Aero-engine with self-adaptive temperature control function

Abstract

The utility model discloses an aviation motor with self -adaptation temperature control function relates to aviation motor technical field's, including lower bin body, the outside of lower bin body is equipped with the first heat dissipation groove, and the first heat dissipation groove is even arranged in proper order, the top fixedly connected with upper bin body of lower bin body, the outside of upper bin body is equipped with the second heat dissipation groove, and the second heat dissipation groove is even arranged in proper order, the inner chamber wall fixedly connected with temperature monitor of lower bin body, the inner chamber bottom fixedly connected with motor body of lower bin body, this aviation motor with self -adaptation temperature control function, the structure design is reasonable, can according to the cooling intensity of cooling mechanism of motor required heat dissipation intensity and carry out dynamic adjustment, prevent the emergence of low heat dissipation efficiency or excessive heat dissipation, improve the energy utilization efficiency, can make motor heat dissipation when needing heat dissipation, reduce motor load also can improve the efficiency of heat dissipation.

Description

Technical Field

[0001] This utility model relates to the field of aviation motor technology, specifically to an aviation motor with adaptive temperature control function. Background Technology

[0002] Aviation motors are high-performance motors specifically designed for aircraft, characterized by lightweight design, high power density, and high reliability. They are widely used in critical components such as flight control systems, fuel pumps, environmental control systems, and landing gear, and must operate stably under extreme temperature, vibration, and low-pressure environments. Modern aviation motors employ advanced materials and optimized designs, such as permanent magnet synchronous motors and multi-electric / all-electric architectures, to improve energy efficiency and reduce reliance on hydraulic / pneumatic systems, making them one of the core technologies for aviation electrification and energy conservation and emission reduction.

[0003] The prior art patent application number is 202222005519.1, and the patent title is: A wind-cooling structure for aircraft motors, including a motor protective cover, a centrifugal fan installed inside the motor protective cover, a motor base welded and fixed to the motor protective cover, an axially detachable end cover fixed to the motor base, and a wind control baffle; the wind control baffle has an arc-shaped track along its middle part, and a pin passes through the arc-shaped track to adjustably fix the wind control baffle to the motor base; the wind control baffle can rotate around the arc-shaped inner wall of the base to control the airflow; the motor base and the wind control baffle form a flow control structure. This utility model provides an air-cooled structure for an aircraft motor, combining a traditional motor with an exhaust fan. Compared with existing technologies, this air-cooled structure for an aircraft motor has advantages such as large airflow and high cooling efficiency in utilizing air for cooling. However, its cooling fan blades are directly connected to the motor's power output shaft, which causes the fan blades mounted on the motor's power output shaft to cause energy loss in the motor and increase the load during motor operation. Furthermore, its heat dissipation intensity cannot be dynamically adjusted according to the real-time temperature of the motor, resulting in low heat dissipation efficiency or excessive heat dissipation. This single-mode heat dissipation design not only reduces energy utilization efficiency but may also affect the overall performance and lifespan of the motor. Therefore, a new technical solution is needed to address this issue. Summary of the Invention

[0004] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an aircraft motor with adaptive temperature control function, comprising a lower compartment, wherein a first heat dissipation groove is provided on the outer side of the lower compartment and the first heat dissipation groove is arranged in a sequential and uniform manner; an upper compartment is fixedly connected to the top of the lower compartment, wherein a second heat dissipation groove is provided on the outer side of the upper compartment and the second heat dissipation groove is arranged in a sequential and uniform manner.

[0006] Preferably, a temperature monitor is fixedly connected to the inner wall of the lower compartment, and a motor body is fixedly connected to the bottom of the inner cavity of the lower compartment. The temperature monitor monitors the temperature of the motor and sends instructions to the cooling mechanism to adjust the cooling intensity according to the temperature of the motor.

[0007] Preferably, a rotating seat is rotatably connected to the outside of the power output shaft of the motor body, and five fan blades are fixedly connected to the outside of the rotating seat. The fan blades are evenly distributed in sequence, and two slots are opened on the top of the rotating seat. The fan blades draw outside air into the chamber to cool the motor.

[0008] Preferably, two mounting plates are fixedly connected to the outside of the power output shaft of the motor body, and a telescopic rod is fixedly connected to the bottom of the mounting plate. The bottom end of the telescopic rod extends to the inside of the slot and engages with the slot. By engaging the telescopic rod with the slot, the fan blade is fixed, so that the motor can drive the fan blade to rotate.

[0009] Preferably, a liquid storage tank is fixedly connected to the inner wall of the upper chamber, and a cooler is fixedly connected to one side of the liquid storage tank.

[0010] Preferably, a cooling pipe is fixedly connected to one side of the cooler, and one end of the cooling pipe passes through the liquid storage tank and extends into the inner cavity of the liquid storage tank, so as to cool the coolant in the liquid storage tank through the cooling pipe.

[0011] Preferably, a reflux pump is fixedly connected to one side of the liquid storage tank, and two reflux pipes are fixedly connected to one side of the reflux pump. One end of the reflux pipe passes through the liquid storage tank and extends into the inner cavity of the liquid storage tank. A heat exchange copper tube is fixedly connected to the other side of the reflux pump to cool the external gas.

[0012] Compared with the prior art, the beneficial effects of this utility model are: 1. This aircraft motor with adaptive temperature control function can separate the fan blades from the motor's power output shaft when the motor does not need to dissipate heat, and connect the fan blades to the motor's power output shaft when the motor needs to dissipate heat. This allows the motor to dissipate heat when needed, reducing the motor load while also improving heat dissipation efficiency.

[0013] 2. This aircraft motor with adaptive temperature control function can dynamically adjust the cooling intensity of the cooling mechanism according to the heat dissipation intensity required by the motor through the adaptive temperature control mechanism, so as to prevent low heat dissipation efficiency or excessive heat dissipation and improve energy utilization efficiency. Attached Figure Description

[0014] Figure 1 This is a front-view three-dimensional structural diagram of an aviation motor with adaptive temperature control function proposed in this utility model. Figure 2 This is a front view sectional three-dimensional structural diagram of an aviation motor with adaptive temperature control function proposed in this utility model. Figure 3 This is a bottom-view sectional view of an aircraft motor with adaptive temperature control function proposed in this utility model. Figure 4 This is a schematic diagram of a fan blade locking mechanism for an aircraft motor with adaptive temperature control function proposed in this utility model. In the diagram: 100, lower compartment; 110, first heat dissipation trough; 120, temperature monitor; 130, motor body; 140, rotating seat; 141, fan blade; 150, slot; 160, mounting plate; 161, telescopic rod; 200, upper compartment; 210, second heat dissipation trough; 220, liquid storage tank; 221, refrigerator; 222, refrigeration pipe; 230, refrigeration pump; 231, refrigeration pipe; 240, heat exchange copper pipe. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0016] Example 1: Please refer to again Figure 1-4This utility model provides an aircraft motor with adaptive temperature control function, including a lower compartment 100. The outer side of the lower compartment 100 is provided with a first heat dissipation groove 110, and the first heat dissipation grooves 110 are arranged evenly in sequence. A temperature monitor 120 is fixedly connected to the inner wall of the lower compartment 100. A motor body 130 is fixedly connected to the bottom of the inner cavity of the lower compartment 100. A rotating seat 140 is rotatably connected to the outer side of the power output shaft of the motor body 130. Five fan blades 141 are fixedly connected to the outer side of the rotating seat 140, and the fan blades 141 are evenly distributed in sequence. Two slots 150 are provided on the top of the rotating seat 140. Two mounting plates 160 are fixedly connected to the outer side of the power output shaft of the motor body 130. A telescopic rod 161 is fixedly connected to the bottom of the mounting plate 160. The bottom end of the telescopic rod 161 extends to the inner side of the slot 150, and the telescopic rod 161 engages with the slot 150.

[0017] Specifically, the temperature of the motor inside the lower compartment 100 is monitored in real time by the temperature monitor 120. When the temperature reaches a level that requires the use of a fan to cool the motor, the temperature monitor 120 sends a command to the telescopic rod 161 to extend the telescopic rod 161 so that its bottom end extends into the slot 150 of the rotating seat 140. Then, when the power output shaft of the motor rotates, the telescopic rod 161 engages with the edge of the slot 150, thereby causing the power output shaft of the motor to rotate and drive the telescopic rod 161 to rotate the rotating seat 140. This causes the fan blades 141 on the rotating seat 140 to rotate, drawing outside air into the lower compartment 100 to cool the motor.

[0018] Example 2: Please refer to again Figure 1-4 The upper chamber 200 is fixedly connected to the top of the lower chamber 100. A second heat dissipation groove 210 is provided on the outer side of the upper chamber 200, and the second heat dissipation grooves 210 are arranged evenly in sequence. A liquid storage chamber 220 is fixedly connected to the inner wall of the upper chamber 200. A cooler 221 is fixedly connected to one side of the liquid storage chamber 220. A cooling pipe 222 is fixedly connected to one side of the cooler 221. One end of the cooling pipe 222 passes through the liquid storage chamber 220 and extends into the inner cavity of the liquid storage chamber 220. A reflux pump 230 is fixedly connected to one side of the liquid storage chamber 220. Two reflux pipes 231 are fixedly connected to one side of the reflux pump 230. One end of the reflux pipe 231 passes through the liquid storage chamber 220 and extends into the inner cavity of the liquid storage chamber 220. A heat exchange copper pipe 240 is fixedly connected to the other side of the reflux pump 230.

[0019] Specifically, the temperature of the motor inside the lower compartment 100 is monitored in real time by the temperature monitor 120. When the temperature reaches a point where the fan cannot effectively dissipate heat, the temperature monitor 120 sends a command to start the cooler 221 and the return pump 230, causing the cooling pipe 222 to work and cool the coolant in the liquid storage tank 220. After the coolant temperature drops, the return pump 230 sends the low-temperature coolant into the heat exchange copper pipe 240 through one side return pipe 231. At the same time, the room-temperature coolant in the heat exchange copper pipe 240 is sent back to the liquid storage tank 220 through the other side return pipe 231. After cooling, it is sent back to the heat exchange copper pipe 240. This cycle continues to lower the temperature of the heat exchange copper pipe 240, allowing the gas sent into the lower compartment 100 by the fan to come into contact with the low-temperature heat exchange copper pipe 240. After cooling the gas, it cools the motor.

[0020] Working principle: The temperature of the motor inside the lower compartment 100 is monitored in real time by the temperature monitor 120. When the temperature reaches the point where the fan needs to be used to cool the motor, the temperature monitor 120 sends a command to the telescopic rod 161 to extend the telescopic rod 161 so that the bottom end of the telescopic rod 161 extends into the slot 150 of the rotating seat 140. Then, when the power output shaft of the motor rotates, the telescopic rod 161 engages with the edge of the slot 150, thereby causing the power output shaft of the motor to rotate and drive the telescopic rod 161 to rotate the rotating seat 140. This causes the fan blades 141 on the rotating seat 140 to rotate, drawing outside air into the lower compartment 100 to cool the motor. The temperature monitor 120 monitors the temperature of the motor inside the lower compartment 100 in real time. When the temperature reaches a point where the fan cannot effectively dissipate heat, the temperature monitor 120 sends a command to start the cooler 221 and the return pump 230, causing the cooling pipe 222 to work and cool the coolant in the liquid storage tank 220. After the coolant temperature drops, the return pump 230 sends the low-temperature coolant into the heat exchange copper pipe 240 through one side return pipe 231. At the same time, the room-temperature coolant in the heat exchange copper pipe 240 is sent back to the liquid storage tank 220 through the other side return pipe 231. After cooling, it is sent back to the heat exchange copper pipe 240. This cycle continues to lower the temperature of the heat exchange copper pipe 240, allowing the gas sent into the lower compartment 100 by the fan to come into contact with the low-temperature heat exchange copper pipe 240. The gas is then cooled, which in turn cools the motor.

[0021] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An aircraft motor with adaptive temperature control function, comprising a lower compartment (100), characterized in that, The lower compartment (100) has a first heat dissipation groove (110) on its outer side, and the first heat dissipation groove (110) is arranged evenly in sequence. The upper compartment (200) is fixedly connected to the top of the lower compartment (100). A second heat dissipation groove (210) is provided on the outer side of the upper compartment (200), and the second heat dissipation groove (210) is arranged evenly in sequence.

2. An aircraft motor with adaptive temperature control function as described in claim 1, characterized in that, A temperature monitor (120) is fixedly connected to the inner wall of the lower chamber (100), and a motor body (130) is fixedly connected to the bottom of the inner cavity of the lower chamber (100).

3. An aircraft motor with adaptive temperature control function as described in claim 2, characterized in that, The motor body (130) has a rotating seat (140) rotatably connected to the outside of the power output shaft. Five fan blades (141) are fixedly connected to the outside of the rotating seat (140), and the fan blades (141) are evenly distributed in sequence. Two slots (150) are opened on the top of the rotating seat (140).

4. An aircraft motor with adaptive temperature control function as described in claim 3, characterized in that, Two mounting plates (160) are fixedly connected to the outside of the power output shaft of the motor body (130). A telescopic rod (161) is fixedly connected to the bottom of the mounting plate (160). The bottom end of the telescopic rod (161) extends to the inside of the slot (150) and the telescopic rod (161) engages with the slot (150).

5. An aircraft motor with adaptive temperature control function as described in claim 1, characterized in that, The inner wall of the upper chamber (200) is fixedly connected to a liquid storage tank (220), and a cooler (221) is fixedly connected to one side of the liquid storage tank (220).

6. An aircraft motor with adaptive temperature control function as described in claim 5, characterized in that, A refrigeration pipe (222) is fixedly connected to one side of the refrigerator (221). One end of the refrigeration pipe (222) passes through the liquid storage tank (220) and extends into the inner cavity of the liquid storage tank (220).

7. An aircraft motor with adaptive temperature control function as described in claim 6, characterized in that, A reflux pump (230) is fixedly connected to one side of the liquid storage tank (220). Two reflux pipes (231) are fixedly connected to one side of the reflux pump (230). One end of the reflux pipe (231) passes through the liquid storage tank (220) and extends into the inner cavity of the liquid storage tank (220). A heat exchange copper pipe (240) is fixedly connected to the other side of the reflux pump (230).

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