aircraft

Abstract

The application discloses an aircraft, wherein the aircraft comprises an aircraft body, an airborne air conditioner and an electric propulsion system, the aircraft body is provided with a cabin, the airborne air conditioner is provided with an air outlet communicating with the cabin, the airborne air conditioner comprises an evaporator and a condenser connected through a throttling device, the condenser is arranged corresponding to the air outlet, the electric propulsion system is arranged on the aircraft body, and the evaporator is at least partially arranged in the electric propulsion system. The technical scheme of the application aims to reduce the temperature of the electric propulsion system and improve the power density of the electric propulsion system.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an aircraft. Background Technology

[0002] In the prior art, an aircraft includes an aircraft body and an electric propulsion system located on the aircraft body. The electric propulsion system provides the aircraft with the power to fly. During the operation of the electric propulsion system, the electric propulsion system is prone to heat up to a high temperature, resulting in a low power density. The prior art usually uses air cooling to dissipate heat from the electric propulsion system. However, air cooling has a limited effect on heat dissipation of the electric propulsion system, and the temperature of the electric propulsion system is still high, and the power density is also low. Summary of the Invention

[0003] The main objective of this invention is to provide an aircraft that aims to reduce the temperature of the electric propulsion system and increase the power density of the electric propulsion system.

[0004] To achieve the above objectives, the aircraft proposed in this invention includes:

[0005] The main body of the aircraft is equipped with a cabin.

[0006] An air-borne air conditioner, having an air outlet communicating with the cabin, includes an evaporator and a condenser connected via a throttling device, the condenser being positioned corresponding to the air outlet; and

[0007] An electric propulsion system is located in the main body of the aircraft, and the evaporator is at least partially located within the electric propulsion system.

[0008] Optionally, the electric propulsion system is provided with a cooling channel for coolant flow, and the evaporator includes an evaporation tube section disposed in the cooling channel.

[0009] Optionally, the electric propulsion system is provided with a propulsion system refrigerant channel, and the refrigerant channel of the evaporator includes the propulsion system refrigerant channel.

[0010] Optionally, the electric propulsion system includes a propeller mechanism, a motor drivenly connected to the propeller mechanism, and a controller electrically connected to the motor, wherein the motor is provided with the cooling channel.

[0011] Optionally, the motor includes a motor housing, a stator disposed in the motor housing, and a rotor that cooperates with the stator. The rotor is drivenly connected to the propeller mechanism, the stator is electrically connected to the controller, and the cooling channel passes through the stator, the rotor, and the motor housing.

[0012] Optionally, the motor housing includes a housing having a through-hole receiving cavity, a first end cover covering one port of the receiving cavity, and a second end cover covering the other port of the receiving cavity. The stator is disposed in the receiving cavity, and the rotor is rotatably disposed through the first end cover, the receiving cavity, and the second end cover. The cooling channel includes a pumping cavity disposed in the first end cover. The motor also includes a first pumping gear and a second pumping gear disposed in the pumping cavity. The first pumping gear and the second pumping gear mesh, and the rotor is drivenly connected to the first pumping gear.

[0013] Optionally, the rotor includes a rotating shaft rotatably passing through the first end cover, the receiving cavity, and the second end cover. The rotating shaft is drivenly connected to the propeller mechanism. The cooling channel further includes a first cooling channel disposed on the rotating shaft and a second cooling channel disposed on the second end cover. The first cooling channel is connected to the pumping cavity and the second cooling channel, respectively.

[0014] Optionally, the second end cap is provided with a through hole, the rotating shaft includes a rotating fitting section that mates with the through hole, the first cooling channel includes a first channel and a first liquid-passing ring groove provided on the outer peripheral surface of the rotating fitting section, the first channel connects the first liquid-passing ring groove and the pumping chamber, the second cooling channel includes a second channel, the second channel has a first liquid inlet provided on the inner wall surface of the through hole, the first liquid inlet connects to the first liquid-passing ring groove.

[0015] Optionally, the cooling channel further includes a third cooling channel disposed in the housing, the third cooling channel being connected to the second cooling channel.

[0016] Optionally, the second cooling channel includes a second channel communicating with the first cooling channel and a second liquid-passing ring groove communicating with the second channel. The second liquid-passing ring groove is arranged around the rotating shaft. The third cooling channel is provided in multiples, and the multiple third cooling channels are arranged at intervals along the circumference of the second liquid-passing ring groove. The third cooling channel is connected to the second liquid-passing ring groove.

[0017] Optionally, the first end cap is located below the housing, and the cooling channel further includes a liquid collection tank located on the upper side of the first end cap. The liquid collection tank is connected to the third cooling channel and the pumping chamber, respectively, and the evaporation tube section is located in the liquid collection tank.

[0018] Optionally, the rotor further includes a rotor core connected to the rotating shaft, the rotor core being housed in the receiving cavity, the rotor core cooperating with the stator, and the cooling channel further including a plurality of fourth cooling channels disposed on the rotor core, the fourth cooling channel having a second liquid inlet opposite to the second end cover, the second cooling channel further including a third channel communicating with the first cooling channel and a third liquid-passing ring groove communicating with the third channel, the third liquid-passing ring groove surrounding the rotating shaft, the third liquid-passing ring groove being disposed opposite to the second liquid inlet, and the plurality of fourth cooling channels being circumferentially spaced along the third liquid-passing ring groove.

[0019] Optionally, in the axial direction of the rotating shaft, the second end cover and the rotor core are spaced apart to form a liquid-passing gap that communicates with the third liquid-passing ring groove. The stator includes a stator core, the stator core has multiple winding channels, the liquid-passing gap communicates with the winding channels, and the cooling channel further includes the liquid-passing gap and the winding channels.

[0020] Optionally, the cooling channel further includes a fifth cooling channel located on the side of the first end cover near the controller, the fifth cooling channel being connected to the pumping chamber, and the controller covering the fifth cooling channel.

[0021] Optionally, the outer peripheral surface of the first pumping gear meshes with the inner peripheral surface of the second pumping gear.

[0022] Optionally, the outer peripheral surface of the motor housing is provided with heat sinks.

[0023] In the technical solution of this invention, the aircraft includes a main body, an airborne air conditioner, and an electric propulsion system. The main body of the aircraft has a cabin. The airborne air conditioner has an air outlet connected to the cabin and includes an evaporator and a condenser connected by a throttling device. The condenser is positioned corresponding to the air outlet, so that the airborne air conditioner can raise the temperature inside the cabin through the hot air blown out of the air outlet. The electric propulsion system is located in the main body of the aircraft, and the evaporator is located in the electric propulsion system. In this way, the cooler refrigerant in the evaporator can exchange heat with the hotter electric propulsion system, increasing the heat dissipation temperature difference, which is beneficial to improving the heat dissipation effect of the electric propulsion system, reducing the temperature of the electric propulsion system, and thus increasing the power density of the electric propulsion system. It is worth mentioning that the part of the evaporator located in the electric propulsion system can more easily carry away the heat inside the electric propulsion system, which is beneficial to improving the heat dissipation effect of the electric propulsion system. After the refrigerant exchanges heat with the electric propulsion system, the temperature of the refrigerant rises, and the hotter refrigerant is transported to the condenser, which is beneficial to increasing the temperature of the air blown out of the air outlet, thereby improving the heating effect of the airborne air conditioner on the cabin. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure of an embodiment of the electric propulsion system of the aircraft of the present invention;

[0026] Figure 2 for Figure 1 Exploded view of the Chinese electric propulsion system;

[0027] Figure 3 for Figure 1 Top view of the electric propulsion system and evaporator tube section after assembly;

[0028] Figure 4 for Figure 3 Sectional view of AA;

[0029] Figure 5 for Figure 4 Enlarged view of point C in the middle;

[0030] Figure 6 for Figure 4 Enlarged view of point D in the middle;

[0031] Figure 7 for Figure 3 BB section view;

[0032] Figure 8 for Figure 7 Enlarged view at point E in the middle;

[0033] Figure 9 for Figure 2 Schematic diagram of the structure of the second end cap;

[0034] Figure 10 This is a sectional view of the second end cap in section 9;

[0035] Figure 11 for Figure 2 Top view of the middle shell;

[0036] Figure 12 for Figure 2 Schematic diagram of the middle rotor;

[0037] Figure 13 for Figure 2 A structural schematic diagram of the first cover body from one perspective;

[0038] Figure 14 for Figure 13A structural schematic diagram of the first cover body from another perspective;

[0039] Figure 15 for Figure 2 Schematic diagram of the middle cover plate;

[0040] Figure 16 for Figure 2 A schematic diagram of the structure of the first pumping gear and the second pumping gear in operation.

[0041] Explanation of icon numbers:

[0042]

[0043]

[0044] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0045] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0046] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0047] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean abutting; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0048] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0049] In the prior art, an aircraft includes an aircraft body and an electric propulsion system located on the aircraft body. The electric propulsion system provides the aircraft with the power for flight. During the operation of the electric propulsion system, the electric propulsion system is prone to heat up to a high temperature, resulting in a low power density. The prior art usually uses air cooling to dissipate heat from the electric propulsion system. However, air cooling has limited heat dissipation effect on the electric propulsion system, and the temperature of the electric propulsion system remains high, and the power density is also low. Therefore, the present invention proposes an aircraft that aims to reduce the temperature of the electric propulsion system and increase the power density of the electric propulsion system.

[0050] Reference Figures 1 to 16 In one embodiment of the present invention, the aircraft includes an aircraft body, an airborne air conditioner, and an electric propulsion system 200. The aircraft body has a cabin. The airborne air conditioner has an air outlet communicating with the cabin and includes an evaporator and a condenser connected by a throttling device. The condenser is positioned corresponding to the air outlet, so that the airborne air conditioner can raise the temperature inside the cabin by blowing hot air out of the air outlet. The electric propulsion system 200 is located in the aircraft body, and the evaporator is at least partially located within the electric propulsion system 200. Thus, the cooler refrigerant in the evaporator can exchange heat with the hotter electric propulsion system 200, increasing the heat dissipation temperature difference, which is beneficial to improving the heat dissipation effect of the electric propulsion system 200, reducing the temperature of the electric propulsion system 200, and thereby increasing the power density of the electric propulsion system 200. It is worth mentioning that the portion of the evaporator located within the electric propulsion system 200 can more easily carry away the heat within the electric propulsion system 200, which is beneficial to improving the heat dissipation effect of the electric propulsion system 200. After the refrigerant exchanges heat with the electric propulsion system 200, the temperature of the refrigerant rises. The higher-temperature refrigerant is transported to the condenser, which helps to increase the temperature of the air blown out of the air outlet. This, in turn, helps to improve the heating effect of the air-borne air conditioning on the cabin and reduce the energy consumption of the air-borne air conditioning.

[0051] It is worth mentioning that the cabin may be, but is not limited to, a cockpit, a passenger cabin, or a storage cabin.

[0052] Optionally, in one embodiment, the electric propulsion system 200 is provided with a cooling channel for coolant flow. During operation, the coolant in the cooling channel exchanges heat with the electric propulsion system 200, dissipating heat and lowering its temperature. After heat exchange, the coolant's temperature rises. The evaporator includes an evaporator tube section 100 located in the cooling channel. The lower-temperature refrigerant keeps the evaporator tube section 100 at a lower temperature. This lower-temperature evaporator tube section 100 exchanges heat with the coolant, further reducing the coolant's temperature. The larger temperature difference between the lower-temperature coolant and the higher-temperature electric propulsion system 200 improves heat dissipation, lowers the system's temperature, and ultimately increases its power density. After heat exchange, the refrigerant's temperature rises. The warmer refrigerant is then transported to the condenser, which helps to increase the temperature of the air blown out of the vents. This, in turn, improves the heating effect of the air conditioning system on the cabin and reduces its energy consumption. It's worth noting that even in environments with high temperatures, resulting in a high initial coolant temperature, the refrigerant in the evaporator section 100 can forcefully lower the coolant temperature, creating a larger temperature difference between the coolant and the electric propulsion system 200, thus improving the heat dissipation effect on the electric propulsion system 200.

[0053] It should be noted that the coolant may be, but is not limited to, oil or refrigerant.

[0054] Optionally, in one embodiment, the electric propulsion system 200 includes a propulsion system refrigerant channel, and the evaporator's refrigerant channel includes the propulsion system refrigerant channel. In this way, the lower-temperature refrigerant from the air conditioner can directly contact the electric propulsion system 200, undergoing heat exchange, which improves the heat dissipation effect of the electric propulsion system 200. Furthermore, it reduces the number of evaporator pipes, which helps to reduce the weight of the aircraft.

[0055] However, this design is not limited to this. In other embodiments, all evaporators are located inside the electric propulsion system 200 so that the evaporators and the electric propulsion system 200 can have more sufficient heat exchange, thereby improving the heat dissipation effect of the electric propulsion system 200.

[0056] Optionally, in one embodiment, the electric propulsion system 200 includes a propeller mechanism 300, a motor 400 drivenly connected to the propeller mechanism 300, and a controller 500 electrically connected to the motor 400. Thus, the controller 500 can control the motor 400, causing the motor 400 to drive the propeller mechanism 300 to rotate, thereby providing propulsion for the aircraft. During operation, the motor 400 generates significant heat; therefore, the motor 400 is equipped with a cooling channel to help keep the overall temperature of the electric propulsion system 200 lower. Of course, in other embodiments, the cooling channel can also be located in the controller 500.

[0057] Optionally, in one embodiment, the motor 400 includes a motor housing 410, a stator 450 disposed in the motor housing 410, and a rotor 460 cooperating with the stator 450. The rotor 460 is drivenly connected to the propeller mechanism 300, and the stator 450 is electrically connected to the controller 500. The cooling channel passes through the stator 450, the rotor 460, and the motor housing 410. In this way, the cooling channel can dissipate heat from the stator 450, the rotor 460, and the motor housing 410, which helps to reduce the overall temperature of the motor 400. Of course, in other embodiments, the cooling channel may only pass through the motor housing 410, the rotor 460, or the motor housing 410.

[0058] Optionally, in one embodiment, the motor housing 410 includes a housing 420 having a through-hole receiving cavity 421, a first end cover 430 covering one port of the receiving cavity 421, and a second end cover 440 covering the other port of the receiving cavity 421. The stator 450 is disposed in the receiving cavity 421. The rotor 460 is rotatably disposed through the first end cover 430, the receiving cavity 421, and the second end cover 440. The cooling channel includes a pumping cavity 610 disposed in the first end cover 430. The motor 400 also includes a first pumping gear 700 and a second pumping gear 800 disposed in the pumping cavity 610. The first pumping gear 700 and the second pumping gear 800 mesh with each other. The rotor 460 is drivenly connected to the first pumping gear 700. Thus, when the rotor 460 rotates, it drives the first pumping gear 700 to rotate, which in turn drives the second pumping gear 800 to rotate. The cooperation of the first and second pumping gears 700 and 800 causes the coolant to flow within the cooling channels. Under high load, the electric propulsion system 200 has a higher temperature, and the rotor 460 rotates faster, resulting in faster coolant flow within the cooling channels. This improves the cooling effect of the coolant on the electric propulsion system 200. Conversely, under low load, the temperature of the electric propulsion system 200 does not rise as much, and the rotor 460 rotates slower, resulting in slower coolant flow within the cooling channels and reduced energy consumption. Therefore, the coolant flow rate varies with the rotor 460's rotational speed, achieving a cooling strategy of high coolant flow rate under high load and low coolant flow rate under low load. This strategy effectively cools the electric propulsion system 200 while reducing energy consumption. Furthermore, since the first pumping gear 700 is driven by the rotor 460, the electric propulsion system 200 does not need to be equipped with an additional pump body controller to control the rotation of the first pumping gear 700, and a pump body power supply electrically connected to the pump body controller, thereby reducing the cost and weight of the aircraft. In addition, it also avoids the situation where the operation of the first pumping gear 700 is affected by the failure of the pump body controller.

[0059] However, this design is not limited to this. In other embodiments, if required, a pump body can be added to replace the first pumping gear 700 and the second pumping gear 800, and the coolant in the cooling channel is driven by the pump body.

[0060] Optionally, in one embodiment, the rotor 460 includes a shaft 461 rotatably passing through the first end cap 430, the receiving cavity 421, and the second end cap 440. The shaft 461 is drivenly connected to the propeller mechanism 300. The cooling channel also includes a first cooling channel 620 disposed on the shaft 461 and a second cooling channel 630 disposed on the second end cap 440. The first cooling channel 620 is connected to the pumping cavity 610 and the second cooling channel 630, respectively. In this way, the coolant in the pumping cavity 610 can be pumped to the first cooling channel 620 and the second cooling channel 630 by the first pumping gear 700 and the second pumping gear 800. The heat of the rotor 460 can be carried by the coolant to the second end cap 440, and the second end cap 440 exchanges heat with the environment around the aircraft, thereby dissipating the heat. Of course, in other embodiments, the rotor 460 is provided with a sixth cooling channel communicating with the pumping chamber 610. The sixth cooling channel has a sixth channel opening, which is located in the receiving chamber 421 and faces the inner wall surface of the housing 420. In this way, coolant can be sprayed out from the sixth channel opening and sprayed onto the housing 420. Thus, the heat of the rotor 460 can be carried to the housing 420 by the coolant, and the housing 420 exchanges heat with the environment around the aircraft, thereby dissipating the heat.

[0061] Optionally, in one embodiment, the second end cap 440 is provided with a through hole 441, the rotating shaft 461 includes a rotating fitting section that mates with the through hole 441, the first cooling channel 620 includes a first channel 621 and a first liquid-passing ring groove 622 disposed on the outer peripheral surface of the rotating fitting section, the first channel 621 connecting the first liquid-passing ring groove 622 and the pumping chamber 610. The second cooling channel 630 includes a second channel 631, the second channel 631 having a first liquid inlet 632 disposed on the inner wall surface of the through hole 441, the first liquid inlet 632 connecting the first liquid-passing ring groove 622. Thus, the coolant can flow from the first flow channel 621 to the first liquid-passing ring groove 622, from the first liquid-passing ring groove 622 into the first liquid inlet 632, and then from the first liquid inlet 632 into the second flow channel 631. The first liquid-passing ring groove 622 allows the coolant to continuously enter the second flow channel 631, which is beneficial to improving the heat dissipation efficiency of the motor 400. Of course, in other embodiments, the cooling channel includes a fourth liquid-passing ring groove provided on the wall of the through hole 441, the second flow channel 631 is connected to the fourth liquid-passing ring groove, and the first flow channel 621 has a first flow channel 621 opening provided in the rotating mating section, the first flow channel 621 opening being connected to the liquid-passing ring groove.

[0062] Optionally, in one embodiment, the cooling channel further includes a third cooling channel 640 disposed on the housing 420, which communicates with the second cooling channel 630. In this way, coolant can also flow from the second end cap 440 to the housing 420, and the heat from the shaft 461 and the second end cap 440 can be carried to the housing 420 via the coolant. The housing 420 then exchanges heat with the surrounding environment of the aircraft, thereby dissipating the heat. It is worth mentioning that the airflow driven by the rotation of the propeller mechanism 300 can also pass through the housing 420, carrying away heat from the housing 420 and accelerating the dissipation of heat.

[0063] Optionally, in one embodiment, the second cooling channel 630 includes a second channel 631 communicating with the first cooling channel 620 and a second liquid-passing ring groove 633 communicating with the second channel 631. The second liquid-passing ring groove 633 is arranged around the rotating shaft 461. Multiple third cooling channels 640 are provided, spaced circumferentially along the second liquid-passing ring groove 633, and connected to the second liquid-passing ring groove 633. In this way, the second channel 631 can transport coolant to the multiple third cooling channels 640 through the second liquid-passing ring groove 633, allowing the motor 400 to connect with more third cooling channels 640 through fewer second channels 631. This simplifies the structure of the second end cover 440 and the motor 400. Furthermore, the circumferential spacing of the third cooling channels 640 along the second liquid-passing ring groove 633 improves the heat dissipation effect on the housing 420, resulting in a lower overall temperature of the housing 420. However, this design is not limited to this. In other embodiments, the second liquid ring groove 633 may not be provided. Multiple second flow channels 631 and multiple third cooling flow channels 640 may be provided. One second flow channel 631 is connected to one third cooling flow channel 640.

[0064] Optionally, in one embodiment, the first end cap 430 is located below the housing 420, and the cooling channel further includes a liquid collection tank 650 located on the upper side of the first end cap 430. This can greatly increase the amount of coolant in the motor 400. The liquid collection tank 650 is connected to the third cooling channel 640 and the pumping chamber 610, respectively. In this way, the coolant in the third cooling channel 640 can flow into the liquid collection tank 650, and the coolant collected in the liquid collection tank 650 is transported to the pumping chamber 610. The coolant is then transported sequentially to the first cooling channel 620, the second cooling channel 630, and the third cooling channel 640 by the first pumping gear 700 and the second pumping gear 800 in the pumping chamber 610. In this way, coolant circulation can be achieved within the motor 400, which helps to reduce the number of cooling pipes outside the motor 400 and reduces the weight of the aircraft. The evaporator tube section 100 is located in the liquid collection tank 650, which collects a large amount of coolant, which is beneficial for the evaporator tube section 100 to concentrate on cooling a large amount of coolant.

[0065] Optionally, in one embodiment, the evaporator tube section 100 is arranged to rotate around the shaft 461 multiple times, thus making the evaporator tube section 100 longer, which is conducive to more sufficient heat exchange with the coolant.

[0066] Optionally, in one embodiment, the rotor 460 further includes a rotor core 462 connected to the rotating shaft 461. The rotor core 462 is housed in a receiving cavity 421 and cooperates with the stator 450. The cooling channel further includes a plurality of fourth cooling channels 660 disposed on the rotor core 462. The fourth cooling channel 660 has a second liquid inlet opposite to the second end cover 440. The second cooling channel 630 further includes a third channel 634 communicating with the first cooling channel 620 and a third liquid-passing ring groove 635 communicating with the third channel 634. The third liquid-passing ring groove 635 surrounds the rotating shaft 461 and is disposed opposite to the second liquid inlet. The plurality of fourth cooling channels 660 are spaced apart circumferentially along the third liquid-passing ring groove 635.

[0067] It is worth mentioning that, in one embodiment, the coolant discharged from the fourth cooling channel 660 will flow into the collection tank 650 under the action of gravity.

[0068] Optionally, in one embodiment, along the axial direction of the shaft 461, the second end cover 440 and the rotor core 462 are spaced apart by a liquid-passing gap communicating with the third liquid-passing ring groove 635. The stator 450 includes a stator 450 core, which has multiple winding channels 680. The liquid-passing gap communicates with the winding channels 680. The cooling channel also includes the liquid-passing gap and the winding channels 680. Thus, a portion of the coolant flowing out of the second liquid-passing ring groove 633 can enter the fourth cooling channel 660 to exchange heat with the rotor core 462 and reduce the temperature of the rotor core 462. Another portion can enter the winding channel 680 through the liquid-passing gap to exchange heat with the stator 450 core and the coil passing through the winding channel 680, thereby reducing the temperature of the stator 450.

[0069] Optionally, in one embodiment, the cooling channel further includes a fifth cooling channel 690 disposed on the side of the first end cover 430 near the controller 500. The fifth cooling channel 690 is connected to the pumping chamber 610. The controller 500 covers the fifth cooling channel 690. In this way, the coolant passing through the fifth cooling channel 690 will pass through the surface of the controller 500, thereby cooling the controller 500 and making the temperature of the controller 500 lower.

[0070] Optionally, in one embodiment, the first end cap 430 includes a first cap body 431 and a cap plate 432. The first cap body 431 covers one port of the housing 420, and the rotor 460 is rotatably inserted through the first cap body 431. A pumping chamber 610 is provided on the side of the first cap body 431 away from the housing 420, and the cap plate 432 covers the pumping chamber 610, thus facilitating the installation of the first pumping tooth and the second pumping tooth in the pumping chamber 610. A fifth cooling channel 690 communicating with the pumping chamber 610 is provided on the side of the cap plate 432 away from the first cap body 431, and the controller 500 covers the fifth cooling channel 690.

[0071] Optionally, in one embodiment, the fifth cooling channel 690 is also connected to the liquid collection tank 650, which supplies coolant to the pumping chamber 610 through the fifth cooling channel 690.

[0072] Optionally, in one embodiment, the outer peripheral surface of the first pumping gear 700 meshes with the inner peripheral surface of the second pumping gear 800. Of course, in other embodiments, the outer peripheral surface of the first pumping gear 700 meshes with the outer peripheral surface of the second pumping gear 800.

[0073] Optionally, in one embodiment, the rotating shaft 461 passes through the first pumping tooth, and the rotating shaft 461 is directly connected to the first pumping tooth. This reduces the number of transmission components between the rotating shaft 461 and the first pumping tooth, avoiding the situation where the rotating shaft 461 cannot drive the first pumping tooth due to the failure of the transmission components. Of course, in other embodiments, if necessary, the rotating shaft 461 can also be driven to connect to the first pumping tooth through a transmission component.

[0074] It should be noted that the principle of the first pumping gear 700 and the second pumping gear 800 driving the coolant can be referred to the gear pump, and will not be elaborated on here.

[0075] Optionally, in one embodiment, the outer peripheral surface of the motor housing 410 is provided with heat sink 470, so that the airflow flowing through the heat sink fins will carry away the heat of the heat sink fins, thereby helping the housing 420 to quickly dissipate heat.

[0076] Optionally, in one embodiment, the heat sink 470 includes a first heat sink 470 disposed on the housing 420, a second heat sink 470 disposed on the first end cover 430, and a second heat sink 470 disposed on the second end cover 440.

[0077] The above description is merely an optional embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. An aircraft, characterized in that, include: The main body of the aircraft is equipped with a cabin. An air-borne air conditioner is provided with an air outlet connected to the cabin. The air-borne air conditioner includes an evaporator and a condenser connected by a throttling device. The condenser is arranged corresponding to the air outlet. as well as An electric propulsion system is located in the main body of the aircraft, and the evaporator is at least partially located within the electric propulsion system; The electric propulsion system is provided with a cooling channel for the flow of coolant, and the evaporator includes an evaporation tube section disposed in the cooling channel; The electric propulsion system includes a motor, and the motor is provided with the cooling channel; The electric propulsion system includes a propeller mechanism and a controller electrically connected to the motor; The motor includes a motor housing, a stator disposed in the motor housing, and a rotor that cooperates with the stator. The cooling channel passes through the stator, the rotor, and the motor housing. The motor housing includes a housing having a through-hole receiving cavity, a first end cover covering one port of the receiving cavity, and a second end cover covering the other port of the receiving cavity. The stator is disposed in the receiving cavity, and the rotor is rotatably disposed through the first end cover, the receiving cavity, and the second end cover. The cooling channel includes a pumping cavity disposed in the first end cover. The rotor includes a rotating shaft that is rotatably disposed through the first end cover, the receiving cavity, and the second end cover. The rotating shaft is drivenly connected to the propeller mechanism. The cooling channel also includes a first cooling channel disposed on the rotating shaft and a second cooling channel disposed on the second end cover. The first cooling channel is connected to the pumping cavity and the second cooling channel, respectively. The rotor also includes a rotor core connected to the rotating shaft. The rotor core is housed in the receiving cavity and cooperates with the stator. The cooling channel also includes a plurality of fourth cooling channels disposed on the rotor core. The fourth cooling channel has a second liquid inlet opposite to the second end cover. The second cooling channel also includes a third channel communicating with the first cooling channel and a third liquid-passing ring groove communicating with the third channel. The third liquid-passing ring groove surrounds the rotating shaft and is disposed opposite to the second liquid inlet. The plurality of fourth cooling channels are circumferentially spaced along the third liquid-passing ring groove.

2. The aircraft as described in claim 1, characterized in that, The rotor is driven to the propeller mechanism, and the stator is electrically connected to the controller.

3. The aircraft as described in claim 2, characterized in that, The motor further includes a first pumping gear and a second pumping gear, both disposed in the pumping chamber. The first pumping gear and the second pumping gear mesh, and the rotor is drivenly connected to the first pumping gear.

4. The aircraft as described in claim 3, characterized in that, The second end cap is provided with a through hole, the rotating shaft includes a rotating fitting section that mates with the through hole, the first cooling channel includes a first channel and a first liquid-passing ring groove provided on the outer peripheral surface of the rotating fitting section, the first channel connects the first liquid-passing ring groove and the pumping chamber, the second cooling channel includes a second channel, the second channel has a first liquid inlet provided on the inner wall surface of the through hole, the first liquid inlet connects to the first liquid-passing ring groove.

5. The aircraft as described in claim 4, characterized in that, The cooling channel also includes a third cooling channel disposed in the housing, the third cooling channel being connected to the second cooling channel.

6. The aircraft as described in claim 5, characterized in that, The second cooling channel includes a second channel communicating with the first cooling channel and a second liquid-passing ring groove communicating with the second channel. The second liquid-passing ring groove is arranged around the rotating shaft. The third cooling channel is provided in multiples, and the multiple third cooling channels are arranged at intervals along the circumference of the second liquid-passing ring groove. The third cooling channel is connected to the second liquid-passing ring groove.

7. The aircraft as described in claim 5, characterized in that, The first end cap is located below the housing. The cooling channel also includes a liquid collection tank located on the upper side of the first end cap. The liquid collection tank is connected to the third cooling channel and the pumping chamber, respectively. The evaporation tube section is located in the liquid collection tank.

8. The aircraft as described in claim 4, characterized in that, Along the axial direction of the rotating shaft, the second end cover and the rotor core are spaced apart to form a liquid passage gap that communicates with the third liquid passage ring groove. The stator includes a stator core, which has multiple winding channels. The liquid passage gap communicates with the winding channels. The cooling channel also includes the liquid passage gap and the winding channels.

9. The aircraft as claimed in claim 4, characterized in that, The cooling channel further includes a fifth cooling channel located on the side of the first end cover near the controller, the fifth cooling channel being connected to the pumping chamber, and the controller covering the fifth cooling channel; And / or, the outer circumferential surface of the first pumping gear meshes with the inner circumferential surface of the second pumping gear.

10. The aircraft as claimed in claim 2, characterized in that, The outer circumferential surface of the motor housing is provided with heat sinks.

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