Air duct structure of eVTOL aircraft and eVTOL aircraft with same

Abstract

The utility model provides a wind channel structure of eVTOL aircraft and eVTOL aircraft with it belong to aviation equipment field. The wind channel structure is located on the fuselage of aircraft, the surface of fuselage is equipped with assembly port, the wind channel structure is put into the assembly port and at least one part is located outside the assembly port, the part of wind channel structure outside the assembly port is glued with the skin of fuselage through connecting piece, and the glueing area of wind channel structure and the skin of fuselage is reinforced through fastener, the wind channel structure is used to constitute the passage of air flow in and out of the fuselage, the entrance of passage is located outside the fuselage and is communicated with the outside environment, the exit of passage is located in the fuselage and is communicated with the inside of fuselage, and the exit of passage is oriented and is located at the air inlet side of the cooling fan in the inside of fuselage. Compared with prior art, the utility model is based on the design concept that the wind channel structure is additionally arranged on the fuselage, the convection of air can not only realize heat dissipation, but also is beneficial to meet the air intake demand and aerodynamic requirement of eVTOL aircraft.

Description

Technical Field

[0001] This utility model belongs to the field of aviation equipment, and in particular relates to a wind tunnel structure for an eVTOL (Electric Vertical Take-off and Landing) aircraft and an eVTOL aircraft having the same structure. Background Technology

[0002] In the design and development of eVTOL aircraft, in order to control the environmental parameters inside the aircraft cabin and equipment compartment, such as temperature, pressure, and humidity, an environmental control system (environmental control system) is generally configured, which consists of three main parts: an air conditioning system, a thermal management system, and an environmental control controller. By providing functions such as cabin temperature regulation, ventilation, windshield defogging, and on-demand cooling or heating energy systems, it ensures that the occupants and equipment are in a suitable and safe environment.

[0003] It is worth mentioning that, in order to maintain the balance of environmental parameters inside the cabin, the environmental control system is usually equipped with a duct structure that can control the airflow path, so as to meet the comfort of personnel and the heating and cooling needs of equipment through efficient distribution and circulation of air.

[0004] In related technologies, although some duct structures can control the airflow path, problems such as poor ventilation efficiency and high ventilation resistance still exist. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a wind tunnel structure for an eVTOL aircraft and an eVTOL aircraft having the same, so as to solve at least one of the above technical problems.

[0006] To achieve the above-mentioned technical objectives, the first aspect of this utility model provides a wind duct structure for an eVTOL aircraft. The wind duct structure is disposed on the fuselage of the aircraft. The surface of the fuselage is provided with an assembly port. The wind duct structure is placed into the assembly port, and at least a portion of it is located outside the assembly port. The portion of the wind duct structure located outside the assembly port is bonded to the skin of the fuselage by a connector, and the bonded area between the wind duct structure and the skin of the fuselage is reinforced by fasteners. The wind duct structure is used to form a channel for air circulation between the inside and outside of the fuselage. The inlet of the channel is located outside the fuselage and communicates with the external environment. The outlet of the channel is located inside the fuselage and communicates with the interior of the fuselage. The outlet of the channel is guided to the air inlet side of the cooling fan inside the fuselage.

[0007] In one embodiment, the air duct structure is located at the top of the fuselage.

[0008] In one embodiment, one end of the air duct structure faces the front of the fuselage, and the other end of the air duct structure faces the rear of the fuselage and forms an acute angle with the vertical.

[0009] In one embodiment, the cross-sectional area of ​​the channel gradually increases along the direction from the inlet of the channel to the outlet of the channel.

[0010] In one embodiment, the inner surface of the channel is provided with a protective layer to prevent the channel from being corroded by the external environment.

[0011] In one embodiment, the duct structure includes a lower bottom plate, an upper top plate, a left side plate, and a right side plate. The lower bottom plate is disposed opposite to the upper top plate, and the left side plate is disposed opposite to the right side plate. The lower bottom plate is connected to or integrally formed with the upper top plate through the left side plate and the right side plate to form the channel.

[0012] In one embodiment, viewed from the front-rear direction of the fuselage, the entrance of the channel is arc-shaped, and the exit of the channel is rectangular.

[0013] The second aspect of this utility model provides an eVTOL aircraft, including the air duct structure of the eVTOL aircraft as described in the above technical solution.

[0014] In another embodiment, the body is provided with a grille cover for air exhaust.

[0015] By adopting the above technical solution, this utility model has the following beneficial effects: This utility model discloses a wind duct structure for an eVTOL aircraft. Based on the design concept of adding a wind duct structure to the fuselage, the air convection can not only achieve heat dissipation, but also help meet the air intake and aerodynamic requirements of the eVTOL aircraft. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of the wind tunnel structure of an eVTOL aircraft in use, as provided in the embodiments of this application.

[0018] Figure 2This is a partial structural diagram of the air duct structure of an eVTOL aircraft provided in the embodiments of this application, in the usage state.

[0019] Figure 3 This is an exploded structural diagram of the air duct structure of an eVTOL aircraft provided in an embodiment of this application.

[0020] Explanation of reference numerals in the attached figures: 100. Air duct structure; 10a. Bottom plate; 10b. Top plate; 10c. Left side plate; 10d. Right side plate; 10e. Passageway; 20. Connectors; 1. Body; 1a. Assembly port; 1b. Grille cover. Detailed Implementation

[0021] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this utility model. Based on the description of this utility model, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this utility model.

[0022] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect," etc., 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. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0023] The terms "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product is usually placed in during use. They are only for the convenience of description and simplification, 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. Therefore, they should not be construed as limitations on this utility model.

[0024] The terms “first,” “second,” “third,” etc., are used merely to distinguish elements with similar properties, not to indicate or imply relative importance or a specific order.

[0025] The terms “include,” “contain,” or any other variation thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0026] According to the inventors, in the design and development of eVTOL (Electric Vertical Take-off and Landing) aircraft, in order to control the environmental parameters inside the aircraft cabin and equipment compartment, such as temperature, pressure, and humidity, an environmental control system (environmental control system) is generally configured, which mainly consists of an air conditioning system, a thermal management system, and an environmental control controller. By providing functions such as cabin temperature regulation, ventilation, windshield defogging, and on-demand cooling or heating energy systems, it ensures that the occupants and equipment are in a suitable and safe environment.

[0027] It is worth mentioning that, in order to maintain the balance of environmental parameters inside the cabin, the environmental control system is usually equipped with a duct structure that can control the airflow path, so as to meet the comfort of personnel and the heating and cooling needs of equipment through efficient distribution and circulation of air.

[0028] In related technologies, although some duct structures can control the airflow path, problems such as poor ventilation efficiency and high ventilation resistance still exist.

[0029] To solve at least one of the above technical problems, it is necessary to improve or optimize the existing air duct structure to better meet the air intake and aerodynamic requirements of the eVTOL aircraft.

[0030] Example 1 Please see Figures 1 to 3 An embodiment of the first aspect of this utility model provides an air duct structure for an eVTOL aircraft. The air duct structure 100 is installed on the fuselage 1 of the aircraft and serves to form a channel 10e for airflow between the inside and outside of the fuselage 1. Specifically, the inlet of the channel 10e is located outside the fuselage 1 and communicates with the external environment (outside atmosphere), while the outlet of the channel 10e is located inside the fuselage 1 and communicates with the interior of the fuselage 1. It should be noted that the outlet of the channel 10e is directed to the air intake side of a cooling fan inside the fuselage 1. Preferably, the inner surface of the channel 10e is smooth, which helps to reduce air resistance during airflow in the channel 10e, thereby reducing energy loss during airflow.

[0031] It is worth mentioning that the cooling fan mentioned here refers to a heat dissipation device in the eVTOL aircraft's environmental control system that uses electrical energy to accelerate airflow. Thus, when air from the external environment (such as cold air) enters the fuselage 1 through channel 10e and comes into contact with and mixes with the air inside the fuselage 1 (such as hot air), heat exchange occurs through air convection, which helps regulate the temperature inside the fuselage 1. Specifically, the hot air inside the fuselage 1 mentioned here includes, but is not limited to, the hot air in the cockpit and the hot air generated by the energy systems (such as battery packs) in the equipment bay.

[0032] Furthermore, the air duct structure 100 is installed on the top of the fuselage 1. Thus, when low-temperature air flows into the fuselage 1 from the top through the channel 10e, since the density of low-temperature air is greater than that of high-temperature air, and most of the high-temperature air accumulates on the top of the fuselage 1, this is beneficial for the low-temperature air to fully contact and mix with the high-temperature air during the descent process, thereby shortening the temperature adjustment time inside the fuselage 1.

[0033] Furthermore, the surface of the fuselage 1 is provided with an assembly opening 1a. The air duct structure 100 is placed inside the assembly opening 1a, with at least a portion located outside the assembly opening 1a. That is, when the air duct structure 100 is connected to the fuselage 1, a portion of the air duct structure 100 is located outside the fuselage 1, and another portion of the air duct structure 100 is located inside the fuselage 1. It should be noted that, in order to achieve a fixed connection between the air duct structure 100 and the fuselage 1, the portion of the air duct structure 100 located outside the assembly opening 1a is bonded to the skin of the fuselage 1 via a connector 20, and the bonded area between the air duct structure 100 and the skin of the fuselage 1 is reinforced by fasteners. This helps to enhance the connection stability between the air duct structure 100 and the fuselage 1 and prevents the air duct structure 100 from separating from the fuselage 1. Preferably, the connector 20 is a high-performance adhesive mainly composed of an epoxy resin matrix and a curing agent, such as aerospace structural adhesive mainly used for structural bonding of metals and composite materials; the fastener is a part that uses axial force to achieve a fixed connection, such as a rivet.

[0034] Furthermore, one end of the air duct structure 100 faces the front of the fuselage 1, and the other end faces the rear of the fuselage 1, forming an acute angle with the vertical. Thus, by aligning the air duct structure 100 with the longitudinal direction (length direction) of the fuselage 1, on the one hand, during the flight of the eVTOL aircraft, this facilitates the flow of oncoming air from the front of the fuselage 1 into the fuselage 1 through the inlet of the channel 10e, overcoming the problem of poor air exchange efficiency caused by easy separation of oncoming airflow; on the other hand, this ensures that the outlet of the channel 10e faces the cooling fan directly, guaranteeing heat exchange efficiency.

[0035] Furthermore, the cross-sectional area of ​​the air duct structure 100 gradually increases along the direction from the inlet to the outlet of the channel 10e. Thus, when air from the external environment flows into the fuselage 1 through the channel 10e, the gradually increasing cross-sectional area of ​​the air duct structure 100 causes the air velocity within the channel 10e to gradually decrease. This increases the contact time between the air from the external environment and the high-temperature air at the top of the fuselage 1, effectively ensuring sufficient contact and mixing between the air from the external environment and the high-temperature air to achieve heat exchange.

[0036] Furthermore, to prevent the duct structure 100 from being corroded by the external environment (such as ultraviolet rays, high temperature and humidity, wind and sand erosion, etc.), a protective layer is attached to the inner surface of the channel 10e. Preferably, the protective layer is constructed of a high-performance material with corrosion resistance, hydrophobicity and high temperature stability, such as a polytetrafluoroethylene membrane made of polytetrafluoroethylene.

[0037] For example, such as Figure 3 As shown, the air duct structure 100 includes a lower base plate 10a, an upper top plate 10b, a left side plate 10c, and a right side plate 10d. The lower base plate 10a and the upper top plate 10b are positioned opposite each other, and the left side plate 10c and the right side plate 10d are positioned opposite each other. The lower base plate 10a is connected to or integrally formed with the upper top plate 10b via the left side plate 10c and the right side plate 10d to form a channel 10e. Preferably, the lower base plate 10a, the upper top plate 10b, the left side plate 10c, and the right side plate 10d are each constructed from carbon fiber composite materials, such as structural materials made from polyacrylonitrile-based fibers with a carbon content higher than 90% and a matrix such as resin. This helps ensure that the structural strength of the air duct structure 100 meets design requirements.

[0038] Furthermore, viewed from the front-rear direction of the fuselage 1, the inlet of the channel 10e is arc-shaped, and the outlet of the channel 10e is rectangular, but not limited to this. On the one hand, the curved structure helps to reduce airflow resistance and reduce pressure by accelerating the airflow velocity, thus ensuring the lift requirements of the eVTOL aircraft; on the other hand, the rectangular structure helps to adapt the air duct structure 100 to the outer contour of adjacent components (such as the cooling fan of the eVTOL aircraft's environmental control system), allowing more air to flow to and contact the adjacent components to cool them. Specifically, the lower base plate 10a, upper top plate 10b, left side plate 10c, and right side plate 10d are each arc-shaped. The left and right edges of the lower base plate 10a are connected to the left and right edges of the upper top plate 10b through the left side plate 10c and the right side plate 10d, respectively. One end of the lower base plate 10a, together with the corresponding ends of the upper top plate 10b, left side plate 10c, and right side plate 10d, together form a semi-circular entrance to the channel 10e. The other end of the lower base plate 10a, together with the corresponding other ends of the upper top plate 10b, left side plate 10c, and right side plate 10d, together form a rectangular exit to the channel 10e.

[0039] Furthermore, to prevent the air duct structure 100 from being corroded by the external environment, the outer surface of the air duct structure 100 is coated with a protective layer. Preferably, the protective layer is made of a coating with corrosion resistance and weather resistance, such as polyurethane coating.

[0040] In summary, compared with the prior art, this utility model is based on the design concept of adding a wind duct structure 100 to the fuselage 1. Through air convection, it can not only achieve heat dissipation, but also help meet the air intake and aerodynamic requirements of the eVTOL aircraft.

[0041] Example 2 Please see Figure 1 A second aspect of this invention provides an eVTOL aircraft, which includes the air duct structure of an eVTOL aircraft as described in Embodiment 1. This is beneficial for ensuring that the eVTOL aircraft operates in a better environment.

[0042] Furthermore, the eVTOL aircraft includes a fuselage 1, on which a grille cover 1b is mounted. Specifically, the grille cover 1b is located on the side of the fuselage 1 and is used for air exhaust.

[0043] Furthermore, to meet the design requirements for draining liquids (such as water), a drainage structure, such as a drainage trough, drainage hole, or drainage channel, is formed on the fuselage 1. Preferably, a drainage channel is arranged near the outlet of the channel 10e, and a drainage hole is arranged at the bottom of the skin of the fuselage 1, which is beneficial for drainage.

[0044] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the appended claims.

Claims

1. A wind tunnel structure for an eVTOL aircraft, characterized in that, The air duct structure is installed on the fuselage of the aircraft. The surface of the fuselage has an assembly port. The air duct structure is placed inside the assembly port, with at least a portion located outside the assembly port. The portion of the air duct structure located outside the assembly port is bonded to the skin of the fuselage via connectors. Fasteners are used to reinforce the bonded area between the air duct structure and the skin of the fuselage. The air duct structure forms a channel for air circulation between the inside and outside of the fuselage. The inlet of the channel is located outside the fuselage and communicates with the external environment. The outlet of the channel is located inside the fuselage and communicates with the interior of the fuselage. The outlet of the channel is directed to the air intake side of the cooling fan inside the fuselage.

2. The wind tunnel structure of the eVTOL aircraft as described in claim 1, characterized in that, The air duct structure is located on the top of the fuselage.

3. The wind tunnel structure of the eVTOL aircraft as described in claim 1, characterized in that, One end of the air duct structure faces the front of the fuselage, and the other end of the air duct structure faces the rear of the fuselage and forms an acute angle with the vertical.

4. The air duct structure of the eVTOL aircraft as described in claim 1, characterized in that, The cross-sectional area of ​​the channel gradually increases from the inlet to the outlet of the channel.

5. The wind tunnel structure of the eVTOL aircraft as described in claim 1, characterized in that, The inner surface of the channel is provided with a protective layer, which is used to prevent the channel from being corroded by the external environment.

6. The wind tunnel structure of the eVTOL aircraft as described in claim 1, characterized in that, The air duct structure includes a lower bottom plate, an upper top plate, a left side plate, and a right side plate. The lower bottom plate is disposed opposite to the upper top plate, and the left side plate is disposed opposite to the right side plate. The lower bottom plate is connected to or integrally formed with the upper top plate through the left side plate and the right side plate to form the channel.

7. The wind tunnel structure of the eVTOL aircraft as described in claim 1, characterized in that, Viewed from the front and rear of the fuselage, the entrance of the channel is arc-shaped, and the exit of the channel is rectangular.

8. An eVTOL aircraft, characterized in that, Includes the wind tunnel structure of the eVTOL aircraft as described in any one of claims 1 to 7.

9. The eVTOL aircraft as described in claim 8, characterized in that, The fuselage is equipped with a grille cover for air exhaust.

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