Multi-stage axial flow electric aircraft engine

Abstract

The utility model provides a multistage axial flow electric aircraft engine. A power output unit comprises an axial magnetic flux motor, a water channel and a wing-shaped water tank. The aerodynamic suite comprises a fairing, paddles and blades; the axial magnetic flux motor and the aerodynamic suite are fixed through a cabin to form a complete all-electric aero-engine assembly; the axial magnetic flux motor is arranged in the cabin, a fairing is arranged outside the cabin, and a water channel of the axial magnetic flux motor extends out of the cabin and the fairing through a heat dissipation pipeline and is communicated with a wing-shaped water tank mounted on a wing to form a heat dissipation system; the blades are installed at the output end of the axial magnetic flux motor, and rotation of the blades is achieved. According to the utility model, a special geometric structure cabin is adopted, and a power pneumatic mode of axial flow internal circulation is realized by combining a multi-stage rotor, a multi-stage stator and a multi-stage blade; the pneumatic mode of an existing single-blade electric engine is replaced, the multi-stage blade has more redundancy than a single blade, and the axial flow type pneumatic layout improves the gas circulation efficiency.

Description

Technical Field

[0001] This utility model belongs to the field of electric motors, and in particular relates to a multi-stage axial-flow electric aircraft motor. Background Technology

[0002] In recent years, the low-altitude economy, represented by eVTOL (eVTOL) aircraft, has been booming. eVTOL has a service ceiling below 3000 meters and a range of only 100 kilometers, which is helpful for short-distance urban transportation but difficult to cover areas within a 500-600 kilometer radius. Medium and large fixed-wing aircraft with a service ceiling above 5000 meters fall under the category of general aviation transportation, where eVTOL cannot meet the requirements for general aviation and payload. General aviation cannot directly transplant or fully adopt eVTOL technology in terms of power units, battery energy density, and related electronic control systems for all-electric aircraft. The technical requirements of eVTOL cannot address issues such as high-altitude low temperatures, long-endurance battery life, power output stability and safety, and high payload.

[0003] Therefore, this utility model aims to solve the above problems by starting from the fundamental issues of the power unit, namely the electric motor and aerodynamics, and forming a multi-stage axial-flow all-electric aero engine that is different from a single-blade electric motor, so as to meet the power requirements of medium and large fixed-wing aircraft for high altitude and low temperature, long flight time, high load and low consumption. Utility Model Content

[0004] In view of this, the present invention aims to propose a multi-stage axial-flow electric aircraft engine to solve the above problems.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A multi-stage axial-flow electric aircraft engine, including a power output unit and an aerodynamic kit;

[0007] The power output unit includes an axial flux motor, a water channel, and an airfoil tank; the aerodynamic kit includes a fairing, blades, and blades; the axial flux motor and the aerodynamic kit are fixed together by the nacelle to form a complete all-electric aircraft engine assembly.

[0008] The axial flux motor is installed inside the cabin, and a fairing is provided outside the cabin. The water channel of the axial flux motor extends out of the cabin and the fairing through heat dissipation pipes and is connected to the airfoil water tank installed on the wing to form a heat dissipation system.

[0009] The blades are installed at the output end of the axial flux motor to achieve blade rotation.

[0010] Furthermore, the axial flux motor includes a first power mechanism, a second power mechanism, and a third power mechanism, wherein blades are mounted to the moving wheel of the axial flux motor to form a moving impeller, and blades are mounted to the stationary wheel of the axial flux motor to form a stationary impeller.

[0011] Furthermore, the first power mechanism includes a first moving impeller, a first stationary impeller, and a first main shaft;

[0012] The No. 1 moving impeller and the No. 1 stationary impeller form a primary power unit, and several power units are installed in the nacelle.

[0013] One stationary impeller serves as the stator of the axial flux motor, and one moving impeller serves as the rotor of the axial flux motor.

[0014] The No. 1 stationary impeller and the No. 1 moving impeller are arranged at intervals. The No. 1 stationary impeller is provided with a central hole. The No. 1 main shaft passes through the No. 1 stationary impeller and the No. 1 moving impeller and extends to the outside of the nacelle.

[0015] The first impeller and the first main shaft are connected to form an integrated structure.

[0016] Furthermore, a magnetic levitation bearing is provided between the central hole of the first stationary impeller and the first main shaft, and the blade is installed at the end of the first moving impeller near the outside of the nacelle.

[0017] Furthermore, the second power mechanism includes a second moving impeller, a second stationary impeller, and a second main shaft. The second moving impeller and the second stationary impeller form a primary power unit, and several power units are provided in the nacelle.

[0018] The second stationary impeller serves as the stator of the axial flux motor, and the second moving impeller serves as the rotor of the axial flux motor.

[0019] The No. 2 stationary impeller and the No. 2 moving impeller are arranged at intervals. The No. 2 moving impeller is provided with a central hole. The No. 2 main shaft extends through the No. 2 moving impeller to the outside of the nacelle.

[0020] The second stationary impeller and the second main shaft are connected to form an integrated structure.

[0021] Furthermore, a magnetic levitation bearing is provided between the second main shaft and the corresponding position of the second moving impeller;

[0022] The end of the second main shaft is also equipped with a magnetic levitation bearing, and the blade is connected to the second moving impeller near the outside of the nacelle to form an integrated structure.

[0023] Furthermore, the third power mechanism includes a third moving impeller, a third stationary impeller, and a third main shaft. The third moving impeller and the third stationary impeller form a primary power unit, and several power units are provided in the nacelle.

[0024] The No. 3 stationary impeller serves as the stator of the axial flux motor, and the No. 3 moving impeller serves as the rotor of the axial flux motor.

[0025] The No. 3 stationary impeller and the No. 3 moving impeller are arranged at intervals. The No. 3 moving impeller is provided with a central hole. The No. 3 main shaft extends through the No. 3 moving impeller to the outside of the nacelle.

[0026] The No. 3 stationary impeller and the No. 3 main shaft are connected to form an integrated structure.

[0027] Furthermore, magnetic levitation bearings are provided at the corresponding positions of the No. 3 main shaft and the No. 3 moving impeller;

[0028] The end of the No. 3 main shaft is also equipped with a magnetic levitation bearing, and the blade is connected to the No. 3 moving impeller near the outside of the nacelle to form an integrated structure.

[0029] Furthermore, the third main shaft is a hollow pipe.

[0030] Compared with existing technologies, the multi-stage axial-flow electric aircraft engine of this invention has the following advantages:

[0031] (1) This utility model discloses a multi-stage axial-flow electric aircraft engine, which has a three-stage bypass flow multi-stage axial-flow engine, including a first-stage low-pressure compressor, a second-stage high-pressure compressor, and a third-stage reduction supercharger. The torques of the three compressors are different, so different torque blades are adapted according to different supercharging requirements.

[0032] (2) This utility model is a multi-stage axial flow electric aircraft engine. The power output of the multi-stage blades means the redundancy of the power output. If the rotor to which a certain stage blade belongs fails, it will not affect the operation of other rotors. Although it cannot fly with complete performance, it maintains the power required for flight as much as possible and is committed to returning the aircraft safely. Therefore, multi-stage means more redundancy and strong safety guarantee.

[0033] (3) This utility model discloses a multi-stage axial-flow electric aircraft engine that replaces mechanical bearings, reducing friction loss, heat generation, noise, and vibration; the flexible connection technology for friction and vibration significantly improves dynamic safety in aviation; utilizing the sensitive characteristics of flexible connections, it can be combined with relevant sensors, which rigidity cannot achieve. This is also the first application of magnetic levitation bearings in anti-stall technology for aircraft engines.

[0034] (4) This utility model is a multi-stage axial flow electric aircraft engine. Through the dynamic aerodynamic layout of multi-stage blades and main propeller loaded by special cabin geometry, it utilizes the "constant temperature cold engine cycle" for full flow heat dissipation and the "thermal expansion" for half flow heat dissipation, that is, the dual-work to achieve the combination of thrust and pull in an all-electric aero engine.

[0035] (5) The present invention provides a multi-stage axial flow electric aircraft engine that utilizes the heat dissipation circulation of a water-cooled motor, which is organically distributed around the battery pack. The heat from the motor is used to keep the battery pack warm, ensuring that the battery pack is in a suitable operating temperature and optimizing the working environment of the motor and battery. Attached Figure Description

[0036] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0037] Figure 1 This is a schematic diagram of a multi-stage axial-flow electric aircraft engine according to an embodiment of the present invention;

[0038] Figure 2 This is a cross-sectional view of the No. 1 engine (STOCK1) with a first power mechanism as described in an embodiment of the present invention;

[0039] Figure 3 This is a cross-sectional view of the No. 2 engine (STOCK2) with a second power mechanism as described in an embodiment of the present invention;

[0040] Figure 4 This is a cross-sectional view of the No. 3 engine (STOCK3) with a third power mechanism as described in an embodiment of the present invention;

[0041] Figure 5 This is a schematic diagram of an aviation-grade axial flux motor architecture, taking the first power mechanism engine as an example, as described in an embodiment of this utility model.

[0042] Figure 6 This is the circulation envelope diagram of the constant temperature chiller described in the embodiment of this utility model;

[0043] Figure 7 This is a schematic diagram of the refrigeration cycle pulsation described in an embodiment of the present invention;

[0044] Figure 8 This is a schematic diagram of the thermal expansion jet-type all-electric aero-engine module described in an embodiment of the present invention;

[0045] Figure 9 This is a perspective view of the airfoil-shaped water tank described in an embodiment of the present invention.

[0046] Explanation of reference numerals in the attached figures:

[0047] 1. Axial flux motor; 11. First power mechanism; 111. No. 1 moving impeller; 112. No. 1 stationary impeller; 113. No. 1 main shaft; 12. Second power mechanism; 121. No. 2 moving impeller; 122. No. 2 stationary impeller; 123. No. 2 main shaft; 13. Third power mechanism; 131. No. 3 moving impeller; 132. No. 3 stationary impeller; 133. No. 3 main shaft; 2. Nacelle; 3. Fairing; 4. Blade; 5. Waterway; 6. Magnetic levitation bearing; 7. Airfoil water tank; 8. Liquid pump. Detailed Implementation

[0048] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments of the present invention can be combined with each other.

[0049] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0050] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0051] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] A multi-stage axial-flow electric aircraft engine, such as Figure 1 As shown, it includes a power output unit and an aerodynamic kit;

[0053] The power output unit includes an axial flux motor, a water channel, and an airfoil tank; the aerodynamic kit includes a fairing, blades, and blades; the axial flux motor and the aerodynamic kit are fixed together by the nacelle to form a complete all-electric aircraft engine assembly.

[0054] The axial flux motor is installed inside the cabin, and a fairing is provided outside the cabin. The water channel of the axial flux motor extends out of the cabin and the fairing through heat dissipation pipes and is connected to the airfoil water tank installed on the wing to form a heat dissipation system.

[0055] The blades are installed at the output end of the axial flux motor to achieve blade rotation.

[0056] like Figure 2 As shown, preferably, the axial flux motor includes a first power mechanism, a second power mechanism, and a third power mechanism.

[0057] Preferably, the first power mechanism includes a first moving impeller, a first stationary impeller, and a first main shaft;

[0058] The No. 1 moving impeller and the No. 1 stationary impeller form a primary power unit, and several power units are installed in the nacelle.

[0059] One stationary impeller serves as the stator of the axial flux motor, and one moving impeller serves as the rotor of the axial flux motor.

[0060] The No. 1 stationary impeller and the No. 1 moving impeller are arranged at intervals. The No. 1 stationary impeller is provided with a central hole. The No. 1 main shaft passes through the No. 1 stationary impeller and the No. 1 moving impeller and extends to the outside of the nacelle.

[0061] The first impeller and the first main shaft are connected to form an integrated structure.

[0062] Preferably, a magnetic levitation bearing is provided between the center hole of the first stationary impeller and the first main shaft, and the blade is installed at the end of the first moving impeller near the outside of the nacelle.

[0063] like Figure 3 As shown, preferably, the second power mechanism includes a second moving impeller, a second stationary impeller, and a second main shaft. The second moving impeller and the second stationary impeller form a primary power unit, and several power units are provided in the nacelle.

[0064] The second stationary impeller serves as the stator of the axial flux motor, and the second moving impeller serves as the rotor of the axial flux motor.

[0065] The No. 2 stationary impeller and the No. 2 moving impeller are arranged at intervals. The No. 2 moving impeller is provided with a central hole. The No. 2 main shaft extends through the No. 2 moving impeller to the outside of the nacelle.

[0066] The second stationary impeller and the second main shaft are connected to form an integrated structure.

[0067] Preferably, a magnetic levitation bearing is provided at the corresponding position of the second main shaft and the second moving impeller;

[0068] The end of the second main shaft is also equipped with a magnetic levitation bearing, and the blade is connected to the second moving impeller near the outside of the nacelle to form an integrated structure.

[0069] like Figure 4 As shown, preferably, the third power mechanism includes a third moving impeller, a third stationary impeller, and a third main shaft. The third moving impeller and the third stationary impeller form a first-stage power unit, and several power units are provided in the nacelle.

[0070] The No. 3 stationary impeller serves as the stator of the axial flux motor, and the No. 3 moving impeller serves as the rotor of the axial flux motor.

[0071] The No. 3 stationary impeller and the No. 3 moving impeller are arranged at intervals. The No. 3 moving impeller is provided with a central hole. The No. 3 main shaft extends through the No. 3 moving impeller to the outside of the nacelle.

[0072] The No. 3 stationary impeller and the No. 3 main shaft are connected to form an integrated structure.

[0073] Preferably, a magnetic levitation bearing is provided at the position corresponding to the No. 3 main shaft and the No. 3 moving impeller;

[0074] The end of the No. 3 main shaft is also equipped with a magnetic levitation bearing, and the blade is connected to the No. 3 moving impeller near the outside of the nacelle to form an integrated structure.

[0075] Preferably, the third main shaft is a hollow duct, serving as the central airflow channel of the SHANGHUA DUCT.

[0076] Aviation 6-stator 4-rotor motor scheme, such as Figure 5 As shown

[0077] 1. Technical parameters;

[0078]

[0079] 2. Simulation results:

[0080] The electromagnetic scheme of the motor adopts a 98-pole combination, with double stators and double rotors, which can be understood as a dual-motor combination scheme; 1) The outer diameter of the iron core is 300mm and the height is 132mm. The winding is a distributed and concentrated winding, which can be automatically unloaded from the equipment line; 2) The rotor is surface-mounted and can be divided into sections. The rotor iron core is impermeable steel.

[0081] 3. The motor structure adopts a 4-casing double-end cover design. The casing is designed for liquid channel cooling of the motor, and the rotor shaft space is left empty. The motor is cooled by oil spraying.

[0082] Based on the rotor-stator layout as the identification criterion, this utility model derives into four types of engines:

[0083] Engine No. 1 (STOCK1):

[0084] The main shaft is connected to the rotor, extends outside the nacelle and is equipped with a main propeller, and is powered by "shaft propulsion";

[0085] Engine No. 2 (STOCK2):

[0086] The main shaft is connected to the stator, and the main shaft passes through the rotor axially without being connected to it. The rotor rotates around the main shaft. The first-stage rotor is either connected to the main propeller or is the main propeller itself. The power is "shaftless propulsion", which is exactly the same as the "fixed main shaft rotor" of the No. 1 engine.

[0087] Engine No. 3 (STOCK3):

[0088] Similar to Engine No. 2, Engine No. 3, although "without a solid shaft", has an "axial direction". This axial direction comes from the main shaft of Engine No. 2. The main shaft is decentered and becomes a central airflow channel. Its design comes from another patent of the utility model owner - shaftless electric propulsion (patent number: ZL202321000787.2). The aerodynamic design of Engine No. 3 follows the family design language of central airflow channel SHANGHUADUCT.

[0089] Engine No. 4 (STOCK4):

[0090] Identifying the connection between the stator and the hollow pipe of engine No. 3, engine No. 4 (Stock 4) has its hollow pipe connected to the rotor. Furthermore, engine No. 4 (Stock 4) is equivalent to engine No. 1 (Stock 1) having its main shaft replaced by a hollow pipe. Therefore, engine No. 4 (Stock 4) shares commonalities with engines No. 1 and No. 3 (Stock 1 and 3), and its differences are unique to engine No. 4 (Stock 4). (A schematic diagram of engine No. 4 (Stock 4) is omitted; a descriptive approach is used).

[0091] Therefore, engines one through four form a closed-loop architecture of the "multi-stage axial-flow all-electric aero-engine family".

[0092] The electric aircraft engine of this utility model:

[0093] I. Multi-stage axial flow power distribution:

[0094] 1. Torque graded adjustment

[0095] The electric aircraft engine of this invention is a multi-stage axial-flow engine with three bypass flow stages. One set of moving blades and one set of stationary blades are called the first stage, which is divided into three stages of moving blades and three stages of stationary blades. This engine includes three parts: a first-stage low-pressure compressor, a second-stage high-pressure compressor, and a third-stage reduction supercharger.

[0096] Compared to the hot work done by gas turbines, all-electric aero engines, lacking a combustion stage, are thus described as "hot engines" (gas turbines) and "cold engines" (all-electric aero engines). For example... Figures 6-7 As shown in the figure (the X-axis represents the airflow passing through various parts or stages of the cabin; the Y-axis represents "unit pressure," which is not an actual indicated value and its labeling is for illustrative purposes), its "constant temperature refrigeration cycle" working process is as follows:

[0097] The first-stage compressor compresses several times the volume of the engine compartment and injects the gas into the second-stage compressor, hence it is non-volume pressurization (static pressure). The second-stage high-pressure compressor accelerates the pressurization (static pressure) to the third-stage supercharger. The third-stage supercharger decelerates, further increasing the static pressure without increasing the volume; the excess volume is discharged through the third-stage stator vanes, hence it is isobaric but non-volume. In summary, the principle of "constant-temperature refrigerated cycle" is "intake pressure is the thrust, jet pressure is the propulsion, and the total pressure before and after is balanced."

[0098] The torques of the three-stage compressors are different, so different torque blades are adapted to meet different boosting requirements.

[0099] Since all-electric aero engines are still in the exploratory stage worldwide, the "constant temperature cold engine cycle" principle is based on the model of this utility model first, and the principle came later. Therefore, it is not an architectural model adapted to existing published papers. Thus, the architecture of this utility model existed before the theory, and the theory originates from and depends on the architecture of this utility model.

[0100] 2. Speed ​​adjustment in stages;

[0101] Different altitudes affect air density, and uneven density leads to varying stress levels when the blades come into contact with the air. Loss of air pressure results in stall. Therefore, the advantage of multi-stage power distribution, tailored to different altitudes or hot / cold environments, is its ability to segment and handle bypass flow at varying densities, adapting to the corresponding blade speeds at all densities, and providing redundancy to prevent stall.

[0102] The power output of multi-stage blades means redundancy in power output. If the rotor to which one stage blade belongs fails, it will not affect the operation of other rotors. Although it cannot operate with full performance, it maintains the power required for operation as much as possible and strives to return the aircraft safely. Therefore, multi-stage means more redundancy and stronger safety guarantee.

[0103] II. Magnetic Levitation Flexible Main Shaft

[0104] 1. Replaces mechanical bearings, reducing friction loss, heat generation, noise, and vibration.

[0105] 2. Flexible connection technology for friction and vibration significantly improves dynamic safety in aviation.

[0106] 3. Utilizing the sensitive and adaptable characteristics of flexible connections, combined with relevant sensors, which rigid connections cannot achieve; this is also the first application of magnetic levitation bearings in anti-stall technology for aero engines.

[0107] Magnetic levitation bearings are non-rigid connections. Using sensors (such as Hall effect linear elements / chips), they detect subtle vibrations in the main shaft during stall, inferring the loss of uniform air density contact stress from the rotor tip to the wing root, thus determining stall. Electronic control adjusts the motors to quickly compensate for speed or torque, and flight control measures such as reducing the angle of attack are implemented. The material basis for this series of engine-flight control coupling and coordination all stems from the flexible application of the magnetic levitation power shaft.

[0108] Note: Single motor Figure 5 With illustration Figure 2 , 3 The location of the magnetic levitation bearing in diagram 4 differs from that in the schematic diagram. The magnetic levitation bearing in the schematic diagram is integrated with the aerodynamic kit and assembled in the most reasonable and optimal position in space. However, the single motor diagram is a professional drawing by electrical engineering professionals, and its purpose and use are different, so they do not need to be the same. In addition, the magnetic levitation bearing of the Stock2 engine is simply loaded directly under the rotor in the schematic diagram. Although the illustration is simple, since the axial magnetic flux will interfere with the magnetic levitation bearing, in actual engineering, a groove is made under the rotor to seal the magnetic levitation bearing. It is entirely possible to avoid magnetic interference, but the process is not as simple as shown in the schematic diagram.

[0109] III. Thermal expansion jet-type all-electric aircraft engines, such as Figure 8 As shown;

[0110] By utilizing the "Merides effect", thermal expansion bypass flow is generated in the axial-flow nacelle 2, which can give the engine additional thrust. Since the axial-flow nacelle 2 of this utility model is shaped like a gourd, with large front and rear ends and a narrow middle, and has multiple blades, it is also a multi-stage waterway. This special nacelle shape and independent waterway setting lay the structural characteristic foundation for utilizing the "Merides effect".

[0111] The coolant flows back to the water channel through the airfoil tank. One process is "full flow circulation", which is applicable to the "constant temperature cold engine circulation" principle. Each water channel completes circulation uniformly, and each stator is effectively cooled. The other process is "half flow circulation", which means that in the last two water channels, that is, the two water channels after the narrowest part of the concave shape of the engine compartment 2, the circulation of the last two water channels is closed by a throttle valve. That is, the first water channel circulates normally to dissipate heat, while the last two water channels do not circulate. As a result, the heat of the last four sets of stators is not carried away by the internal coolant, but is dissipated into the air like the heat of an air-cooled motor. This is the "heat source" of the axial flow bypass flow that uses thermal expansion to provide additional thrust.

[0112] The specific steps by which this "semi-flow circulation" facilitates the "Meridis effect" are as follows:

[0113] When the airflow enters the inlet, the airflow section from the inlet to the concave point is a low-temperature airflow section because the primary water channel is working normally. The airflow flows from the inlet to the front section of nacelle 2. The space in the front section of nacelle 2 increases, the velocity decreases, and the pressure increases; this is the low-temperature airflow process, also known as the "adiabatic compression process." When the airflow reaches the concave point, the radial direction (cross-sectional area) suddenly narrows, the velocity increases, and the pressure slightly decreases, forming the first peak in the envelope. After passing the concave point, the airflow enters a high-temperature section where the water channels do not circulate. The high heat accumulated by the stator and rotor is dissipated into this section of the airflow. Nacelle 2 also gradually widens from the narrow concave point, meaning the radial cross-sectional area gradually increases, the airflow capacity increases, and the velocity decreases. The airflow in this high-temperature section has more time to absorb heat, which is the "constant-pressure heating process." During the constant-pressure heating process, the gas continuously expands, and the gas velocity increases due to heating. This increased velocity causes a decrease in pressure, i.e., a decrease in static pressure. The rear section of nacelle 2 has an inward convergence tendency. Before exiting the rear section of nacelle 2, the high-temperature gas converges, and the velocity further increases, and the static pressure further decreases, i.e., the "adiabatic expansion process," forming the second peak in the envelope.

[0114] The gas undergoes three complete thermal expansion processes: adiabatic compression, constant pressure heating, and adiabatic expansion, which is the "Breenton heat engine cycle." This process converts the internal energy of the gas inside the axial-flow cabin 2 into kinetic energy outside the cabin 2 to perform work. The engine of this invention utilizes the heat generated by the electric motor to expand and convert it into the engine's thrust. This significantly expands the use of electric motors in all-electric aero engines and greatly improves the thrust performance of electric motors.

[0115] IV. Utilizing a wing-shaped water tank to aid battery heat dissipation; such as... Figure 9 As shown;

[0116] Between the two rotors is a water channel interlayer containing high-boiling-point ethylene glycol coolant. The coolant flows into the water channel from the upper water pipe, exits through the water channel to the lower water pipe, flows out of the engine, and flows into the airfoil-shaped water tank containing the battery pack. Two liquid pumps circulate the coolant between the engine motor water channel and the airfoil-shaped water tank, forming a closed coolant circulation.

[0117] One of the challenges of all-electric aero-engines is the high-altitude, low-temperature problem. The primary concern is the significant reduction in battery energy density at low temperatures. Considering that batteries comprise half the aircraft's mass, and given the need to reduce energy density by half at high altitudes, the energy density at high altitudes is reduced to only one-quarter of the battery's mass, resulting in a three-quarters loss in the battery pack's energy density. This invention addresses this by utilizing the heat dissipation circulation of a water-cooled motor, organically distributed around the battery pack. The motor's heat is used to insulate the battery pack, ensuring it operates within a suitable temperature range and optimizing the operating environment for both the motor and battery.

[0118] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A multi-stage axial-flow electric aircraft engine, characterized in that: Includes a power take-off unit and aerodynamic kit; The power output unit includes an axial flux motor, a water channel, and an airfoil tank; the aerodynamic kit includes a fairing, blades, and blades; the axial flux motor and the aerodynamic kit are fixed together by the nacelle to form a complete all-electric aircraft engine assembly. The axial flux motor is installed inside the cabin, and a fairing is provided outside the cabin. The water channel of the axial flux motor extends out of the cabin and the fairing through heat dissipation pipes and is connected to the airfoil water tank installed on the wing to form a heat dissipation system. The blades are installed at the output end of the axial flux motor to achieve blade rotation.

2. The multi-stage axial-flow electric aircraft engine according to claim 1, characterized in that: The axial flux motor includes a first power mechanism, a second power mechanism, and a third power mechanism, wherein blades are mounted to the moving wheel of the axial flux motor to form a moving impeller, and blades are mounted to the stationary wheel of the axial flux motor to form a stationary impeller.

3. The multi-stage axial-flow electric aircraft engine according to claim 2, characterized in that: The first power mechanism includes a first moving impeller, a first stationary impeller, and a first main shaft; The No. 1 moving impeller and the No. 1 stationary impeller form a primary power unit, and several power units are installed in the nacelle. One stationary impeller serves as the stator of the axial flux motor, and one moving impeller serves as the rotor of the axial flux motor. The No. 1 stationary impeller and the No. 1 moving impeller are arranged at intervals. The No. 1 stationary impeller is provided with a central hole. The No. 1 main shaft passes through the No. 1 stationary impeller and the No. 1 moving impeller and extends to the outside of the nacelle. The first impeller and the first main shaft are connected to form an integrated structure.

4. A multi-stage axial-flow electric aircraft engine according to claim 3, characterized in that: A magnetic levitation bearing is provided between the center hole of the No. 1 stationary impeller and the No. 1 main shaft, and the blade is installed at the end of the No. 1 moving impeller near the outside of the nacelle.

5. A multi-stage axial-flow electric aircraft engine according to claim 2, characterized in that: The second power mechanism includes a second moving impeller, a second stationary impeller, and a second main shaft. The second moving impeller and the second stationary impeller form a primary power unit, and several power units are provided in the nacelle. The second stationary impeller serves as the stator of the axial flux motor, and the second moving impeller serves as the rotor of the axial flux motor. The No. 2 stationary impeller and the No. 2 moving impeller are arranged at intervals. The No. 2 moving impeller is provided with a central hole. The No. 2 main shaft extends through the No. 2 moving impeller to the outside of the nacelle. The second stationary impeller and the second main shaft are connected to form an integrated structure.

6. A multi-stage axial-flow electric aircraft engine according to claim 5, characterized in that: A magnetic levitation bearing is provided between the No. 2 main shaft and the No. 2 impeller; The end of the second main shaft is also equipped with a magnetic levitation bearing, and the blade is connected to the second moving impeller near the outside of the nacelle to form an integrated structure.

7. A multi-stage axial-flow electric aircraft engine according to claim 2, characterized in that: The third power mechanism includes a third moving impeller, a third stationary impeller, and a third main shaft. The third moving impeller and the third stationary impeller form a first-stage power unit, and several power units are provided in the nacelle. The No. 3 stationary impeller serves as the stator of the axial flux motor, and the No. 3 moving impeller serves as the rotor of the axial flux motor. The No. 3 stationary impeller and the No. 3 moving impeller are arranged at intervals. The No. 3 moving impeller is provided with a central hole. The No. 3 main shaft extends through the No. 3 moving impeller to the outside of the nacelle. The No. 3 stationary impeller and the No. 3 main shaft are connected to form an integrated structure.

8. A multi-stage axial-flow electric aircraft engine according to claim 7, characterized in that: The No. 3 main shaft is equipped with a magnetic levitation bearing at the corresponding position of the No. 3 moving impeller; The end of the No. 3 main shaft is also equipped with a magnetic levitation bearing, and the blades are connected to the No. 3 moving impeller near the outside of the nacelle to form an integrated structure.

9. A multi-stage axial-flow electric aircraft engine according to claim 7, characterized in that: The No. 3 main shaft is a hollow pipe.

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