Aircraft power system with heat dissipation function

Abstract

The utility model discloses an aircraft power system with heat dissipation function, it includes drive arrangement, rotating shaft and integrated propeller mechanism, the integrated propeller mechanism includes hub connecting piece, is connected on the fairing of hub connecting piece and is connected on the propeller blade of hub connecting piece, is formed with a plurality of first wind hole on the fairing, is provided with a plurality of second wind hole on the hub connecting piece, the outer periphery of rotating shaft is provided with fan leaf module, the outer periphery of drive arrangement is provided with the fairing, the fairing includes annular casing and the outer extension fairing portion that is connected with annular casing. The utility model utilizes propeller blade self kinetic energy drive heat dissipation system, realizes zero additional energy consumption cooling, and this power system has realized high balance between light weight, heat dissipation efficiency and structural reliability, is applicable to high load, long flight time aircraft application scene.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft technology, and in particular relates to an aircraft power system with heat dissipation function. Background Technology

[0002] In the field of flight equipment, the rapid development of EVTOLs (Electric Vertical Take-Off and Landing Aircraft) has driven their widespread application in multiple industries. However, with the continuous improvement of EVTOL performance requirements, the stability and efficiency of their propulsion systems have become one of the key factors restricting their development. As the "heart" of the EVTOL, the propulsion system generates a large amount of heat under prolonged, high-intensity operation. If this heat cannot be dissipated effectively and promptly, it will not only lead to a decline in propulsion system performance but may also cause serious safety issues, such as motor overheating and battery short circuits. On the one hand, it reduces the EVTOL's flight speed, affecting mission efficiency; on the other hand, to overcome additional drag, the EVTOL needs to consume more energy, which directly shortens its endurance and limits its operational range and continuous operation capability. Therefore, how to ensure effective heat dissipation of the propulsion system while maintaining good aerodynamic performance of the propulsion nacelle and reducing unnecessary drag losses has become a pressing technical challenge in the current EVTOL design field.

[0003] Therefore, it is necessary to provide an aircraft propulsion system with heat dissipation function to solve the above-mentioned technical problems. Utility Model Content

[0004] The main purpose of this invention is to provide an aircraft power system with heat dissipation function. It uses the kinetic energy of the propeller blades to drive the heat dissipation system, achieving zero additional energy consumption for cooling. This power system achieves a high balance between lightweight, heat dissipation efficiency and structural reliability, and is suitable for high-load, long-endurance aircraft application scenarios.

[0005] This utility model achieves the above-mentioned objective through the following technical solution: an aircraft power system with heat dissipation function, comprising a drive device, a rotating shaft connected to the drive device and driven by the drive device to rotate, and an integrated propeller mechanism connected to the rotating shaft. The integrated propeller mechanism includes a hub connector, a fairing connected to the hub connector, and propeller blades connected to the hub connector and extending beyond the fairing. The fairing has a plurality of first air holes for airflow entry, and the hub connector has a plurality of second air holes for airflow passage. A fan blade module for rotating motion is provided on the outer periphery of the rotating shaft. A flow guide is provided on the outer periphery of the drive device to guide airflow. The fan blade module is located between the hub connector and the drive device. The flow guide includes an annular shell disposed on the outer periphery of the drive device and an extended flow guide portion connected to the annular shell and located outside the fan blade module.

[0006] Furthermore, the fan blade module includes a fan blade bracket fixedly connected to the rotating shaft and a plurality of fan blades evenly arranged on the outer periphery of the fan blade bracket, the fan blades being mounted on the fan blade bracket by a first fastener.

[0007] Furthermore, the extended guide portion expands outward in a trumpet shape and is disposed on the outer periphery of the fan blade.

[0008] Furthermore, a plurality of flow dividers are arranged axially on the outer wall of the drive device. Each pair of adjacent flow dividers, the outer wall of the drive device, and the inner wall of the annular housing together form an airflow channel through which airflow passes, with one end of the airflow channel facing the fan blade.

[0009] Furthermore, the hub connector includes a flow guide body, a pitch module disposed on one side of the flow guide body, and a connecting shaft disposed on the other side of the flow guide body. The second air holes are evenly disposed on the flow guide body. The propeller blades are connected to the flow guide body through the pitch module. The connecting shaft is fixedly connected to the rotating shaft.

[0010] Furthermore, a gap is provided between the flow guiding body and the extended flow guiding part to facilitate the formation of a gap space for the common flow to enter, and the diameter of the extended flow guiding part is larger than the diameter of the flow guiding body.

[0011] Furthermore, the connecting shaft is provided with a first mounting hole for the rotating shaft to extend into, and the connecting shaft and the rotating shaft are assembled by interference fit.

[0012] Furthermore, a gasket is fitted around the outer periphery of the rotating shaft between the fan blade bracket and the connecting shaft to limit the end of the connecting shaft, and a round nut is provided at the end of the rotating shaft to limit the connecting shaft.

[0013] Furthermore, the variable pitch module is positioned at the first mounting hole by a second fastener, and the flow guide body is provided with a positioning hole that cooperates with the second fastener.

[0014] Furthermore, the fairing is conical, and the fairing has a plurality of clearance openings at equal angles at the end connected to the flow guide body. The propeller blade extends into the interior of the fairing through the clearance openings and connects to the flow guide body. The size of the clearance opening is larger than the cross-sectional size of the propeller blade, so that the propeller blade and the clearance opening form the first air hole.

[0015] Compared with the prior art, the beneficial effects of the aircraft power system with heat dissipation function of this utility model are as follows: (1) The hub connector, fairing and propeller blades are integrated into a single integrated propeller mechanism. The integrated design reduces the number of connection interfaces, reduces the risk of component loosening or failure, and improves the overall structural strength. The fairing is provided with a first air hole and the hub connector is provided with a second air hole. When the propeller blades rotate, the airflow enters the fairing through the first air hole and is discharged through the second air hole, forming a natural circulation heat dissipation path. (2) The fan blade module is fixed on the rotating shaft. The fan blade can rotate synchronously with the rotating shaft. That is, the drive device can drive the propeller blade to rotate and the fan blade to rotate at the same time, so that the airflow flows to the drive device. There is no need for an independent heat dissipation motor. The overall structure can be simplified and the function of automatic heat dissipation can be realized. (3) The extended guide section of the guide shroud expands outward in a trumpet shape. The diameter of the extended guide section is larger than the diameter of the guide body and is located on the outer periphery of the fan blade. The trumpet mouth expands the airflow capture area, reduces airflow escape, can efficiently collect airflow, and improve the heat dissipation airflow, thereby improving the heat dissipation effect. (4) Several flow dividers are arranged along the axial direction on the outer wall of the drive device. The flow dividers and the annular shell form multiple independent airflow channels. After the airflow is accelerated by the fan blades, it evenly covers the outer wall of the drive device along the airflow channels formed by the annular shell and the flow dividers. It can guide the flow in a directional manner. The multi-channel flow divider ensures that the circumferential temperature distribution of the drive device is balanced and avoids local overheating. The flow dividers guide the airflow axially and reduce the energy loss caused by turbulence. (5) The airflow can enter the airflow channel through the rectifier (first air hole → second air hole) or directly through the gap space, forming a dual-path airflow introduction mechanism. The dual airflow inlets increase the total air volume and improve the heat dissipation effect. (6) The clearance opening for installing the propeller blades also serves as the first air vent. The gap after the propeller blades are installed forms the airflow inlet. A single opening simultaneously realizes the installation of the propeller blades and the introduction of airflow, which simplifies the structure, reduces the processing complexity and cost. Moreover, the integrated design of the clearance opening and the first air vent reduces the additional structural occupation and makes efficient use of space. (7) The propeller blades are connected through a variable pitch module, which supports dynamic adjustment of the blade angle, can adapt to different flight conditions, and improve aerodynamic efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of an aircraft power system with heat dissipation function according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the integrated propeller mechanism after removing the propeller blades, according to an embodiment of the present invention. Figure 3 This is a schematic diagram of the structure of the aircraft power system with heat dissipation function according to an embodiment of the present utility model after removing the integrated propeller mechanism; Figure 4 This is a side view of the aircraft power system with heat dissipation function according to an embodiment of the present invention, after removing the integrated propeller mechanism. Figure 5 This is an embodiment of the present utility model. Figure 4 A partial structural diagram of section AA; The numbers in the image represent: 100 - Aircraft propulsion system with heat dissipation function; 1-Drive device; 2-Rotating shaft; 3-Integrated propeller mechanism, 31-Buzzer connector, 311-Second air vent, 312-Connecting shaft, 313-Guide body, 314-Variable pitch module, 315-First mounting hole, 316-Gasket, 317-Round nut, 318-Fourth fastener, 319-Second fastener, 32-Fairing, 321-First air vent, 322-Allowance opening, 33-Propeller blade; 4- Shielding, 41- Extended guide section, 42- Annular shell, 43- Third fastener; 5-Fan blade module, 51-Fan blade bracket, 52-Fan blade, 53-First fastener; 6-Flow divider; 8-Gap space. Detailed Implementation

[0017] Please refer to Figures 1-5This embodiment is an aircraft power system 100 with heat dissipation function, which includes a drive device 1, a rotating shaft 2 connected to the drive device 1 and driven by the drive device 1 to rotate, and an integrated propeller mechanism 3 connected to the rotating shaft 2. When the drive device 1 drives the rotating shaft 2 to rotate, the integrated propeller mechanism 3 can rotate together with the rotating shaft 2.

[0018] The integrated propeller mechanism 3 includes a hub connector 31, a fairing 32 connected to the hub connector 31, and a propeller blade 33 connected to the hub connector 31 and extending beyond the fairing 32. The hub connector 31, fairing 32, and propeller blade 33 are integrated together and connected to the rotating shaft 2. This integrated design enhances structural strength, reduces the risk of connection failure, and improves overall structural strength. The fairing 32 has several first air vents 321 for airflow entry, and the hub connector 31 has several second air vents 311 for airflow passage. A fan blade module 5 for rotational motion is located on the outer periphery of the rotating shaft 2, and a guide shield 4 for guiding airflow is located on the outer periphery of the drive device 1. The fan blade module 5 is located between the hub connector 31 and the drive device 1 and inside the guide shield 4. When the propeller blades 33 rotate, airflow enters the fairing 32 through the first air vent 321 and fills the entire fairing 32. The airflow inside the fairing 32 flows out through the second air vent 311. The airflow from the second air vent 311 is guided by the fan blade module 5 to the space between the guide fairing 4 and the drive device 1, dissipating heat from the drive device 1 and forming a natural circulation heat dissipation path. The drive device 1 drives the fan blade module 5 to rotate, causing the fan blade module 5 to rotate together with the rotating shaft 2. The axial airflow blows or accelerates the airflow around the drive device 1, improving the airflow around the drive device 1 and achieving effective heat dissipation. The drive device 1 does not require an additional power mechanism for heat dissipation, achieving a perfect balance between heat dissipation and aerodynamic performance, thus ensuring the efficient and stable flight of the aircraft and improving its overall performance.

[0019] Drive unit 1 can be an engine, an electric motor, or other drive components. This can be set according to the actual situation and is not limited here.

[0020] The fan blade module 5 includes a fan blade support 51 fixedly connected to the rotating shaft 2 and a plurality of fan blades 52 evenly arranged on the outer periphery of the fan blade support 51. The fan blades 52 are mounted on the fan blade support 51 by a first fastener 53. The number of fan blades 52 and the rotation direction of the fan blades are set according to the actual situation and are not limited here.

[0021] The air guide shroud 4 includes an annular housing 42 disposed on the outer periphery of the drive device 1 and an extended air guide portion 41 connected to one end of the annular housing 42. The annular housing 42 is disposed on the outer periphery of the drive device 1 by a third fastener 43. The extended air guide portion 41 is disposed on the outer side of the fan blade module 5. Specifically, the extended air guide portion 41 is disposed on the outer periphery of the fan blade 52 and expands outward. The extended air guide portion 41 is horn-shaped and circular. The horn opening expands the airflow capture area, reduces airflow escape, and can efficiently collect airflow. Guided by the extended air guide portion 41, the airflow can flow into the drive device 1 through the fan blade 52 as much as possible, so as to improve the heat dissipation efficiency.

[0022] To facilitate uniform heat dissipation on the outer periphery of the drive device 1, several flow dividers 6 are axially arranged on the outer wall of the drive device 1. Each pair of adjacent flow dividers 6, the outer wall of the drive device 1, and the inner wall of the annular housing 42 form an airflow channel through which airflow passes. The uniform arrangement of these flow dividers 6 along the axial direction on the outer periphery of the drive device 1 creates several airflow channels, enabling directional airflow guidance. This multi-channel flow division ensures a balanced circumferential temperature distribution within the drive device, preventing localized overheating. The flow dividers 6 guide the airflow axially, reducing energy loss due to turbulence. One end of each airflow channel faces the fan blade 52. When the fan blade 52 rotates, the airflow is driven into these channels, achieving uniform heat dissipation on the outer periphery of the drive device 1.

[0023] The propeller hub connector 31 includes a flow guide body 313 connected to the fairing 32, a pitch control module 314 disposed on one side of the flow guide body 313, and a connecting shaft 312 disposed on the other side of the flow guide body 313. The connecting shaft 312 is fixedly connected to the rotating shaft 2. Nine second air vents 311 are disposed at equal angles along the circumference of the flow guide body 313. In other embodiments, the layout and number of the second air vents 311 can be adjusted according to actual conditions and are not limited here. The flow guide body 313 is mounted on the fairing 32 by a fourth fastener 318. The propeller blade 33 is connected to the flow guide body 313 by the pitch control module 314. The pitch control module 314 can change the tilt angle of the propeller blade 33. The pitch control module 314 is prior art, and its design can be adopted; therefore, it will not be described in detail here.

[0024] In this embodiment, the guide body 313 has a circular plate structure and is made of titanium metal material with a thickness of 2-4 mm, preferably 2 mm. This satisfies the requirements for lightweighting while also meeting the load-bearing requirements of the propeller blade 33 for axial and radial forces. In other embodiments, the specific structure and material of the guide body 313 can be set according to the actual situation and are not limited here.

[0025] A gap is provided between the main body 313 and the extended guide part 41 to form a gap space 8 for common airflow entry. Airflow can enter the gap space 8 and be blown into the airflow channel by the fan blades 52. That is to say, airflow can enter the shroud 32 through the first air hole 321, and the airflow in the shroud 32 flows out through the second air hole 311 and is guided into the airflow channel by the fan 52. Airflow can also flow directly into the gap space between the main body 313 and the extended guide part 41 and be blown into the airflow channel by the fan blades 52, forming a dual-path airflow introduction mechanism. The dual airflow inlets increase the total air volume and increase the path of airflow inflow, which can further increase the airflow entering the airflow channel, thereby improving the heat dissipation efficiency.

[0026] The axial projection of the guide body 313 falls within the axial projection range of the extended guide part 41. That is to say, the diameter of the extended guide part 41 is larger than the diameter of the guide body 313. In the axial flow path, the airflow flowing out through the second air hole 311 of the guide body 313 can be guided as much as possible through the extended guide part 41 to enter the fan blade 52 and finally enter the airflow channel, which can further increase the airflow entering the airflow channel, thereby improving the heat dissipation efficiency.

[0027] The connecting shaft 312 is provided with a first mounting hole 315 for the rotating shaft 2 to extend into. Specifically, the first mounting hole 315 is a stepped hole. The rotating shaft 2 is inserted into the first mounting hole 315, and the connecting shaft 312 and the rotating shaft 2 are assembled with an interference fit. In order to achieve the axial positioning of the connecting shaft 312, a shim 316 is provided on the outer periphery of the rotating shaft 2 between the fan blade bracket 51 and the connecting shaft 312 to limit the end of the connecting shaft 312. At the same time, a round nut 317 is provided on the end of the rotating shaft 2 to limit the connecting shaft 312. By using the shim 316 and the round nut 317 to achieve double-sided positioning of the connecting shaft 312, the axial positioning of the connecting shaft 312 can be achieved, avoiding axial movement of the hub connector 31, thereby preventing the integrated propeller mechanism 3 from moving axially.

[0028] The installation process of the integrated propeller mechanism 3 and the rotating shaft 2 is as follows: First, the gasket 316 is placed on the rotating shaft 2. Then, the connecting shaft 312 on one side of the guide body 313 is assembled with the rotating shaft 2 by interference fit. At this time, the end of the connecting shaft 312 abuts against the gasket 316. Then, the round nut 317 is tightened on the end of the rotating shaft 2 from the inside of the other side of the first mounting hole 315. The gasket 316 and the round nut 317 limit the connection shaft 312 on both sides. Then, the variable pitch module 314 and the propeller blade 33 are installed in sequence. Finally, the fairing 32 is installed on the guide body 313 by the fourth fastener 318, realizing the installation and cooperation of the integrated propeller mechanism 3 and the rotating shaft 2.

[0029] In this embodiment, the wall thickness of the connecting shaft 312 is 10-14 mm, and the length is 14-18 mm. Preferably, the wall thickness of the connecting shaft 312 is 12 mm, and the length is 16 mm. This design ensures that the connecting shaft 312 can withstand the radial bending moment and also bear the weight of the propeller blade 33. In other embodiments, the specific wall thickness and length of the connecting shaft 312 can be set according to the actual situation and are not limited here.

[0030] The variable pitch module 314 is positioned at the first mounting hole 315 by the second fastener 319, and the guide body 313 is provided with a positioning hole that cooperates with the second fastener 319.

[0031] The first fastener 53, the second fastener 319, the third fastener 43, and the fourth fastener 318 may be selected from one of the bolts, screws, and pins, or other fasteners of different structures, without limitation.

[0032] The fairing 32 is conical. At the end of the fairing 32 connected to the flow guide body 313, a number of clearance openings 322 are provided at equal angles. In this embodiment, three propeller blades 33 are provided, so three clearance openings 322 are provided accordingly. In other embodiments, the number of propeller blades 33 and clearance openings 322 can be set according to the actual situation.

[0033] In this embodiment, the propeller blade 33 extends into the interior of the fairing 32 through the clearance opening 322 and connects with the hub connector 31. The size of the clearance opening 322 is larger than the cross-sectional size of the propeller blade 33. Therefore, a first air vent 321 for airflow is formed at the propeller blade 33 and the clearance opening 322. Thus, the clearance opening 322 can not only realize the installation of the propeller blade 33, but also form the first air vent 321 for airflow. A single opening realizes both the installation of the propeller blade 33 and the introduction of airflow, which can simplify the structure, reduce the processing complexity and cost. Moreover, the integrated design of the clearance opening and the first air vent reduces the additional structural occupation and makes efficient use of space.

[0034] In other embodiments, in order to allow more airflow into the shroud 32 and further improve the heat dissipation effect, several openings for airflow to enter can be added to the outer wall of the shroud 32. The position and number of openings are not limited here and can be set according to the actual situation.

[0035] Therefore, this solution utilizes the propeller blades' own kinetic energy to drive the cooling system, achieving zero additional energy consumption for cooling. The integrated design and dual limiting mechanism significantly reduce the risk of failure and enhance reliability. The coordinated design of heat dissipation, aerodynamics, and structural strength extends the life of the drive unit and ensures flight stability. Through the above innovative design, the power system achieves a high balance between lightweight, heat dissipation efficiency, and structural reliability, making it suitable for high-load, long-endurance aircraft application scenarios.

[0036] The above descriptions are merely some embodiments of this utility model. For those skilled in the art, various modifications and improvements can be made without departing from the inventive concept of this utility model, and all such modifications and improvements fall within the protection scope of this utility model.

Claims

1. An aircraft propulsion system with heat dissipation function, characterized in that: It includes a drive unit, a rotating shaft connected to the drive unit and driven by the drive unit to rotate, and an integrated propeller mechanism connected to the rotating shaft. The integrated propeller mechanism includes a hub connector, a fairing connected to the hub connector, and propeller blades connected to the hub connector and extending outside the fairing. The fairing has a plurality of first air holes for airflow to enter, and the hub connector has a plurality of second air holes for airflow to pass through. A fan blade module for rotating motion is provided on the outer periphery of the rotating shaft. A guide shroud for guiding airflow is provided on the outer periphery of the drive unit. The fan blade module is located between the hub connector and the drive unit. The guide shroud includes an annular shell disposed on the outer periphery of the drive unit and an extended guide portion connected to the annular shell and located outside the fan blade module.

2. The aircraft propulsion system with heat dissipation function as described in claim 1, characterized in that: The fan blade module includes a fan blade bracket fixedly connected to the rotating shaft and a plurality of fan blades evenly arranged on the outer periphery of the fan blade bracket. The fan blades are mounted on the fan blade bracket by a first fastener.

3. The aircraft propulsion system with heat dissipation function as described in claim 2, characterized in that: The extended guide portion expands outward in a trumpet shape and is disposed on the outer periphery of the fan blade.

4. The aircraft propulsion system with heat dissipation function as described in claim 2, characterized in that: A plurality of flow dividers are arranged axially on the outer wall of the drive device. Each pair of adjacent flow dividers, the outer wall of the drive device, and the inner wall of the annular housing together form an airflow channel through which airflow passes. One end of the airflow channel faces the fan blade.

5. The aircraft propulsion system with heat dissipation function as described in claim 2, characterized in that: The hub connector includes a flow guide body, a pitch module disposed on one side of the flow guide body, and a connecting shaft disposed on the other side of the flow guide body. The second air holes are evenly disposed on the flow guide body. The propeller blades are connected to the flow guide body through the pitch module. The connecting shaft is fixedly connected to the rotating shaft.

6. The aircraft propulsion system with heat dissipation function as described in claim 5, characterized in that: A gap is provided between the flow guiding body and the extended flow guiding part to facilitate the formation of a gap space for the common flow to enter, and the diameter of the extended flow guiding part is larger than the diameter of the flow guiding body.

7. The aircraft propulsion system with heat dissipation function as described in claim 5, characterized in that: The connecting shaft is provided with a first mounting hole for the rotating shaft to extend into, and the connecting shaft and the rotating shaft are assembled by interference fit.

8. The aircraft propulsion system with heat dissipation function as described in claim 5, characterized in that: A gasket is fitted around the outer circumference of the rotating shaft between the fan blade bracket and the connecting shaft to limit the end of the connecting shaft, and a round nut is provided at the end of the rotating shaft to limit the connecting shaft.

9. The aircraft propulsion system with heat dissipation function as described in claim 7, characterized in that: The variable pitch module is positioned at the first mounting hole by a second fastener, and the flow guide body is provided with a positioning hole that cooperates with the second fastener.

10. The aircraft propulsion system with heat dissipation function as described in claim 5, characterized in that: The fairing is conical, and a plurality of clearance openings are provided at equal angles at the end of the fairing connected to the flow guide body. The propeller blade extends into the interior of the fairing through the clearance openings and connects with the flow guide body. The size of the clearance opening is larger than the cross-sectional size of the propeller blade, so that the propeller blade and the clearance opening form the first air hole.

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