Aviation electric propulsion motor casing and aviation electric propulsion motor

Abstract

The utility model relates to the technical field of motors, and discloses an aviation electric propulsion motor casing and an aviation electric propulsion motor, the aviation electric propulsion motor casing comprises a front end cover, a rear end cover and a shell arranged between the front end cover and the rear end cover, the front end cover and the rear end cover are oppositely arranged, one end of the shell is connected with the front end cover, and the other end of the shell is detachably connected with the rear end cover. The shell and the front end cover are of an integrated structure; a plurality of blind grooves distributed at intervals are formed in the side, away from the rear end cover, of the front end cover, and a supporting rib is formed between every two adjacent blind grooves in the front end cover. A plurality of vent grooves distributed at intervals are formed in the rear end cover; a plurality of radiating fin groups which are distributed at intervals in the circumferential direction of the axial lead of the shell are arranged on the peripheral side of the shell, and a plurality of radiating fins are arranged in each radiating fin group. According to the aviation electric propulsion motor casing, the weight of the casing can be effectively reduced, and the structural strength of the casing is enhanced on the premise of ensuring the design of the light-weight casing, so that the casing has relatively high bearing strength and a relatively good heat dissipation effect.

Description

Technical Field

[0001] The utility model relates to the technical field of motors, and in particular to an aviation electric propulsion motor casing and an aviation electric propulsion motor. Background Art

[0002] In aviation electric propulsion systems, motors are required to have higher electrical performance and lighter structure. Currently, the design structure of the motor greatly improves the system power density and reduces the motor space. However, it also makes it difficult to dissipate heat from the internal parts of the motor and faces greater bearing strength pressure.

[0003] Therefore, in aviation electric propulsion systems, how to reduce the weight of the motor while ensuring the motor's load-bearing strength and improving the heat dissipation of the motor's internal parts is a topic that urgently needs to be studied. Utility Model Content

[0004] The purpose of the utility model is to provide an aviation electric propulsion motor casing and an aviation electric propulsion motor. The aviation electric propulsion motor casing can effectively reduce the weight of the casing, and under the premise of ensuring the design of a light-weight casing, enhance the structural strength of the casing, so that the casing has a greater load-bearing strength and a better heat dissipation effect.

[0005] In order to achieve the above object, the utility model provides the following technical solutions:

[0006] An aviation electric propulsion motor casing, comprising:

[0007] A front end cover and a rear end cover are arranged opposite to each other, and a shell body is arranged between the front end cover and the rear end cover, one end of the shell body is connected to the front end cover, the shell body and the front end cover are an integrated structure, and the other end of the shell body is detachably connected to the rear end cover;

[0008] The front end cover is provided with a weight reduction area, and a plurality of blind grooves are provided at intervals on one side of the front end cover away from the rear end cover and located in the weight reduction area, and a support rib is formed in the area between each two adjacent blind grooves in the front end cover;

[0009] The rear end cover is provided with a plurality of ventilation grooves distributed at intervals, so that the rear end cover forms a hollow structure;

[0010] The outer peripheral side of the shell is provided with a plurality of heat dissipation fin groups which are distributed at intervals in the circumferential direction around the axis of the shell, and each of the heat dissipation fin groups includes a plurality of heat dissipation fins.

[0011] The above-mentioned aviation electric propulsion motor casing can effectively reduce the weight of the casing, and enhance the structural strength of the casing while ensuring the design of a lightweight casing, so that the casing has a greater load-bearing strength and better heat dissipation effect.

[0012] Optionally, the heat dissipation fins extend radially outwardly of the shell and are parallel to an axial center line of the shell.

[0013] Optionally, the outer surface of the heat dissipation fin is smoothly connected to the outer peripheral surface of the shell.

[0014] Optionally, the heat dissipation fin has a thickness that gradually decreases from an end connected to the shell to an end away from the shell.

[0015] Optionally, outwardly protruding reinforcing ribs are provided on the outer peripheral side of the shell and between each two adjacent heat dissipation fin groups, and the extending direction of the reinforcing ribs is parallel to the axis of the shell.

[0016] Optionally, at least part of the reinforcing ribs are provided with threaded holes, the axis of the threaded holes is parallel to the extension direction of the reinforcing ribs, and the reinforcing ribs with the threaded holes are evenly distributed around the circumference of the axis of the shell;

[0017] The rear end cover is provided with lugs on the side facing the shell, which are opposite to and matched with the reinforcing ribs one by one, and the lugs corresponding to the reinforcing ribs with the threaded holes are provided with through holes, and the through holes are coaxially arranged with the corresponding threaded holes; the shell and the rear end cover are connected by screws, and the screws pass through the corresponding through holes and are threadedly connected with the threaded holes.

[0018] Optionally, the raised surface of the reinforcing rib is an arc-shaped surface, and the raised surface of the reinforcing rib is smoothly connected to the outer peripheral surface of the shell.

[0019] Optionally, the weight reduction zone is divided into a first annular weight reduction zone and a second annular weight reduction zone coaxially arranged with the axis of the front end cover, and the second annular weight reduction zone is located on a side of the first annular weight reduction zone away from the axis of the front end cover;

[0020] The plurality of blind grooves include a plurality of first sector-shaped grooves located in the first annular weight-reducing area and distributed at intervals around the circumference of the axis of the front end cover, and a plurality of second sector-shaped grooves located in the second annular weight-reducing area and distributed at intervals around the circumference of the axis of the front end cover;

[0021] The support rib is formed between two adjacent first fan-shaped grooves, the support rib is formed between two adjacent second fan-shaped grooves, a first annular support rib is formed between multiple first fan-shaped grooves and multiple second fan-shaped grooves, a second annular support rib is formed between multiple first fan-shaped grooves and the mounting hole in the center of the front end cover, and a third annular support rib is formed between multiple second fan-shaped grooves and the outer periphery of the front end cover.

[0022] Preferably, the number of the second fan-shaped grooves is greater than the number of the first fan-shaped grooves, and the area of ​​the second fan-shaped grooves is smaller than the area of ​​the first fan-shaped grooves.

[0023] Optionally, the rear end cover is provided with a first annular air permeable area and a second annular air permeable area coaxially arranged with the axis of the rear end cover, and the second annular air permeable area is located on a side of the first annular air permeable area away from the axis of the rear end cover;

[0024] The plurality of ventilation grooves include a plurality of first fan-shaped through grooves located in the first annular ventilation area and distributed at intervals around the circumferential axis of the front end cover, and a plurality of second fan-shaped through grooves located in the second annular ventilation area and distributed at intervals around the circumferential axis of the rear end cover;

[0025] Preferably, the second fan-shaped through grooves are arranged in one-to-one correspondence with the first fan-shaped through grooves, and the second fan-shaped through grooves and the first fan-shaped through grooves corresponding to each other are located in the same radial direction of the rear end cover.

[0026] Optionally, the thickness of the front end cover gradually decreases from the axis line of the front end cover to the periphery, and the thickness of the rear end cover gradually decreases from the axis line of the rear end cover to the periphery.

[0027] Preferably, the inner surface of the front end cover facing the shell is perpendicular to the axis of the front end cover, and the inner surface of the rear end cover facing the shell is perpendicular to the axis of the rear end cover.

[0028] The utility model also provides an aviation electric propulsion motor, comprising any one of the aviation electric propulsion motor casings provided by the above technical solution, as well as a rotating shaft, a rotor assembly and a stator assembly, wherein the rotating shaft passes through a front end cover and a rear end cover, a bearing cover is provided between the rotating shaft and the front end cover, the bearing cover is located on a side of the front end cover away from the housing, the rotor assembly is located in the housing and connected to the rotating shaft, and the stator assembly is provided on the inner wall of the housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings constituting part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments and descriptions of the present invention are used to explain the present invention and do not constitute an improper limitation on the present invention. Among them:

[0030] Figure 1 A schematic diagram of the structure of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0031] Figure 2 A schematic structural diagram of a front end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0032] Figure 3 A schematic structural diagram of a front end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0033] Figure 4 A front view of a front end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0034] Figure 5 for Figure 4 A partial enlarged schematic diagram of point B in the middle;

[0035] Figure 6 for Figure 4 Schematic diagram of the cross section along the middle edge AA;

[0036] Figure 7 A schematic structural diagram of a rear end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0037] Figure 8 A schematic structural diagram of a rear end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0038] Fig. 9 A front view of a rear end cover of an aviation electric propulsion motor housing provided by an embodiment of the utility model;

[0039] Fig.10 for Fig. 9 Schematic diagram of the cross section at the middle edge CC;

[0040] Fig.11 A half-section schematic diagram of an aviation electric propulsion motor provided by an embodiment of the utility model;

[0041] Fig.12 A partial cross-sectional schematic diagram of an aviation electric propulsion motor provided in an embodiment of the utility model.

[0042] Icons: 1-front end cover; 2-rear end cover; 3-housing; 4-rotating shaft; 5-rotor assembly; 6-stator assembly; 7-power support rod; 8-bearing cover; 9-propeller blade; 11-blind groove; 11a-first fan-shaped groove; 11b-second fan-shaped groove; 12-support rib; 13-first annular support rib; 14-second annular support rib; 15-third annular support rib; 21-ventilation groove; 21a-first fan-shaped through groove; 21b-second fan-shaped through groove; 22-lug; 23-annular sleeve; 24-annular protrusion; 31-heat sink fin; 32-reinforcement rib; 33-pin hole. DETAILED DESCRIPTION

[0043] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments. Each example is provided by way of explanation of the present invention and does not limit the present invention. In fact, it will be clear to those skilled in the art that modifications and variations may be made in the present invention without departing from the scope or spirit of the present invention. For example, a feature shown or described as a part of one embodiment may be used in another embodiment to produce yet another embodiment. Therefore, it is desired that the present invention includes such modifications and variations within the scope of the appended claims and their equivalents.

[0044] In the description of the present invention, the terms "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom" and the like indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and do not require that the present invention must be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention. The terms "connected", "connected" and "set" used in the present invention should be understood in a broad sense. For example, they can be fixedly connected or detachably connected; they can be directly connected or indirectly connected through an intermediate component. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0045] refer to Figure 1 , Figure 2 and Figure 7As shown, the utility model provides an aviation electric propulsion motor casing, comprising: a front end cover 1 and a rear end cover 2 which are arranged opposite to each other, and a shell 3 arranged between the front end cover 1 and the rear end cover 2, the front end cover 1 and the rear end cover 2 are both circular, the shell 3 is a shell 3 with a cylindrical structure, one end of the shell 3 is connected to the front end cover 1, the shell 3 and the front end cover 1 are an integrated structure, and the other end of the shell 3 is detachably connected to the rear end cover 2, the shell 3 and the front end cover 1 are both arranged as an integrated structure, the connection structure between the front end cover 1 can be omitted, the weight of the casing can be effectively reduced, and the setting of the integrated structure can effectively increase the structural strength of the shell 3 and the front end cover 1; the front end cover 1 has a mounting hole at the center, which can be called a first mounting hole, for the shaft of the motor shaft system to pass through, the rear end cover 2 also has a mounting hole at the center, which is called a second mounting hole, for the shaft of the motor shaft system to pass through, the shaft of the motor shaft system passes through the first mounting hole and the second mounting hole, and is installed and connected with the front end cover 1 and the rear end cover 2. Among them, a weight reduction zone is provided on the side of the front end cover 1 away from the shell 3, and a plurality of blind grooves 11 are arranged at intervals on the side of the front end cover 1 away from the rear end cover 2 and located in the weight reduction zone. In the front end cover 1, a support rib 12 is formed between each two adjacent blind grooves 11, and the concave part of the blind groove 11 is removed, which reduces the weight of the front end cover 1, and the side wall between each two adjacent blind grooves 11 forms a support rib 12. The plurality of blind grooves 11 are arranged at intervals so that a plurality of support ribs 12 are formed on the side of the front end cover 1 away from the shell 3, which can strengthen the structure of the front end cover 1 and enhance the bearing strength of the front end cover 1. A plurality of ventilation grooves 21 are arranged at intervals on the rear end cover 2 so that the rear end cover 2 has a hollow structure, which reduces the weight of the rear end cover 2, and allows the air inside the shell 3 to circulate with the outside at the ventilation grooves 21 of the rear end cover 2, so as to achieve heat exchange and improve the heat dissipation effect. In addition, a plurality of heat dissipation fins 31 groups are provided on the outer peripheral side of the shell 3 and are distributed at circumferential intervals around the axial line of the shell 3. Each heat dissipation fin 31 group includes a plurality of heat dissipation fins 31. The heat dissipation fins 31 are connected to the outer wall of the shell 3. The heat in the shell 3 is transferred to the shell 3 and then to the heat dissipation fins 31. The heat dissipation fins 31 are of a sheet structure. The contact area between the heat dissipation fins 31 and the outside air is increased, which can accelerate the heat dissipation speed, thereby improving the heat dissipation effect in the shell.

[0046] Therefore, the above-mentioned aviation electric propulsion motor casing can effectively reduce the weight of the casing, and enhance the structural strength of the casing while ensuring the design of a lightweight casing, so that the casing has a greater load-bearing strength and better heat dissipation effect.

[0047] Among them, reference Figure 6 and Fig.10As shown, in order to further enhance the structural strength of the front end cover and the rear end cover, the thickness of the front end cover 1 can be set to gradually decrease from the axis of the front end cover 1 to the periphery, and the thickness of the rear end cover 2 can be set to gradually decrease from the axis of the rear end cover 2 to the periphery; the thickness of the front end cover 1 is the dimension of the front end cover 1 in the extension direction of its axis, and the thickness of the rear end cover 2 is the dimension of the rear end cover 2 in the extension direction of its axis. The thickness of the front end cover 1 is set to gradually become thinner from the center to the edge, which can both reduce the weight as much as possible and enhance the strength of the front end cover 1.

[0048] Preferably, reference Figure 6 and Fig.10 As shown, the inner surface of the front end cover 1 facing the shell 3 is perpendicular to the axis of the front end cover 1, that is, the outer surface of the front end cover 1 is set as a slope as a whole, and the inner surface of the rear end cover 2 facing the shell 3 is perpendicular to the axis of the rear end cover 2, and the outer surface of the rear end cover 2 is set as a slope as a whole.

[0049] In one possible implementation, Figure 3 and Figure 4 As shown, the heat dissipation fins 31 extend radially outward from the shell 3 and are parallel to the axis of the shell 3. The heat dissipation fins 31 in each heat dissipation fin group are arranged circumferentially around the axis of the shell 3. The plane to which each heat dissipation fin 31 extends may pass through the axis of the shell 3. Furthermore, the outer surface of the heat dissipation fin 31 is smoothly connected to the outer circumferential surface of the shell 3. The connection seam between the heat dissipation fin 31 and the outer side of the shell 3 is parallel to the axis of the shell 3. The connection seam between the heat dissipation fin 31 and the shell 3 is smoothly connected, which may be a chamfered connection. The connection strength between the heat dissipation fin 31 and the shell 3 may be improved. The arrangement of the heat dissipation fin 31 may enhance the structural strength of the side wall of the shell 3 to a certain extent.

[0050] Specifically, Figure 4 and Figure 5 As shown, the thickness of the heat dissipation fin 31 gradually decreases from one end connected to the shell 3 to the end away from the shell 3, and the end of the heat dissipation fin 31 away from the shell 3 forms a free end. The end of the heat dissipation fin 31 connected to the shell 3 is the root. The thickness of the heat dissipation fin 31 gradually becomes thinner from the root to the free end. The free end is set to be thinner to reduce the load on the root connection of the heat dissipation fin 31, which can ensure the connection strength between the heat dissipation fin 31 and the shell 3, and can reduce the weight of the heat dissipation fin 31 on the basis of ensuring the heat dissipation effect.

[0051] In addition, the free end of the heat dissipation fin is set as an arc-shaped top surface to reduce sharpness, which is helpful to avoid injuries to staff.

[0052] In addition, Figure 4As shown, in order to increase heat dissipation uniformity, multiple heat dissipation fin 31 groups can be arranged on the outer peripheral side of the shell 3 and evenly spaced around the circumference of the shell 3, and the multiple heat dissipation fins 31 in each heat dissipation fin 31 group are also arranged at even intervals.

[0053] In a possible implementation, Figure 2 and Figure 4 As shown, a reinforcing rib 32 protruding outward is provided on the outer peripheral side of the housing 3 and between each two adjacent heat dissipation fins 31. The extending direction of the reinforcing rib 32 is parallel to the axis of the housing 3. The reinforcing rib 32 can improve the structural strength. Moreover, illustratively, in order to further improve the structural strength of the housing 3, the convex surface of the reinforcing rib 32 can be an arc surface, and the convex surface of the reinforcing rib 32 is smoothly connected to the outer peripheral surface of the housing 3. Specifically, the connection seam between the reinforcing rib 32 and the housing 3 is a rounded chamfer.

[0054] Furthermore, combined with Figure 1 ,like Figure 3 and Figure 8 As shown, on the basis of the above-mentioned aviation electric propulsion motor casing, at least part of the reinforcing ribs 32 are provided with threaded holes, the axis of the threaded holes is parallel to the extension direction of the reinforcing ribs 32, and the reinforcing ribs 32 with threaded holes are evenly distributed around the circumference of the axis of the shell 3; correspondingly, lugs 22 that are opposite to and matched with the reinforcing ribs 32 are provided on the side of the rear end cover 2 facing the shell 3, and the lugs 22 corresponding to the reinforcing ribs 32 with threaded holes are provided with through holes, and the through holes are coaxially arranged with the corresponding threaded holes; the shell 3 and the rear end cover 2 are connected by screws, and the screws pass through the corresponding through holes and are threadedly connected with the threaded holes.

[0055] Specifically, refer to Fig.11 and Fig.12 As shown, when a stator assembly is arranged in the casing, the stator assembly 6 is arranged on the inner wall of the shell 3, and the stator assembly 6 has a notch for connection on the side facing the shell 3, and the inner wall of the shell 3 has a pin hole 33 corresponding to the notch of the stator assembly 6, and the stator assembly and the inner wall of the shell 3 can be fixedly connected by a connecting pin, wherein the connecting pin is arranged relative to a reinforcing rib 32 on the outer side of the shell 3 where no threaded hole is arranged.

[0056] In one possible implementation, Figure 8 and Fig.10As shown, the side of the rear end cover 2 facing the shell body 3 has an annular sleeve portion 23 extending toward the shell body 3, and the end of the annular sleeve portion 23 facing the shell body 3 is used to extend into the inner side of the shell body 3, that is, one end of the shell body 3 facing the rear end cover 2 is sleeved on the outer peripheral side of the annular sleeve portion 23, and the outer peripheral side of the end of the annular sleeve portion 23 facing the shell body 3 is provided with an annular protrusion 24, and there is a spacing between the annular protrusion 24 and the port of the annular sleeve portion 23, and the portion from the port of the annular sleeve portion 23 to the annular protrusion 24 is used to extend into the shell body 3, and the annular protrusion 24 cooperates with the edge of the port of the shell body 3 facing the rear end cover 2 to play a limiting role, and the portion from the port of the annular sleeve portion 23 to the annular protrusion 24 and the annular protrusion 24 form a stop structure. Among them, the lug 22 can be arranged on the outer peripheral side of the annular protrusion 24. The lug 22 is a protruding structure arranged on the outer peripheral side of the annular protrusion 24. The protruding structure protrudes radially outward along the annular sleeve 23. The protruding surface of each protruding structure is an arc surface. The protruding surface of the protruding structure is smoothly transitioned to the outer side surface of the annular protrusion 24. The connecting seam between the protruding structure and the annular protrusion 24 is set as a rounded chamfer connection to enhance the connection strength.

[0057] On the other hand, Figure 4 and Figure 6 As shown, for the setting of the weight reduction zone on the front end cover, in a possible embodiment, the weight reduction zone is divided into a first annular weight reduction zone and a second annular weight reduction zone coaxially arranged with the axis of the front end cover 1, and the second annular weight reduction zone is located on the side of the first annular weight reduction zone away from the axis of the front end cover 1; the plurality of blind grooves 11 include a plurality of first fan-shaped grooves 11a located in the first annular weight reduction zone and arranged circumferentially at intervals around the axis of the front end cover 1, and a plurality of second fan-shaped grooves 11b located in the second annular weight reduction zone and arranged circumferentially at intervals around the axis of the front end cover 1; wherein, a support rib 12 is formed between each two adjacent first fan-shaped grooves 11a, a support rib 12 is formed between each two adjacent second fan-shaped grooves 11b, a first annular support rib 13 is formed between the plurality of first fan-shaped grooves 11a and the plurality of second fan-shaped grooves 11b, a second annular support rib 14 is formed between the plurality of first fan-shaped grooves 11a and the mounting hole in the center of the front end cover 1, and a third annular support rib 15 is formed between the plurality of second fan-shaped grooves 11b and the outer periphery of the front end cover 1.

[0058] For example, Figure 4 As shown, the number of the second fan-shaped grooves 11b is greater than the number of the first fan-shaped grooves 11a, and the area of ​​the second fan-shaped grooves 11b is smaller than the first fan-shaped grooves 11a. Specifically, in the radial direction of the front end cover 1, the length dimension of the second fan-shaped grooves 11b is smaller than the length dimension of the first fan-shaped grooves 11a, and in the radial direction of the front end cover 1, each first fan-shaped groove 11a can be opposite to four second fan-shaped grooves 11b.

[0059] Regarding the setting of the ventilation slot on the rear end cover, Fig. 9 As shown, in a possible implementation, the rear end cover 2 is provided with a first annular air permeable area and a second annular air permeable area coaxially arranged with the axis of the rear end cover 2, and the second annular air permeable area is located on the side of the first annular air permeable area away from the axis of the rear end cover 2; the multiple air vents 21 include a plurality of first fan-shaped through grooves 21a located in the first annular air permeable area and circumferentially spaced around the axis of the rear end cover 2, and a plurality of second fan-shaped through grooves 21b located in the second annular air permeable area and circumferentially spaced around the axis of the rear end cover 2; wherein a connecting rib is formed between each two adjacent first fan-shaped through grooves 21a, a connecting rib is formed between each two adjacent second fan-shaped through grooves 21b, a first fan-shaped connecting rib is formed between the multiple first fan-shaped through grooves 21a and the multiple second fan-shaped through grooves 21b, a second fan-shaped connecting rib is formed between the multiple first fan-shaped through grooves 21a and the mounting hole in the center of the rear end cover 2, and a third annular connecting rib is formed between the multiple second fan-shaped through grooves 21b and the outer periphery of the rear end cover 2.

[0060] For example, Fig. 9 As shown, the second fan-shaped through groove 21b is arranged in one-to-one correspondence with the first fan-shaped through groove 21a, and the corresponding second fan-shaped through groove 21b and the first fan-shaped through groove 21a are located in the same radial direction of the rear end cover 2. And in the radial direction of the rear end cover 2, the length dimension of the second fan-shaped through groove 21b is greater than or equal to the length dimension of the first fan-shaped through groove 21a.

[0061] refer to Fig.11 and Fig.12 As shown, the present embodiment further provides an aviation electric propulsion motor, comprising any aviation electric propulsion motor casing as provided in the above embodiments, as well as a rotating shaft 4, a rotor assembly 5 and a stator assembly 6, the rotating shaft 4 passes through the front end cover 1 and the rear end cover 2, a bearing cover 8 is provided at the first mounting hole of the front end cover 1, the bearing cover 8 is located on the side of the front end cover 1 away from the shell 3, the rotating shaft 4 passes through the bearing cover 8 and cooperates with the first mounting hole, so that the rotating shaft 4 and the front end cover 1 are sealed and connected, the rotor assembly 5 is located in the shell 3 and connected to the rotating shaft, the stator assembly 6 is provided on the inner wall of the shell 3, the stator assembly 6 has a notch for connection on the side facing the shell 3, the inner wall of the shell 3 has a pin hole 33 corresponding to the notch of the stator assembly 6, the stator assembly 6 and the inner wall of the shell 3 can be fixedly connected by a connecting pin, wherein the connecting pin is arranged relative to the reinforcing rib 32 on the outer side of the shell 3 where no threaded hole is provided. A power strut 7 with a cylindrical structure is provided on the side of the rear end cover 2 away from the shell 3. One end of the power strut 7 is sealed and connected to the outer periphery of the rear end cover 2 through a clamp. The internal cavity of the power strut 7 is connected to the ventilation groove 21 of the rear end cover 2. The other end of the power strut 7 is used for connecting to the electrical control system of the aviation equipment, and the part of the electrical control system connected to the power strut is a sealed space system.

[0062] In addition, a propeller assembly is installed at the end of the shaft extending out of the front cover 1 away from the rear cover 2. The propeller assembly has at least two propeller blades 9 installed on the shaft, and the propeller blades 9 are evenly distributed around the circumference of the axis of the shaft 4.

[0063] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An aviation electric propulsion motor housing, characterized in that: include: A front end cover and a rear end cover are arranged opposite to each other, and a shell is arranged between the front end cover and the rear end cover, one end of the shell is connected to the front end cover, the shell and the front end cover are an integrated structure, and the other end of the shell is detachably connected to the rear end cover; The front end cover is provided with a weight reduction area, and a plurality of blind grooves are provided at intervals on one side of the front end cover away from the rear end cover and in the weight reduction area, and a support rib is formed in the area between each two adjacent blind grooves in the front end cover; The rear end cover is provided with a plurality of ventilation grooves distributed at intervals, so that the rear end cover forms a hollow structure; The outer peripheral side of the shell is provided with a plurality of heat dissipation fin groups which are distributed at intervals in the circumferential direction around the axis of the shell, and each of the heat dissipation fin groups includes a plurality of heat dissipation fins.

2. The aviation electric propulsion motor housing according to claim 1, characterized in that: The heat dissipation fins extend outwardly along the radial direction of the shell and are parallel to the axis of the shell.

3. The aviation electric propulsion motor housing according to claim 2, characterized in that: The outer surface of the heat dissipation fin is smoothly connected to the outer peripheral surface of the shell.

4. The aviation electric propulsion motor housing according to any one of claims 1 to 3, characterized in that: The thickness of the heat dissipation fin gradually decreases from one end connected to the shell to one end away from the shell.

5. The aviation electric propulsion motor housing according to claim 1, characterized in that: An outwardly protruding reinforcing rib is provided on the outer peripheral side of the shell and between each two adjacent heat dissipation fin groups, and the extending direction of the reinforcing rib is parallel to the axis of the shell.

6. The aviation electric propulsion motor housing according to claim 5, characterized in that: At least part of the reinforcing ribs are provided with threaded holes, the axis of the threaded holes is parallel to the extension direction of the reinforcing ribs, and the reinforcing ribs with the threaded holes are evenly distributed around the circumference of the axis of the shell; The rear end cover is provided with lugs on the side facing the shell, which are opposite to and matched with the reinforcing ribs one by one, and the lugs corresponding to the reinforcing ribs with the threaded holes are provided with through holes, and the through holes are coaxially arranged with the corresponding threaded holes; the shell and the rear end cover are connected by screws, and the screws pass through the corresponding through holes and are threadedly connected with the threaded holes.

7. The aviation electric propulsion motor housing according to claim 5 or 6, characterized in that: The convex surface of the reinforcing rib is an arc-shaped surface, and the convex surface of the reinforcing rib is smoothly connected to the outer peripheral surface of the shell.

8. The aviation electric propulsion motor housing according to claim 1, characterized in that: The weight reduction area is divided into a first annular weight reduction area and a second annular weight reduction area coaxially arranged with the axis of the front end cover, and the second annular weight reduction area is located on a side of the first annular weight reduction area away from the axis of the front end cover; The plurality of blind grooves include a plurality of first sector-shaped grooves located in the first annular weight-reducing area and distributed at intervals around the circumference of the axis of the front end cover, and a plurality of second sector-shaped grooves located in the second annular weight-reducing area and distributed at intervals around the circumference of the axis of the front end cover; The support rib is formed between two adjacent first fan-shaped grooves, the support rib is formed between two adjacent second fan-shaped grooves, a first annular support rib is formed between multiple first fan-shaped grooves and multiple second fan-shaped grooves, a second annular support rib is formed between multiple first fan-shaped grooves and the mounting hole in the center of the front end cover, and a third annular support rib is formed between multiple second fan-shaped grooves and the outer periphery of the front end cover.

9. The aviation electric propulsion motor housing according to claim 8, characterized in that: The number of the second fan-shaped grooves is greater than the number of the first fan-shaped grooves, and the area of ​​the second fan-shaped grooves is smaller than that of the first fan-shaped grooves.

10. The aviation electric propulsion motor housing according to claim 1, characterized in that: The rear end cover is provided with a first annular air permeable area and a second annular air permeable area coaxially arranged with the axis of the rear end cover, and the second annular air permeable area is located on a side of the first annular air permeable area away from the axis of the rear end cover; The plurality of ventilation grooves include a plurality of first fan-shaped through grooves located in the first annular ventilation zone and distributed circumferentially around the axis of the front end cover, and a plurality of second fan-shaped through grooves located in the second annular ventilation zone and distributed circumferentially around the axis of the rear end cover.

11. The aviation electric propulsion motor housing according to claim 10, characterized in that: The second fan-shaped through grooves are arranged in one-to-one correspondence with the first fan-shaped through grooves, and the second fan-shaped through grooves and the first fan-shaped through grooves corresponding to each other are located in the same radial direction of the rear end cover.

12. The aviation electric propulsion motor housing according to claim 1, characterized in that: The thickness of the front end cover gradually decreases from the axis line of the front end cover to the periphery, and the thickness of the rear end cover gradually decreases from the axis line of the rear end cover to the periphery.

13. The aviation electric propulsion motor housing according to claim 12, characterized in that: The inner surface of the front end cover facing the shell is perpendicular to the axis of the front end cover, and the inner surface of the rear end cover facing the shell is perpendicular to the axis of the rear end cover.

14. An aviation electric propulsion motor, characterized in that: It comprises an aviation electric propulsion motor casing as described in any one of claims 1 to 13, as well as a rotating shaft, a rotor assembly and a stator assembly, the rotating shaft passes through a front cover and a rear cover, a bearing cover is provided between the rotating shaft and the front cover, the bearing cover is located on a side of the front cover away from the housing, the rotor assembly is located in the housing and connected to the rotating shaft, and the stator assembly is provided on the inner wall of the housing.

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