KR102267612B1 - Propulsion apparatus for aircraft - Google Patents

Abstract

The present invention provides an aircraft propulsion system. The present invention is a propeller, a drive shaft connected to the propeller, the propeller is coupled to one side, the drive shaft is inserted, and a housing having a plurality of cells partitioned in the direction of the drive shaft in an internal space, each disposed in the plurality of cells and a plurality of electric motors connected in series to transmit driving force to the drive shaft and a clutch unit disposed between the electric motor and the drive shaft to selectively connect the electric motor and the drive shaft. do.

Description

Aircraft propulsion system {PROPULSION APPARATUS FOR AIRCRAFT}

Embodiments of the present invention relate to aircraft propulsion systems.

In recent years, research on electric propulsion methods has been conducted not only in the field of automobiles but also in the field of aircraft. A propulsion device for an aircraft using an electric motor has a simple structure and excellent reliability, but it is difficult to obtain a high torque, so there is a problem in driving a propeller or a ducted fan having a plurality of blades. In addition, there is a problem in that the device is damaged as the electric motor is heated.

In order to increase the torque, there is a method of configuring a propulsion device by combining an electric motor and a gearbox, but there is a problem in that the number of necessary parts such as a lubricating device increases, and the structure becomes complicated and the weight increases. In addition, if the length is decreased while increasing the radius of the electric motor to increase the torque without using a gearbox, the rotational speed of the electric motor decreases and the air resistance and the weight of the entire device increase as the cross-sectional area increases. there is

The above-mentioned background art is technical information that the inventor possessed for the purpose of derivation of the present invention or acquired during the derivation of the present invention, and cannot necessarily be said to be a known technique disclosed to the general public prior to the filing of the present invention.

SUMMARY OF THE INVENTION An object of the present invention is to provide an aircraft propulsion device capable of achieving high torque while having a simple structure and light weight. However, these problems are exemplary and the scope of the present invention is not limited thereto.

Aircraft propulsion device according to an embodiment of the present invention, a propeller, a drive shaft connected to the propeller, the propeller is coupled to one side, the drive shaft is inserted, a plurality of cells partitioned in the direction of the drive shaft in the internal space a housing having a branch, a plurality of cells disposed in a plurality of cells formed in the inner space of the housing, an electric motor connected in series with each other to transmit a driving force to the driving shaft, and disposed between the electric motor and the driving shaft, the electric motor and the driving shaft and a clutch unit selectively connecting the drive shaft.

In the aircraft propulsion device according to an embodiment of the present invention, the electric motor may include a casing into which the drive shaft is inserted and a plurality of coil units disposed along a circumferential direction of the casing.

In the aircraft propulsion apparatus according to an embodiment of the present invention, in the electric motor, a plurality of the casings are disposed in the drive shaft direction, so that external air may move in the drive shaft direction.

In the aircraft propulsion apparatus according to an embodiment of the present invention, the clutch unit is disposed between a clutch drum rotating integrally with the drive shaft and the clutch drum and the electric motor, and when the electric motor rotates, the clutch unit It may include a clutch disk, in contact with the drum.

In the aircraft propulsion apparatus according to an embodiment of the present invention, when the electric motor is driven at a rotation speed greater than or equal to a preset rotation speed, the clutch disk may maintain a contact state with the inner peripheral surface of the clutch drum.

In the aircraft propulsion apparatus according to an embodiment of the present invention, it may further include a cooling fan disposed on the outer peripheral surface of the clutch drum and rotating integrally with the clutch drum.

In the aircraft propulsion device according to an embodiment of the present invention, it may further include a pitch control link disposed inside the drive shaft, one end connected to the propeller, and moving in the longitudinal direction to control the pitch of the propeller. have.

In the aircraft propulsion device according to an embodiment of the present invention, the actuator is disposed inside the housing and connected to the other end of the pitch control link to move the pitch control link in a preset direction. .

In the aircraft propulsion apparatus according to an embodiment of the present invention, but covering between the propeller and the housing, it further comprises a filter unit disposed on a path through which external air passing through the propeller flows into the inner space of the housing can

In the aircraft propulsion apparatus according to an embodiment of the present invention, the plurality of controllers may further include a control unit connected to the plurality of electric motors, respectively, and disposed to be spaced apart from each other.

The aircraft propulsion device according to the present invention is connected in series with the drive shaft and includes a plurality of electric motors disposed in the longitudinal direction of the drive shaft, thereby minimizing the radial size of the aircraft propulsion device and achieving high torque at the same time. In addition, the outside air passing through the propeller can efficiently cool the inside of the housing. In addition, by minimizing the amount of water droplets or foreign substances introduced into the housing, the aircraft propulsion device can be stably driven.

1 is a view showing an aircraft having an aircraft propulsion device according to an embodiment of the present invention.
FIG. 2 is a view showing the aircraft propulsion apparatus of FIG. 1 .
Figure 3 is a detailed view of the propeller of the aircraft propulsion device of Figure 2;
FIG. 4 is a cross-sectional view showing the inside of the aircraft propulsion device of FIG. 2 .
FIG. 5 is a view showing the electric motor of FIG. 4 .
6A and 6B are views illustrating the clutch disk of FIG. 4 .
7A and 7B are enlarged views showing an enlarged view of A of FIG. 4 .
FIG. 8 is a diagram illustrating a movement path of external air when the aircraft propulsion device of FIG. 2 is driven.
9 is a diagram illustrating a movement path of external air when an aircraft propulsion device is driven according to another embodiment of the present invention.

Since the present invention can apply various transformations and can have various embodiments, specific embodiments are illustrated in the drawings and described in detail in the detailed description. However, this is not intended to limit the present invention to specific embodiments, and it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In the description of the present invention, even though illustrated in other embodiments, the same identification numbers are used for the same components.

Terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. In the present application, terms such as “comprise” or “have” are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Hereinafter, the present invention will be described in detail with reference to embodiments related to the present invention shown in the accompanying drawings.

1 is a view showing an aircraft 1 having an aircraft propulsion device 10 according to an embodiment of the present invention.

Referring to FIG. 1 , an aircraft propulsion device 10 according to an embodiment of the present invention is an electric propulsion device having a plurality of electric motors 400 of FIG. 4 , and may be provided and used in the aircraft 1 . The aircraft 1 may be a general type airplane including a main body 2 , a main wing 3 , and a tail wing 4 . However, the present invention is not limited thereto, and the aircraft propulsion device 10 according to an embodiment of the present invention may be applied to various types of aircraft. For example, the aircraft propulsion device 10 may be applied to an unmanned aerial vehicle or a manned aircraft. Alternatively, the aircraft propulsion device 10 may be applied to an aircraft having a fixed wing or a rotary wing.

The aircraft propulsion device 10 may be connected to a battery (not shown) disposed on one side of the main body 2 of the aircraft 1 . For example, the aircraft propulsion device 10 may receive power from a battery disposed inside the body 2 of the aircraft 1 through a power supply circuit (not shown) passing through the interior of the main wing 3 . can

1 shows that the aircraft propulsion device 10 is disposed one by one on the main wing 3 of the aircraft 1 so as to form a symmetry with respect to the body 2 of the aircraft 1, but is not limited thereto. For example, a plurality of aircraft propulsion devices 10 may be disposed on one side of the main wing 3 of the aircraft 1 , or may be disposed on the tail wing 4 . In addition, although it has been shown that the aircraft propulsion device 10 is a propeller type in FIG. 1 , the present invention is not limited thereto. For example, it may be a ducted fan in which a separate housing or duct surrounds the outside of the rotor, or a tilt-rotor in which the rotor is tiltable based on a rotation axis.

FIG. 2 is a view showing the aircraft propulsion device 10 of FIG. 1 , and FIG. 3 is a view showing the propeller 100 of the aircraft propulsion device 10 of FIG. 2 in detail.

2 and 3 , the aircraft propulsion device 10 according to an embodiment of the present invention may include a propeller 100 and a housing 300 .

The propeller 100 is disposed on one side of the aircraft propulsion device 10 , and pushes outside air in a direction opposite to the traveling direction of the aircraft 1 , thereby generating thrust of the aircraft 1 . The propeller 100 may include a front cone 110 , a fan 120 , a pitch control link 130 , and a cover 140 .

The front cone 110 is disposed at the tip of the propeller 100 . The front cone 110 has an inner space and may have a convexly protruding shape to one side. Also, the front cone 110 may have a predetermined diameter D1 in the radial direction.

When viewed from the side, the front cone 110 may have a half-ellipse shape in which the curvature increases toward the front end. However, the present invention is not limited thereto, and the front cone 110 may have a cylindrical shape with a flat tip. At least one insertion groove 111 into which the fan blade 122 of the fan 120 is inserted may be formed in one side of the front cone 110 .

The fan 120 is disposed in the inner space of the front cone 110, and generates thrust of the aircraft 1 by rotating in contact with external air. The fan 120 may include a fan hub 121 and a fan blade 122 . The fan hub 121 may be a cylindrical member in which a through hole is formed. A plurality of fan blades 122 may be disposed on an outer circumferential surface of the fan hub 121 at preset intervals. In addition, the driving shaft 200 and the pitch control link 130 may be inserted into the through hole of the fan hub 121 .

The fan blade 122 is disposed on the outer circumferential surface of the fan hub 121 and rotates clockwise or counterclockwise. Accordingly, a thrust is generated while the outside air moves in a direction opposite to the traveling direction of the aircraft 1 . Some of the external air that has passed through the fan blade 122 passes through the inside of the housing 300 , and the rest moves to the outside of the housing 300 . Although the number of the fan blades 122 is shown as two in FIG. 3 , the present invention is not limited thereto. The number of fan blades 122 may be appropriately selected in consideration of the purpose and purpose of the aircraft propulsion device 10 or the output of the electric motor 400 .

The driving shaft 200 may be connected to the propeller 100 . The drive shaft 200 may be defined as a shaft extending long in the longitudinal direction of the aircraft propulsion device 10 . One side of the driving shaft 200 may be inserted into a through hole formed in the fan hub 121 to contact all or a part of an inner circumferential surface of the fan hub 121 . In addition, the other side of the drive shaft 200 is coupled to the electric motor 400 of FIG. Accordingly, while the driving shaft 200 rotates according to the rotation of the electric motor 400 , the driving force may be transmitted to the propeller 100 .

The driving shaft 200 may have an internal space into which the pitch control link 130 is inserted. The outer diameter of the driving shaft 200 may be substantially the same as the inner diameter of the fan hub 121 . Accordingly, the fan 120 may be coupled to one side of the driving shaft 200 and rotate integrally with the driving shaft 200 . In addition, the inner diameter of the drive shaft 200 may correspond to the outer diameter of the pitch control link (130). However, there may be a gap between the inner circumferential surface of the drive shaft 200 and the outer circumferential surface of the pitch control link 130 so that the pitch control link 130 can move while being inserted into the inner space of the drive shaft 200 .

The pitch control link 130 controls the pitch of the propeller 100 , in particular the fan blades 122 . The pitch control link 130 is inserted into the driving shaft 200 , and a part protrudes out of the driving shaft 200 . One side of the pitch control link 130 is connected to the fan blade 122 by a pitch control mechanism (not shown), and the other side is connected to the actuator 800 .

The pitch control link 130 moves forward or backward in a preset direction by the operation of the actuator 800 , that is, in the X-axis direction of FIG. 2 . Accordingly, the pitch of the fan blades 122 is controlled by the pitch control mechanism connected to one side of the pitch control link 130 . Specifically, the fan blade 122 may be rotatably installed on the outer peripheral surface of the fan hub 121 . And as the pitch control link 130 moves forward or backward, the fan blade 122 connected to the pitch control mechanism rotates clockwise or counterclockwise, and the propeller 100, that is, the fan blade 122 has a pitch can be controlled.

The cover 140 is coupled to one side of the front cone 110 . A through hole into which the drive shaft 200 is inserted is formed in one side of the cover 140 . The inner diameter of the through hole may correspond to the outer diameter of the driving shaft 200 . The drive shaft 200 and the pitch control link 130 may be inserted into the through hole formed in the cover 140 . Also, the cover 140 has a predetermined diameter D2 , and the diameter D2 may correspond to the diameter D1 of the front cone 110 . In one embodiment, the diameter D2 of the cover 140 may be the same as the diameter D1 of the front cone 110 .

The housing 300 forms the skeleton of the aircraft propulsion device 10 . The propeller 100 is coupled to one side of the housing 300, and the other side is opened so that external air can be exhausted. In addition, the housing 300 has an interior space in which members for driving the aircraft propulsion device 10 are disposed. Although not shown in FIG. 4 , a plurality of vent holes (not shown) may be formed on the front surface of the housing 300 so that external air passes through the inner space of the housing 300 . Accordingly, the external air passing through the propeller 100 may pass through the inner space of the housing 300 through the vent formed on the front surface of the housing 300 and then be exhausted to the rear of the housing 300 . The housing 300 may have a cylindrical shape having a constant diameter along the longitudinal direction, but the portion from which external air is exhausted may have a shape in which the diameter decreases toward the rear. That is, a portion of the housing 300 from which external air is exhausted may have a nozzle shape that is curved inward. Accordingly, the external air passing through the inner space of the housing 300 is exhausted at a high speed at the end of the housing 300 , thereby further increasing the thrust of the aircraft 1 .

FIG. 4 is a view showing the inside of the aircraft propulsion device 10 of FIG. 2 .

2 and 4 , the maximum diameter D3 of the housing 300 may correspond to the diameter D1 of the front cone 110 and the diameter D2 of the cover 140 . Since D1 , D2 , and D3 have substantially the same size, it is possible to more reliably prevent water droplets or foreign substances flowing along the outer circumferential surface of the front cone 110 from being introduced into the housing 300 .

The housing 300 houses a member that drives the aircraft propulsion device 10 . The housing 300 has a propeller 100 coupled to one side, and a driving shaft 200 is disposed therein in the longitudinal direction of the housing 300 . The housing 300 may include a plurality of cells 310 partitioned in the longitudinal direction of the driving shaft 200 , that is, in the X-axis direction of FIG. 4 . The cell 310 is a space in which the electric motor 400 and the clutch unit 500 are accommodated, and may have a size corresponding to the spacing between the partition walls 320 .

The partition wall 320 is formed to protrude inward in the radial direction from the inner wall of the housing 300 . A plurality of partition walls 320 may be formed at predetermined intervals along the longitudinal direction of the driving shaft 200 . The partition wall 320 is disposed to be spaced apart from the driving shaft 200 by a predetermined distance, so that vibrations generated while the driving shaft 200 rotates can minimize the influence on the housing 300 . In another embodiment, the partition wall 320 may contact the drive shaft 200 through a bearing. The shape of the partition wall 320 is not particularly limited, and may be a plurality of protruding pieces formed in the circumferential direction along the inner wall of the housing 300 . Alternatively, it may have a shape of one vane formed in the circumferential direction along the inner wall of the housing 300 . The number of cells 310 and the bulkhead 320 is not particularly limited, and may be appropriately selected in consideration of the purpose or output of the aircraft propulsion device 10 . In addition, the electric motor 400 may be disposed on one surface of the partition wall 320 .

In addition, for smooth rotation of the drive shaft 200 and durability and reliability of the device, the bearing 330 may be disposed in a region where the drive shaft 200 and the housing 300 contact each other.

In another embodiment, a plurality of ventilation holes (not shown) may be formed in the partition wall 320 , similarly to the front surface of the housing 300 . Accordingly, external air introduced through the front surface of the housing 300 may pass through the internal space of the housing 300 through the vent hole of the partition wall 320 and be exhausted to the outside.

FIG. 5 is a view showing an electric motor 400 of the aircraft propulsion device 10 of FIG. 2 .

4 and 5 , a plurality of electric motors 400 may be respectively disposed in each cell 310 of the housing 300 . The electric motor 400 is coupled to the drive shaft 200 through a through hole formed on one side. More specifically, one side of the electric motor 400 may be disposed on one surface of the partition wall 320 . In addition, as shown in FIG. 4 , the inner peripheral surface of the through hole of the electric motor 400 may be spaced apart from the driving shaft 200 . However, the present invention is not limited thereto, and the inner circumferential surface of the through hole of the electric motor 400 may contact the drive shaft 200 through a bearing or the like.

The electric motor 400 rotates by receiving power from a battery (not shown) disposed on the main body 2 of the aircraft 1 , and accordingly, the driving shaft 200 rotates to drive the propeller 100 . The electric motor 400 may be applied to the field of aircraft propulsion technology, and may be provided as a well-known electric motor driven by electricity.

The electric motor 400 may include a rotor 410 , a magnet unit 420 , a stator 430 , a coil 440 , and a bearing 450 .

The rotor 410 is a disk-shaped member forming the skeleton of the electric motor 400 , and an internal space in which other components of the electric motor 400 are accommodated is formed. The drive shaft 200 may be inserted into the center of the rotor 410 . The rotor 410 may freely rotate irrespective of the rotation of the driving shaft 200 while being inserted into the driving shaft 200 .

The rotor 410 may cover all or part of the front surface of the electric motor 400 . A plurality of cutouts 460 may be formed on one surface of the rotor 410 . The cutout 460 may be spaced apart from the center of the rotor 410 by a predetermined distance, and a plurality of radially formed portions may be formed. External air introduced into the interior of the housing 300 through the propeller 100 may freely pass through the interior of the housing 300 through the cutout 460 to cool the interior of the aircraft propulsion device 10 . The number, shape, and size of the cutouts 460 are not particularly limited, and may be appropriately selected in consideration of the number and output of the electric motor 400 and durability and reliability of the rotor 410 .

The magnet unit 420 may be disposed on the rotor 410 . A plurality of magnet parts 420 may be arranged at preset intervals along the circumferential direction of the rotor 410 to correspond to the position of the coil 440 . The magnet unit 420 is a permanent magnet, and when power is supplied to the coil 440 , it may form a magnetic field between the coil 440 and the rotor 410 to rotate the rotor 410 .

The stator 430 is disposed to face the rotor 410 , and may be disposed in an internal space formed in the rotor 410 . In addition, one surface of the stator 430 may be coupled to one side of the partition wall 320 . The stator 430 may be disposed to be spaced apart from the rotor 410 in the longitudinal direction of the driving shaft 200 . A through hole into which the drive shaft 200 is inserted is formed at one side of the stator 430 . When viewed from the front, the stator 430 includes a plurality of coil mounting units (not shown) formed at predetermined intervals along the circumferential direction. The coil mounting part may protrude radially from the center of the stator 430 , and may be spaced apart from the magnet part 420 by a predetermined distance. Also, the shape of the coil mounting part may be approximately T-shaped when viewed from the side. The coil mounting part may be formed to correspond to the position of the magnet part 420 . The coil mounting unit may constitute a coil unit together with the coil 440 . A plurality of the coil units may be disposed along the circumferential direction of the casing.

The stator 430 may be disposed to overlap the rotor 410 in the longitudinal direction (X-axis direction) of the aircraft propulsion device 10 . Accordingly, the size in the longitudinal direction of the electric motor 400 may be reduced, so that the overall size of the aircraft propulsion device 10 may be reduced.

The stator 430 has a surface coupled to the partition wall 320 on the opposite side of the rotor 410 , and a plurality of cutouts 460 may be formed on the surface, like the rotor 410 . Accordingly, while the outside air freely flows through the electric motor 400 , it is possible to efficiently cool the electric motor 400 . In addition, the stator 430 may constitute a casing of the electric motor 400 together with the rotor 410 , and the driving shaft 200 may be inserted into the center of the casing.

The bearing 450 is disposed between the rotor 410 and the stator 430 , so that the rotor 410 is freely rotatable with respect to the stator 430 . The position of the bearing 450 is not particularly limited and may be disposed between the drive shaft 200 and the rotor 410 .

6A and 6B are views illustrating the clutch disk 520 of FIG. 4 , and FIGS. 7A and 7B are enlarged views of FIG. 4A .

4, 6A, 6B, 7A, and 7B , the aircraft propulsion device 10 according to an embodiment of the present invention may include a clutch unit 500 . The clutch unit 500 may be disposed between the electric motor 400 and the drive shaft 200 to selectively connect the electric motor 400 and the drive shaft 200 .

A through hole is formed in one side of the clutch unit 500 , and the drive shaft 200 is inserted thereinto. In addition, the other side of the clutch unit 500 is connected to the electric motor 400 . The clutch unit 500 selectively transmits the rotational force of the electric motor 400 to the drive shaft 200 , and the propeller 100 is driven by the rotation of the drive shaft 200 . The clutch unit 500 may include a clutch drum 510 and a clutch disk 520 .

The clutch drum 510 constitutes a skeleton of the clutch unit 500 . The clutch drum 510 may have a disc shape with an open surface and an internal space. A through hole is formed in one side of the clutch drum 510 , and the driving shaft 200 is inserted into the through hole. The clutch drum 510 may rotate integrally with the drive shaft 200 . In addition, a vent hole (not shown) through which external air may be introduced may be formed at one side of the clutch drum 510 .

The clutch disk 520 is connected to the electric motor 400 and is disposed in the inner space of the clutch drum 510 . A through hole is formed in one side of the clutch disk 520 , and the driving shaft 200 is inserted thereinto. The other side of the clutch disk 520 is connected to one side of the rotor 410 of the electric motor 400 and rotates integrally with the rotor 410 . The clutch disk 520 is a centrifugal clutch disk and may be selectively connected to the clutch drum 510 according to the rotation speed of the electric motor 400 .

Slits 521 may be formed on one side and the other side of the clutch disk 520 , respectively. As the shape of the slit 521 is deformed, the clutch unit 500 may selectively connect the electric motor 400 and the drive shaft 200 .

For example, referring to FIGS. 6A and 7A , when the electric motor 400 does not rotate, the distance between the slits 521 maintains L1. In this state, the clutch disk 520 may be spaced apart from the clutch drum 510 by the interval C. That is, in a state in which the electric motor 400 does not rotate, the clutch drum 510 and the clutch disk 520 may not contact each other.

6B and 7B , when the electric motor 400 rotates, the clutch disk 520 connected to the electric motor 400 also rotates, and the slit 521 is spread outward in the radial direction by centrifugal force. . When the rotation speed of the electric motor 400 reaches a preset rotation speed, the interval between the slits 521 of the clutch disk 520 becomes L2. In this state, the clutch disk 520 may be in contact with the inner peripheral surface of the clutch drum 510 . That is, when the rotational speed of the electric motor 400 is greater than or equal to the preset rotational speed, the clutch drum 510 and the clutch disk 520 may maintain contact with each other.

Referring back to FIG. 4 , at least a portion of the clutch drum 510 and the clutch disk 520 may overlap in the longitudinal direction of the aircraft propulsion device 10 . Accordingly, by minimizing the size of the clutch unit 500 in the longitudinal direction, it is possible to reduce the overall size of the aircraft propulsion device (10).

In another embodiment, a plurality of vent holes (not shown) may be formed in the clutch disk 520 . Accordingly, the external air may cool the clutch disk 520 while passing through the slit 521 and the vent hole while passing through the housing 300 .

In the aircraft propulsion device 10 according to an embodiment of the present invention, the electric motor 400 is disposed inside the housing 300 along the longitudinal direction of the drive shaft 200 to realize high torque. That is, each electric motor 400 may be connected in series through one drive shaft 200 , and through the arrangement as described above, the electric motor 400 may achieve high torque. In addition, by reducing the size of the electric motor 400 in the radial direction through such a configuration, it is possible to reduce the overall size of the aircraft propulsion device (10). Accordingly, a contact area between the outside air and the aircraft propulsion device 10 is reduced, thereby reducing air resistance.

Aircraft propulsion device 10 according to an embodiment of the present invention can increase the reliability of the power transmission system. When the drive shaft 200 does not reach the preset rotation speed, the electric motor 400 and the clutch unit 500 do not contact each other, and the drive shaft 200 is disconnected from the electric motor 400 . For example, when a failure occurs in one of the electric motors 400 among the plurality of electric motors 400 while the aircraft propulsion device 10 is being driven, the clutch unit 500 operates the drive shaft 200 and the electric motor ( By disconnecting the connection of 400 , it is possible to check the electric motor 400 in which a failure has occurred. In addition, even if some of the plurality of electric motors 400 fail, the output of the other electric motors 400 may be increased to achieve the desired output of the aircraft propulsion device 10 . That is, even if any one of the electric motors 400 is defective, the other electric motors 400 can be used, so that the operating range of the aircraft propulsion apparatus 10 can be expanded.

In the aircraft propulsion apparatus 10 according to an embodiment of the present invention, each electric motor 400 may be accommodated in a plurality of cells 310 formed by the bulkhead 320 of the housing 300 . Accordingly, during the operation of the aircraft propulsion device 10 , the electric motor 400 comes into contact with the neighboring electric motor 400 to prevent damage or malfunction. In addition, since the interval between the cells 310 has a size corresponding to the size of the electric motor 400 , the overall length of the aircraft propulsion device 10 may be reduced.

In addition, as described above, a plurality of ventilation holes are formed in the front surface and the partition wall 320 of the housing 300 , the electric motor 400 , and the clutch unit 500 . Accordingly, the external air that has passed through the propeller 100 may pass through the electric motor 400 and the clutch unit 500 and be exhausted to the outside of the housing 300 without being accumulated inside the housing 300 . . Through this configuration, it is possible to maximize the cooling effect of the aircraft propulsion device 10 by the outside air.

Referring back to FIG. 4 , in another embodiment, the aircraft propulsion device 10 according to the present invention may further include a cooling fan 600 . For example, the cooling fan 600 including blades may be disposed on the outer peripheral surface of the clutch drum 510 . Accordingly, the cooling fan 600 may generate a flow of air while rotating integrally with the clutch drum 510 to more efficiently cool the electric motor 400 and the clutch unit 500 . The number and spacing of the blades of the cooling fan 600 are not particularly limited.

Also, in another embodiment, the aircraft propulsion device 10 according to the present invention may include a control unit 700 . The control unit 700 may be connected to the electric motor 400 to control on/off and rotational speed of the electric motor 400 . The control unit 700 may include a plurality of controllers (not shown) that individually control each electric motor 400 . Accordingly, even if any one of the plurality of controllers of the control unit 700 does not operate properly, the electric motor 400 may be normally driven through the remaining controllers.

The control unit 700 may control the electric motor 400 through a control circuit (not shown) passing through the inner wall of the housing 300 . In addition, the control unit 700 may be connected to the battery to supply power from the battery to each electric motor 400 .

The control unit 700 supplies the electric power supplied to the corresponding electric motor 400 to the other electric motor 400 when any one electric motor 400 among the plurality of electric motors 400 does not operate or malfunctions. , it is possible to maintain the entire driving force of the aircraft propulsion device 10 .

The aircraft propulsion device 10 according to the present invention may include an actuator 800 . The actuator 800 may be connected to one end of the pitch control link 130 to control the pitch control link 130 in a preset direction. For example, the actuator 800 may move the pitch control link 130 forward or backward in the longitudinal direction. Accordingly, the pitch of the propeller 100 , in particular, the fan blade 122 may be adjusted while the pitch control mechanism (not shown) connected to the other end of the pitch control link 130 operates.

In another embodiment, the aircraft propulsion device 10 according to the present invention may further include a filter unit (900). For example, the propeller 100 and the housing 300 may be spaced apart by a preset distance, and the filter unit 900 may cover the gap between the propeller 100 and the housing 300 .

The filter unit 900 may be disposed on a path through which external air passing through the propeller 100 is introduced into the inner space of the housing 300 . The filter unit 900 prevents foreign substances such as water droplets or dust from being introduced into the housing 300 . The filter unit 900 minimizes the introduction of water droplets or foreign substances into the housing 300 , thereby increasing the lifespan of the electric motor 400 and the clutch unit 500 , thereby enabling stable driving of the aircraft propulsion device 10 . make it

The material or shape of the filter unit 900 is not particularly limited. For example, the filter unit 900 may have a net structure in which carbon fibers or metal wires are overlapped with each other. In addition, the filter unit 900 may have a ring shape corresponding to the ends of the propeller 100 and the housing 300 .

FIG. 8 is a diagram illustrating a movement path of external air when the aircraft propulsion device of FIG. 2 is driven.

Referring to FIG. 8 , a portion of the aircraft propulsion device 10 that first comes into contact with the outside air may be the front cone 110 of the propeller 100 . External air containing water droplets or foreign substances collides with the front end of the front cone 110 and then flows along the outer circumferential surface of the front cone 110 . At this time, water droplets or foreign substances heavier than air flow to the outside of the aircraft propulsion device 10 by centrifugal force and self-inertia.

In the pressure gradient inside the housing 300 , the pressure at the front end is higher than the pressure at the rear end. Accordingly, external air from which water droplets or foreign substances are separated may be introduced into the housing 300 by the rotation of the propeller 100 and the pressure gradient inside the housing 300 . In this case, water droplets or foreign substances remaining in the external air may be removed by the filter unit 900 disposed between the propeller 100 and the housing 300 .

External air passing through the filter unit 900 may be introduced into the housing 300 through a vent hole (not shown) formed in the front surface of the housing 300 . The introduced external air passes through the electric motor 400 and the clutch unit 500, and can cool them. In detail, a plurality of vent holes (not shown) or cutouts 460 are formed in the electric motor 400 and the clutch unit 500 , and a partition wall 320 dividing each cell 310 of the housing 300 . ) is also formed with a plurality of ventilation holes, so that the outside air can efficiently cool the inside of the housing 300 including the electric motor 400 and the clutch unit 500 . In addition, the outside air exits the inside of the housing 300 while cooling the control unit 700 formed at the rear of the housing 300 .

9 is a diagram illustrating a movement path of external air when the aircraft propulsion device 10 ′ is driven according to another embodiment of the present invention.

Referring to FIG. 9 , the control unit 700 of the aircraft propulsion device 10 ′ may be disposed under the housing 300 ′. Accordingly, the housing 300 ′ may have a downwardly convexly protruding shape. More specifically, the housing 300 ′ may include an upper housing 300 ′ a covering an upper portion and a lower housing 300 ′ b convexly protruding downward and covering the lower portion. In addition, the driving shaft 200 may not be disposed at the center in the radial direction of the housing 300 , but may be disposed to be deflected therefrom. In addition, the control unit 700 may be disposed closer to the electric motor 400 than in the above-described embodiment. Through such a configuration, the control circuit of the electric motor 400 and the control unit 700 can be configured more simply. In addition, power lost in the process of being supplied from the battery (not shown) to the electric motor 400 through the control unit 700 can be minimized. A plurality of ventilation holes (not shown) may be formed on the front surfaces of the upper housing 300'a and the lower housing 300'b.

In addition, the filter unit 900 ′ is disposed between the propeller 100 and the housing 300 ′. Accordingly, the filter unit 900' may cover the front surface of the lower housing 300'b protruding downward while covering between the propeller 100 and the upper housing 300'a.

Water droplets or foreign substances flow to the outside of the aircraft propulsion device 10' by centrifugal force and self-inertia, and external air is introduced into the housing 300'. At this time, referring to FIG. 9 , some of the outside air is introduced into the upper housing 300'a, which is an area where the electric motor 400 and the clutch unit 500 are disposed, and the rest of the external air is disposed in the control unit 700 . It flows into the upper housing 300'b. Accordingly, the electric motor 400 , the clutch unit 500 , and the control unit 700 may be cooled by the outside air. In particular, compared to the case where the control unit 700 is disposed at the rear of the housing 300 ′, the control unit 700 can be efficiently cooled.

Aircraft propulsion device 10 according to the present invention is connected in series with the drive shaft 200, and includes a plurality of electric motors 400 disposed in the longitudinal direction of the drive shaft 200, so that the aircraft propulsion device 10 in the radial direction It is possible to achieve high torque while minimizing the size of In addition, external air passing through the propeller 100 may efficiently cool the inside of the housing 300 . In addition, by minimizing the amount of water droplets or foreign substances introduced into the housing 300 , the aircraft propulsion device 10 may be stably driven.

In the present specification, the present invention has been described with reference to limited embodiments, but various embodiments are possible within the scope of the present invention. In addition, although not described, it will be said that equivalent means are also combined with the present invention as it is. Accordingly, the true scope of protection of the present invention should be defined by the following claims.

10, 10': aircraft propulsion device
100: propeller
200: drive shaft
300, 300': housing
400: electric motor
500: clutch unit
600: cooling fan
700: control unit
800: actuator
900, 900': filter unit

Claims (10)

prop;
a drive shaft connected to the propeller;
The propeller is coupled to one side, the drive shaft is inserted, the housing having a plurality of cells partitioned in the direction of the drive shaft in the inner space;
a plurality of electric motors respectively disposed in the plurality of cells and connected in series to transmit driving force to the driving shaft; and
a clutch unit disposed in each of the plurality of cells and selectively connecting the electric motor and the drive shaft;
The housing includes a plurality of partition walls protruding radially inward from the inner wall, one end disposed to be spaced apart from the driving shaft, and formed at preset intervals along the length direction of the driving shaft to partition the plurality of cells
The electric motor includes a rotor and a stator disposed on one surface of the partition wall,
The clutch unit includes a clutch drum and a clutch disk disposed on one surface of the rotor to selectively contact the clutch drum,
and a cooling fan disposed on a radially outer surface of the clutch drum and disposed at least partially overlapping the clutch disk in a radial direction. According to claim 1,
The electric motor is
a casing into which the drive shaft is inserted into the center; and
Aircraft propulsion device comprising a; a plurality of coil units disposed along the circumferential direction of the casing. 3. The method of claim 2,
The electric motor is
A plurality of the casings are disposed in the drive shaft direction, so that outside air moves in the drive shaft direction, the aircraft propulsion device. delete According to claim 1,
The clutch disc is
When the electric motor is driven at a rotation speed greater than or equal to a preset rotation speed, the aircraft propulsion apparatus maintains a state of contact with the inner peripheral surface of the clutch drum. delete According to claim 1,
The aircraft propulsion device further comprising; a pitch control link disposed inside the drive shaft, one end connected to the propeller, and moving in the longitudinal direction to control the pitch of the propeller. 8. The method of claim 7,
The aircraft propulsion apparatus further comprising; an actuator disposed inside the housing and connected to the other end of the pitch control link to move the pitch control link in a preset direction. According to claim 1,
The aircraft propulsion device further comprising a; but covering between the propeller and the housing, the filter unit disposed on a path through which external air passing through the propeller flows into the inner space of the housing. According to claim 1,
A plurality of controllers are respectively connected to the plurality of electric motors, the control unit is disposed to be spaced apart from each other; further comprising, the aircraft propulsion device.

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