阅读说明：本技术 一种飞行器电力推进器散热系统 (Aircraft electric propulsion ware cooling system ) 是由 肖刚 王少波 李明 朱鹏程 胡致强 于 2020-12-23 设计创作，主要内容包括：本发明公开了一种飞行器电力推进器散热系统,包括机舱外壳,所述机舱外壳内设有推进器本体和与所述推进器本体同轴设置的驱动器外壳,所述驱动器外壳的内壁设有驱动器功率组件,还包括设于所述驱动器外壳远离所述推进器本体一端的轴流风扇。本发明所提供的飞行器电力推进器散热系统在有限空间解决了推进器本体和驱动器的布置及散热问题,适用于大功率电力推进器,提高了散热的可靠性。(The invention discloses an aircraft electric propeller cooling system which comprises an engine room shell, wherein a propeller body and a driver shell which is coaxial with the propeller body are arranged in the engine room shell, a driver power assembly is arranged on the inner wall of the driver shell, and the aircraft electric propeller cooling system also comprises an axial flow fan which is arranged at one end, far away from the propeller body, of the driver shell. The heat dissipation system of the electric propeller of the aircraft solves the problems of arrangement and heat dissipation of the propeller body and the driver in a limited space, is suitable for a high-power electric propeller, and improves the reliability of heat dissipation.)

1. The aircraft electric propeller cooling system is characterized by comprising a cabin shell (70), wherein a propeller body and a driver shell (40) which is coaxial with the propeller body are arranged in the cabin shell (70), a driver power assembly (80) is arranged on the inner wall of the driver shell (40), and the aircraft electric propeller cooling system further comprises an axial flow fan (60) which is arranged at one end, far away from the propeller body, of the driver shell (40).

2. The aircraft electric thruster heat dissipation system of claim 1, wherein the thruster body comprises a stator housing (10), an electric motor rotor (20) and first end cap bearing assemblies (30) provided at both ends of the stator housing (10).

3. The aircraft electric thruster heat dissipation system of claim 2, wherein an end of the driver housing (40) remote from the thruster body is provided with a second end cap bearing assembly (50).

4. The aircraft electric thruster heat dissipation system of claim 2 or 3, characterized in that the periphery of the stator housing (10) and the driver housing (40) are each provided with heat dissipation fins (90).

5. The aircraft electric thruster heat dissipation system of claim 4, wherein the height of the heat dissipation fins (90) located at the driver housing (40) is greater than the height of the heat dissipation fins (90) located at the stator housing (10).

6. The aircraft electric thruster heat dissipation system of claim 4, wherein the axial fan (60) is provided on an extended shaft of the electric motor rotor (20).

7. The aircraft electric propeller cooling system according to claim 4, characterized in that a periphery of the axial fan (60) is provided with a shield that shields the axial fan (60).

8. The aircraft electric propeller cooling system according to claim 7, wherein a peripheral air inlet (71) is formed in a peripheral portion of the nacelle housing (70) near one end of the propeller body.

9. The aircraft electric propeller cooling system according to claim 7, wherein the axial fan (60) further comprises a drive portion, the axial fan (60) being fixed to a nacelle housing (70) by the shield at the periphery.

10. The aircraft electric thruster heat dissipation system of claim 9, wherein the stator housing (10) and the driver housing (40) are cylindrical shells of equal outer diameter.

Technical Field

The invention relates to the field of electric thrusters, in particular to a radiating system of an aircraft electric thruster.

Background

The electric thruster is an important component of a power system on the aircraft, and a rotor of the electric thruster rotates to drive a propeller on the aircraft to rotate so as to provide power for the movement of the aircraft.

The existing heat dissipation schemes for motors and drivers are as follows:

the low-power heat dissipation scheme: the driver is designed into a cylinder with the same diameter of the motor body, and is arranged at the tail part of the motor, the driver and the motor are provided with radiating fins, and the cooling medium is air. When in operation, the driver and the motor adopt natural heat dissipation according to actual working conditions, or a part of flowing air brought by the propeller is used for heat dissipation. The aircraft has multiple complicated operating condition, and the radiating air that borrows the screw drive can not be guaranteed in real time.

High-power heat dissipation scheme: the driver is designed into a cube and is arranged on the upper part of the motor body or is arranged separately, and the driver and the motor respectively use independent heat dissipation systems. And the driver and the motor adopt forced air cooling or water cooling according to respective design requirements during operation. As is well known, the volume, the weight and the reliability are important indexes of an aircraft, and in the scheme, because the motor and the driver respectively operate independently, the cable connection between the motor and the driver needs to be increased, and a mounting bracket and a space are reserved for the motor and the driver respectively, so that the volume of a power system is increased. Meanwhile, the reliability of the system is reduced due to the increase of devices.

Therefore, how to improve the heat dissipation performance of the electric thruster becomes a technical problem to be solved by those skilled in the art.

Disclosure of Invention

The invention aims to provide a heat dissipation system of an electric thruster of an aircraft, which optimizes the arrangement of a thruster body and a driver and improves the heat dissipation performance of the electric thruster.

In order to achieve the purpose, the invention provides an electric propeller which comprises a cabin shell, wherein a propeller body and a driver shell which is coaxial with the propeller body are arranged in the cabin shell, a driver power assembly is arranged on the inner wall of the driver shell, and the electric propeller also comprises an axial flow fan which is arranged at one end, far away from the propeller body, of the driver shell.

Optionally, the propeller body comprises a stator housing, a motor rotor and first end cap bearing assemblies provided at both ends of the stator housing.

Optionally, the end of the driver housing remote from the thruster body is provided with a second end cap bearing assembly.

Optionally, the periphery of the stator housing and the periphery of the driver housing are both provided with heat dissipation fins.

Optionally, the height of the heat dissipation fins located on the driver housing is greater than the height of the heat dissipation fins located on the stator housing.

Optionally, the axial fan is disposed on an extension shaft of the motor rotor.

Optionally, a peripheral portion of the axial flow fan is provided with a protective cover for protecting the axial flow fan.

Optionally, a peripheral air inlet is formed in a peripheral portion of the nacelle housing, the peripheral portion being close to one end of the propeller body.

Optionally, the axial fan further comprises a driving part, and the axial fan is fixed to the nacelle housing through the protective cover on the periphery.

Optionally, the stator housing and the driver housing are cylindrical shells of equal outer diameter.

Compared with the background art, the heat dissipation system of the electric propeller of the aircraft comprises an engine room shell, wherein a propeller body is arranged in the engine room shell, a driver shell is coaxially arranged on the propeller body, and a driver power assembly is fixed on the inner wall of the driver shell, so that the driver power assembly and the propeller body can be conveniently installed and fixed; the axial flow fan is arranged at one end, far away from the propeller body, of the driver shell, the axial air channel is formed by means of the engine room shell, forced convection heat dissipation is conducted on the driver power assembly and the propeller body by means of air flow flowing in the air channel, and heat dissipation performance is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a schematic diagram of an aircraft electric propulsion heat dissipation system according to an embodiment of the present invention;

FIG. 2 is a schematic cooling airflow diagram of the thermal dissipation system of the aircraft electric propulsion system of FIG. 1;

FIG. 3 is an exploded view of the thermal dissipation system of the aircraft electric propulsion system of FIG. 2;

FIG. 4 is a schematic diagram of an aircraft electric propulsion heat dissipation system provided in accordance with another embodiment of the present invention;

FIG. 5 is a schematic cooling airflow diagram of the aircraft electric propulsion radiator system of FIG. 4.

Wherein:

10-stator housing, 20-motor rotor, 30-first end cover bearing assembly, 40-driver housing, 50-second end cover bearing assembly, 60-axial fan, 70-cabin housing, 71-peripheral air inlet, 80-driver power assembly, 90-radiating fin.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

Referring to fig. 1 to 5, fig. 1 is a schematic diagram of an aircraft electric thruster heat dissipation system according to an embodiment of the present invention, fig. 2 is a schematic diagram of a cooling airflow of the aircraft electric thruster heat dissipation system in fig. 1, fig. 3 is an exploded view of the aircraft electric thruster heat dissipation system in fig. 2, fig. 4 is a schematic diagram of an aircraft electric thruster heat dissipation system according to another embodiment of the present invention, and fig. 5 is a schematic diagram of a cooling airflow of the aircraft electric thruster heat dissipation system in fig. 4.

The aircraft electric propeller cooling system provided by the invention comprises a cabin shell 70, a propeller body arranged in the cabin shell 70 and a driver power assembly 80 for controlling the operation of the propeller body, wherein the propeller body is coaxially provided with a driver shell 40, and the driver power assembly 80 is fixed on the inner wall of the driver shell 40, so that the driver power assembly 80 and the propeller body can be conveniently installed and fixed; the axial flow fan 60 disposed at one end of the drive housing 40 away from the propeller body forms an axial air duct in the nacelle housing 70, and forced convection heat dissipation is performed on the drive and the propeller body by means of air flow flowing in the air duct, thereby improving heat dissipation performance of the electric propeller and the drive power assembly 80.

The electric propulsion air-cooled heat dissipation system provided by the invention is described in more detail with reference to the accompanying drawings and specific embodiments.

In the embodiment provided by the present invention, the nacelle housing 70 is a cylindrical shell having a truncated cone shape, the propeller body is fixed to the front end of the nacelle housing 70 having a smaller diameter, the driver power module 80 is fixed to the inner wall of the driver housing 40 coaxially disposed with the propeller body, and the driver housing 40 is disposed axially rearward of the propeller body. The thruster body comprises in particular a stator housing 10, a motor rotor 20 and two sets of first end cap bearing assemblies 30. The propeller body is secured within the nacelle housing 70 by the stator housing 10, and the first end cap bearing assembly 30 comprises a first end cap that seals both ends of the stator housing 10 and a bearing assembly that supports the rotation of the motor rotor 20.

The axial flow fan 60 is disposed at the propeller body, more specifically, at the axial rear of the driver housing 40, so as to form an axial air duct between the outer periphery of the driver housing 40, the outer periphery of the stator housing 10, and the inner periphery of the nacelle housing 70, and the airflow generated by the axial flow fan 60 and flowing in the air duct performs forced convection heat transfer on the driver body and the driver power module 80, so as to take away heat generated by the stator winding and the rotor winding of the propeller body through the stator housing 10, and take away heat generated by the driver power module 80 through the driver housing 40, thereby improving the heat dissipation performance of the propeller body and the driver power module 80 thereof.

The stator housing 10 and the driver housing 40 are both fixed in the nacelle housing 70 through an outer wall mounting bracket, and are integrally connected by a cylindrical shell with the same outer diameter. The driver power assembly 80 is fixed to the inner wall of the driver housing 40 by screws or other compression structures, and the driver power assembly 80 is attached to the inner wall of the driver housing 40 by an interface material (e.g., a thermally conductive silicone grease or a thermally conductive sheet), thereby reducing the thermal resistance between the driver power assembly 80 and the driver housing 40.

In one embodiment of the present invention, the axial fan 60 is arranged as shown in fig. 1 to 3, by extending a rotating shaft of the motor rotor 20, which sequentially penetrates through the stator housing 10, the first end cap bearing assembly 30 and the driver housing 40 and extends to the rear of the nacelle housing 70, and blades of the axial fan 60 are mounted on the rotating shaft, and the axial fan 60 is driven by the power of the propeller body to dissipate heat of the driver power assembly 80 and the propeller body.

Optionally, a second end cap bearing assembly 50 is disposed at an end of the driver housing 40 away from the propeller body, and the second end cap bearing assembly 50 includes a second end cap and a bearing assembly, and the second end cap not only serves to seal the driver housing 40 against dust, but also can support and position the extension shaft of the motor rotor 20 by the bearing assembly disposed at the second end cap, so as to prevent radial oscillation from occurring when the axial flow fan 60 rotates at a high speed.

In order to further improve the heat dissipation performance of the propeller body and the driver power assembly 80, the outer wall of the stator housing 10 and the outer wall of the driver housing 40 are provided with heat dissipation fins 90 which protrude outwards in the radial direction and extend along the axial direction, and a plurality of groups of heat dissipation fins 90 of the stator housing 10 and the driver housing are uniformly distributed along the circumferential direction. In order to ensure the smoothness of the air duct, the number of the heat dissipation fins 90 is equal and the heat dissipation fins can be arranged in one-to-one alignment along the axial direction. Since the nacelle housing 70 is a truncated cone-shaped housing with a diameter gradually increasing from the front end to the rear end thereof, the height of the heat dissipating fins 90 on the outer wall of the driver housing 40 is set to be greater than the height of the heat dissipating fins 90 on the stator housing 10, so that the heat dissipating area of the heat dissipating fins 90 on the driver housing 40 is increased, and the heat dissipating capability thereof is improved. The fins 90 may also take other shapes that are optimized, such as right-angled trapezoids that increase in height from the forward end to the aft end of the nacelle cover 70, and are not described in detail herein.

In another embodiment of the present invention, as shown in fig. 4 and 5 in particular, the rear end of the rotating shaft of the motor rotor 20 is not extended, and the axial fan 60 is not driven by the motor rotor 20; in other words, the movement of the axial flow fan 60 is relatively independent of the movement of the motor rotor 20, and the axial flow fan 60 is provided with a driving part through which it is driven. The drive section is embodied as a drive motor, which is arranged at the rear end of the nacelle housing 70, substantially coaxially with the motor rotor 20. Power lines may be drawn from the power source to which the driver power assembly 80 is connected to power the drive motor.

Further, a protective cover is further provided on the periphery of the axial flow fan 60, the protective cover has a circular or square ring structure, and the protective cover is provided on the periphery of the axial flow fan 60, so that damage to the blades or injury to the blades of the axial flow fan 60 in a maintenance state can be avoided. The driving motor is fixed at the axis of the shield, and the axial flow fan 60 is fixed on the inner wall of the cabin shell 70 through the shield.

In order to optimize the above embodiment, the air inlet of the air duct inside the nacelle housing 70 is improved, and the peripheral portion of the front end of the nacelle housing 70 is provided with the peripheral air inlet 71 penetrating the wall thickness of the nacelle outer wall, so that the air flow for cooling the propeller body and the driver housing 40 (the driver power assembly 80) can enter from the front end of the nacelle housing 70 and the peripheral air inlet 71 at the front end of the nacelle housing 70, the through-flow capacity is improved, and the heat dissipation performance of the propeller body and the driver power assembly 80 is improved.

The stator housing 10 and the housing of the driver may be made of aluminum alloy or phosphor bronze or the like having high strength and high heat transfer efficiency. The number and location of the driver power assemblies 80 are adjusted based on the actual propeller body power and other electronics in order to achieve the best combination of electrical propeller performance and cost. By the arrangement of the axial flow fan 60, the heat dissipation performance of the high-power electric propeller is increased, so that the propeller body and the driver can be integrated together. The volume and weight of the electric propulsion in the aircraft are reduced. Meanwhile, due to the integration of the propeller body and the driver, the use of an additional mounting bracket, an independent cooler, a cable and an interface accessory is avoided, the cost of the electric propeller is reduced, and the reliability is improved.

It is noted that, in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.

The aircraft electric thruster heat dissipation system provided by the present invention has been described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.