Electric engine, electric propulsion device and aircraft

Abstract

The embodiment of the invention provides an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircrafts. The electric engine comprises a power motor, a radiator, a driving motor and a fan. And the radiator is used for radiating the power motor. The driving motor and the power motor are located on the two sides of the radiator respectively in the axial direction of the power motor, the driving motor is provided with a containing through hole, and the radiator covers one side of the containing through hole. At least part of the fan is located in the containing through hole, and the fan is in transmission connection with the driving motor. In this way, the axial size of the electric propulsion device is shortened, and the resistance borne by the aircraft in the flying process is reduced.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to an electric engine, an electric propulsion device and an aircraft. Background Art

[0002] At present, electric vertical take-off and landing (eVTOL) aircraft are equipped with electric propulsion devices on their wings. The electric propulsion devices include a power motor, a drive motor, a fan and a radiator arranged in sequence along the axial direction of the electric propulsion device. The drive motor drives the fan to dissipate heat from the radiator, and the radiator is used to dissipate heat from the power motor. However, the way the power motor, the drive motor, the fan and the radiator are arranged in sequence along the axial direction of the electric propulsion device causes the axial dimension of the electric propulsion device to be very long, which increases the resistance encountered by the electric vertical take-off and landing aircraft during flight when the axial direction of the electric propulsion device is perpendicular to the forward direction of the electric vertical take-off and landing aircraft. Summary of the invention

[0003] The embodiments of the present application provide an electric engine, an electric propulsion device, and an aircraft, which shorten the axial dimension of the electric propulsion device and reduce the resistance encountered by the aircraft during flight.

[0004] According to a first aspect of an embodiment of the present application, an electric engine is provided, the electric engine comprising:

[0005] Power motor;

[0006] A radiator, which is used to dissipate heat from the power motor;

[0007] The drive motor and the power motor are respectively located on both sides of the radiator along the axial direction of the power motor, the drive motor is provided with a receiving through hole, and the radiator covers one side of the receiving through hole;

[0008] The fan is at least partially located inside the accommodating through hole, and the fan is drivingly connected to the driving motor.

[0009] On the premise that the radiator and the power motor can be cooled, by embedding at least part of the fan inside the drive motor to shorten the stacking size of the fan and the drive motor in the axial direction of the power motor, the axial arrangement of the electric engine is made more compact, thereby achieving the purpose of shortening the axial size of the electric engine, thereby reducing the axial size of the electric propulsion device, and further reducing the resistance encountered by the aircraft during flight.

[0010] In some possible implementations, the driving motor includes:

[0011] A first rotor, wherein one end of the first rotor away from the radiator is fixedly connected to the fan;

[0012] The first stator is located inside the first rotor, the first stator is sleeved on the fan, the fan is rotatably connected to the first stator through a bearing, and the first stator is fixedly connected to the radiator.

[0013] In some possible implementations, the bearing is located inside the first stator, and the bearing sleeve is disposed on the fan.

[0014] In some possible implementations, the first stator is provided with a plurality of air flow holes at a top end close to the heat sink, and the plurality of air flow holes are arranged at intervals along the circumference of the fan.

[0015] In some possible implementations, a surface of the first stator in contact with the bearing is provided with a plurality of first openings, the first openings correspond one-to-one to the air flow holes, each first opening is connected to the interior of the corresponding air flow hole, and the bearing is in contact with the air in the air flow hole through the first openings.

[0016] In some possible implementations, the fan includes: an annular member, at least a portion of which is located outside the first stator and fixedly connected to the first rotor, the outer periphery of the annular member and the first rotor forming a plurality of second openings, the plurality of second openings being arranged at intervals along the circumference of the annular member, and the second openings being connected to the air flow hole.

[0017] In some possible implementations, the fan includes:

[0018] A plurality of guide vanes are fixedly connected to the annular member, a portion of the guide vane is located between the first stator and the annular member along the axial direction of the annular member, and a height of the guide vane along the axial direction of the annular member is greater than or equal to an opening depth of the second opening along the axial direction of the annular member.

[0019] In some possible implementations, the fan includes:

[0020] Multiple fan blades are arranged at intervals along the circumference of the center of the fan, each fan blade is fixedly connected to the center of the fan, and along the center of the fan from the inside to the outside, the distance between the fan blade and the radiator gradually decreases, and the width of the fan blade in the axial direction of the fan gradually increases.

[0021] In some possible implementations, at least a portion of the heat sink is spaced apart from the power motor, and the heat sink has an air channel, which communicates with the accommodating through hole and a region between the heat sink and the power motor.

[0022] In some possible implementations, the heat sink includes:

[0023] A liquid inlet portion, the liquid inlet portion is used to supply cooling medium into the interior of the radiator, and a portion of the liquid inlet portion is located inside the power motor;

[0024] A liquid outlet portion, the liquid outlet portion is used for cooling medium to leave the interior of the radiator, and a part of the liquid outlet portion is located inside the power motor;

[0025] The main body and the power motor are arranged at intervals.

[0026] A second aspect of an embodiment of the present application provides an electric propulsion device, the electric propulsion device comprising a propeller and an electric engine as described in any one of the first aspects;

[0027] The propeller is arranged on a side of the power motor away from the radiator and is transmission-connected to the power motor, and the power motor is used to drive the propeller to rotate;

[0028] The radiator, drive motor and fan are all located on the side of the power motor away from the propeller.

[0029] A third aspect of an embodiment of the present application provides an aircraft, which includes a nacelle and / or a fuselage arm, and the nacelle and the fuselage arm are both provided with the electric propulsion device of the second aspect.

[0030] In some possible implementations, at least one of the arm and the nacelle has a mounting cavity, the mounting cavity has an air inlet and an air outlet, and the air outlet and the air inlet both communicate with the interior and the exterior of the mounting cavity;

[0031] At least a portion of the propeller is located outside the installation cavity, and at least a portion of the power motor is located inside the installation cavity.

[0032] In some possible implementations, the air inlet is arranged to communicate with the area between the power motor and the radiator; or,

[0033] There are multiple air inlet holes, including a first air inlet hole and a second air inlet hole arranged at intervals along the axial direction of the fan. The first air inlet hole is arranged to be connected to the area between the power motor and the radiator, and the second air inlet hole is arranged to be connected to the second opening of the electric engine.

[0034] In some possible implementations, the aircraft further includes at least one of the following air inlet channels, the air inlet channel being used to connect the area between the power motor and the radiator:

[0035] The gap area between the power motor and the inner wall of the installation cavity forms a first air inlet channel;

[0036] A gap area between the second stator and the second rotor of the power motor forms a second air inlet channel;

[0037] The power motor comprises a second rotor, the second rotor comprises a second rotor shell, and a third air inlet channel is formed by a rotor through hole on the second rotor shell. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0039] Figure 1 A schematic diagram of the three-dimensional structure of an aircraft provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of the architecture of an electric propulsion device provided in an embodiment of the present application;

[0041] Figure 3 A cross-sectional schematic diagram of another electric propulsion device provided in an embodiment of the present application;

[0042] Figure 4 for Figure 3 A cross-sectional schematic diagram of the cooperation of the radiator, the drive motor and the fan;

[0043] Figure 5 for Figure 3 A schematic diagram of a three-dimensional structure of a radiator, a drive motor and a fan;

[0044] Figure 6 for Figure 3 An exploded diagram of the heat sink, drive motor and fan in FIG.

[0045] Figure 7 for Figure 6 A schematic diagram of the three-dimensional structure of the radiator;

[0046] Figure 8 for Figure 6 A schematic diagram of the three-dimensional structure of the first rotor in FIG.

[0047] Fig. 9 for Figure 6 A schematic diagram of the three-dimensional structure of the first stator;

[0048] Fig.10 for Fig. 9 A cross-sectional schematic diagram of the first stator shown;

[0049] Fig.11 for Figure 6 A schematic diagram of the three-dimensional structure of the fan;

[0050] Fig.12 A schematic diagram of the architecture of another electric propulsion device provided in an embodiment of the present application.

[0051] Description of reference numerals:

[0052] 11. Fuselage; 12. Wing; 13. Tail; 14. Arm; 15. Nacelle; 16. Installation cavity; 17. First air inlet; 18. Air outlet; 19. Second air inlet;

[0053] 20. Electric propulsion device; 20a. Fixed electric propulsion device; 20b. Tilting electric propulsion device; 21. Electric engine; 22. Propeller;

[0054] 100, power motor; 110, second rotor; 111, second rotor housing; 112, second magnetic steel; 113, drainage hole; 114, rotor through hole; 120, second stator; 121, second stator winding; 122, second stator bracket;

[0055] 200, radiator; 210, air channel; 220, body; 230, liquid inlet; 240, liquid outlet;

[0056] 300, fan; 310, annular member; 311, first annular segment; 312, second annular segment; 313, second step; 320, fan blade; 330, hub; 340, guide vane;

[0057] 400, driving motor; 410, first rotor; 411, first rotor housing; 412, first magnetic steel; 420, first stator; 421, first stator bracket; 4211, first step; 422, first stator winding; 430, bearing;

[0058] 510, accommodating through hole; 511, first through hole section; 512, second through hole section; 520, air flow hole; 530, first opening; 550, second opening;

[0059] 600, motor controller;

[0060] 700. Fasteners.

[0061] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0063] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0064] In this application, unless otherwise clearly specified and limited, the terms "installation", "connection", "fixation" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, it can be a connection between two elements or an interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0065] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0066] In the above description, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0067] An embodiment of the present application provides an aircraft, which may be an electric vertical take-off and landing (eVTOL) aircraft or other types of aircraft.

[0068] Figure 1A schematic diagram of the three-dimensional structure of an aircraft provided in an embodiment of the present application. Figure 1 The aircraft shown is for illustration only and does not constitute a limitation on the specific structure and shape of the aircraft.

[0069] like Figure 1 As shown, the aircraft includes a fuselage 11, wings 12 and a tail 13. Among them, the fuselage 11 is a symmetrical structure, and the remaining structure and shape of the fuselage 11 are not limited, and can refer to the fuselage structure of an existing aircraft. The wings 12 are fixedly connected to the fuselage 11 and extend along both sides of the fuselage. The wings 12 on both sides are symmetrical with respect to the symmetry plane of the fuselage 11. The structure of the wings 12 can also refer to the fixed wing structure of the existing aircraft, and will not be repeated here. The tail 13 is arranged at the tail of the fuselage 11. The tail 13 is integrally formed or mechanically connected to the fuselage 11 and is a symmetrical structure. The structure of the tail 13 can also refer to the tail structure of the existing aircraft, and will not be repeated here.

[0070] It should be noted that, in some scenarios, the aircraft may also include a fuselage 11 and wings 12 , that is, the aircraft does not include a tail 13 .

[0071] like Figure 1 As shown, the aircraft further includes an electric propulsion device 20, which can be used to provide power for the aircraft. The number of the electric propulsion device 20 is one or more electric propulsion devices 20, for example Figure 1 As shown, the aircraft comprises eight electric propulsion devices 20 .

[0072] The electric propulsion device 20 is arranged on the fuselage 11 and / or the wing 12 and / or the tail 13, for example Figure 1 As shown, the wing 12 and the tail 13 are symmetrically provided with electric propulsion devices 20. Of course, in some embodiments, the electric propulsion device 20 is provided on the fuselage 11, and the wing 12 and the tail 13 are not provided with electric propulsion devices 20. In other scenarios, the electric propulsion device 20 is provided on the wing 12, and the fuselage 11 and the tail 13 are not provided with electric propulsion devices 20. In other embodiments, the electric propulsion device 20 is provided on the tail 13, and the fuselage 11 and the wing 12 are not provided with electric propulsion devices 20.

[0073] Continue to see Figure 1 As shown, the aircraft further includes an arm 14 and a nacelle 15, both of which are used to connect to the electric propulsion device 20, so as to set the electric propulsion device 20 on the fuselage 11, the wing 12 or the tail 13. Of course, in some scenarios, the aircraft may also include one of the arm 14 and the nacelle 15.

[0074] In some embodiments, Figure 1As shown, the electric propulsion device 20 is disposed on the wing 12 via the arm 14. In other embodiments, the electric propulsion device 20 may also be disposed on the wing 12 via the nacelle 15 (not shown in the figure).

[0075] In some embodiments, Figure 1 As shown, the electric propulsion device 20 is disposed on the tail 13 through the nacelle 15. In other embodiments, the electric propulsion device 20 may also be disposed on the tail 13 through the machine arm 14 (not shown in the figure).

[0076] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a (eg, a fixed rotor), and the fixed electric propulsion device 20 a is fixedly connected to any one of the fuselage 11 , the wing 12 , and the tail 13 .

[0077] In some examples, the electric propulsion device 20 provided on the aircraft may include a tilting electric propulsion device 20b (e.g., a tilting rotor), and a tilting mechanism is provided between the tilting electric propulsion device 20b and any one of the fuselage 11, the wing 12, and the tail 13, and the tilting mechanism is used to adjust the tilt angle of the tilting electric propulsion device 20b.

[0078] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20a.

[0079] In other examples, all the electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0080] In some other examples, some of the electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20a, and some of the electric propulsion devices 20 are tilting electric propulsion devices 20b, for example. Figure 1 As shown, four of the electric propulsion devices 20 are fixed electric propulsion devices 20a, and the remaining four electric propulsion devices 20 are tilting electric propulsion devices 20b. The fixed electric propulsion devices 20a are arranged on the outside of the tilting electric propulsion devices 20b.

[0081] In the embodiment of the present application, the electric propulsion device 20 is composed of a power battery (not shown in the figure), an electric engine 21, a propeller 22, etc. and their accessories. Among them, the electric engine 21 is composed of a power motor 100, a motor controller 600, cables, etc. and their accessories, which can convert electrical energy into mechanical energy. In actual implementation, the electric engine 21 can also be called an electric propulsion system.

[0082] Among them, Figure 1 As shown, the electric engine 21 is arranged on the machine arm 14 or the nacelle 15, the propeller 22 is arranged on one side of the electric engine 21, the electric engine 21 is transmission-connected with the propeller 22, and the electric engine 21 is used to drive the propeller 22 to rotate.

[0083] Figure 2 A schematic diagram of the architecture of an electric propulsion device 20 provided in an embodiment of the present application.

[0084] like Figure 2 As shown, the electric engine 21 includes a power motor 100 and a motor controller 600 . The power motor 100 is transmission-connected to the propeller 22 . The motor controller 600 is electrically connected to the power motor 100 . The motor controller 600 is used to control the power motor 100 to drive the propeller 22 to rotate.

[0085] like Figure 2 As shown, the motor controller 600 is located inside the second stator 120 of the power motor 100. In addition, the motor controller 600 includes a power module, a bus capacitor, a drive board, a main control board, etc. It should be noted that the motor controller 600, in addition to being used to control the power motor 100 that drives the propeller 22 to rotate, can also be used to control the drive motor 400 and / or the variable pitch motor and / or the drive liquid pump motor, etc.

[0086] During operation, the power motor 100 continuously accumulates heat inside, which will cause the temperature inside the power motor 100 to rise. In view of this, the electric engine 21 also includes a heat dissipation system, which is used to dissipate heat from the power motor 100 to ensure the working performance of the power motor 100.

[0087] In some embodiments, Figure 2 As shown, the electric engine 21 can be an integrated electric engine, and the integrated electric engine is an integrated structure formed by integrating the power motor 100 and the heat dissipation system. Among them, in actual implementation, the integrated electric engine can also be called an integrated electric propulsion system. The structure of the integrated electric engine is compact, which is conducive to saving space in the aircraft, thereby helping to reduce the size of the aircraft. In addition, the integration of the power motor 100 and the heat dissipation system can also facilitate the assembly of the aircraft, which is conducive to reducing the assembly process and improving the assembly efficiency.

[0088] like Figure 2 As shown, the heat dissipation system includes: a fan 300, a drive motor 400 and a radiator 200. The drive motor 400 is transmission-connected to the fan 300, and the drive motor 400 is fixedly connected to the housing of the power motor 100. For example, the housing of the power motor 100 includes a motor rear cover, and the drive motor 400 is fixedly connected to the motor rear cover to fix the drive motor 400.

[0089] The radiator 200 is used to dissipate heat from the power motor 100, and the fan 300 is used to dissipate heat from the radiator 200. The drive motor 400 is used to drive the fan 300 to rotate, generate airflow toward the radiator 200, and perform air cooling and heat dissipation on the radiator 200.

[0090] In order to take away the heat generated by the power motor 100, the power motor 100 has a cooling channel, the inlet end of the cooling channel is connected to the outlet end of the radiator 200, and the outlet end of the cooling channel is connected to the inlet end of the radiator 200. The radiator 200 and the cooling channel are used to form a cooling medium circuit for the flow of cooling medium.

[0091] The cooling medium may be a single coolant (eg, a water / ethylene glycol mixture, oil, etc.) or a mixture of multiple coolants.

[0092] The cooling medium flows in the cooling channel to perform liquid cooling on the power motor 100. After absorbing the heat generated by the power motor 100, the cooling medium changes from a low-temperature cooling medium to a high-temperature cooling medium. When the high-temperature cooling medium flows to the radiator 200, it transfers the heat of the power motor 100 to the radiator 200.

[0093] The heat sink 200 has a large heat dissipation area, and can quickly release heat to the external environment. In addition, the airflow generated by the fan 300 can also act on the surface of the heat sink 200 to improve the heat dissipation efficiency of the heat sink 200.

[0094] In one embodiment, Figure 2 As shown, along the axial direction of the power motor 100 (such as Figure 2 In the Z direction), the power motor 100, the drive motor 400, the fan 300 and the radiator 200 are arranged in sequence, so that the axial dimension of the electric engine 21 in the axial direction of the power motor 100 is very long, and thus the axial dimension of the electric propulsion device 20 is very long. However, during the flight of the aircraft, Figure 2 When the axis of the electric propulsion device 20 is perpendicular to the forward direction of the aircraft, the resistance encountered by the aircraft will increase.

[0095] In addition, in order to ensure the heat dissipation effect of the radiator 200 , the distance between the radiator 200 and the fan 300 needs to be set to a large distance, which will further increase the axial dimension of the electric propulsion device 20 .

[0096] In view of this, an embodiment of the present application provides an electric engine 21 with a shorter axial dimension. The electric engine 21 embeds at least a portion of the fan 300 inside the drive motor 400 to shorten the stacking size of the fan 300 and the drive motor 400 in the axial direction of the power motor 100, so that the axial arrangement of the electric engine 21 is more compact, thereby achieving the purpose of shortening the axial dimension of the electric engine 21, thereby reducing the axial dimension of the electric propulsion device 20, and further reducing the resistance encountered by the aircraft during flight.

[0097] In addition, the fan 300 is arranged by utilizing the deep space inside the drive motor 400, so that the distance between the fan 300 and the radiator 200 can still be set to a large distance, ensuring the heat dissipation performance of the radiator 200 while reducing the axial size of the electric propulsion device 20. In addition, the distance between the radiator 200 and the power motor 100 can be set to a small distance, which also meets the requirement of air entering the air channel 210 of the radiator 200, thereby achieving heat dissipation of the radiator 200.

[0098] The specific structure of embedding the fan 300 inside the driving motor 400 is described below with reference to the accompanying drawings.

[0099] Figure 3 A cross-sectional schematic diagram of another electric propulsion device 20 provided in an embodiment of the present application, Figure 4 for Figure 3 A cross-sectional schematic diagram of the cooperation of the radiator 200, the drive motor 400 and the fan 300.

[0100] Specifically, Figure 3 As shown, the radiator 200 is connected to the housing of the power motor 100, the drive motor 400 is connected to the radiator 200, and along the axial direction of the power motor 100, the drive motor 400 is located on the side of the radiator 200 away from the power motor 100, that is, the drive motor 400 and the power motor 100 are respectively located on both sides of the radiator 200.

[0101] like Figure 4 As shown, along the axial direction of the drive motor 400 (such as Figure 4 The drive motor 400 has a top end and a bottom end (in the middle Z direction), and a receiving through hole 510 is provided on the drive motor 400 to pass through the top end and the bottom end. The heat sink 200 is located at the top end of the drive motor 400 and covers the receiving through hole 510, that is, the heat sink 200 covers one side of the receiving through hole 510.

[0102] At least a portion of the fan 300 is located inside the receiving through hole 510, for example Figure 4 As shown, a part of the fan 300 is located inside the receiving through hole 510. Of course, the entire fan 300 can also be arranged inside the receiving through hole 510. The drive motor 400 is transmission-connected to the fan 300. The drive motor 400 is used to drive the fan 300 to rotate. When the drive motor 400 drives the fan 300 to rotate, the fan 300 blows air toward the radiator 200 to cool the radiator 200.

[0103] Along the axial direction of the power motor 100 (such as Figure 4The greater the depth of the fan 300 extending into the receiving through hole 510, the lower the stacking height of the fan 300 and the drive motor 400 in the axial direction of the power motor 100, and the shorter the axial length of the electric motor 21. During the flight of the aircraft, when the axial direction of the electric propulsion device 20 is perpendicular to the forward direction of the aircraft, the axial length of the electric propulsion device 20 is shorter, which can reduce the resistance of the aircraft.

[0104] In addition, by embedding the fan 300 inside the accommodating through hole 510, the fan 300 is directly connected to the driving motor 400 without the need to connect the fan 300 to the driving motor 400 through a connecting shaft. There is no gap between the fan 300 and the driving motor 400 along the axial direction of the fan 300, thereby reducing the vibration of the fan 300.

[0105] Along the axial direction of the power motor 100, at least a portion of the heat sink 200 is spaced apart from the power motor 100, for example Figure 3 As shown, a portion of the radiator 200 is spaced apart from the power motor 100, and another portion of the radiator 200 is located inside the power motor 100, that is, a portion of the radiator 200 is disposed outside the power motor 100 and spaced apart from the power motor 100, and another portion of the radiator 200 extends into the power motor. In this way, it is helpful to reduce the axial length of the radiator 200 after being stacked with the power motor 100. Of course, in some embodiments, the radiator 200 can also be spaced apart from the power motor 100.

[0106] The heat sink 200 has an air channel 210 , and the air channel 210 communicates with the accommodation through hole 510 and the area between the heat sink 200 and the power motor 100 .

[0107] In the embodiment of the present application, the fan 300 is used to draw air from the side of the radiator 200 facing the power motor 100 into the air channel 210, for example Figure 3 As shown, the fan 300 blows air (such as Figure 3 The air in the air duct 210 will enter the interior of the receiving through hole 510 and flow toward the side of the drive motor 400 away from the radiator 200.

[0108] Of course, in some embodiments, the fan 300 can also draw air from the side of the drive motor 400 away from the radiator 200 into the interior of the receiving through hole 510. The air in the receiving through hole 510 will enter the air channel 210 until it flows into the area between the power motor 100 and the radiator 200.

[0109] Figure 5 for Figure 3A schematic diagram of a three-dimensional structure of the radiator 200, the drive motor 400 and the fan 300, Figure 6 for Figure 3 An exploded schematic diagram of the heat sink 200, the drive motor 400 and the fan 300, Figure 7 for Figure 6 Schematic diagram of the three-dimensional structure of the radiator 200.

[0110] The specific structure of the heat sink 200 is not limited here. Figure 7 As shown, the radiator 200 includes a liquid inlet 230, a liquid outlet 240 and a body 220. The body 220 is arranged at intervals with the power motor 100 (eg Figure 3 As shown, the body 220 has an air channel 210 (as Figure 7 ). The liquid inlet 230 is used to communicate with the outlet end of the cooling channel of the power motor 100, and the liquid outlet 240 is used to communicate with the inlet end of the cooling channel of the power motor 100. The liquid inlet 230 is used to allow the cooling medium to enter the interior of the radiator 200, and the liquid outlet 240 is used to allow the cooling medium to leave the interior of the radiator 200. In some embodiments, a portion of the liquid inlet 230 is located inside the power motor 100, and a portion of the liquid outlet 240 is located inside the power motor 100, which helps to reduce the distance between the radiator 200 and the power motor 100, and further reduce the axial length of the electric motor 21.

[0111] For example, Figure 7 As shown, the number of the liquid inlet portion 230 and the number of the liquid outlet portion 240 are both one. Of course, the number of the liquid inlet portion 230 may also be multiple, and similarly, the number of the liquid outlet portion 240 may also be multiple.

[0112] like Figure 6 As shown, the driving motor 400 includes a first rotor 410 and a first stator 420. Figure 4 As shown, one end of the first rotor 410 away from the radiator 200 is fixedly connected to the fan 300, and the first rotor 410 is spaced apart from the radiator 200. The first stator 420 is located inside the first rotor 410, and the first stator 420 is sleeved on the fan 300 and is rotationally connected to the fan 300, and the first stator 420 is fixedly connected to the radiator 200. In this way, the first rotor 410 is rotationally connected to the first stator 420 through the fan 300, thereby realizing the rotational connection between the first rotor 410 and the first stator 420. In addition, the fan 300 is fixedly connected to the first rotor 410, and there is no need to set a connecting shaft in the axial direction of the fan 300. The first rotor 410 directly drives the fan 300 to rotate while rotating.

[0113] Continue to see Figure 6As shown, the driving motor 400 further includes a bearing 430, which is sleeved on the fan 300, and the bearing 430 is located inside the first stator 420, and the fan 300 is rotatably connected to the first stator 420 through the bearing 430. The first stator 420 is rotatably connected to the fan 300 by using the bearing 430, so that the fan 300 and the first rotor 410 are movably fixed on the first stator 420. In addition, the first stator 420 is rotatably connected to the fan 300 by using the bearing 430, which can simplify the structure of the first stator 420 and the fan 300 being rotatably connected.

[0114] For example, Figure 5 As shown, the first rotor 410 is fixedly connected to the fan 300 via a fastener 700, and the fastener 700 is a screw, a bolt, etc. The first rotor 410 is fixedly connected to the fan 300 via the fastener 700, so that the first rotor 410 rotates while driving the fan 300 to rotate together.

[0115] Figure 8 for Figure 6 Schematic diagram of the three-dimensional structure of the first rotor 410.

[0116] like Figure 8 As shown, the first rotor 410 includes a first magnetic steel 412 and a first rotor housing 411, and the first magnetic steel 412 is fixedly connected to the inner wall of the first rotor housing 411. Figure 4 As shown, the first rotor housing 411 is spaced apart from the radiator 200 , and one end of the first rotor housing 411 away from the radiator 200 is fixedly connected to the fan 300 , and the first rotor housing 411 rotates while driving the fan 300 to rotate.

[0117] Fig. 9 for Figure 6 Schematic diagram of the three-dimensional structure of the first stator 420, Fig.10 for Fig. 9 A cross-sectional schematic diagram of the first stator 420 is shown.

[0118] Combination Fig. 9 and Fig.10 It can be seen that the first stator 420 includes a first stator winding 422 and a first stator bracket 421. The first stator winding 422 is located outside the first stator bracket 421 and inside the first rotor housing 411 (eg, Figure 4 As shown in FIG. 4 ), there is an air gap between the first stator winding 422 and the first magnetic steel 412. Figure 4As shown, the first stator bracket 421 has a receiving through hole 510, the first stator bracket 421 is sleeved on the outer side of the bearing 430 and is rotatably connected to the fan 300 through the bearing 430, and the first stator bracket 421 is fixedly connected to the radiator 200. In this way, the first stator 420 can be coupled with the first rotor 410, so that the first rotor 410 rotates. At the same time, the first stator 420 can accommodate the fan 300 and is rotatably connected to the fan 300.

[0119] like Figure 4 As shown, the bearing 430 is located inside the receiving hole 510, that is, the first stator bracket 421 is sleeved on the outer ring of the bearing 430. The air between the power motor 100 and the radiator 200 enters the receiving hole 510 through the air channel 210, and the bearing 430 can be cooled and dissipated.

[0120] In order to reduce the difficulty of assembling the bearing 430 and the first stator bracket 421, in some embodiments, as Fig. 9 As shown, the receiving through hole 510 includes a first through hole section 511 and a second through hole section 512. The first through hole section 511 is located between the heat sink 200 and the second through hole section 512, the inner diameter of the first through hole section 511 is smaller than the inner diameter of the second through hole section 512, and the first through hole section 511 and the second through hole section 512 form a first step 4211 (as shown in FIG. Fig.10 As shown in FIG. 4 ), the first step 4211 abuts against the top surface of the bearing 430 (as shown in FIG. 4 ). Figure 4 As shown in FIG. 4 ), the bearing 430 is fixed by the first step 4211 to prevent the bearing 430 from moving toward the radiator 200 along the axial direction of the fan 300.

[0121] During the operation of the drive motor 400, heat is continuously generated inside the drive motor 400. In order to keep the temperature inside the drive motor 400 within the allowable range, in some possible implementations, such as Fig. 9 As shown, the first stator 420 is provided with a plurality of air flow holes 520 near the top of the driving motor 400. Specifically, the first stator bracket 421 is provided with a plurality of air flow holes 520 near the top of the driving motor 400. The plurality of air flow holes 520 are arranged at intervals along the circumference of the fan 300, and the axial direction of the air flow holes 520 is parallel to the axial direction of the fan 300. Figure 4 As shown, the radiator 200 covers one side of the air flow hole 520, and the air flow hole 520 is connected to the air channel 210 of the radiator 200. When the fan 300 blows the air between the power motor 100 and the radiator 200 toward the drive motor 400, the air flow passing through the air channel 210 can enter the interior of the air flow hole 520 (such as Figure 4), then enter the air gap between the first magnetic steel 412 and the first stator winding 422, and finally leave from the gap between the first rotor 410 and the radiator 200. In this way, the air inside the air channel 210 is used to cool the first magnetic steel 412 and the first stator winding 422, thereby ensuring the output power of the drive motor 400.

[0122] In order to further improve the heat dissipation efficiency of the bearing 430, in some possible implementations, such as Fig. 9 and Fig.10 As shown, a plurality of first openings 530 are provided on the surface where the first stator 420 contacts the bearing 430. Among them, the part where the first stator 420 contacts the bearing 430 is the first stator bracket 421, and the first stator bracket 421 is sleeved on the outer ring of the bearing 430. Therefore, the first openings 530 are provided on the surface where the first stator bracket 421 contacts the bearing 430. The first openings 530 correspond one-to-one to the air flow holes 520, and each first opening 530 is connected to the corresponding air flow hole 520. In addition, each first opening 530 is connected to the accommodating through hole 510. The bearing 430 is located inside the accommodating through hole 510. When the peripheral wall of the outer ring of the bearing 430 contacts the inner wall of the first stator 420, the bearing 430 contacts the air in the air flow hole 520 through the first openings 530 (such as Figure 4 As shown), the air is in direct contact with the bearing 430, which can further improve the heat dissipation effect of the bearing 430.

[0123] The second through hole section 512 contacts the peripheral wall of the outer ring of the bearing 430, and the first opening 530 can be arranged on the surface where the second through hole section 512 contacts the bearing 430, so as to increase the opening area of ​​the first opening 530 to increase the area where the bearing 430 directly contacts the air, thereby further improving the heat dissipation effect of the bearing 430.

[0124] In some embodiments, along the axial direction of the bearing 430, the opening depth of the first opening 530 is the same as the width of the bearing 430, and the bearing 430 covers the first opening 530. In other embodiments, along the axial direction of the bearing 430, the opening depth of the first opening 530 may also be less than or greater than the width of the bearing 430.

[0125] For example, Fig. 9 and Fig.10 As shown, the first opening 530 is a strip-shaped notch extending along the axial direction of the power motor 100 . Of course, the first opening 530 can also be a strip-shaped through hole extending along the axial direction of the power motor 100 .

[0126] Fig.11 for Figure 6 Schematic diagram of the three-dimensional structure of the fan 300.

[0127] For example, Fig.11 As shown, the fan 300 includes an annular member 310, a hub 330 and a plurality of blades 320. At least a portion of the annular member 310 is located outside the first stator 420, as shown in FIG. Figure 4 As shown, a part of the annular member 310 is located outside the first stator 420 and is fixedly connected to the first rotor 410, and another part of the annular member 310 is located inside the first stator 420, that is, a part of the annular member 310 is located inside the accommodating through hole 510, and another part of the annular member 310 is located outside the accommodating through hole 510 and is fixedly connected to the first rotor 410. The annular member 310 is fixedly connected to the first rotor housing 411 through a fastener 700. The hub 330 is located inside the annular member 310, and the hub 330 serves as the center of the fan 300. A plurality of blades 320 are located between the annular member 310 and the hub 330, and a plurality of blades 320 are arranged at intervals along the circumference of the center of the fan 300, and the two ends of each blade 320 are fixedly connected to the hub 330 and the annular member 310, respectively. In this way, the fan 300 can be fixedly connected to the first rotor 410, and the fan 300 is driven to rotate while the first rotor 410 rotates.

[0128] like Figure 4 As shown, the bearing 430 is sleeved on the outer wall of the ring member 310 , and the bearing 430 is fixedly connected to the ring member 310 . The bearing 430 enables the ring member 310 to be rotationally connected to the first stator 420 , so that the fan 300 can be movably connected to the first stator 420 .

[0129] In some embodiments, Fig.11 As shown, the annular member 310 includes a first annular segment 311 and a second annular segment 312. The first annular segment 311 is located between the second annular segment 312 and the radiator 200. The outer diameter of the first annular segment 311 is smaller than the outer diameter of the second annular segment 312. The first annular segment 311 and the second annular segment 312 form a second step 313. The second step 313 abuts against the bottom end surface of the bearing 430 (as shown in FIG. Figure 4 As shown), the bearing 430 is fixed by the second step 313 to prevent the bearing 430 from moving away from the radiator 200.

[0130] In order to further reduce the vibration of the fan 300 during operation, in some implementations, the distance between the fan blade 320 and the heat sink 200 (eg, Figure 4 The width of the blade 320 in the axial direction of the fan 300 gradually decreases, and the width of the blade 320 in the axial direction of the fan 300 gradually increases, so that the blade 320 has an arc structure. The mass center of the arc-shaped blade 320 is located on the bearing 430, so that the bearing 430 is supported at the mass center of the fan 300, further reducing the vibration generated when the fan 300 is running.

[0131] In some possible implementations, the outer circumference of the ring 310 and the first rotor 410 form a plurality of second openings 550, the plurality of second openings 550 are arranged at intervals along the circumference of the ring 310, and the second openings 550 are communicated with the air flow holes 520. Specifically, the ring 310, the first rotor 410 and the first stator 420 form a cavity, and the second openings 550 are communicated with the air flow holes 520 through the cavity. In this way, the air inside the air flow holes 520 will enter the cavity, a part of the air inside the cavity will leave from the second openings 550, and another part of the air inside the cavity will leave from the gap between the first rotor 410 and the radiator 200, thereby improving the efficiency of exhausting the air inside the drive motor 400.

[0132] In order to guide the air inside the drive motor 400 to leave from the second opening 550, in some possible implementations, the fan 300 further includes a plurality of guide vanes 340, the guide vanes 340 are located outside the first stator 420 and inside the cavity, the guide vanes 340 are fixedly connected to the ring member 310, a portion of the guide vanes 340 is located between the first stator 420 and the ring member 310 along the axial direction of the ring member 310, and the height of the guide vanes 340 along the axial direction of the ring member 310 is greater than or equal to the opening depth of the second opening 550 along the axial direction of the ring member 310. In this way, the guide vanes 340 can guide the air at the outlet of the air flow hole 520 to flow to the second opening 550, which ensures that the air in the cavity leaves from the second opening 550 on the one hand, and also allows the air to flow to the air gap between the first stator 420 and the first rotor 410 on the other hand.

[0133] In some embodiments, Fig.11 As shown, the guide vane 340 and the annular member 310 are an integrated structure, and the guide vane 340 and the annular member 310 can be manufactured at the same time, and the connection strength between the guide vane 340 and the annular member 310 is improved.

[0134] like Fig.11 As shown, the guide plate 340 is an arc-shaped plate structure. Of course, the guide plate 340 can also be other structures, for example, the guide plate 340 can also be a flat plate structure.

[0135] like Figure 5 As shown, each second opening 550 corresponds to a plurality of guide vanes 340 . At this time, each second opening 550 is divided into a plurality of sub-openings by the corresponding plurality of guide vanes 340 to guide the air inside the driving motor 400 to leave.

[0136] The aircraft also has an installation cavity 16, at least part of the propeller 22 is located outside the installation cavity 16, and at least part of the power motor 100 is located inside the installation cavity 16. The installation cavity 16 is provided on components such as the arm 14 and the nacelle 15 that carry the electric propulsion device 20, and the following description is made by taking the nacelle 15 having the installation cavity 16 as an example.

[0137] The installation cavity 16 has an installation hole, an air inlet hole (such as Figure 3 A in the middle) and the air outlet 18 (as shown in Figure 3 As shown). Among them, the mounting hole, the air outlet hole 18 and the air inlet hole are all connected to the inside and outside of the mounting cavity 16. At least part of the power motor 100 is located inside the mounting cavity 16 through the mounting hole. The air outlet hole 18 is located on the side of the fan 300 away from the propeller 22, and the air outlet hole 18 is used to discharge the air inside the mounting cavity 16. The air inlet hole is configured to be connected to the area between the power motor 100 and the radiator 200, and the air inlet hole is used to allow air outside the mounting cavity 16 to enter the inside of the mounting cavity 16. In this way, air outside the mounting cavity 16 can enter the inside of the mounting cavity 16 through the air inlet hole, and enter the area between the power motor 100 and the radiator 200, and then enter the air duct 210 under the drive of the fan 300.

[0138] Air inlet (such as Figure 3 A) is close to the area between the power motor 100 and the radiator 200. When the power motor 100 drives the propeller 22 to rotate, the airflow generated by the rotation of the propeller 22 enters the area between the radiator 200 and the power motor 100 through the air inlet hole. The fan 300 draws the air in the area between the radiator 200 and the power motor 100 into the air duct 210, and blows the air in the air duct 210 toward the air outlet 18, and finally leaves the installation cavity 16 from the air outlet 18. In this way, the airflow generated by the rotation of the propeller 22 is used to dissipate heat from the radiator 200, and the high flow rate of the airflow generated by the rotation of the propeller 22 can improve the heat dissipation capacity of the radiator 200.

[0139] There are multiple air inlet holes, which are spaced apart along the axial direction of the fan 300 to increase the air volume entering the installation cavity 16 and allow air to enter from various locations around the installation cavity 16 .

[0140] In some embodiments, a first air inlet channel is formed between the power motor 100 and the inner wall of the installation cavity 16, the outlet end of the first air inlet channel is connected to the area between the power motor 100 and the radiator 200, and the inlet end of the first air inlet channel is used to allow the airflow generated by the rotation of the propeller 22 to enter. In this way, the airflow generated by the rotation of the propeller 22 enters between the radiator 200 and the power motor 100 through the first air inlet channel, increasing the air volume of the airflow generated by the rotation of the propeller 22 entering between the radiator 200 and the power motor 100, which helps to further improve the heat dissipation capacity of the radiator 200.

[0141] In other embodiments, the power motor 100 further includes a second air inlet channel, the outlet end of the second air inlet channel is connected to the area between the power motor 100 and the radiator 200, and the inlet end of the second air inlet channel is used for the airflow generated by the rotation of the propeller 22 to enter. The airflow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the second air inlet channel, further improving the heat dissipation capacity of the radiator 200.

[0142] In some further embodiments, the power motor 100 further includes a third air inlet channel, the outlet end of the third air inlet channel is connected to the area between the power motor 100 and the radiator 200, and the inlet end of the third air inlet channel is used for the airflow generated by the rotation of the propeller 22 to enter. The airflow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the third air inlet channel, further improving the heat dissipation capacity of the radiator 200.

[0143] It should be noted that at least one of the first air inlet channel, the second air inlet channel and the third air inlet channel can be set in the aircraft to increase the area entering between the radiator 200 and the power motor 100 to improve the heat dissipation capacity of the radiator 200.

[0144] Specifically, if Figure 3 As shown, the power motor 100 includes a second stator 120 and a second rotor 110, and the second rotor 110 is fixedly connected to the propeller 22. The second rotor 110 includes a second magnetic steel 112 and a second rotor housing 111, and the second magnetic steel 112 is connected to the inside of the second rotor housing 111. The second stator 120 includes a second stator winding 121 and a second stator bracket 122, and the second stator winding 121 is connected to the second stator bracket 122 and is located between the second stator bracket 122 and the second magnetic steel 112.

[0145] The gap area between the second stator 120 and the second rotor 110 forms a second air inlet channel. The second rotor housing 111 has a drainage hole 113, which is connected to the inlet end of the second air inlet channel. The inlet end of the drainage hole 113 is used to introduce the airflow generated by the rotation of the propeller 22 into the interior of the second air inlet channel.

[0146] Among them, Figure 3 As shown, the second rotor housing 111 includes a rotor through hole 114, the outlet end of the rotor through hole 114 is connected to the area between the power motor 100 and the radiator 200, and the inlet end of the rotor through hole 114 is used for the airflow generated by the rotation of the propeller 22 to enter, and the rotor through hole 114 forms a third air inlet channel.

[0147] In the above content, the bearing 430 and the drive motor 400 are cooled by the airflow passing through the air duct 210. Specifically, the airflow passing through the air duct 210 enters the interior of the drive motor 400 through the airflow holes 520 and cools the first stator winding 422 and the first magnetic steel 412, and then leaves from the gap between the first rotor 410 and the radiator 200 and / or the second opening 550. However, in some scenarios, the bearing 430 and the drive motor 400 may also be cooled by air outside the installation cavity 16, for example, by air outside the nacelle 15.

[0148] The following describes how to use the air outside the nacelle 15 to dissipate heat from the drive motor 400 and the bearing 430 in conjunction with the accompanying drawings.

[0149] Fig.12 A schematic diagram of the architecture of another electric propulsion device 20 provided in an embodiment of the present application.

[0150] Fig.12 and Figure 3 The difference is that the multiple air inlet holes include a first air inlet hole 17 and a second air inlet hole 19 arranged at intervals along the axial direction of the fan 300. The first air inlet hole 17 is arranged to communicate with the area between the power motor 100 and the radiator 200. The second air inlet hole 19 is arranged to communicate with the second opening 550 of the electric engine 21. Specifically, along the axial direction of the power motor 100, the second air inlet hole 19 is located between the first air inlet hole 17 and the air outlet hole 18, the second air inlet hole 19 is close to the second opening 550 of the electric engine 21, the second air inlet hole 19 is connected to the second opening 550 through the installation cavity 16, and the second air inlet hole 19 is used to allow the air outside the installation cavity 16 to enter the second opening 550. The second air inlet hole 19 is far away from the propeller 22 along the axial direction of the fan 300, and the temperature of the air at the second air inlet hole 19 and outside the nacelle 15 is relatively low, so that the drive motor 400 and the bearing 430 are cooled by low-temperature air, which can further improve the heat dissipation efficiency of the drive motor 400 and the bearing 430.

[0151] There are multiple second air inlet holes 19 , and the multiple second air inlet holes 19 surround the fan 300 and are arranged at intervals along the circumference of the fan 300 .

[0152] When the fan 300 rotates, the pressure in the cavity mentioned above is lower than the pressure outside the nacelle 15, and the cavity and the environment outside the nacelle 15 form a negative pressure relationship. The air outside the nacelle 15 will flow into the interior of the installation cavity 16 from the second air inlet hole 19, and then flow into the interior of the cavity, and then flow to the air gap between the first stator 420 and the first rotor 410 and the interior of the air flow hole 520, dissipating the heat of the bearing 430, the first magnetic steel 412 and the first stator winding 422, and finally leave from the gap between the first rotor 410 and the radiator 200 and the accommodating through hole 510.

[0153] When the air outside the nacelle 15 is used to dissipate heat from the bearing 430 and the drive motor 400, the second opening 550 is functionally equivalent to an air inlet hole, allowing the air outside the nacelle 15 to enter the interior of the cavity. At the same time, the guide vane 340 guides the air outside the nacelle 15 into the air flow hole 520 to dissipate heat from the bearing 430 and the first rotor 410.

[0154] In summary, when any air inlet is arranged to communicate with the area between the power motor 100 and the radiator 200, the bearing 430 and the drive motor 400 are cooled by air through the air passage 210. When the multiple air inlets are divided into the first air inlet 17 and the second air inlet 19, in combination with the negative pressure principle, the air outside the nacelle 15 passes through the second air inlet 19 to cool the bearing 430 and the drive motor 400.

[0155] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An electric engine (21), characterized in that: include: Power Motor (100); A radiator (200), the radiator (200) being used to dissipate heat from the power motor (100); a drive motor (400), wherein the drive motor (400) and the power motor (100) are respectively located on two sides of the radiator (200) along the axial direction of the power motor (100), the drive motor (400) is provided with a receiving through hole (510), and the radiator (200) covers one side of the receiving through hole (510); A fan (300), at least a portion of the fan (300) is located inside the accommodating through hole (510), and the fan (300) is drivingly connected to the driving motor (400).

2. The electric motor (21) according to claim 1, characterized in that The driving motor (400) comprises: A first rotor (410), wherein one end of the first rotor (410) away from the radiator (200) is fixedly connected to the fan (300); A first stator (420), the first stator (420) is located inside the first rotor (410), the first stator (420) is sleeved on the fan (300), the fan (300) is rotatably connected to the first stator (420) via a bearing (430), and the first stator (420) is fixedly connected to the radiator (200).

3. The electric motor (21) according to claim 2, characterized in that The bearing (430) is located inside the first stator (420), and the bearing (430) is sleeved on the fan (300).

4. The electric motor (21) according to claim 2, characterized in that The first stator (420) is provided with a plurality of air flow holes (520) at a top end close to the heat sink (200), and the plurality of air flow holes (520) are arranged at intervals along the circumference of the fan (300).

5. The electric motor (21) according to claim 4, characterized in that A surface of the first stator (420) in contact with the bearing (430) is provided with a plurality of first openings (530), the first openings (530) corresponding to the air flow holes (520) one by one, each of the first openings (530) being connected to the interior of the corresponding air flow hole (520), and the bearing (430) is in contact with the air in the air flow hole (520) through the first openings (530).

6. The electric motor (21) according to claim 4, characterized in that The fan (300) comprises: an annular member (310), at least a portion of which is located outside the first stator (420) and fixedly connected to the first rotor (410), the outer circumference of the annular member (310) and the first rotor (410) forming a plurality of second openings (550), the plurality of second openings (550) being arranged at intervals along the circumference of the annular member (310), and the second openings (550) being connected to the air flow hole (520).

7. The electric motor (21) according to claim 6, characterized in that The fan (300) comprises: A plurality of guide vanes (340), the guide vanes (340) being fixedly connected to the annular member (310), a portion of the guide vanes (340) being located between the first stator (420) and the annular member (310) along the axial direction of the annular member (310), and a height of the guide vanes (340) along the axial direction of the annular member (310) being greater than or equal to an opening depth of the second opening (550) along the axial direction of the annular member (310).

8. The electric motor (21) according to any one of claims 1 to 7, characterized in that The fan (300) comprises: A plurality of fan blades (320), the plurality of fan blades (320) being arranged at intervals in the circumferential direction of the center of the fan (300), each of the fan blades (320) being fixedly connected to the center of the fan (300), and the distance between the fan blades (320) and the heat sink (200) gradually decreasing from the inside to the outside of the center of the fan (300), and the width of the fan blades (320) in the axial direction of the fan (300) gradually increasing.

9. The electric motor (21) according to any one of claims 1 to 7, characterized in that At least part of the heat sink (200) is spaced apart from the power motor (100), and the heat sink (200) has an air duct (210), wherein the air duct (210) communicates with the accommodating through hole (510) and the area between the heat sink (200) and the power motor (100).

10. The electric motor (21) according to claim 9, characterized in that The heat sink (200) comprises: a liquid inlet (230), the liquid inlet (230) being used to allow cooling medium to enter the interior of the radiator (200), a portion of the liquid inlet (230) being located inside the power motor (100); a liquid outlet (240), the liquid outlet (240) being used to allow cooling medium to leave the interior of the radiator (200), and a portion of the liquid outlet (240) being located inside the power motor (100); A body (220), wherein the body (220) and the power motor (100) are arranged at an interval.

11. An electric propulsion device (20), characterized in that: comprising a propeller (22) and an electric motor (21) as claimed in any one of claims 1 to 10; The propeller (22) is arranged on a side of the power motor (100) away from the radiator (200) and is transmission-connected to the power motor (100); the power motor (100) is used to drive the propeller (22) to rotate; The radiator (200), the drive motor (400) and the fan (300) are all located on a side of the power motor (100) away from the propeller (22).

12. An aircraft, characterized in that: It comprises a nacelle (15) and / or a machine arm (14), and the nacelle (15) and the machine arm (14) are both provided with an electric propulsion device (20) as claimed in claim 11.

13. The aircraft according to claim 12, characterized in that At least one of the machine arm (14) and the nacelle (15) has a mounting cavity (16), the mounting cavity (16) having an air inlet and an air outlet (18), the air outlet (18) and the air inlet both communicating with the interior and exterior of the mounting cavity (16); At least a portion of the propeller (22) is located outside the installation cavity (16), and at least a portion of the power motor (100) is located inside the installation cavity (16).

14. The aircraft according to claim 13, characterized in that The air inlet hole is arranged to communicate with the area between the power motor (100) and the radiator (200); or, The number of the air inlet holes is multiple, and the multiple air inlet holes include a first air inlet hole (17) and a second air inlet hole (19) arranged at intervals along the axial direction of the fan (300), the first air inlet hole (17) being arranged to communicate with the area between the power motor (100) and the radiator (200), and the second air inlet hole (19) being arranged to communicate with the second opening (550) of the electric engine (21).

15. The aircraft according to claim 13, characterized in that The aircraft further comprises at least one of the following air inlet channels, the air inlet channel being used to connect the area between the power motor (100) and the radiator (200): A gap area between the power motor (100) and the inner wall of the installation cavity (16) forms a first air inlet channel; A second air inlet passage is formed in a gap area between the second stator (120) and the second rotor (110) of the power motor (100); The power motor (100) comprises a second rotor (110), the second rotor (110) comprises a second rotor housing (111), and a rotor through hole (114) on the second rotor housing (111) forms a third air inlet channel.

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