Aviation propulsion unit with high temperature adaptability and aircraft

Abstract

The utility model discloses an aviation propulsion unit with high temperature adaptability and an aircraft. The aviation propulsion unit comprises a speed reducer, a motor, an inverter, a radiator, a first surrounding body, a second surrounding body and a heat exchange channel. The first surrounding body is connected with the second surrounding body, and a fin structure is formed on the periphery of the first surrounding body; the speed reducer and the motor are connected and arranged in the first surrounding body, the inverter is arranged in the second surrounding body, and the radiator is arranged below the second surrounding body; the two ends of the heat exchange channel are connected with the radiator respectively, and the heat exchange channel is arranged through the inverter, the motor and the speed reducer. Through the application of the aviation propulsion unit suitable for the aircraft, the aviation propulsion unit has high temperature adaptability under the mutual cooperation of the fin structure, the radiator and the heat exchange channel, the heat dissipation performance is ensured, and meanwhile the overall integration degree of the structure is improved; and particularly, the working performance of different parts of the aviation propulsion unit can be guaranteed.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of aircraft technology, especially to an aviation propulsion unit with high temperature adaptability and an aircraft. BACKGROUND

[0002] In the prior art, for the driving motor for aviation, especially the propulsion motor applied to eVTOL (electric vertical take-off and landing aircraft), because it needs an ultra-high power-to-weight ratio, a liquid cooling scheme is usually adopted for heat dissipation to directly cool the motor winding and realize uniform temperature distribution in the motor, which is crucial for ensuring the stable operation of the motor. However, the traditional liquid cooling scheme often needs to configure a huge external radiator to dissipate the heat generated during the operation of the motor, which is difficult to be well applicable to the aviation scene with high requirements for integration and space occupation, especially the volume and mass are large.

[0003] In addition, due to the different working principles and working conditions, the working temperatures of each component in the electric propulsion unit are significantly different. For example, the working temperature of the electric control unit is relatively low, while the working temperature of the motor and the reducer unit is relatively high. The currently adopted unified liquid cooling scheme can take into account the cooling requirements of each unit to a certain extent, but needs to control the cooling temperature within a temperature range suitable for both, which undoubtedly limits the temperature adaptation range of the propulsion unit and reduces the overall performance of the system. SUMMARY

[0004] Therefore, in order to solve the above problems, the purpose of the utility model is to provide an aviation propulsion unit with high temperature adaptability, comprising: a reducer, a motor, an inverter, a radiator, a first enclosing body, a second enclosing body and a heat exchange channel.

[0005] The first enclosing body is connected to the upper end of the second enclosing body, and the outer periphery of the first enclosing body is formed with a fin structure.

[0006] The reducer, the motor, the inverter and the radiator are arranged in sequence from top to bottom, the reducer and the motor are connected and arranged in the first enclosing body, the inverter is arranged in the second enclosing body, and the radiator is arranged below the second enclosing body.

[0007] Both ends of the heat exchange channel are connected with the radiator respectively, the heat exchange channel passes through the inverter, the motor and the reducer, and the inverter, the motor and the reducer are in heat transfer with the cooling fluid in the heat exchange channel.

[0008] In another preferred embodiment, further comprising: a pump, the pump is arranged in the first enclosure, the pump is communicated with the heat exchange channel, and the pump is used for circulating flow of the cooling fluid.

[0009] In another preferred embodiment, the first enclosure is arranged in a cylindrical structure, and the fin structure is formed by outwardly protruding from the outer wall of the first enclosure.

[0010] In another preferred embodiment, the fin structure comprises a plurality of fin pieces arranged in sequence around the outer wall of the first enclosure.

[0011] In another preferred embodiment, the outer contour of the upper part of the fin structure is smaller than the outer contour of the lower part of the fin structure, the upper part of the fin structure is arranged close to the speed reducer, and the lower part of the fin structure is arranged close to the motor.

[0012] In another preferred embodiment, the heat exchange channel comprises two external connecting pipes and an internal pipeline, one end of each of the two external connecting pipes is connected to two ends of the radiator in the horizontal direction, the other end of each of the two external connecting pipes is connected to the second enclosure, and the internal pipeline is formed in the first enclosure and the second enclosure.

[0013] In another preferred embodiment, the cooling fluid is cooling oil.

[0014] In another preferred embodiment, further comprising: a flow regulating cone connected to the lower end of the second enclosure, the radiator is arranged in the flow regulating cone, and an air inlet is arranged on the flow regulating cone.

[0015] In another preferred embodiment, further comprising: an opening and closing device for opening or closing the air inlet.

[0016] The utility model also aims at providing an aircraft comprising the aviation propulsion unit with high temperature adaptability.

[0017] Compared with the prior art, the utility model has the following positive effects:

[0018] The aviation propulsion unit suitable for the aircraft is provided by the application, and the fin structure, the radiator and the heat exchange channel are cooperated to make the aviation propulsion unit have high temperature adaptability, the structural integration is improved while the heat dissipation performance is ensured, and the working performance of different parts of the aviation propulsion unit can be ensured. BRIEF DESCRIPTION OF DRAWINGS

[0019] Fig. 1A first schematic view of the aviation propulsion unit with high temperature adaptability according to the present application;

[0020] Fig. 2 A second schematic view of the aviation propulsion unit with high temperature adaptability according to the present application;

[0021] Fig. 3 A third schematic view of the aviation propulsion unit with high temperature adaptability according to the present application.

[0022] In the drawings:

[0023] 1, speed reducer;2, motor;3, inverter;4, radiator;5, first enclosure;6, second enclosure;7, heat exchange channel;8, fin structure;9, fin piece;10, external pipe;11, rectifier cone;12, fan blade. DETAILED DESCRIPTION

[0024] The technical solutions of the present application will be described clearly and completely below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0025] In the description of the present application, it should be understood that the orientation or position relationship indicated by the terms "up", "down", "left", "right", "in", "out", "front", "back", "horizontal", "vertical" and the like is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present application, and does not indicate or imply that the device or element referred to must have a particular orientation, so it cannot be understood as a limitation on the present application.

[0026] It should be particularly pointed out that "horizontal" and "vertical" in the present application are used to illustrate the approximate position relationship, and not the strict "horizontal plane" or "vertical plane".

[0027] As Figs. 1 to 3As shown, the air propulsion unit with high temperature adaptability of a preferred embodiment comprises a reducer 1, a motor 2, an inverter 3, a radiator 4, a first surrounding body 5, a second surrounding body 6 and a heat exchange channel 7; the first surrounding body 5 is connected to the upper end of the second surrounding body 6, and the outer periphery of the first surrounding body 5 is formed with a fin structure 8; the reducer 1, the motor 2, the inverter 3 and the radiator 4 are arranged in sequence from top to bottom, the reducer 1 and the motor 2 are connected and arranged in the first surrounding body 5, the inverter 3 is arranged in the second surrounding body 6, and the radiator 4 is arranged below the second surrounding body 6; the two ends of the heat exchange channel 7 are connected with the radiator 4 respectively, the heat exchange channel 7 passes through the inverter 3, the motor 2 and the reducer 1, and the inverter 3, the motor 2 and the reducer 1 are in heat transfer with the cooling fluid in the heat exchange channel 7. Further, the reducer 1 and the motor 2 are combined to provide corresponding flight power of the aircraft, the inverter 3 is used to control the operation of the motor 2, and generally, the required operating temperature of the inverter 3 is lower than that of the reducer 1 and the motor 2, that is, more heat will be generated at the reducer 1 and the motor 2 than at the inverter 3, at this time, if the cooling fluid is directly introduced into the second surrounding body 6 from the radiator 4, the temperature of the cooling fluid will be too low to cool the inverter 3, and the temperature of the cooling fluid will be too high to cool the reducer 1 and the motor 2, so the cooling effect will be poor. Fig. 3 As shown by the arrow, the cooling fluid with lower temperature is introduced into the second surrounding body 6 from the left side of the radiator 4 through the heat exchange channel 7, at this time, the inverter 3 is at least partially cooled; then the cooling fluid continues to enter the first surrounding body 5 to cool the reducer 1 and the motor 2, at the same time, the cooling fins also cool the cooling fluid and / or directly cool the reducer 1 and the motor 2; finally, the cooling fluid with a certain temperature rise returns to the second surrounding body 6 and finally moves to the radiator 4 to restore to the initial lower temperature; through such cooling arrangement, the staged cooling of the cooling fluid is realized, especially in the position closer to the high-temperature heat source, the cooling is first performed, and then the external radiator 4 is left to cool again, the temperature difference between the external radiator 4 and the cooling fins is maintained, which means that under the condition that the inlet temperature of the cooling fluid at the inverter 3 is the same, the average temperature of the cooling fluid in the whole cooling cycle can be increased, the average heat source temperature of the whole system is increased, the average cooling power is increased, and the system has higher temperature adaptability.

[0028] Further, as a preferred embodiment, the cooling fins are integrally formed with the first surrounding body 5, and part of the heat exchange channel 7 is integrally formed with the first surrounding body 5 or at least in contact with each other, so that the heat generated by the motor 2 and the reducer 1 can be directly exchanged with air by the cooling fins, and also can be indirectly exchanged by cooling the cooling fluid.

[0029] Further, as a preferred embodiment, a pump is arranged in the first enclosure 5, the pump is in communication with the heat exchange channel 7, and the pump is used for circulating flow of the cooling fluid.

[0030] Further, as a preferred embodiment, the power input end of the pump is connected with the output end of the motor 2 through a transmission assembly, that is, the motor 2 is used for providing the above-mentioned flight power and driving the pump, that is, driving the circulating flow of the cooling fluid.

[0031] Further, as a preferred embodiment, the first enclosure 5 is arranged in a cylindrical structure, and the fin structure 8 is formed by the outer wall of the first enclosure 5 outwardly protruding. Further, the first enclosure 5 is used as the shell of the motor 2 and the reducer 1, that is, the above-mentioned reducer 1 and motor 2 are both functional main components, so that the heat dissipation fins are formed by means of the shell-shaped first enclosure 5 without increasing the overall size.

[0032] Further, as a preferred embodiment, the first enclosure 5 has an installation space inside, the inner diameter of the upper end of the installation space is smaller than the inner diameter of the lower end, and the inner diameter of the upper end matches the outer contour of the reducer 1, and the inner diameter of the lower end matches the outer contour of the motor 2.

[0033] Further, as a preferred embodiment, the fin structure 8 includes a plurality of fin pieces 9, and the plurality of fin pieces 9 are arranged in sequence around the outer wall of the first enclosure 5, each fin piece 9 extends at least in the axial direction of the first enclosure 5, and extends at least from the reducer 1 to the motor 2.

[0034] Further, as a preferred embodiment, the outer contour of the upper part of the fin structure 8 is smaller than the outer contour of the lower part of the fin structure 8, the upper part of the fin structure 8 is arranged close to the reducer 1, and the lower part of the fin structure 8 is arranged close to the motor 2.

[0035] Further, as a preferred embodiment, the fin piece 9 is arranged with a larger upper part and a smaller lower part in the radial direction of the first enclosure 5.

[0036] Further, as a preferred embodiment, the heat exchange channel 7 comprises two external pipes 10 and an internal pipe, one end of each of the two external pipes 10 is connected to two ends of the heat sink 4 along the horizontal direction, the other end of each of the two external pipes 10 is connected to the second enclosure 6, and the internal pipe is formed in the first enclosure 5 and the second enclosure 6. Further, the connection between the second enclosure 6 and the heat sink 4 is achieved through the external pipes 10, and the formation of the internal pipe can be achieved by embedding an additional pipe structure in the first enclosure 5 and the second enclosure 6, or directly opening in the structure of the first enclosure 5 and the second enclosure 6.

[0037] Further, as a preferred embodiment, as shown in Fig. 3 the internal pipe has at least a first part from bottom to top shown in blue and a second part from top to bottom shown in yellow, so that the cooling fluid can enter the second enclosure 6 from the heat sink 4 and reach the first enclosure 5, and after passing through the first enclosure 5, flow to the second enclosure 6 and return to the heat sink 4, thereby realizing a complete cooling cycle.

[0038] Further, as a preferred embodiment, the part of the internal pipe located in the first enclosure 5 and the second enclosure 6 can be provided in a spiral heat exchange structure, or multiple branch pipes can be provided, to increase the heat exchange contact area of the cooling fluid with the first enclosure 5 and the second enclosure 6 as much as possible.

[0039] Further, as a preferred embodiment, the external pipe 10 is approximately provided in an L-shaped structure.

[0040] Further, as a preferred embodiment, the cooling fluid is cooling oil.

[0041] Further, as a preferred embodiment, it further comprises a flow cone 11 connected to the lower end of the second enclosure 6, the heat sink 4 is arranged in the flow cone 11, and the flow cone 11 is provided with an air inlet. Further, the internal space of the flow cone 11 provides a basis for the installation of the heat sink 4, thereby further reducing the volume occupation of the outside and improving the integration of the entire aviation propulsion unit.

[0042] Further, as a preferred embodiment, the flow cone 11 is provided in a conical shell structure.

[0043] Further, as a preferred embodiment, the air inlet is preferably a plurality of hole structures opened on the flow cone 11.

[0044] Further, as a preferred embodiment, further comprising: opening and closing device, the opening and closing device is used to open or close the air inlet.

[0045] Further, as a preferred embodiment, the opening and closing device comprises: driving device and plug, the driving device is connected with the plug, and the driving device is used to drive the plug to be close to or away from the air inlet, so as to realize the action of closing and opening the air inlet.

[0046] The above is only a preferred embodiment of the present application, and is not intended to limit the implementation and protection scope of the present application.

[0047] The present application further has the following implementation on the basis of the above:

[0048] In a further embodiment of the present application, an aircraft comprises the aviation propulsion unit with high temperature adaptability according to any one of the above embodiments.

[0049] In a further embodiment of the present application, the aircraft is preferably an electric vertical take-off and landing aircraft, and the aviation propulsion unit is preferably arranged in a ducted fan.

[0050] In a further embodiment of the present application, further comprising: fan blades 12, the fan blades 12 are in transmission connection with the speed reducer 1.

[0051] The above is only a preferred embodiment of the present application, and is not intended to limit the implementation and protection scope of the present application. For those skilled in the art, it should be realized that any equivalent replacement and obvious change obtained by applying the content of the present application and drawings should be included in the protection scope of the present application.

Claims

1. An aircraft propulsion unit with high temperature adaptability, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability.

2. An aircraft propulsion unit with high temperature adaptability according to claim 1, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability.

3. The aeronautical propulsion unit with high temperature adaptability according to claim 1, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability.

4. The aeronautical propulsion unit with high temperature aptitude according to claim 1, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability.

5. The aeronautical propulsion unit with high temperature adaptability according to claim 4, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability.

6. The aeronautical propulsion unit with high temperature aptitude according to claim 1, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability.

7. The aeronautical propulsion unit with high temperature aptitude according to claim 1, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability.

8. The aircraft propulsion unit with high temperature adaptability according to claim 1, characterized by, The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability.

9. An aircraft propulsion unit with high temperature adaptability according to claim 8, characterized in that, The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability.

10. An aircraft, characterized in that The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. The application relates to an aviation propulsion unit with high temperature adaptability. 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