the rotor sleeve is connected to the rotating shaft assembly.

7. The integrated airborne electric propulsion system according to claim 3, characterized in that, The nacelle connecting bracket is provided with a first oil inlet and a second oil outlet, and the stator base is provided with an oil cavity, a second oil inlet for connecting the oil cavity and the first oil inlet, and a first oil outlet for connecting the oil cavity and the stator core assembly.

8. The integrated airborne electric propulsion system according to claim 7, characterized in that, The controller assembly further includes a base plate, a housing, and a current processing module. The housing and the base plate form a cavity for mounting the drive control module, the radiator control module, and the current processing module. The base plate is mounted on the nacelle connecting bracket. The current processing module is electrically connected to the drive control module and the radiator control module, respectively, and can be connected to an external power source. The current processing module is used to convert the incoming direct current into alternating current.

9. The integrated airborne electric propulsion system according to claim 8, characterized in that, The drive control module, the heat sink control module, and the current processing module are each provided in two sets.

10. The integrated airborne electric propulsion system according to claim 7, characterized in that, The radiator assembly includes at least one oil pump, a heat exchanger, and a fan. The oil pump outlet is connected to the second oil inlet, the oil pump inlet is connected to the inlet of the heat exchanger, the heat exchanger outlet is connected to the first oil outlet, and the fan is used to cool the cooling oil passing through the heat exchanger.

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