Shaftless ducted propeller and aircraft

Abstract

The invention provides a shaftless ducted thruster and an aircraft. The shaftless ducted thruster comprises a shell, an air floatation rotating paddle assembly, an air cooling duct and a lip air inlet duct structure. The air floatation rotating paddle assembly is arranged in the inner side of the shell, is provided with a rotatable shaftless paddle end and is used for providing propelling force in a rotating manner; the air cooling duct is arranged between the shell and the air flotation rotating paddle assembly and penetrates through the two ends of the shell; the lip air inlet channel structure is arranged at the end of the shell and used for guiding airflow to enter the air cooling duct in an accelerated mode, and heat dissipation is conducted on the air flotation rotating paddle assembly in the shell. According to the invention, the air cooling duct is arranged between the shell and the air floatation rotating paddle assembly, and the air flow flows through the air cooling duct at a high speed under the flow guide acceleration of the lip air inlet duct structure on the air flow, so that direct heat dissipation is carried out on a core heating part, and a through type high-speed heat dissipation flow channel is formed; the low-efficiency heat dissipation mode that heat is conducted from the inside to the shell for heat dissipation in a traditional structure is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of propulsion technology, specifically to a shaftless ducted propulsion system and an aircraft. Background Technology

[0002] With the acceleration of urbanization and the rapid development of drone technology, eVTOL, with its vertical takeoff and landing capabilities, flexibility, and environmental adaptability, has shown great application potential in urban air traffic, logistics delivery, and emergency rescue. Traditional propulsion systems often suffer from problems such as low propulsion efficiency, heat dissipation difficulties, and complex structures. Therefore, shaftless thrusters have emerged, which have lower noise and higher efficiency. For example, Chinese Patent 201811359117.3 discloses a shaftless thruster, including: a stator; a rotor, which is mounted inside the stator through a pair of bearings located at the ends, defining an assembly cavity between the two bearings; an end cap, fixed to the end of the stator, for sealing both ends of the assembly formed by the stator and rotor; stator windings, mounted on the stator side of the assembly cavity; permanent magnets, mounted on the rotor side of the assembly cavity; and blades, mounted on the inner wall of the rotor.

[0003] For the aforementioned existing technologies, the shaftless design of shaftless thrusters can provide advantages such as low noise and high efficiency. However, shaftless thrusters directly integrate high-power electric motors into the thruster compartment and merge them with the propeller. This means that electrical energy is converted into mechanical energy and heat energy in a relatively small and enclosed space. The heat generated per unit volume is very high, and relying solely on natural heat dissipation from the surface results in relatively low heat dissipation efficiency. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose a shaftless ducted propulsion device to solve the technical problem of low heat dissipation efficiency in the prior art, which relies on natural heat dissipation from the external surface.

[0005] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a shaftless ducted thruster, comprising: shell; An air-floating propeller assembly, which is built into the inside of the housing; An air-cooled duct, disposed between the outer shell and the air-bearing propeller assembly, and extending through both ends of the outer shell; and The lip-shaped air intake structure, located at the end of the housing, is used to guide airflow to accelerate into the air-cooled duct and dissipate heat from the air-bearing propeller assembly inside the housing.

[0006] In some embodiments, the lip inlet structure includes a primary lip, a secondary lip, and a drive mechanism. The secondary lip is mounted on the housing, and the drive mechanism is mounted on the housing with its movable end connected to the primary lip to drive the primary lip to move and adjust the interval distance between it and the secondary lip.

[0007] In some embodiments, the secondary lip is coaxially arranged inside the primary lip, and the outer diameter of the secondary lip is larger than that of the primary lip. The curvature of the primary lip matches that of the secondary lip, and it has a high-speed guiding position state that is in contact with the secondary lip, and a low-speed guiding position state that is separated from the secondary lip and forms a gap.

[0008] In some embodiments, the inner side of the secondary lip is provided with a plurality of air guide grooves, and the air guide grooves correspond one-to-one with the air-cooled duct.

[0009] In some embodiments, the housing includes a main housing and a rear housing, the lip intake structure and the rear housing are respectively installed at both ends of the main housing, and the rear housing has a plurality of exhaust ports corresponding one-to-one with the air-cooled duct.

[0010] In some embodiments, the air-bearing propeller assembly includes an air-bearing rotor, air-bearing foils, and an air-bearing stator. The air-bearing stator is installed inside the main housing, the air-bearing rotor is rotatably connected to the inside of the air-bearing stator, and the air-bearing foils are connected to the inside of the air-bearing stator and sleeved on the outside of the air-bearing rotor.

[0011] In some embodiments, the air bearing foil includes a corrugated foil and a flat foil, the corrugated foil being sleeved on the outside of the flat foil, a foil fixing groove being formed on the inner side of the air bearing stator, and the flat foil being fixed in the foil fixing groove of the air bearing stator by foil fixing wedges.

[0012] In some embodiments, the air bearing stator is provided with an inner edge housing, and the inner edge housing is provided with a plurality of circumferentially distributed thrust foils, which are arranged on both sides of the air bearing rotor to bear axial loads.

[0013] In some embodiments, the outer casing is cylindrical in shape, and a bracket is provided on the outer side of the outer casing. The bracket is provided with a gear for connecting a gear drive component to drive the rotation of the propeller.

[0014] Secondly, the present invention also provides an aircraft comprising a shaftless ducted propulsion system as described in any of the preceding claims.

[0015] Compared with the prior art, the shaftless ducted thruster provided by the present invention uses an air-cooled duct arranged between the outer shell and the air-bearing propeller assembly. Under the guidance and acceleration of the airflow by the lip air intake structure, the airflow flows at high speed through the air-cooled duct to directly dissipate heat from the core heat-generating parts, forming a through-type high-speed heat dissipation channel, which effectively improves the inefficient heat dissipation mode of traditional structures where heat is conducted from the inside to the outer shell. Attached Figure Description

[0016] Figure 1 This is a three-dimensional diagram of the shaftless ducted thruster provided in an embodiment of the present invention; Figure 2 This is a three-dimensional exploded view of the shaftless ducted thruster provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the lip intake structure of the shaftless ducted thruster provided in an embodiment of the present invention; Figure 4 This is a diagram of the open air intake structure of the shaftless ducted thruster provided in an embodiment of the present invention; Figure 5 This is a closed air intake structure diagram of the shaftless ducted thruster provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the drive mechanism of the shaftless ducted propeller provided in an embodiment of the present invention; Figure 7 This is a structural diagram of the air bearing stator of the shaftless ducted propeller provided in an embodiment of the present invention; Figure 8 This is a structural diagram of the air bearing foil of the shaftless ducted propeller provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of the aircraft provided in an embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures: 1. Outer shell; 11. Main shell; 12. Rear shell; 12a. Exhaust port; 101. Bracket; 102. Gear; 2. Air-bearing propeller assembly; 21. Air-bearing rotor; 21a. Permanent magnet; 21b. Propeller blade; 22. Air-bearing foil; 221. Corrugated foil; 222. Flat foil; 223. Foil fixing wedge; 23. Air-bearing stator; 23a. Heat sink; 23b. Foil fixing groove; 23c. Inner edge housing; 23d. Thrust foil; 23e. Winding coil; 3. Air-cooled duct; 4. Lip intake structure; 41. Primary lip; 42. Secondary lip; 42a. Air guide groove; 43. Drive mechanism; 431. Stepper motor; 432. Gear set; 433. Lead screw telescopic pair; 100. Thruster; 200. Aircraft. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] To address the technical problem of low heat dissipation efficiency when relying on natural heat dissipation from the exterior, this invention provides a shaftless ducted thruster. This thruster utilizes an air-cooled duct arranged between the outer shell and the air-bearing propeller assembly. With the airflow accelerated by the lip inlet structure, the airflow flows at high speed through the air-cooled duct, directly dissipating heat from the core heat-generating components. This forms a through-type high-speed heat dissipation channel, effectively improving the inefficient heat dissipation mode in traditional structures where heat is conducted from the interior to the outer shell.

[0020] It should be noted that the shaftless ducted thruster described in this invention is used in, but not limited to, aircraft. For ease of explanation, this invention will only use the application of the shaftless ducted thruster in aircraft as an example. The principle of the shaftless ducted thruster in other types of equipment is essentially the same as that in aircraft, and will not be described in detail here.

[0021] Please see Figure 1-8 This invention discloses a shaftless ducted propeller, comprising a housing 1, an air-bearing propeller assembly 2, an air-cooled duct 3, and a lip inlet structure 4. The air-bearing propeller assembly 2 is housed within the housing 1 and consists of a shaftless motor and blades, with rotatable shaftless blade ends for providing propulsion. The air-cooled duct 3 is located between the housing 1 and the air-bearing propeller assembly 2, extending through both ends of the housing 1. The air-cooled duct 3 serves as a heat dissipation channel passing through the shaftless motor of the air-bearing propeller assembly 2, allowing airflow to pass through during propulsion and directly cooling the core heat-generating components of the air-bearing propeller assembly 2. The lip inlet structure 4 is located at the end of the housing 1 and guides the airflow to accelerate into the air-cooled duct 3, further cooling the air-bearing propeller assembly 2 within the housing 1 and improving heat dissipation efficiency.

[0022] In this embodiment, the original closed shell structure is replaced with a heat dissipation structure with multiple air-cooled ducts 3, which allows the heat stored inside to be dissipated through the air in a through manner, reducing the accumulation of internal heat and avoiding the inefficient heat dissipation path from the internal air-float propeller assembly 2 to the outer shell 1 and then through the outer surface of the outer shell 1. It can also be combined with the heat dissipation of the outer surface of the outer shell 1 to form a dual heat dissipation system.

[0023] In one embodiment, please refer to Figure 1-5To adapt to high and low speed flight conditions and adjust the airflow for heat dissipation, adapting to different heat dissipation needs and flight propulsion speeds, and avoiding adverse interference with flight propulsion, the lip intake structure 4 includes a primary lip 41, a secondary lip 42, and a drive mechanism 43. The secondary lip 42 is mounted on the outer shell 1, and the drive mechanism 43 is mounted on the outer shell 1, with its movable end connected to the primary lip 41, driving the primary lip 41 to move and adjust the distance between it and the secondary lip 42. The opening degree of the lip can be adjusted according to the required flight propulsion speed, thereby regulating the air intake volume. Specifically, both dynamically adjust the opening state according to flight speed, increasing the airflow at low speeds and returning to the original state at high speeds to adapt to different flight requirements, avoiding the significant impact of a large-flow opening on flight speed when high-speed flight is required.

[0024] The drive mechanism 43 can be a lead screw structure driven by a stepper motor 431. Please refer to [link / reference]. Figure 6 The secondary lip 42 is connected to the front side of the thruster housing by fastening bolts. A lead screw stepper motor is mounted on the secondary lip 42, and its drive end is connected to the input end of a gear set 432. The output end of the gear set 432 is connected to a lead screw telescopic pair 433. The lead screw telescopic pair consists of a lead screw, an outer sleeve, and a limiting sleeve. The limiting sleeve restricts the linear sliding of the outer sleeve. When the lead screw rotates, it drives the outer sleeve to slide along the limiting sleeve, forming a telescopic action. The outer sleeve is connected to the primary lip, driving the primary lip to move back and forth, thus changing the opening state. The opening degree of the lip can be precisely controlled by the lead screw stepper motor and PID technology to adapt to different flight speeds and airflow conditions and adjust the flow rate of the ducted thruster.

[0025] Understandably, the stepper motor-driven lead screw telescopic structure is a mature existing device. The stepper motor, driven by a gear set, rotates the lead screw, causing the threaded outer sleeve, which is guided and limited, to telescopically extend along its limiting sleeve. Further details are omitted here. Alternatively, the drive mechanism 43 can also employ other existing devices with linear telescopic motion, such as hydraulic or pneumatic actuators, which have controllable stroke telescopic mechanisms.

[0026] Furthermore, in order to completely close the opening between the primary lip 41 and the secondary lip 42 at high speeds, the secondary lip 42 is coaxially arranged inside the primary lip 41, and the outer diameter of the secondary lip 42 is larger than that of the primary lip 41. The curvature of the primary lip 41 matches that of the secondary lip 42, and it has a high-speed guiding position that is in contact with the secondary lip 42, and a low-speed guiding position that is separated from the secondary lip 42 and forms a gap. Thus, it can be closed when it is necessary to close the opening between the two lips.

[0027] Specifically, during low-speed flight, the first-stage lip moves forward, increasing the opening size and the airflow into the cooling channel, thereby improving heat dissipation efficiency, reducing the operating temperature of the thruster, and optimizing the uniform distribution of airflow to further enhance the heat dissipation effect. Conversely, during high-speed flight, the first-stage lip moves backward, returning to its original position. Although the opening size decreases, the high-speed airflow velocity remains high, ensuring a large airflow through the cooling channel per unit time and maintaining good heat dissipation. Furthermore, the high-speed airflow optimized by the double lip can more efficiently remove heat while reducing air resistance and improving the flight efficiency of the unmanned aerial vehicle.

[0028] Furthermore, in order to provide more concentrated guiding flow to each air-cooled duct 3, a plurality of air guide grooves 42a are provided on the inner side of the secondary lip 42, and the air guide grooves 42a correspond one-to-one with the air-cooled duct 3.

[0029] In one embodiment, please refer to Figure 1-5 In order to form an assemblable structure and a through-type heat dissipation channel, the outer shell 1 includes a main shell 11 and a rear shell 12. The lip air intake structure 4 and the rear shell 12 are respectively installed at both ends of the main shell 11. The rear shell 12 has a plurality of exhaust ports 12a corresponding one-to-one with the air-cooled duct 3. That is, after the air-float propeller assembly 2 is installed in the main shell 11, the rear shell 12 and the lip air intake structure 4 are installed at both ends.

[0030] Understandably, both the rear housing 12 and the lip intake structure 4 can be bolted to the main housing 11, or installed using other detachable structures; no single limitation is made here.

[0031] In one embodiment, please refer to Figure 1-5 To provide shaftless rotation and air buoyancy, the air-bearing propeller assembly 2 includes an air-bearing rotor 21, air-bearing foils 22, and an air-bearing stator 23. The air-bearing stator 23 is mounted inside the main housing 11. The air-bearing rotor 21 is rotatably connected to the inside of the air-bearing stator 23. The air-bearing foils 22 are connected to the inside of the air-bearing stator 23 and sleeved on the outside of the air-bearing rotor 21. The air-bearing foils 22 have elastic compressibility. Under the rotation of the air-bearing rotor 21, they are compressed by airflow to form an air film, suspending the air-bearing rotor 21 and thus achieving frictionless and non-eccentric rotation. The air-bearing stator 23 has winding coils 23e.

[0032] The air bearing rotor 21 integrates a permanent magnet 21a and a blade 21b. The blade is a wavy leading edge blade, with one end connected to the hub and the other end connected to the inner side of the air bearing rotor. The wavy leading edge blade can effectively reduce the noise generated when the blade rotates at high speed and improve the stability of the gas flow.

[0033] Furthermore, permanent magnets are installed at equal intervals in the grooves on the outside of the air bearing rotor. At the same time, the air bearing rotor is equipped with a housing, which is installed on the outside of the air bearing rotor by fastening bolts to achieve sealing of the permanent magnets.

[0034] Furthermore, the air bearing stator 23 is provided with heat sinks 23a extending into the air-cooled duct 3 to improve heat dissipation performance. High-speed airflow carries away the heat generated by the bearing, achieving overall heat dissipation for the propeller.

[0035] Furthermore, to reduce friction and improve the performance of the propeller rotor, the air bearing foil 22 includes a corrugated foil 221 and a flat foil 222. The corrugated foil 221 is fitted onto the outside of the flat foil 222. A foil fixing groove 23b is formed on the inner side of the air bearing stator 23. The flat foil 222 is fixed in the foil fixing groove 23b of the air bearing stator 23 by foil fixing wedges 223. After the wing begins to rotate, the gas passes through at high speed, forming high pressure that squeezes the flat foil outward, enabling the air bearing rotor to rotate without friction and without eccentricity.

[0036] Among them, the air bearing stator 23 is installed inside the propeller housing by fastening bolts, and the iron core is evenly distributed inside the stator and achieves sealing.

[0037] For further details, please refer to Figure 7 The air bearing stator 23 has an inner edge housing 23c, on which several circumferentially distributed thrust foils 23d are provided. These thrust foils 23d are arranged on both sides of the air bearing rotor 21 and have elastic compressibility, being curved elastic sheets used to bear axial loads. The thrust foils are evenly distributed on the rear side housing of the air bearing stator. After the axial thrust foils are activated, the air bearing rotor is suspended, achieving frictionless rotation.

[0038] In one embodiment, please refer to Figure 1 and Figure 2 The outer shell 1 is cylindrical in shape. A bracket 101 is provided on the outer side of the outer shell 1. A gear 102 is provided on the bracket 101 for connecting the gear drive component to drive the rotation of the propeller. The wires inside the ducted propeller are also connected to the internal wiring of the machine body here.

[0039] Understandably, the propeller controls the movement of the air-floating propeller assembly 2 through the propeller circuit module, which includes a star circuit connection and Hall sensor access assistance. This is a conventional method of motor control in this technical field and will not be elaborated on further here.

[0040] To better understand this invention, the following is combined with... Figures 1 to 8 The technical solution of the present invention is described in detail as follows: The double-lip air intake structure 4 includes a primary lip 41 and a secondary lip 42. The opening state of the two is dynamically adjusted according to the flight speed. The secondary lip 42 is connected to the front side of the thruster housing 1 by fastening bolts. The movable end of the drive mechanism 43 is connected to the primary lip 41, driving the primary lip 41 to move back and forth, so that the opening state changes to adapt to different propulsion speeds and heat dissipation requirements. Through the combination of corrugated foil 221 and flat foil 222, when the air bearing rotor 21 and the blades on it rotate, the airflow is compressed to generate an air film. Combined with the corrugated leading edge blades, it can effectively reduce the noise generated when the blades rotate at high speed and improve the stability of the gas flow, giving the equipment low noise. In addition, the thrust foils are evenly distributed on the rear housing of the air bearing stator. Similarly, after the blades rotate, the axial thrust foils are compressed by the airflow, creating a gap between them and the rotor to form an air film, which makes the air bearing rotor suspend and achieve frictionless rotation.

[0041] The present invention also provides an aircraft, please refer to [link / reference]. Figure 9 This includes the shaftless ducted thruster as described in any of the above embodiments. The ducted thruster is mounted on the connecting slot using a welding process, and the angle of the ducted thruster is changed through a motor and gear transmission, improving maneuverability during flight and adapting to more flight scenarios.

[0042] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A shaftless ducted thruster, characterized in that, include: shell; An air-floating propeller assembly, which is built into the inner side of the housing, has a rotatable shaftless blade end for rotation to provide propulsion. An air-cooled duct is disposed between the outer shell and the air-bearing propeller assembly, and extends through both ends of the outer shell; as well as The lip-shaped air intake structure, located at the end of the housing, is used to guide airflow to accelerate into the air-cooled duct and dissipate heat from the air-bearing propeller assembly inside the housing.

2. The shaftless ducted thruster according to claim 1, characterized in that, The lip inlet air intake structure includes a primary lip, a secondary lip, and a drive mechanism. The secondary lip is mounted on the housing, and the drive mechanism is mounted on the housing. Its movable end is connected to the primary lip, driving the primary lip to move and adjusting the interval distance between it and the secondary lip.

3. The shaftless ducted thruster according to claim 2, characterized in that, The secondary lip is coaxially arranged inside the primary lip, and the outer diameter of the secondary lip is larger than that of the primary lip. The curvature of the primary lip matches that of the secondary lip, and it has a high-speed guiding position that fits into the secondary lip, and a low-speed guiding position that separates from the secondary lip and forms a gap.

4. The shaftless ducted thruster according to claim 2, characterized in that, The inner side of the secondary lip is provided with a plurality of air guide grooves, and the air guide grooves correspond one-to-one with the air-cooled duct.

5. The shaftless ducted thruster according to claim 1, characterized in that, The outer casing includes a main casing and a rear casing. The lip intake structure and the rear casing are respectively installed at both ends of the main casing. The rear casing has a plurality of exhaust ports that correspond one-to-one with the air-cooled duct.

6. The shaftless ducted thruster according to claim 5, characterized in that, The air-bearing propeller assembly includes an air-bearing rotor, air-bearing foil, and air-bearing stator. The air-bearing stator is installed inside the main housing. The air-bearing rotor is rotatably connected to the inside of the air-bearing stator. The air-bearing foil is connected to the inside of the air-bearing stator and sleeved on the outside of the air-bearing rotor.

7. The shaftless ducted thruster according to claim 6, characterized in that, The air bearing foil includes a corrugated foil and a flat foil. The corrugated foil is sleeved on the outside of the flat foil. A foil fixing groove is opened on the inner side of the air bearing stator. The flat foil is fixed in the foil fixing groove of the air bearing stator by foil fixing wedges.

8. The shaftless ducted thruster according to claim 7, characterized in that, The air bearing stator is provided with an inner edge housing, and the inner edge housing is provided with a plurality of circumferentially distributed thrust foils. The thrust foils are arranged on both sides of the air bearing rotor to bear axial loads.

9. The shaftless ducted thruster according to claim 1, characterized in that, The outer shell is cylindrical in shape, and a bracket is provided on the outer side of the outer shell. The bracket is equipped with gears for connecting gear drive components to drive the rotation of the propeller.

10. An aircraft, characterized in that, Including the shaftless ducted propulsion as described in any one of claims 1-9.

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