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CN-121404529-B - Electric propulsion heat dissipation system, power device and aircraft

CN121404529BCN 121404529 BCN121404529 BCN 121404529BCN-121404529-B

Abstract

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of aircraft. The electric propulsion heat dissipation system comprises an electric engine, a propeller, a movable cabin, a fixed cabin and a tilting mechanism, wherein the electric engine is arranged on the movable cabin, the tilting mechanism is arranged on the fixed cabin and can drive the electric engine, the propeller and the movable cabin to tilt relative to the body structure of the aircraft, the movable cabin is provided with a movable cavity, when the aircraft is in a flat flight state, a gap-shaped first air outlet is formed at the joint of the movable cabin and the fixed cabin, the movable cavity can be communicated with an external space through the first air outlet, and when the aircraft is in a non-flat flight state, the movable cavity can be communicated with the external space through an opening on one side of the movable cabin, which is far away from the propeller. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that hot air in a power short cabin is difficult to discharge in a flat flight mode of the existing aircraft.

Inventors

  • XUE SONGBAI
  • LI QING
  • SONG JIANBO
  • Xie Shaiming
  • JI HAORAN

Assignees

  • 四川沃飞长空科技发展有限公司
  • 浙江吉利控股集团有限公司

Dates

Publication Date
20260505
Application Date
20251230

Claims (16)

  1. 1. An electrically driven heat dissipation system, comprising: An electric motor (111); A propeller (112) connected to an output end of the motor (111); The movable cabin body (114) is provided with a movable cavity (1141), and at least part of the motor engine (111) is arranged in the movable cavity (1141); A fixed cabin (116) fixedly connected to the body structure of the aircraft, and A tilting mechanism mounted to the fixed cabin (116) and capable of driving the electric engine (111), the propeller (112) and the movable cabin (114) to tilt relative to the body structure of the aircraft; When the aircraft is in a flat flight state, a gap-shaped first air outlet (1142) is formed at the joint of the movable cabin body (114) and the fixed cabin body (116), the movable cavity (1141) can be communicated with an external space through the first air outlet (1142), and when the aircraft is in a non-flat flight state, the movable cavity (1141) can be directly communicated with the external space through an opening at one side of the movable cabin body (114) far away from the propeller (112); The fixed cabin body (116) is provided with a fixed cavity (1162), and a second air outlet (1165) and a third air outlet (1166) which are respectively communicated with the fixed cavity (1162) are arranged on the peripheral side of the fixed cabin body (116); A flow guide body (115) is arranged in one or both of the second air outlet (1165) and the third air outlet (1166), the second air outlet (1165) or the third air outlet (1166) provided with the flow guide body (115) is defined as a flow guide air outlet, the flow guide body (115) is provided with a flow guide channel (1151), an air inlet end of the flow guide channel (1151) is positioned in the fixed cavity (1162), and the flow guide air outlet forms an air outlet end of the flow guide channel (1151); the flow guide body (115) is wedge-shaped, and the flow guide body (115) comprises: A diversion bottom wall (1154), one end of which is connected with one end of the diversion air outlet far away from the movable cabin body (114), and the other end of which extends along the direction towards the movable cabin body (114) and the direction far away from the diversion air outlet to form an inclined surface-shaped structure; A first side wall (1152) with one end connected to one side of the flow guiding bottom wall (1154) and the other end connected to the corresponding side of the flow guiding air outlet, and The second side wall (1153) is opposite to the first side wall (1152), one end of the second side wall (1153) is connected to the other side edge of the diversion bottom wall (1154), and the other end is connected to the corresponding side edge of the diversion air outlet; the included angle C between the flow guiding bottom wall (1154) and the axis of the fixed cabin body (116) is more than or equal to 5 degrees and less than or equal to 45 degrees, and C is the included angle of a connecting line of the flow guiding bottom wall (1154) connecting one end of the flow guiding air outlet and one end far away from the flow guiding air outlet relative to the axis of the fixed cabin body (116).
  2. 2. The electric propulsion heat dissipation system according to claim 1, wherein the first air outlet (1142) is annular and is circumferentially arranged along a circumferential direction of a connection between the movable cabin (114) and the fixed cabin (116).
  3. 3. The electric propulsion and heat dissipation system according to claim 2, characterized in that, when the aircraft is in a flat flight state, an end of the fixed cabin (116) close to the movable cabin (114) can be partially inserted into the movable cabin (114), so that an outer side wall of the fixed cabin (116) and an inner side wall of the movable cabin (114) are spaced apart to form the annular first air outlet (1142).
  4. 4. An electric propulsion heat dissipation system according to claim 3, wherein a shrinkage part (1161) is arranged at one end of the fixed cabin (116) close to the movable cabin (114), the fixed cabin (116) can be at least partially inserted into the movable cavity (1141) through the shrinkage part (1161), and the shrinkage part (1161) and the movable cabin (114) are arranged at intervals to form the first air outlet (1142).
  5. 5. The electric propulsion heat dissipation system of claim 4, wherein a minimum spacing M between the outer sidewall of the necked down portion (1161) and the inner sidewall of the movable compartment (114) is satisfied, where M is 10mm and less than or equal to 30mm.
  6. 6. The electric propulsion heat dissipation system of claim 5, wherein 15mm +.m +.20 mm.
  7. 7. The electric propulsion heat dissipation system according to claim 2, characterized in that the surrounding direction of the first air outlet (1142) is arranged obliquely with respect to the axial direction of the stationary cabin (116).
  8. 8. The electric propulsion heat dissipation system according to claim 1, characterized in that the fixed cabin (116) is provided with a fixed cavity (1162), a water outlet (1163) communicating with the fixed cavity (1162) is provided at the bottom of the fixed cabin (116) when the aircraft is in a flat flight state, and the movable cavity (1141) can communicate with an external space through the fixed cavity (1162) and the water outlet (1163).
  9. 9. The electric propulsion heat dissipation system according to claim 1, characterized in that the second air outlet (1165) and the third air outlet (1166) are arranged opposite along a radial direction of the fixed cabin (116); And/or, the second air outlet (1165) and the third air outlet (1166) do not protrude from the outer surface of the fixed cabin (116).
  10. 10. The electric propulsion heat dissipation system as claimed in claim 1, wherein the air inlet end and the air outlet end of the diversion channel (1151) are respectively provided with a chamfer structure.
  11. 11. The electric propulsion heat dissipation system of claim 1, wherein C is equal to 17 °.
  12. 12. The electric propulsion heat dissipation system as claimed in claim 1, characterized in that an end of the flow guiding bottom wall (1154) remote from the flow guiding air outlet is provided with a first chamfer section (1157), the first chamfer section (1157) being curved towards a direction facing away from the flow guiding air outlet; and/or, one end of the diversion bottom wall (1154) close to the diversion air outlet is provided with a second chamfer section (1158), and the second chamfer section (1158) is bent towards the direction deviating from the diversion air outlet.
  13. 13. The electric propulsion heat dissipation system of claim 1, wherein a flow area of an inlet end of the diversion channel (1151) is smaller than a flow area of the diversion outlet.
  14. 14. A power plant comprising a power cell and an electric propulsion heat dissipation system (110) according to any one of claims 1-13, the power cell being mounted to a body structure of an aircraft, the power cell being electrically connected to the electric propulsion heat dissipation system (110) for powering the electric propulsion heat dissipation system (110).
  15. 15. An aircraft characterized by comprising a fuselage (230), wings (210), a tail wing (220) and an electric propulsion heat dissipation system (110) according to any one of claims 1-13, wherein the wings (210) are connected to both sides of the fuselage (230), the tail wing (220) is connected to the tail of the fuselage (230), and the electric propulsion heat dissipation system (110) is mounted to one, two or three of the tail wing (220), the wings (210) and the fuselage (230).
  16. 16. The aircraft of claim 15, wherein the aircraft is configured as an electric vertical takeoff and landing aircraft.

Description

Electric propulsion heat dissipation system, power device and aircraft Technical Field The application relates to the technical field of aircrafts, in particular to an electric propulsion heat dissipation system, a power device and an aircraft. Background An electric vertical take-off and landing aircraft (eVTOL for short) is an important development direction of modern aviation technology, and a power system of the electric vertical take-off and landing aircraft highly depends on an electric propulsion device to provide thrust required by flight. In the running process, the electric propulsion system generates significant heat due to the continuous operation of components such as a motor, and if the electric propulsion system cannot timely and effectively emit, the electric propulsion system can be overheated or even lose efficacy, and the flight safety and the life of passengers are seriously threatened. The cooling system is used as a key guarantee, a radiator structure is generally adopted, and heat transfer is realized through forced convection heat exchange between external airflow and the surface of the radiator. However, the merits of the heat radiation performance are directly dependent on the rationality of the air flow introduction path, the smoothness of the internal flow, and the efficiency of the hot air discharge. In the prior art, a radiator is generally integrated in an electric engine of an aircraft power nacelle, and external air enters through an air inlet and flows through the radiator to be discharged after heat exchange is completed. The integral attitude of the nacelle changes to cause significant changes in internal aerodynamic characteristics when the nacelle is tilted from a vertical lift condition to a flat flight condition. Specifically, in the fly-by-fly mode, the geometry of the nacelle blocks the hot air exhaust path, and part of the air flow which has absorbed heat is retained in the nacelle cavity due to flow separation or abnormal pressure distribution, so that hot air accumulation is formed. The retention weakens the continuous cooling capacity of the radiator, and further exposes other precise electronic equipment in the power nacelle to additional heat load, so that secondary heat damage risks are caused, and the overall reliability and long-term operation stability of the aircraft are further affected. Disclosure of Invention Based on the above, it is necessary to provide an electric propulsion heat dissipation system, a power device and an aircraft, so as to solve the problem that the hot air in the power short cabin is difficult to discharge in the flat flight mode of the existing aircraft. The electric propulsion heat dissipation system comprises an electric engine, a propeller, a movable cabin, a fixed cabin and a tilting mechanism, wherein the propeller is connected to the output end of the electric engine, the movable cabin is provided with a movable cavity, at least part of the electric engine is arranged in the movable cavity, the fixed cabin is fixedly connected to a body structure of an aircraft, the tilting mechanism is arranged on the fixed cabin and can drive the electric engine, the propeller and the movable cabin to tilt relative to the body structure of the aircraft, when the aircraft is in a flat flight state, a gap-shaped first air outlet is formed at the joint of the movable cabin and the fixed cabin, the movable cavity can be communicated with an external space through the first air outlet, and when the aircraft is in a non-flat flight state, the movable cavity can be directly communicated with the external space through an opening on one side of the movable cabin, which is far away from the propeller. In one embodiment, the first air outlet is annular and is circumferentially arranged along the circumferential direction of the joint of the movable cabin body and the fixed cabin body. In one embodiment, when the aircraft is in a flat flight state, one end of the fixed cabin body, which is close to the movable cabin body, can be partially inserted into the movable cabin body, so that the outer side wall of the fixed cabin body and the inner side wall of the movable cabin body are arranged at intervals to form an annular first air outlet. In one embodiment, a shrinkage part is arranged at one end of the fixed cabin body, which is close to the movable cabin body, and the fixed cabin body can be at least partially inserted into the movable cavity through the shrinkage part, and the shrinkage part and the movable cabin body are arranged at intervals to form a first air outlet. In one embodiment, the minimum distance M between the outer side wall of the necking part and the inner side wall of the movable cabin body is satisfied, and M is more than or equal to 10mm and less than or equal to 30mm. In one embodiment, 15 mm≤M≤20 mm. In one embodiment, the surrounding direction of the first air outlet is inclined relative to the axial direction of the fixed ca