航空推进电机热管理技术综述

李奎; 胡亮; 寇晨晨; 彭俊; 刘海涛; 罗英露; 史文波

doi:10.13224/j.cnki.jasp.20250590

航空推进电机热管理技术综述

doi: 10.13224/j.cnki.jasp.20250590

李奎^1,,
胡亮¹,
寇晨晨¹,
彭俊^{1, 2},
刘海涛¹,
罗英露¹,
史文波¹

1.
中车株洲电力机车研究所有限公司电气技术与材料工程研究院，湖南株洲 412001
2.
西南交通大学轨道交通运载系统全国重点实验室，成都 610031

基金项目: 国家重点研发计划（2024YFB4303202）

详细信息

作者简介:
李奎（1983-），男，高级工程师，博士，主要从事牵引电机热管理。E-mail：likui@csrzic.com

中图分类号: V242.44
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- 文章访问数: 376
- HTML浏览量: 231
- PDF量: 37
- 被引次数: 0
出版历程
- 收稿日期: 2025-12-17
- 网络出版日期: 2026-04-28

Review of thermal management technology for aero propulsion permanent magnet motors and generators

1.
Research Institute of Electrical Technology and Materials Engineering，Zhuzhou Electric Locomotive Research Institute Company，Limited，Zhuzhou Hunan 412001，China
2.
State Key Laboratory of Rail Transit Vehicle System，Southwest Jiaotong University，Chengdu 610031，China

摘要

摘要:
针对航空电动化对推进电机性能提升的迫切需求，为明确电机热管理技术的创新方向，系统梳理损耗抑制、被动冷却及主动冷却等相关技术，结合航空应用场景分析其技术特点与应用效果。研究表明：损耗抑制的核心在于材料选型、结构设计与制造工艺的协同优化；被动冷却技术通过强化电机内部导热路径，可显著降低电机内部的温度梯度；主动冷却技术呈现功率等级差异化特征，中低功率电机适配轻量化风冷系统，中高功率至兆瓦级电机则需采用高换热效率的冷却架构。最后指出，新型软磁材料与精密制造深度融合等损耗抑制技术、微通道与三周期极小曲面结构冷却技术以及氢能源超导电机等热管理技术，是未来高功率密度航空推进永磁电机热管理领域的重要发展方向。
- 航空推进永磁电机 /
- 热管理技术 /
- 损耗抑制 /
- 被动冷却 /
- 主动冷却
Abstract:
Motivated by the urgent need to improve the propulsion motors and generators performance in aviation electrification, thermal management technologies, including loss suppression, passive cooling, and active cooling were reviewed to clarify innovation directions. Their technical characteristics and application effects were analyzed in the context of aviation scenarios. The results indicate that: the core of loss suppression lies in the coordinated optimization of material selection, structural design, and manufacturing processes; passive cooling reduces the internal temperature gradient by enhancing heat conduction paths; and active cooling exhibits a power-dependent trend, where low-to-medium power motors and generators utilize lightweight air-cooling, while medium-to-high and megawatt-scale motors and generators require high-efficiency liquid cooling architectures. Finally, critical future directions for high-power-density aviation propulsion motors and generators were identified: loss suppression via novel soft magnetic materials and precision manufacturing; advanced cooling using microchannels and triply periodic minimal surface (TPMS) structures; and next-generation thermal management exemplified by hydrogen-cooled superconducting systems.
- aero propulsion permanent magnet motors and generators /
- thermal management technology /
- loss suppression /
- passive cooling /
- active cooling

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图 1 微型UAV用外转子无刷永磁电动机^[18]

Figure 1. Outer rotor brushless permanent magnet motor for micro UAVs^[18]

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图 2 全电动支线客机 ES-19 ^[27]

Figure 2. All-electric regional airliner ES-19 ^[27]

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图 3 绕组损耗与频率及温度的关系^[31]

Figure 3. Winding loss vs frequency and temperature ^[31]

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图 4 铁心损耗与频率及温度的关系^[31]

Figure 4. Iron loss vs frequency and temperature ^[31]

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图 5 铁心损耗与频率及磁密的关系^[32]

Figure 5. Iron loss vs frequency and magnetic flux density ^[32]

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图 6 采用轴向磁通电动机的电动螺旋桨^[34]

Figure 6. Electric propeller specifically designed with an axial-flux motor ^[34]

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图 7 诺丁汉大学1 MW航空推进电动机计算模型^[41]

Figure 7. Computational models of the university of Nottingham’s 1 MW aircraft propulsion motor^[41]

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图 8 增材制造的新型线圈

Figure 8. Novel printed coil designs by additive manufacturing technology

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图 9 S-Si3N4w骨架与EP/S-Si3N4w复合材料微观形貌^[52]

Figure 9. Microstructure of S-Si3N4w skeleton and EP/S-Si3N4w composites ^[52]

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图 10 HPDM 系列电动机^[57]

Figure 10. HPDM series motor^[57]

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图 11 不同槽内导热方案温度仿真云图^[59]

Figure 11. Temperature simulation cloud maps of different in-slot heat conduction schemes^[59]

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图 12 eVTOL 推进电动机端部绕组冷却方案^[63]

Figure 12. Cooling schemes for end windings of eVTOL traction motors ^[63]

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图 13 采用热管冷却的轴向磁通电动机部件^[64]

Figure 13. Components of axial flux motor with heat pipe cooling^[64]

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图 14 采用空心线圈与扁热管的飞机推动电动机^[65]

Figure 14. Aircraft propulsion motor employing hollow coils and flat heat pipes^[65]

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图 15 扁热管电动机温度场云图^[65]

Figure 15. Temperature field contour of motor with flat heat pipe ^[65]

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图 16 VX4旋翼集成的Magicall推进电动机^[66]

Figure 16. VX4 rotor integrated magicall propulsion motor ^[66]

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图 17 赛峰EngineUs 100推进电动机^[67]

Figure 17. Saifan EngineUs 100 propulsion motor^[67]

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图 18 具有多层波浪形翅片结构推进电动机^[68]

Figure 18. Propulsion motor with multilayer wavy fin structure^[68]

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图 19 赛峰 ENGINeUS45 推进电动机^[69]

Figure 19. Safran ENGINeUS45 propulsion motor ^[69]

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图 20 X-57推力电动机短舱风冷流道方案及CFD仿真^[72]

Figure 20. Air-Cooling channel scheme and CFD simulation for X-57 thrust motor nacelle^[72]

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图 21 Joby S4短舱及其转子冷却支架^[73]

Figure 21. Joby S4 nacelle and its rotor cooling bracket^[73]

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图 22 推动涵道风速分布图^[74]

Figure 22. Driving ducted wind speed distribution map ^[74]

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图 23 Whisper Ultralight电动滑翔机及eQ250推进器^[78]

Figure 23. Whisper Ultralight electric glider and eQ250 propulsor^[78]

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图 24 MIT风冷型永磁发电机^[80]

Figure 24. MIT air-cooled permanent magnet generator ^[80]

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图 25 不同工艺下Vacoflux 48的比铁耗^[80]

Figure 25. Specific iron loss of Vacoflux 48 under different processes ^[80]

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图 26 不同工艺下Vacoflux 48的励磁曲线^[80]

Figure 26. Magnetization curve of Vacoflux 48 under different processes ^[80]

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图 27 MIT兆瓦级电驱系统及其通风方案^[80]

Figure 27. MIT MW electric drive system and its ventilation scheme^[80]

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图 28 采用水-空气复合冷却的推进电动机^[81]

Figure 28. Propulsion motor with water-air hybrid cooling^[81]

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图 29 诺丁汉油冷航空发电机^[82]

Figure 29. Nottingham oil-cooled aerospace generator^[82]

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图 30 4 MW发电机定子油冷方案^[82]

Figure 30. Oil cooling scheme for 4 MW generator stator^[82]

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图 31 两相流及微通道冷却方案验证结构^[83]

Figure 31. Verification structure of two-phase flow and microchannel cooling scheme ^[83]

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图 32 1.4 MW 发电机定子油冷方案^[84]

Figure 32. Oil cooling scheme for 1.4 MW generator stator^[84]

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表 1 eVTOL的不同构型^[21]

Table 1. Different configurations of eVTOLs ^[21]

构型名称	示意图	垂直起降方式	典型飞行器型号
多旋翼构型		升力推力耦合	沃珑空泰VoloCity亿航EH216
复合构型		推力升力解耦	峰飞Prosperity亿航VT30
混合构型		部分倾转旋翼	Archer Maker沃飞长空TF-2
矢量推力构型		完全倾转旋翼	Joby S4Archer Midnight百合Lilium Jet

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表 2 两种绕组方案设计对比^[41]

Table 2. design comparison of the two winding configurations ^[41]

参数		利兹线方案	发卡绕组方案
设计参数	外径/mm	347	320
	槽宽/mm	8	6
	槽深/mm	25.1	22.5
	内径/mm	276.4	250
	气隙/mm	5	5
	永磁厚度/mm	20	23
	铁心长度/mm	103.5	86
	线厚/mm		1.5
	线宽/mm		5
	过流面积/mm²	166	124
性能参数	功率密度/（kW/kg）	27	35.8
	电流密度/（A/mm²）	28.7	27
	总损耗/kW	19.8	21.6
	铜耗/kW	16.6	19.6
	总质量/kg	39.4	30
	效率/%	98.4	98

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表 3 采用不同热导率灌封材料的绕组温度^[48]

Table 3. Winding temperatures of different thermal conductivity potting materials ^[48]

灌封热导率/ （W/（m·℃））	绝缘热导率/ （W/（m·℃））	最高温度/℃
灌封热导率/ （W/（m·℃））	绝缘热导率/ （W/（m·℃））	端部绕组	槽内绕组
0.2	0.1	469	865
1	0.5	242	289
5	1	197	205

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表 4 航空推动电机主动冷却方案对比

Table 4. Comparison of active cooling schemes for aeronautical propulsion motors and generators

冷却方案	功率等级	功率密度/ （kW/kg）	质量敏感性	复杂度	适用转速/ （r/min）	技术评价
旋翼下洗气流冷却	中低	2～5	高	低	<5000	轻量化最优，无额外能耗，通过翅片强化换热，适配 eVTOL 等应用场景
轴流风扇辅助风冷	中低	2～5	高	中	<5000	通过风扇提升冷却风速，弥补被动风冷低速短板，增加设计自由度
冲压式短舱风冷	中低	2～5	较高	中	<5000	利用飞行冲压效应，无额外能耗，可优化风道提高散热效率
自带风扇风冷	中低	2～5	较高	中高	<5000	克服冲压气流死角，结构设计自由度更大与适配宽转速运行
涵道集成风冷	中低	2～5	较高	中	<5000	气流定向无径向扩散，抗乱流干扰，推质比高
兆瓦级风冷	中高	5～15	中	中高	>5000	功率密度高，无油污染，可利用涡流自然吸气供风，轻量化效果显著
水风复合冷却	中高	5～15	低	中高	>5000	冷却方案结构相对简单，需要配合使用内部导热强化技术
浸没式油冷	中高	5～20	低	高	>5000	热负荷承载强，温度均匀性好，对密封性要求高
微通道两相流冷却	中高	5～25	中	高	>5000	支持超高电流密度电机冷却，需采取措施克服两相流不稳定
油冷与超导转子复合	中高	5～25	低	极高	>5000	适配无齿槽设计，转子损耗极低，效率高，需配合使用低温制冷机
液氢冷却	高	5～25	低	极高	>5000	燃料冷却一体化设计，损耗低，效率高

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