Electric engine, electric propulsion device and aircraft

Abstract

The present application provides an electric engine, an electric propulsion device and an aircraft, and relates to the field of aircraft technology. The electric engine includes a power motor, a radiator, a fan and a liquid pump. The power motor has a liquid cooling channel, and the radiator is connected to the liquid cooling channel and is used to form a cooling medium circulation loop. The fan is used to dissipate heat from the radiator. The liquid pump is arranged on the cooling medium circulation loop, and the liquid pump includes a drive motor, and the drive motor has a first output end and a second output end. The first output end of the drive motor is connected to the fan and is used to drive the fan, and the second output end of the drive motor is used to drive the cooling medium to flow in the cooling medium circulation loop. In this way, the heat dissipation system structure of the power motor can be simplified, which is conducive to reducing the volume and weight of the heat dissipation system.

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] An electric vertical take-off and landing (eVTOL) vehicle includes an electric propulsion device, which includes a propeller and an electric engine. The electric engine includes a power motor, which is transmission-connected to the propeller and is used to drive the propeller to rotate.

[0003] The power motor generates heat during operation. In order to dissipate the heat of the power motor, in the related technology, the heat dissipation system of the power motor in the electric engine can be cooled by liquid cooling and air cooling. However, the settings of liquid cooling and air cooling make the heat dissipation system complex in structure and large in size. Summary of the invention

[0004] The present application aims to provide an electric engine, an electric propulsion device and an aircraft to solve the problem in the prior art that the heat dissipation system of the electric engine is bloated and complex in structure, large in size and cannot meet the demand for lightweight.

[0005] According to a first aspect of an embodiment of the present application, an electric engine is provided, the electric engine comprising:

[0006] A power motor, the power motor having a liquid cooling channel;

[0007] A radiator is connected to the liquid cooling channel and is used to form a cooling medium circulation loop;

[0008] A fan, which is used to dissipate heat from the radiator;

[0009] A liquid pump is arranged on a cooling medium circulation loop. The liquid pump comprises a driving motor. The driving motor has a first output end and a second output end. The first output end of the driving motor is connected to a fan and is used to drive the fan. The second output end of the driving motor is used to drive the cooling medium to flow in the cooling medium circulation loop.

[0010] In the electric engine provided by the embodiment of the present application, the fan and the liquid pump are driven by the same drive motor, which can reduce the number of motors. After the number of motors is reduced, the number of control modules matched with the motors can also be reduced, so that the size and weight of the heat dissipation system of the electric engine can be reduced, which is beneficial to the design of the aircraft. In addition, compared with the solution in which the drive motor is a motor independent of the liquid pump, the drive motor of the present application is a pump motor of the liquid pump, and forms an integrated combination design with the liquid pump. When the liquid pump is set on the power motor, only one assembly is required to set the liquid pump including the drive motor together, and the assembly of the electric engine is more convenient.

[0011] In some possible implementations, the liquid pump further includes a pump rotor, and the drive motor includes a motor housing;

[0012] The motor housing forms the cavity wall of the motor cavity, the motor housing is fixedly connected to the housing of the power motor, a pump cavity is provided between the motor housing and the housing of the power motor, the motor housing also forms part of the cavity wall of the pump cavity, the pump rotor is arranged in the pump cavity, the second output end is connected to the pump rotor and is used to drive the pump rotor to make the cooling medium in the cooling medium circulation loop flow.

[0013] In some possible implementations, the housing of the power motor has a groove, a portion of the liquid pump is located in the groove, and a pump cavity is provided between the motor housing and the groove wall of the groove.

[0014] In some possible implementations, the liquid pump further includes a pump cover;

[0015] At least part of the pump cover is located in the groove, the motor housing and the pump cover form a pump cavity, and at least part of the motor housing is located outside the groove and fixedly connected to the housing of the power motor.

[0016] In some possible implementations, the power motor further has a first flow channel and a second flow channel, the groove wall of the groove has a first opening and a second opening, and the pump cover includes a first joint portion and a second joint portion;

[0017] The radiator is connected to the first opening through the first flow channel, and the first opening is connected to the first joint part so that the first opening is connected to the pump chamber. The liquid cooling flow channel is connected to the second opening through the second flow channel, and the second opening is connected to the second joint part so that the second opening is connected to the pump chamber. The liquid cooling flow channel, the radiator, the first flow channel and the second flow channel are used to form a cooling medium circulation loop.

[0018] In some possible implementations, the orientations of the first opening and the second opening are the same as the orientation of the notch of the groove.

[0019] In some possible implementations, the electric motor further includes a first seal, which is disposed at the first joint portion, and a groove wall of the groove is sealedly connected to the first joint portion at the first opening through the first seal.

[0020] In some possible implementations, the electric motor further includes a second seal, which is disposed at the second joint portion, and the groove wall of the groove is sealedly connected to the second joint portion at the second opening through the second seal.

[0021] In some possible implementations, the motor housing and the groove form a pump chamber.

[0022] In some possible implementations, the liquid pump is located between the power motor and the fan.

[0023] In some possible implementations, the drive motor includes an output shaft;

[0024] In the axial direction of the output shaft, the first output end and the second output end are respectively located at two ends of the output shaft, and the fan and the power motor are respectively located on two sides of the output shaft.

[0025] In some possible implementations, the drive motor includes a first winding and a second winding, the first winding and the second winding are arranged in parallel, and the first winding and the second winding are both used to drive the first output end and the second output end.

[0026] In some possible implementations, the drive motor is a disk motor.

[0027] 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 in any one of the above embodiments;

[0028] The propeller is transmission-connected to the power motor of the electric engine, and the power motor is used to drive the propeller to rotate.

[0029] A third aspect of an embodiment of the present application provides an aircraft, the aircraft comprising a fuselage, wings, a tail, and an electric propulsion device in any one of the above embodiments;

[0030] The electric propulsion device is arranged on the wing, and / or the fuselage, and / or the tail. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0032] Figure 1 A schematic diagram of an aircraft provided in an embodiment of the present application;

[0033] Figure 2A schematic diagram of an electric propulsion device provided in an embodiment of the present application;

[0034] Figure 3 A cross-sectional schematic diagram of another electric engine provided in an embodiment of the present application;

[0035] Figure 4 A horizontal cross-sectional schematic diagram of a back cover provided in an embodiment of the present application;

[0036] Figure 5 A schematic diagram of another electric engine provided in an embodiment of the present application;

[0037] Figure 6 A schematic diagram of another electric propulsion device provided in an embodiment of the present application;

[0038] Figure 7 A top view of an electric propulsion device provided in an embodiment of the present application;

[0039] Figure 8 for Figure 7 Schematic diagram of the cross section of the AA surface;

[0040] Fig. 9 for Figure 7 A top view of a power motor rotor in FIG.

[0041] Fig.10 for Fig. 9 Schematic diagram of the cross section of the middle BB surface;

[0042] Fig.11 A schematic cross-sectional view of a rotor housing of another electric propulsion device provided in an embodiment of the present application;

[0043] Fig.12 A cross-sectional schematic diagram of another electric propulsion device provided in an embodiment of the application;

[0044] Fig.13 for Fig.12 A schematic cross-sectional view of a rotor housing of the electric propulsion device shown;

[0045] Fig.14 A schematic cross-sectional view of a power motor rotor of another electric propulsion device provided in an embodiment of the present application;

[0046] Fig.15 for Fig.14 Enlarged schematic diagram of S in the middle.

[0047] Description of reference numerals:

[0048] 11. Fuselage; 12. Wings; 13. Tail; 14. Arms; 15. Nacelle;

[0049] 20. Electric propulsion device; 20a. Fixed electric propulsion device; 20b. Tilting electric propulsion device; 21. Electric engine; 22. Propeller;

[0050] 100. Power motor;

[0051] 110. Liquid cooling channel; 111. Stator cooling channel;

[0052] 120, rear cover; 121, groove; 1211, first opening; 1212, second opening; 122, first flow channel; 123, second flow channel;

[0053] 130, power motor rotor; 131, rotor housing; 132, magnetic steel; 133, drainage port; 133A, first drainage port; 133B, second drainage port; 134, first air duct; 135, second air duct; 1351, arc-shaped inner wall; 136, through structure; 137, mounting through hole; 138, first notch; 139, second notch;

[0054] 140. Power motor stator; 141. Power motor winding; 142. Stator bracket;

[0055] 150, air gap;

[0056] 200, fan;

[0057] 300, liquid pump; 310, drive motor; 311, motor housing; 3111, motor upper housing; 31111, first connection portion; 3112, motor lower housing; 31121, second connection portion; 3113, fastener; 312, output shaft; 313, motor body; 320, pump rotor; 330, pump cover; 331, first joint portion; 332, second joint portion;

[0058] 400, radiator;

[0059] 510, liquid supply pipe; 520, liquid return pipe;

[0060] 610, first sealing member; 620, second sealing member. DETAILED DESCRIPTION

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] An embodiment of the present application provides an aircraft, which may be an electric vertical take-off and landing (eVTOL) aircraft, or may be other aircraft.

[0067] Figure 1 A schematic diagram 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.

[0068] 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 structures and shapes of the fuselage 11 are not limited, and can refer to the structure of the fuselage 11 of the existing aircraft. The wings 12 are fixedly connected to the fuselage 11, and the structure of the wings 12 can also refer to the fixed wing structure of the existing aircraft, which will not be repeated here. The tail 13 is fixedly arranged at the tail of the fuselage 11, and the tail 13 is integrally formed or mechanically connected with 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, which will not be repeated here.

[0069] 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 .

[0070] 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 .

[0071] 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, electric propulsion devices 20 are symmetrically provided on the wings 12 and the tail 13. Of course, in some scenarios, 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 still other scenarios, 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.

[0072] 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.

[0073] In some embodiments, Figure 1 As 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).

[0074] 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).

[0075] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a , which is fixedly connected to any one of the fuselage 11 , the wing 12 , and the tail 13 .

[0076] In some examples, the electric propulsion device 20 installed on the aircraft may include a tilting electric propulsion device 20b, and a tilting mechanism is arranged 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.

[0077] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20a.

[0078] In other examples, all the electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0079] 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.

[0080] In the embodiment of the present application, the electric propulsion device 20 includes a power battery (not shown in the figure), an electric engine 21 and a propeller 22. The electric engine 21 includes a power motor 100, a motor controller (not shown in the figure) and cables, etc., which can convert electrical energy into mechanical energy. In actual implementation, the electric engine 21 can also be called an electric propulsion system.

[0081] like Figure 1 As shown, the electric engine 21 is arranged on the arm 14 or the nacelle 15, and 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 to provide power for the aircraft.

[0082] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of the present application.

[0083] like Figure 2As shown, in the embodiment of the present application, the electric engine 21 includes a power motor 100, and the power motor 100 can be set on the fuselage 11 and / or the wing 12 and / or the tail 13 through a mounting seat.

[0084] The propeller 22 may be disposed on one side of the power motor 100 , and the power motor 100 is transmission-connected to the propeller 22 , and the power motor 100 is used to drive the propeller 22 to rotate.

[0085] The embodiment of the present application also provides a heat dissipation system, which includes a radiator 400. The radiator 400 can be used to dissipate heat from a device to be dissipated. For example, the device to be dissipated can be a power motor 100, or other device that needs to be dissipated. The embodiment of the present application is described by taking the power motor 100 as an example.

[0086] In the embodiment of the present application, the electric motor 21 may include a heat dissipation system, which may be arranged on the side of the power motor 100 away from the propeller 22, and the radiator 400 may be used to dissipate heat from the power motor 100. The radiator 400 may be arranged on the power motor 100, and the heat on the power motor 100 may be transferred to the radiator 400.

[0087] The heat dissipation system further includes a fan 200 , and the fan 200 is used to dissipate heat from the radiator 400 .

[0088] Exemplarily, the fan 200 is disposed on a side of the power motor 100 away from the propeller 22 to facilitate the arrangement of the fan 200 so that the fan 200 and the propeller 22 are not easily affected by each other.

[0089] Exemplarily, the radiator 400 has an airflow channel for airflow, and the fan 200 is used to drive the airflow to flow through the airflow channel to dissipate heat from the radiator 400. In this way, the airflow passing through the radiator 400 can be used to dissipate heat from the radiator 400, and the heat dissipation of the radiator 400 is relatively efficient.

[0090] In the embodiment of the present application, the power motor 100 has a liquid cooling channel 110, and the radiator 400 is connected to the liquid cooling channel 110 and is used to form a cooling medium circulation loop. In this way, the heat generated by the power motor 100 can be brought to the radiator 400 by the cooling medium flowing in the cooling medium circulation loop for heat dissipation, which facilitates the heat dissipation of the power motor 100. In addition, through liquid cooling, the heat dissipation efficiency of the power motor 100 is high, and the power motor 100 is not prone to overheating.

[0091] The heat dissipation system further includes a liquid pump 300, which is disposed on the cooling medium circulation loop and is used to drive the cooling medium in the cooling medium circulation loop to flow. In this way, it is convenient to drive the cooling medium in the cooling medium circulation loop. In addition, the flow rate of the cooling medium can also be controlled by the liquid pump 300 to match the heat dissipation requirements of the power motor 100.

[0092] Exemplarily, the radiator 400 and the liquid pump 300 are both fixedly disposed with the power motor 100 .

[0093] Exemplarily, the outlet of the radiator 400 is communicated with the inlet of the liquid cooling channel 110 through the liquid pump 300 , and the outlet of the liquid cooling channel 110 is communicated with the inlet of the radiator 400 .

[0094] Exemplarily, the radiator 400 and the liquid pump 300 are both arranged on the side of the power motor 100 away from the propeller 22 to facilitate the arrangement of the radiator 400 and the liquid pump 300 so that the radiator 400 and the liquid pump 300 are not easily affected by the propeller 22.

[0095] In some possible embodiments, the electric engine 21 further includes a liquid supply pipe 510 and a liquid return pipe 520. The outlet of the liquid cooling channel 110 is connected to the inlet of the radiator 400 through the liquid return pipe 520, and the outlet of the radiator 400 is connected to the inlet of the liquid pump 300 through the liquid supply pipe 510. The liquid cooling channel 110, the liquid return pipe 520, the radiator 400, and the liquid supply pipe 510 are used to form a cooling medium circulation loop. In this way, it is convenient to realize the connection of the radiator 400 spaced apart from the power motor 100 and the liquid pump 300. The radiator 400 is spaced apart from the power motor 100 and the liquid pump 300, which is conducive to increasing the air volume flowing through the radiator 400.

[0096] Figure 3 A cross-sectional schematic diagram of another electric motor provided in an embodiment of the present application.

[0097] like Figure 3 As shown, and refer to Figure 2 In some possible implementations, at least one of the liquid supply pipe 510 and the liquid return pipe 520 is a rigid pipe, and the radiator 400 is rigidly connected to the housing of the power motor 100 through at least one of the liquid supply pipe 510 and the liquid return pipe 520. In this way, the radiator 400 is fixed to the power motor 100 at intervals without setting other connection structures, which is beneficial to the weight reduction and space layout of the aircraft. In addition, it can also reduce the obstruction of the air inlet or outlet of the radiator 400, which is beneficial to increase the air volume flowing through the radiator 400, and then help improve the heat dissipation efficiency of the radiator 400.

[0098] Exemplarily, the liquid supply pipe 510 and the liquid return pipe 520 can both be rigid pipes, and the radiator 400 is rigidly connected to the housing of the power motor 100 through the liquid supply pipe 510 and the liquid return pipe 520, so as to achieve a relatively stable rigid connection between the radiator 400 and the power motor 100.

[0099] Exemplarily, the power motor 100 further has a first flow channel 122, the inlet of the first flow channel 122 is connected to the outlet of the liquid supply pipe 510, and the outlet of the first flow channel 122 is connected to the inlet of the liquid pump 300, so that the outlet of the liquid supply pipe 510 is connected to the inlet of the liquid pump 300 through the first flow channel 122, and the liquid supply pipe 510 is a rigid pipe, and the liquid supply pipe 510 rigidly connects the housing of the power motor 100 to the radiator 400. In this way, it is convenient to fix the radiator 400 and the power motor 100 through the liquid supply pipe 510 connecting the liquid pump 300 and the radiator 400.

[0100] In the related art, the liquid cooling and air cooling of the heat dissipation system are driven by independent drive mechanisms, specifically, a separate drive mechanism is used to drive the liquid pump, and another separate drive mechanism is used to drive the fan. The two independent drive mechanisms require an additional power supply structure to be arranged in the electric engine, which results in a heavier overall weight of the electric engine, and poor heat dissipation effect due to installation space limitations.

[0101] Based on this, in the embodiment of the present application, the liquid pump 300 includes a drive motor 310, and the drive motor 310 has a first output end and a second output end. The first output end of the drive motor 310 is connected to the fan 200 and is used to drive the fan 200, and the second output end of the drive motor 310 is used to drive the cooling medium in the cooling medium circulation loop to flow. In other words, the drive motor 310 that drives the fan 200 is the pump motor of the liquid pump 300. In this way, the fan 200 and the liquid pump 300 are driven by the same drive motor 310, which can reduce the number of motors set. After the number of motors is reduced, the number of control modules matched with the motors can also be reduced, so that the size and weight of the heat dissipation system of the electric engine 21 can be reduced. In addition, compared to the solution in which the drive motor 310 is a motor independent of the liquid pump 300, the drive motor 310 is the pump motor of the liquid pump 300 and forms an integrated combination design with the liquid pump 300. When the drive motor 310 and the liquid pump 300 need to be installed on the power motor 100, only one assembly is required to install the liquid pump 300 including the drive motor 310 together, and the assembly of the electric motor 21 is relatively convenient.

[0102] Exemplarily, the driving motor 310 is fixedly connected to the housing of the power motor 100 , so as to facilitate the fixation of the liquid pump 300 and the power motor 100 .

[0103] Exemplarily, the housing of the power motor 100 includes a rear cover 120 , which is located on a side of the power motor 100 facing away from the propeller 22 , and the drive motor 310 is fixedly connected to the rear cover 120 .

[0104] In some possible embodiments, the liquid pump 300 further includes a pump rotor 320, and the drive motor 310 includes a motor housing 311. The motor housing 311 forms the cavity wall of the motor cavity, and the motor housing 311 is fixedly connected to the housing of the power motor 100. There is a pump cavity between the motor housing 311 and the housing of the power motor 100, that is, the pump cavity of the liquid pump 300 is located between the motor housing 311 and the housing of the power motor 100. The motor housing 311 also forms part of the cavity wall of the pump cavity, and the pump rotor 320 is arranged in the pump cavity. The second output end is connected to the pump rotor 320 and is used to drive the pump rotor 320 to flow the cooling medium in the cooling medium circulation loop. In this way, the cavity wall of the motor cavity and part of the cavity wall of the pump cavity are formed integrally by the motor housing 311, which can reduce the overall size and weight of the liquid pump 300, and further reduce the size and weight of the electric motor 21. In addition, the arrangement of the connection structure that fixes the cavity wall of the pump cavity, the cavity wall of the motor cavity and the housing of the power motor 100 can be reduced, thereby further reducing the size and weight of the electric engine 21, and making it easier to assemble the liquid pump 300 on the power motor 100. In addition, the pump cavity of the liquid pump 300 is located between the motor housing 311 and the housing of the power motor 100, which facilitates the communication between the pump cavity and the liquid cooling channel 110.

[0105] The driving motor 310 also includes a motor body 313 and an output shaft 312 . The motor body 313 is disposed in the motor cavity. The output shaft 312 is connected to the motor body 313 . The output shaft 312 has a first output end and a second output end. The motor body 313 is used to drive the output shaft 312 to rotate.

[0106] The motor housing 311 is fixedly connected to the rear cover 120 , and a pump cavity is defined between the motor housing 311 and the rear cover 120 .

[0107] Exemplarily, the motor housing 311 includes an upper motor housing 3111 and a lower motor housing 3112. The detachable cover of the upper motor housing 3111 is connected to the lower motor housing 3112. The upper motor housing 3111 and the lower motor housing 3112 enclose a motor cavity. The upper motor housing 3111 forms part of the cavity wall of the motor cavity, and the lower motor housing 3112 forms part of the cavity wall of the motor cavity. There is a pump cavity between the upper motor housing 3111 and the housing of the power motor, and the upper motor housing 3111 also forms part of the cavity wall of the pump cavity. In this way, it is convenient to inspect and maintain the parts in the motor cavity.

[0108] Exemplarily, the motor upper shell 3111 and the motor lower shell 3112 can be detachably connected by at least one of fastener connection, snap connection, etc.

[0109] In some possible implementations, the housing of the power motor 100 has a groove 121, specifically, the rear cover 120 has a groove 121. A portion of the liquid pump 300 is located in the groove 121, and a pump cavity is provided between the motor housing 311 and the groove wall of the groove 121. In this way, the size of the electric motor 21 is reduced.

[0110] In some possible implementations, the liquid pump 300 further includes a pump cover 330. The pump cover 330 is connected to the motor housing 311, and the motor housing 311 and the pump cover 330 form a pump cavity. In this way, a pump cavity for accommodating the pump rotor 320 is formed.

[0111] When the motor housing 311 includes the motor upper housing 3111 and the motor lower housing 3112 , the pump cover 330 is connected to the motor upper housing 3111 , and the motor upper housing 3111 and the pump cover 330 form a pump chamber.

[0112] Exemplarily, at least a portion of the pump cover 330 is located in the groove 121, and at least a portion of the motor housing 311 is located outside the groove 121 and is fixedly connected to the housing of the power motor 100. In this way, the assembly of the liquid pump 300 and the power motor 100 is facilitated while reducing the size of the electric motor 21.

[0113] Exemplarily, the pump cover 330 is detachably connected to the motor housing 311 to facilitate inspection and maintenance of components in the pump chamber.

[0114] Exemplarily, the pump cover 330 and the motor housing 311 may be detachably connected by at least one of a fastener connection and a snap connection.

[0115] Specifically, the pump body of the liquid pump 300 is formed by the pump cover 330 and the motor housing 311, so that the liquid pump 300 as a whole can be removed from the groove 121, which is convenient for installation and disassembly of the liquid pump 300 and prevents the liquid inside the pump cavity from flowing out during installation and disassembly.

[0116] Figure 4 A horizontal cross-sectional schematic diagram of a back cover provided in an embodiment of the present application, wherein the horizontal cross-section refers to a horizontal cross-sectional schematic diagram relative to Figure 3 In terms of the horizontal transverse plane.

[0117] like Figure 4 As shown, and see Figure 3In some possible embodiments, the power motor 100 has a first flow channel 122 and a second flow channel 123, the groove wall of the groove 121 has a first opening 1211 and a second opening 1212, and the pump cover 330 includes a first joint portion 331 and a second joint portion 332. The radiator 400 is connected to the first opening 1211 through the first flow channel 122, and the first opening 1211 is docked with the first joint portion 331, so that the first opening 1211 is connected to the pump cavity, and the liquid cooling flow channel 110 is connected to the second opening 1212 through the second flow channel 123, and the second opening 1212 is docked with the second joint portion 332, so that the second opening 1212 is connected to the pump cavity, and the liquid cooling flow channel 110, the radiator 400, the first flow channel 122 and the second flow channel 123 are used to form a cooling medium circulation loop. In this way, it is convenient for the liquid pump of the pump cover 330, which is at least partially located in the groove 121, to drive the cooling medium to flow in the cooling medium circulation loop.

[0118] Exemplarily, the first flow channel 122 and the second flow channel 123 are both located on the rear cover 120 .

[0119] Illustratively, the first joint portion 331 may be inserted into the first opening 1211 , and the second joint portion 332 may be inserted into the second opening 1212 .

[0120] In some possible implementations, the orientation of the first opening 1211 and the second opening 1212 is the same as the orientation of the notch of the groove 121. That is, the first opening 1211 and the second opening 1212 are both located at the bottom of the groove 121. In this way, when the liquid pump 300 is moved into the groove 121, the first opening 1211 is connected to the first joint part 331, and the second opening 1212 is connected to the second joint part 332.

[0121] In some other examples, the orientation of at least one of the first opening 1211 and the second opening 1212 may be different from the orientation of the notch of the groove 121. For example, at least one of the first opening 1211 and the second opening 1212 may be located on the peripheral wall of the groove 121.

[0122] In some possible embodiments, the electric engine 21 further includes a first seal 610, which is disposed at the first joint portion 331, and the groove wall of the groove 121 is sealed and connected to the first joint portion 331 at the first opening 1211 through the first seal 610. In this way, the cooling medium is not easy to leak through the groove cavity of the groove 121. In addition, it is also conducive to the cooling medium flowing into or out of the pump cavity, which is convenient for the pump rotor 320 in the pump cavity to drive the cooling medium. In addition, the first seal 610 is a static seal, and the sealing effect is good.

[0123] Exemplarily, the first sealing member 610 may be a sealing ring.

[0124] In some possible embodiments, the electric engine 21 further includes a second seal 620, which is disposed at the second joint portion 332, and the groove wall of the groove 121 is sealed and connected to the second joint portion 332 at the second opening 1212 through the second seal 620. In this way, the cooling medium is not easy to leak through the groove cavity of the groove 121. In addition, it is also conducive to the cooling medium flowing into or out of the pump cavity, which is convenient for the pump rotor 320 in the pump cavity to drive the cooling medium. In addition, the second seal 620 is a static seal, and the sealing effect is good.

[0125] Exemplarily, the second sealing member 620 may be a sealing ring.

[0126] In some examples, the first flow channel 122 may have multiple inlets, each inlet of the first flow channel 122 is connected to a corresponding outlet of the radiator 400 through a corresponding liquid supply pipe 510, the radiator 400 may be rigidly connected to the power motor 100 through multiple liquid supply pipes 510, and the cooling medium flowing into the multiple inlets of the first flow channel 122 can converge in the first flow channel 122 and then flow to the pump chamber.

[0127] In some other possible implementations, the motor housing 311 and the groove 121 enclose a pump cavity. In this way, compared with the aforementioned method of enclosing the pump cavity by the pump cover 330 and the motor housing 311, the pump cover 330 may not be required, further reducing the number of components of the liquid pump 300, which is conducive to further reducing the size and weight of the electric motor 21.

[0128] In some examples where the motor housing 311 and the groove 121 enclose a pump chamber, the pump chamber may be communicated with the first flow channel 122 and the second flow channel 123 through the first opening 1211 and the second opening 1212 , respectively.

[0129] In some examples, part of the motor housing 311 is located in the groove 121, a third seal is provided between the peripheral wall of the motor housing 311 and the peripheral wall of the groove 121, and the motor housing 311 and the groove wall of the groove 121 are sealed and connected through the third seal, so that the cooling medium is not easy to leak through the groove cavity of the groove 121.

[0130] In some possible implementations, the liquid pump 300 is located between the power motor 100 and the fan 200. In this way, it is convenient to achieve the communication between the liquid pump 300 and the liquid cooling channel 110. In addition, it is also convenient to drive the fan 200 through the driving motor 310 of the liquid pump 300.

[0131] In some possible implementations, in the axial direction of the output shaft 312, the first output end and the second output end are respectively located at the two ends of the output shaft 312, and the fan 200 and the power motor 100 are respectively located on both sides of the output shaft 312. In this way, the fan 200 and the power motor 100 can avoid each other. In addition, it is also convenient to drive the fan 200 and the cooling medium to flow through one output shaft 312.

[0132] When the second output end is connected to the pump rotor 320, the fan 200 and the pump rotor 320 are respectively located on both sides of the output shaft 312. In this way, the fan 200 and the pump rotor 320 can avoid each other. In addition, it is also convenient to drive the fan 200 and the pump rotor 320 through one output shaft 312.

[0133] Exemplarily, the fan 200, the pump rotor 320 and the output shaft 312 are coaxially arranged. In this way, the fan 200, the drive motor 310 and the pump rotor 320 can be compactly structured.

[0134] Exemplarily, in the axial direction of the output shaft 312, the motor housing 311 has a first through-shaft hole and a second through-shaft hole on both sides, the first through-shaft hole connects the motor cavity and the pump cavity, the second through-shaft hole connects the motor cavity and the outside of the motor housing 311, the output shaft 312 is inserted into the motor cavity, the first through-shaft hole and the second through-shaft hole, the first output end is located outside the motor housing 311, the second output end is located in the pump cavity, and the output shaft 312 is sealed and connected to the hole wall of the first through-shaft hole through a dynamic sealing structure. In this way, it is easy to achieve the connection between the output shaft 312 and the fan 200 and the pump rotor 320.

[0135] Exemplarily, the dynamic sealing structure may be a mechanical sealing structure.

[0136] Exemplarily, the output shaft 312 may be connected to the fan 200 by means of a spline fit, an interference fit, or the like.

[0137] For example, the output shaft 312 may be connected to the pump rotor 320 by means of a spline fit, an interference fit, or the like.

[0138] In some possible implementations, the motor housing 311 is detachably connected to the power motor 100 , so that the liquid pump 300 can be easily inspected and maintained.

[0139] Exemplarily, the motor housing 311 and the power motor 100 can be detachably connected by at least one of fastener connection, snap connection, etc.

[0140] Figure 5 A schematic diagram of another electric motor provided in an embodiment of the present application.

[0141] like Figure 5As shown, in some possible embodiments, the motor upper shell 3111 includes a plurality of first connection parts 31111 distributed along the circumference of the motor upper shell 3111, and the first connection parts 31111 have a first through hole, and the motor lower shell 3112 includes a plurality of second connection parts 31121 corresponding to the first connection parts 31111 one by one, and the second connection parts 31121 have a second through hole, and the motor upper shell 3111 and the motor lower shell 3112 are connected by the first connection parts 31111 through the first connection parts 31111. A through hole and a fastener 3113 in the second through hole of the corresponding second connecting part 31121 are detachably connected to the back cover 120, and the side of the back cover 120 facing the drive motor 310 has an abutment platform corresponding to the first connecting part 31111 one by one, and the abutment platform has a connecting hole. The fastener 3113 is passed through the connecting hole and fixedly connected to the hole wall of the connecting hole. The fastener 3113 can press and fix the second connecting part 31121 and the first connecting part 31111 on the corresponding abutment platform.

[0142] In some possible implementations, the drive motor 310 is a dual-winding motor. That is, the drive motor 310 includes a first winding and a second winding, the first winding and the second winding are arranged in parallel, and the first winding and the second winding are both used to drive the first output end and the second output end. In this way, when one of the first winding and the second winding fails or fails, the other of the first winding and the second winding can keep driving the first output end and the second output end, so that the fan 200 and the liquid pump 300 continue to work, the reliability of the drive motor 310 is high, and the stability of the heat dissipation of the power motor 100 is good.

[0143] Exemplarily, the first winding and the second winding may be electrically connected to different control modules respectively, and the first winding and the second winding may be powered and controlled by different control modules.

[0144] In some possible implementations, the drive motor 310 is a disc motor. In this way, the axial dimension of the drive motor 310 is small, which is conducive to reducing the circumferential dimension of the electric motor 21 in the drive motor 310 .

[0145] Figure 6 A schematic diagram of another electric propulsion device provided in an embodiment of the present application.

[0146] like Figure 6 As shown, the power motor 100 also includes a power motor stator 140 and a power motor rotor 130. The power motor stator 140 is fixedly disposed on the rear cover 120. The power motor rotor 130 is rotationally connected to the power motor stator 140. The power motor rotor 130 is transmission-connected to the propeller 22. The rotating power motor rotor 130 is used to drive the propeller 22 to rotate.

[0147] Figure 7A top view of an electric propulsion device provided in an embodiment of the present application, Figure 8 for Figure 7 Schematic diagram of the cross section of the AA surface

[0148] like Figure 7 , Figure 8 As shown, in some examples, the power motor rotor 130 includes a rotor housing 131 and a magnetic steel 132, and the magnetic steel 132 is connected to the inside of the rotor housing 131. At least part of the power motor stator 140 is located inside the rotor housing 131, for example, a part of the power motor stator 140 is located inside the rotor housing 131, and another part of the power motor stator 140 is located outside the rotor housing 131. The power motor stator 140 includes a stator bracket 142 and a power motor winding 141, the power motor winding 141 is fixedly connected to the stator bracket 142 and is located between the stator bracket 142 and the magnetic steel 132, an air gap 150 is formed between the power motor winding 141 and the magnetic steel 132, and the air gap 150 is connected to the inside of the rotor housing 131, the stator bracket 142 is fixedly arranged on the rear cover 120, and the rotor housing 131 can be rotatably connected to the stator bracket 142 through a bearing.

[0149] The propeller 22 is connected to the rotor housing 131 in a transmission connection, and the rotor housing 131 rotates while driving the propeller 22 to rotate. Specifically, the rotor housing 131 has a mounting through hole 137, which connects the inside and the outside of the rotor housing 131. The mounting through hole 137 is used for inserting the rotating shaft of the propeller 22. The rotating shaft of the propeller 22 and the rotor housing 131 can be connected in a transmission connection by means of interference fit, spline fit, etc.

[0150] like Figure 8 As shown, the rotor housing 131 has a drainage port 133, a first air duct 134, and a second air duct 135. The drainage port 133 and the mounting through hole 137 are located on the same side of the rotor housing 131, and the drainage port 133 is located on the surface of the rotor housing 131 away from the drive motor 310 along the axial direction of the power motor 100. The first air duct 134 is connected to the drainage port 133, and at least part of the first air duct 134 is located on the side of the magnetic steel 132 away from the power motor stator 140 along the radial direction of the power motor 100. For example, Figure 8 As shown, the first air duct 134 is located on the side of the magnetic steel 132 away from the stator 140 of the power motor 100 in the radial direction of the power motor 100. The first air duct 134 has an opening for air inlet and outlet at one end away from the air inlet 133 in the axial direction of the power motor 100. The second air duct 135 is connected to the air inlet 133, and the second air duct 135 is connected to the air gap 150 between the power motor winding 141 and the magnetic steel 132 through the inside of the rotor housing 131.

[0151] When the power motor 100 drives the propeller 22 to rotate, the airflow generated by the rotation of the propeller 22 enters the interior of the first air duct 134 and the second air duct 135 through the air guide port 133. The airflow in the first air duct 134 exchanges heat with the magnetic steel 132 through the inner wall of the first air duct 134 to take away the heat of the magnetic steel 132, and then the airflow in the first air duct 134 leaves from the opening of the first air duct 134 along the axial direction of the power motor 100 away from the end of the air guide port 133. The airflow in the second air duct 135 enters the air gap 150 through the interior of the rotor housing 131, and the airflow in the second air duct 135 exchanges heat with the magnetic steel 132 and the power motor winding 141 to take away the heat generated by the magnetic steel 132 and the power motor winding 141, and the airflow in the second air duct 135 leaves from the air gap 150 along the axial direction of the power motor 100 away from the opening of the air guide port 133.

[0152] In this way, the airflow generated by the rotation of the propeller 22 is used to take away the heat generated by the power motor stator 140 and the power motor rotor 130 during operation, thereby improving the heat dissipation efficiency of the power motor 100, ensuring that the temperature of the power motor 100 is within a suitable range, ensuring that the working performance of the power motor 100 is within a reasonable range, and improving the reliability of the power motor 100. In addition, the heat dissipation efficiency of the power motor 100 is high, and the heat dissipation area of ​​the power motor 100 can be reduced, and the temperature of the power motor 100 can still be within a reasonable range. The heat dissipation area of ​​the power motor 100 is reduced, and the volume of the power motor 100 can be reduced, and the layout space required for the power motor 100 is reduced. The power motor 100 becomes smaller in volume, so that the weight of the power motor 100 is reduced, thereby increasing the torque density of the power motor 100. Among them, the torque density is equal to the ratio of the torque of the power motor 100 to the weight of the power motor 100.

[0153] like Figure 8 As shown, the liquid cooling channel 110 includes a stator cooling channel 111 located in the stator bracket 142 . The cooling medium absorbs the heat generated by the power motor 100 in the stator cooling channel 111 and then flows to the radiator 400 for heat dissipation.

[0154] Fig. 9 for Figure 7 A top view of the power motor rotor in FIG. Fig.10 for Fig. 9 Schematic diagram of the cross section of the BB surface.

[0155] For example, Fig. 9 As shown, the rotor housing 131 may include a plurality of drainage ports 133, the plurality of drainage ports 133 include a first drainage port 133A and a second drainage port 133B, the first drainage port 133A and the second drainage port 133B are not connected. In the radial direction of the power motor 100, the second drainage port 133B is located between the first drainage port 133A and the mounting through hole 137. Fig.10 As shown, the first air outlet 133A is connected to the first air duct 134, and the second air outlet 133B is connected to the second air duct 135. Figure 8 As shown, when the propeller 22 rotates, the first air inlet 133A introduces the airflow generated by the rotation of the propeller 22 into the interior of the first air duct 134 , and the second air inlet 133B introduces the airflow generated by the rotation of the propeller 22 into the interior of the second air duct 135 .

[0156] Fig.11 A schematic cross-sectional view of a rotor casing of another electric propulsion device provided in an embodiment of the present application.

[0157] like Fig.11 As shown, in some embodiments, the rotor housing 131 may also include at least one drainage port 133. For example, the rotor housing 131 may include one drainage port 133. Of course, the number of drainage ports 133 may be more than one. Part of each drainage port 133 is connected to the first air duct 134, and the other part of each drainage port 133 is connected to the second air duct 135. At this time, a single drainage port 133 is connected to the first air duct 134 and the second air duct 135 at the same time. Each drainage port 133 may be connected to one or more first air ducts 134, and each drainage port 133 may be connected to one or more second air ducts 135. The number of first air ducts 134 and second air ducts 135 connected to each drainage port 133 may be the same or different. In some embodiments, in order to increase the amount of air entering the second air duct 135, the drainage port 133 may include a drainage section and a second drainage section, the first drainage section is connected to the first air duct 134, and the second drainage section is connected to the second air duct 135, and the radial width of the first drainage section along the power motor 100 is smaller than the radial width of the second drainage section along the power motor 100.

[0158] Continue to see Fig. 9 As shown, there are multiple first drainage openings 133A, which are arranged at intervals along the circumference of the power motor 100. There are multiple second drainage openings 133B, which are arranged at intervals along the circumference of the power motor 100.

[0159] like Fig. 9 As shown, the number of the first drainage openings 133A and the number of the second drainage openings 133B are the same. Of course, the number of the first drainage openings 133A and the number of the second drainage openings 133B may also be different.

[0160] like Fig. 9 As shown, the shape of the first drainage port 133A is a quadrilateral. Of course, the first drainage port 133A can be other shapes. Fig. 9As shown, the second drainage port 133B is in a quadrilateral shape. Of course, the second drainage port 133B may be in other shapes.

[0161] In some embodiments, Fig. 9 As shown, the radial width of the first air duct 133A along the power motor 100 can be smaller than the radial width of the second air duct 133B along the power motor 100, which can increase the air volume entering the second air duct 135, increase the air volume entering the air gap 150, and improve the heat dissipation efficiency of the power motor stator 140.

[0162] It should be noted that the radial width of the first drainage opening 133A along the power motor 100 may be smaller than the radial width of the second drainage opening 133B along the power motor 100 , or may be equal to or larger than the radial width of the second drainage opening 133B along the power motor 100 .

[0163] In some embodiments, the first air guide openings 133A correspond to the first air ducts 134 one by one. In this case, each first air guide opening 133A is connected to the corresponding first air duct 134, and each first air guide opening 133A introduces the airflow generated by the propeller 22 into the interior of the corresponding first air duct 134. In other embodiments, each first air guide opening 133A may correspond to multiple first air ducts 134, and each first air guide opening 133A is connected to the corresponding multiple first air ducts 134. For example, the first air guide opening 133A may correspond to two second air ducts 135, and the first air guide opening 133A is respectively connected to the two second air ducts 135. In some other embodiments, each first air duct 134 may also correspond to multiple first air guide openings 133A, and each first air duct 134 is connected to the corresponding multiple first air guide openings 133A. For example, the first air duct 134 may correspond to three first air guide openings 133A.

[0164] Similarly, in some embodiments, the second air guide openings 133B correspond to the second air ducts 135 one by one. In this case, each second air guide opening 133B is connected to the corresponding second air duct 135, and each second air guide opening 133B introduces the airflow generated by the propeller 22 into the interior of the corresponding second air duct 135. In other embodiments, each second air guide opening 133B may correspond to a plurality of second air ducts 135, and each second air guide opening 133B is connected to a plurality of corresponding second air ducts 135. For example, the second air guide opening 133B may correspond to two second air ducts 135, and the second air guide opening 133B is respectively connected to the two second air ducts 135. In still other embodiments, each second air duct 135 may also correspond to a plurality of second air guide openings 133B, and each second air duct 135 is connected to a plurality of corresponding second air guide openings 133B. For example, the second air duct 135 may correspond to three second air guide openings 133B.

[0165] In some embodiments, Fig.10 As shown, the second air duct 135 may have an arc-shaped inner wall 1351, and along the direction from the air inlet 133 to the magnetic steel 132, the distance between the side of the rotor housing 131 away from the magnetic steel 132 in the radial direction of the power motor 100 and the arc-shaped inner wall 1351 (as shown in FIG. Fig.10 L in the figure) gradually increases, allowing the airflow in the second air duct 135 to enter the interior of the air gap 150.

[0166] In some possible implementations, the rotor housing 131 may include a plurality of first air ducts 134 and a plurality of second air ducts 135, wherein the plurality of first air ducts 134 are arranged at intervals along the circumference of the power motor 100, and the plurality of second air ducts 135 are arranged at intervals along the circumference of the power motor 100, so that heat can be dissipated at various locations along the circumference of the power motor 100, thereby improving the heat dissipation efficiency of the power motor 100. In addition, the weight of the rotor housing 131 can be reduced, the weight of the power motor 100 can be reduced, and the torque density of the power motor 100 can be further improved.

[0167] The number of the first air ducts 134 and the number of the second air ducts 135 may be the same or different. In addition, two adjacent first air ducts 134 may not be connected, and two adjacent second air ducts 135 may not be connected, so as to improve the strength of the rotor housing 131.

[0168] Fig.12 A cross-sectional schematic diagram of another electric propulsion device provided in an embodiment of the application, Fig.13 for Fig.12 A schematic cross-sectional view of the rotor housing of the electric propulsion device shown.

[0169] In order to further improve the heat dissipation efficiency of the magnetic steel 132, in some possible implementations, such as Fig.12 , Fig.13 As shown, the rotor housing 131 may further include a through structure 136, the through structure 136 penetrates the side wall of the first air duct 134, the interior of the first air duct 134 is connected with the interior of the rotor housing 131 through the through structure 136, and the through structure 136 is located on the side of the magnetic steel 132 away from the stator 140 of the power motor along the radial direction of the power motor 100. In this way, the airflow in the first air duct 134 can contact the magnetic steel 132, and the heat generated by the magnetic steel 132 can be taken away in time.

[0170] In some examples, the through structure 136 may be a through via.

[0171] In some other examples, the through structure 136 may also be a through notch, and the through notch is located at one end of the rotor housing 131 away from the drainage port 133 along the axial direction of the power motor 100 .

[0172] Each first air duct 134 may correspond to one or more through structures 136. When the first air duct 134 corresponds to multiple through structures 136, the types of the multiple through structures 136 may be the same or different. For example, the first air duct 134 may correspond to two through structures 136, one of which may be a through hole, and the other may be a through notch.

[0173] Fig.14 A schematic cross-sectional view of a power motor rotor of another electric propulsion device provided in an embodiment of the present application, Fig.15 for Fig.14 Enlarged schematic diagram of S in the middle.

[0174] In order to further reduce the weight of the power motor 100, as Fig.14 , Fig.15 As shown, in some possible implementations, the rotor housing 131 may include a plurality of first drainage ports 133A arranged at intervals along the circumference of the power motor 100, and a first notch 138 is provided at one end of the first retaining wall between two adjacent first drainage ports 133A along the axial direction of the power motor 100 away from the magnetic steel 132.

[0175] Similarly, in some possible implementations, the rotor housing 131 may include a plurality of second drainage ports 133B spaced apart along the circumference of the power motor 100 , and a second notch 139 is provided at one end of the second retaining wall between two adjacent second drainage ports 133B along the axial direction of the power motor 100 away from the magnetic steel 132 .

[0176] Exemplarily, the first notch 138 may be an arc-shaped notch. Of course, the first notch 138 may also be in other shapes.

[0177] Exemplarily, the second notch 139 may be an arc-shaped notch. Of course, the second notch 139 may also be in other shapes.

[0178] 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 motor (21), characterized in that: include: A power motor (100), wherein the power motor (100) has a liquid cooling channel (110); A radiator (400), the radiator (400) being in communication with the liquid cooling channel (110) and used to form a cooling medium circulation loop; a fan (200), the fan (200) being used to dissipate heat from the radiator (400); A liquid pump (300), the liquid pump (300) being arranged on the cooling medium circulation loop, the liquid pump (300) comprising a drive motor (310), the drive motor (310) having a first output end and a second output end, the first output end of the drive motor (310) being connected to the fan (200) and used to drive the fan (200), and the second output end of the drive motor (310) being used to drive the cooling medium to flow in the cooling medium circulation loop; The liquid pump (300) further includes a pump rotor (320), and the drive motor (310) includes a motor housing (311); The motor housing (311) is fixedly connected to the housing of the power motor (100), a pump cavity is provided between the motor housing (311) and the housing of the power motor (100), the motor housing (311) also forms part of the cavity wall of the pump cavity, the pump rotor (320) is arranged in the pump cavity, the second output end is connected to the pump rotor (320), and is used to drive the pump rotor (320) so that the cooling medium in the cooling medium circulation loop flows.

2. The electric motor (21) according to claim 1, characterized in that The housing of the power motor (100) has a groove (121), a portion of the liquid pump (300) is located in the groove (121), and the pump cavity is provided between the motor housing (311) and the groove wall of the groove (121).

3. The electric motor (21) according to claim 2, characterized in that The liquid pump (300) further comprises a pump cover (330); At least a portion of the pump cover (330) is located in the groove (121), the motor housing (311) and the pump cover (330) enclose the pump chamber, and at least a portion of the motor housing (311) is located outside the groove (121) and is fixedly connected to the housing of the power motor (100).

4. The electric motor (21) according to claim 3, characterized in that The power motor (100) further comprises a first flow channel (122) and a second flow channel (123); the groove wall of the groove (121) comprises a first opening (1211) and a second opening (1212); and the pump cover (330) comprises a first joint portion (331) and a second joint portion (332); The radiator (400) is connected to the first opening (1211) through the first flow channel (122), and the first opening (1211) is connected to the first joint portion (331) so that the first opening (1211) is connected to the pump chamber. The liquid cooling flow channel (110) is connected to the second opening (1212) through the second flow channel (123), and the second opening (1212) is connected to the second joint portion (332) so that the second opening (1212) is connected to the pump chamber. The liquid cooling flow channel (110), the radiator (400), the first flow channel (122) and the second flow channel (123) are used to form a cooling medium circulation loop.

5. The electric motor (21) according to claim 4, characterized in that The orientations of the first opening (1211) and the second opening (1212) are the same as the orientation of the notch of the groove (121).

6. The electric motor (21) according to claim 4, characterized in that The electric engine (21) further comprises a first seal (610), the first seal (610) being arranged at the first joint portion (331), and the groove wall of the groove (121) is sealedly connected to the first joint portion (331) at the first opening (1211) through the first seal (610); and / or, The electric engine (21) further comprises a second seal (620), wherein the second seal (620) is arranged at the second joint portion (332), and the groove wall of the groove (121) is sealedly connected to the second joint portion (332) at the second opening (1212) through the second seal (620).

7. The electric motor (21) according to claim 2, characterized in that The motor housing (311) and the groove (121) enclose the pump chamber.

8. The electric motor (21) according to any one of claims 1 to 7, characterized in that: The liquid pump (300) is located between the power motor (100) and the fan (200).

9. The electric motor (21) according to claim 8, characterized in that The driving motor (310) comprises an output shaft (312); In the axial direction of the output shaft (312), the first output end and the second output end are respectively located at two ends of the output shaft (312), and the fan (200) and the power motor (100) are respectively located on two sides of the output shaft (312).

10. The electric motor (21) according to any one of claims 1 to 7, characterized in that: The driving motor (310) comprises a first winding and a second winding, the first winding and the second winding are arranged in parallel, and the first winding and the second winding are both used to drive the first output end and the second output end.

11. The electric motor (21) according to any one of claims 1 to 7, characterized in that: The driving motor (310) is a disc-type motor.

12. 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 11; The propeller (22) is drivingly connected to the power motor (100) of the electric engine (21), and the power motor (100) is used to drive the propeller (22) to rotate.

13. An aircraft, characterized in that: It comprises a fuselage (11), wings (12), a tail wing (13) and an electric propulsion device (20) as claimed in claim 12; The electric propulsion device (20) is arranged on the wing (12), and / or the fuselage (11), and / or the tail wing (13).

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