WO2021095395A1 - 推進装置、ロータの防氷方法及び航空機 - Google Patents

推進装置、ロータの防氷方法及び航空機 Download PDF

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Publication number
WO2021095395A1
WO2021095395A1 PCT/JP2020/037668 JP2020037668W WO2021095395A1 WO 2021095395 A1 WO2021095395 A1 WO 2021095395A1 JP 2020037668 W JP2020037668 W JP 2020037668W WO 2021095395 A1 WO2021095395 A1 WO 2021095395A1
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WO
WIPO (PCT)
Prior art keywords
blade
heat
heat transfer
transfer member
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2020/037668
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English (en)
French (fr)
Japanese (ja)
Inventor
和彰 小谷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Subaru Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Subaru Corp filed Critical Subaru Corp
Priority to DE112020005580.9T priority Critical patent/DE112020005580T5/de
Priority to CN202080073165.5A priority patent/CN114599584B/zh
Priority to JP2021555942A priority patent/JP7185069B2/ja
Publication of WO2021095395A1 publication Critical patent/WO2021095395A1/ja
Priority to US17/699,921 priority patent/US12139261B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/32—Rotors
    • B64C27/46—Blades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
    • B64D15/06—Liquid application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/60—UAVs characterised by the material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/70—Constructional aspects of the UAV body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/20—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil wherein the cooling medium vaporises within the machine casing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/32—Rotating parts of the magnetic circuit with channels or ducts for flow of cooling medium
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/223—Heat bridges
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/225—Heat pipes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • Embodiments of the present invention relate to propulsion devices, rotor anti-icing methods and aircraft.
  • UAM Urban Air Mobility
  • UAM Unmanned aerial vehicles
  • UAM aircraft are also called drones, and unmanned multicopters, helicopters, and other rotary-wing aircraft are typical.
  • a typical feature of an aircraft for UAM is that it has a motor and a rotor, and the pitch angle of the blades constituting the rotor is fixed.
  • One of the functions for ensuring the safety of an aircraft is a function of preventing icing on the rotor in a low temperature environment from the viewpoint of preventing deterioration of the aerodynamic performance of the rotor.
  • anti-icing is performed by a method of providing an electric heating member on the rotor of the UAV.
  • a technique has been proposed in which an appropriate amount of carbon nanotubes are placed in a portion where ice is likely to be generated and a current is applied to heat the aircraft (for example, a patent).
  • an object of the present invention is to effectively suppress icing on the rotor in an aircraft equipped with a rotor.
  • the propulsion device has a rotor having a blade, a motor for rotating the rotor, and an anti-icing mechanism for preventing ice on the blade with heat generated by driving the motor.
  • the aircraft according to the embodiment of the present invention is provided with the above-mentioned propulsion device.
  • the method for preventing ice on a rotor is a method for preventing ice on a rotor having a blade, and the blade is prevented from ice by the heat generated by driving a motor that rotates the rotor. ..
  • FIG. 3 is a perspective view showing an example of an aircraft equipped with the propulsion device illustrated in FIG.
  • FIG. 1 is a block diagram of a propulsion device according to an embodiment of the present invention.
  • the propulsion device 1 is an electric rotary device provided in an aircraft such as a fixed-wing aircraft or a rotary-wing aircraft in order to form an air flow and obtain thrust and lift.
  • the electric propulsion device 1 includes a rotor 2 having a plurality of blades 2A and a motor 3 for rotating the rotor 2.
  • the rotor 2 is sometimes called a fan or a propeller.
  • a fan covered with a cylindrical duct is called a ducted fan.
  • a typical motor 3 is configured by housing a cylindrical stator 4 and a rotor 5 arranged coaxially in a cylindrical casing 6.
  • the stator 4 is fixed to the casing 6, while the rotor 5 rotatably arranged with respect to the stator 4 is integrated with the rotating shaft 7 of the motor 3.
  • One end of the rotating shaft 7 protrudes from the casing 6 and functions as an output shaft of the motor 3.
  • each blade 2A is radially fixed to the end of the rotating shaft 7 protruding from the casing 6. That is, they are arranged so that the length direction of each blade 2A is the radius of gyration direction of each blade 2A, and one end of each blade 2A is fixed to the rotating shaft 7 of the motor 3.
  • the propulsion device 1 is provided with an ice prevention mechanism 8 for preventing ice from the blade 2A.
  • the anti-icing mechanism 8 is configured to prevent ice on the blade 2A by the heat generated by driving the motor 3. That is, when the motor 3 is driven, heat is generated in the rotor 5 of the motor 3. Therefore, the heat generated when the motor 3 is driven can be effectively utilized to prevent the blade 2A from ice.
  • the anti-icing mechanism 8 has at least a first heat transfer member 9 arranged in the rotating shaft 7 of the motor 3.
  • the first heat transfer member 9 is made of a member having higher thermal conductivity than the rotary shaft 7 of the motor 3, and includes at least a connecting portion P between the blade 2A and the rotary shaft 7 along the longitudinal direction of the rotary shaft 7. , Arranged between the rotor 5 of the motor 3.
  • the first heat transfer member 9 is provided in the rotating shaft 7, the heat generated by the motor 3 is transferred from the rotor 5 side of the motor 3 toward each blade 2A side of the rotor 2 by the first heat transfer member 9. Can be made to. That is, the heat generated by the motor 3 can be transferred to the tip of the rotating shaft 7. This makes it possible to transfer heat to the root side of each blade 2A and prevent icing on each blade 2A.
  • the ice prevention mechanism 8 can be provided with a second heat transfer member 10 whose at least a part is arranged on the blade 2A.
  • the second heat transfer member 10 is made of a member having higher thermal conductivity than each blade 2A, and comes into contact with the first heat transfer member 9 at the connecting portion P between each blade 2A and the rotating shaft 7, and each blade. It is arranged so as to extend from the connecting portion P between the 2A and the rotating shaft 7 in the radial direction about the rotating shaft 7, that is, in the longitudinal direction of each blade 2A.
  • the heat transferred by the first heat transfer member 9 can be transferred to the ice-proof area of the blade 2A by the second heat transfer member 10. This makes it possible to transfer heat to the ice-proof area where ice tends to adhere on the surface of each blade 2A.
  • the second heat transfer member 10 a position separated from the connecting portion P (the position of the root of the blade 2A) between the blade 2A and the rotating shaft 7 by a distance of 1/2 of the length L of the blade 2A. It is considered desirable to attach the heat conductive member in the range up to the above from the viewpoint of obtaining a sufficient anti-icing function. Further, the end portion of the second heat transfer member 10 may be embedded in the vicinity of the tip end of the rotating shaft 7 so as to be in contact with the end portion of the first heat transfer member 9. As a result, the heat transferred through the first heat transfer member 9 can be guided to the second heat transfer member 10 with as little loss as possible.
  • first heat transfer member 9 and the second heat transfer member 10 an appropriate material or device can be used so that sufficient heat is transferred to each blade 2A to prevent icing.
  • FIG. 2 is a graph showing the thermal conductivity of various heat conductive members.
  • the vertical axis shows the thermal conductivity (W / mK).
  • carbon nanotubes and heat pipes have a higher thermal conductivity than aluminum and copper, which have good thermal conductivity.
  • carbon nanotubes are in the form of macroscopic powder, and carbon nanotubes alone cannot usually obtain the required strength. Therefore, a material or device having high thermal conductivity such as a material containing carbon nanotubes or a heat pipe is arranged in the first heat transfer member 9 and the blade 2A arranged in the rotating shaft 7 of the motor 3. When used as the heat transfer member 10, more heat can be transferred from the motor 3 to each blade 2A.
  • Carbon nanotubes are allotropes of carbon having a cyclic structure and may be classified as a type of fullerene.
  • One cylindrical carbon nanotube is a single-walled carbon nanotube or a single-walled nanotube, and a carbon nanotube in which two cylindrical carbon nanotubes are arranged coaxially is a two-walled carbon nanotube or a double-walled nanotube, or a plurality of cylindrical carbon nanotubes.
  • Carbon nanotubes in which carbon nanotubes are arranged coaxially are called multi-walled carbon nanotubes or multi-wall nanotubes.
  • some carbon nanotubes have both ends open, and some have both ends or one end closed with a structure similar to that of fullerene.
  • substances containing carbon as an element include carbon nanotubes, carbon fibers, and diamond. Therefore, carbon fiber or diamond may be used as at least one of the first heat transfer member 9 and the second heat transfer member 10.
  • the carbon fibers have anisotropy in heat conduction
  • the length direction of the carbon fibers is thermal. It is appropriate to arrange the carbon fibers in the direction of movement. Specifically, when the carbon fiber is used as the first heat transfer member 9, the carbon fiber is oriented in the length direction from the rotor 5 side of the motor 3 toward the blade 2A side of the rotor 2. It is appropriate to line up.
  • the carbon fibers are used as the second heat transfer member 10 so that the length direction is the heat transfer direction from the first heat transfer member 9 side toward the ice-proof area of the blade 2A. Is appropriate.
  • the powdered carbon nanotubes are mixed with a resin or metal to form a rod, a string, or a sheet. It is practical to use the heat conductive member as at least one of the first heat transfer member 9 and the second heat transfer member 10. In this case, most of the heat conducts through the carbon nanotubes, and the amount of heat that conducts through the matrix of carbon nanotubes is negligibly small. Therefore, when the matrix of carbon nanotubes is used as a metal, a desired metal can be used regardless of the thermal conductivity as long as the mechanical strength can be secured.
  • iron-based metals such as stainless steel and aluminum, which have high specific strength, can be used as a matrix of carbon nanotubes.
  • a rod, wire or sheet containing the carbon nanotubes can be produced by mixing the powdered carbon nanotubes with a metal ingot or the like and casting the carbon nanotubes.
  • the resin when used as a matrix, not only carbon nanotubes but also carbon fibers can be easily contained. That is, a rod, rope or sheet containing carbon nanotubes or carbon fibers is produced by impregnating powdered carbon nanotubes or carbon fibers with a molten thermoplastic resin or thermosetting resin and then curing the resin. be able to.
  • the heat pipe is a heat transfer element in which the inside of the metal pipe is evacuated and a small amount of hydraulic fluid such as water is sealed.
  • the working fluid absorbs the heat and evaporates, forming a vapor flow and moving to the low temperature side.
  • the vapor flow that has moved to the low temperature side comes into contact with the inner wall of the metal pipe and is cooled, and agglomerates while releasing heat and returns to the liquid.
  • the hydraulic fluid that has returned to the liquid returns to the high temperature side due to capillary action or gravity.
  • both ends of the heat pipe are arranged at positions having a temperature difference, heat can be transferred from the high temperature side to the low temperature side by utilizing the absorption of the latent heat of vaporization of the working liquid and the release of the latent heat of condensation.
  • the metal pipe Since heat conducts heat through the walls of the metal pipe at both ends of the heat pipe, it is preferable that at least both ends of the metal pipe are made of a metal having high thermal conductivity such as aluminum or copper. On the other hand, in the parts other than both ends of the heat pipe, heat is transferred by the movement of the steam flow. Therefore, strictly speaking, it is not heat conduction but heat transfer by heat transfer, but in FIG. 2, the heat conductivity is evaluated by regarding the heat pipe as a heat conductor. Therefore, the heat pipe can be regarded as a heat conductive member and used as at least one of the first heat transfer member 9 and the second heat transfer member 10.
  • the second heat transfer member 10 may be formed of at least one of carbon nanotubes and carbon fibers without using a heat pipe.
  • the first heat transfer member 9 also rotates around the rotation axis of the motor 3 together with the rotating shaft 7, but the length direction of the first heat transfer member 9 having a long structure such as a columnar or cylindrical shape is , In the length direction of the rotating shaft 7. Therefore, the direction in which the centrifugal force acts on the first heat transfer member 9 is not the length direction of the first heat transfer member 9, that is, the heat transfer direction. Therefore, the first heat transfer member 9 can be composed of at least one of a heat pipe, carbon nanotubes, and carbon fibers.
  • a part of the common rod-shaped or string-shaped heat conductive member containing carbon nanotubes or carbon fibers is arranged in the rotating shaft 7 of the motor 3 to form the first heat transfer member 9, and the other part is a blade. It may be embedded in 2A to form the second heat transfer member 10.
  • the heat pipe has a higher thermal conductivity than the carbon nanotube, and the specific strength of the heat pipe is also higher than that of the carbon nanotube.
  • a heat pipe 9A that is lighter and has high strength and thermal conductivity is arranged as the first heat transfer member 9 in the rotating shaft 7 that requires rigidity.
  • the heat conductive member 10A containing the carbon nanotube is arranged and the second heat transfer member 10 is arranged.
  • a heat conductive member 10A containing at least one of carbon nanotubes and carbon fibers is used as the second heat transfer member 10
  • a sheet-shaped or rope-shaped heat conductive member 10A is attached to the surface of the blade 2A, and the attached heat conduction is applied.
  • the member 10A can be protected by the damage prevention rubber 11.
  • a deicing boot 12 a device for preventing icing on an aircraft during flight. Therefore, it can be said that the second heat transfer member 10 and the rubber 11 constitute the deicing boot 12 of the blade 2A.
  • the length Ldb of the anti-icing boot 12 is equal to or more than half the length L of the blade 2A, that is, the radius of gyration of the rotor 2, a sufficient anti-icing effect can be obtained.
  • the heat conductive member 10A may be embedded in the blade 2A.
  • the heat conductive member 10A made of carbon nanotubes or carbon fibers has a higher degree of freedom in shape than the heat pipe 9A. Therefore, not only the blade 2A but also a heat conductive member made of carbon nanotubes or carbon fibers as a heat transfer path in the rotor 5 of the motor 3 is placed in the rotor 5 or between the rotor 5 and the rotating shaft 7. It may be provided.
  • the desired material or device can be used as the first heat transfer member 9 and the second heat transfer member 10, but an appropriate material or an appropriate material having an appropriate size and shape that meets the requirements by heat balance calculation.
  • the device can be determined. If the heat transfer conditions are satisfied by the heat balance calculation, not only carbon and heat pipes but also other materials such as aluminum and copper may be used.
  • the surface area of the object is A (m 2 ), the emissivity of the surface of the object is B, the convective heat transfer rate to the outside air is C (W / m 2 K), the temperature of the surface of the object is D (° C), and the temperature of the atmosphere is E.
  • ⁇ is a Stefan-Boltzman constant.
  • the emissivity of graphite B 0.9 is used as the emissivity of carbon nanotubes or carbon fibers
  • the temperature of the atmosphere E -55
  • the heat loss H from the surface of the ice-proof boots 12 required to keep the temperature D of the surface of the ice-proof boots 12 at 2 (° C.) during forced convection at (° C.) is about 1.8 when calculated by the above formula. It becomes (kW).
  • This heat loss H 1.8 (kW) corresponds to about 1% of the output of the motor 3 if the output of the motor 3 is 200 (kW). Therefore, if the energy efficiency of the motor 3 is 95%, it is an object if 20% of the calorific value of the motor 3 can be transferred to the deicing boot 12 made of the heat conductive member 10A made of carbon nanotubes or carbon fibers. The anti-icing effect will be sufficiently obtained. Therefore, the conditions such as the thermal conductivity and the cross-sectional area of the first heat transfer member 9 may be determined so that 20% of the calorific value of the motor 3 can be transferred.
  • the output of the motor 3 is determined depending on the size of the blade 2A and the surface area A of the deicing boot 12. Therefore, if 15% or more of the heat generated by the motor 3 is transferred to the blade 2A, it is considered that the anti-icing effect of the blade 2A can be obtained to some extent. In particular, according to the above calculation example, if 20% or more of the heat generated by the motor 3 is transferred to the blade 2A, it is considered that a sufficient anti-icing effect of the blade 2A can be obtained.
  • the ice-proofing method for the propulsion device 1 and the rotor 2 as described above is such that the blade 2A is ice-proofed by utilizing the heat generated by driving the motor 3.
  • the propulsion device 1 having such an ice-proof function can be used as a rotor for an aircraft.
  • FIG. 3 is a perspective view showing an example of an aircraft 20 provided with the propulsion device 1 illustrated in FIG.
  • the propulsion device 1 can be attached to the aircraft 20 for use.
  • the aircraft 20 to which the propulsion device 1 is mounted may be a manned aircraft on which a person is on board or an OPV (Optimally Piloted Vehicle) as well as a UAV on which no person is on board.
  • OPVs are unmanned aerial vehicles that can be boarded and operated by pilots, and are hybrid aircraft of manned and unmanned aerial vehicles.
  • UAV is also called a drone, and is typically a rotary wing aircraft such as an unmanned multicopter or helicopter.
  • the electric propulsion device 1 may be used as a propulsion device including a propeller and a motor provided on the front edge of the main wing of a manned or unmanned fixed-wing aircraft.
  • the heat balance calculation can be performed for each propulsion device 1 to determine the heat transfer conditions of the ice protection mechanism 8. Therefore, the heat transfer conditions of the anti-icing mechanism 8 may be different depending on the arrangement position of the rotor 2.
  • the blade 2A can be de-iced by utilizing the heat of the motor 3 conventionally released into the atmosphere. Therefore, it is not necessary to provide a dedicated cooling structure or cooling device for the motor 3 or a dedicated anti-icing structure or anti-icing device for the blade 2A, thereby simplifying the structure of the propulsion device 1 and reducing the weight. Can be done.
  • the conventional typical UAV anti-icing is performed using an electric heating member, which leads to saving of the battery. That is, it is possible to achieve both battery saving and cooling of the motor 3 in the UAV.
  • the conventional anti-icing technique may be used in combination.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Motor Or Generator Cooling System (AREA)
PCT/JP2020/037668 2019-11-12 2020-10-03 推進装置、ロータの防氷方法及び航空機 Ceased WO2021095395A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE112020005580.9T DE112020005580T5 (de) 2019-11-12 2020-10-03 Antriebssystem, enteisungs-verfahren für einen rotor sowie flugzeug
CN202080073165.5A CN114599584B (zh) 2019-11-12 2020-10-03 推进装置、旋翼的防冰方法及航空器
JP2021555942A JP7185069B2 (ja) 2019-11-12 2020-10-03 推進装置、ロータの防氷方法及び航空機
US17/699,921 US12139261B2 (en) 2019-11-12 2022-03-21 Propulsion system, anti-icing method of rotor and aircraft

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019204598 2019-11-12
JP2019-204598 2019-11-12

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/699,921 Continuation US12139261B2 (en) 2019-11-12 2022-03-21 Propulsion system, anti-icing method of rotor and aircraft

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Publication Number Publication Date
WO2021095395A1 true WO2021095395A1 (ja) 2021-05-20

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US (1) US12139261B2 (https=)
JP (1) JP7185069B2 (https=)
CN (1) CN114599584B (https=)
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WO (1) WO2021095395A1 (https=)

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US12031370B2 (en) 2017-10-11 2024-07-09 Tps Ip, Llc Oven with split doors
WO2024162212A1 (ja) * 2023-02-01 2024-08-08 株式会社デンソー モータ装置及び推進装置
US12181160B2 (en) 2017-12-29 2024-12-31 Tps Ip, Llc Oven wall compositions and/or structures
CN119329760A (zh) * 2024-11-28 2025-01-21 国网河南省电力公司三门峡供电公司 一种无人机桨叶的除冰装置
US12220965B2 (en) 2021-09-14 2025-02-11 Eaton Intelligent Power Limited Thermal management system with dual condensers
US12240620B2 (en) 2021-08-31 2025-03-04 Eaton Intelligent Power Limited Thermal management system
US12467797B2 (en) 2017-10-27 2025-11-11 Tps Ip, Llc Intelligent oven
CN121044089A (zh) * 2025-11-06 2025-12-02 洛香沁城文化传播(洛阳)有限公司 一种高温作业无人机的分层式主动散热隔热复合壳体

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US12012213B2 (en) * 2020-05-14 2024-06-18 The Penn State Research Foundation Ice protection for electrically powered rotors
GB2607884B (en) * 2021-06-11 2023-11-15 Ubiq Aerospace As System and method for deicing of a carbon composite propeller
KR20250057303A (ko) * 2023-10-20 2025-04-29 한양대학교 산학협력단 회전형 인공근육 모터를 포함하는 초소형 드론 및 이의 동작방법

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