Aircraft

Abstract

The invention provides an aircraft, and relates to the technical field of aircrafts. The aircraft comprises a fuselage, tilting rotors and fixed rotors. Wings are arranged on two sides of the fuselage, and an empennage is arranged at the tail of the The tilting rotors are symmetrically arranged on at least one of the empennage, the wings and the fuselage, each tilting rotor comprises a first propeller and a first electric engine, the first electric engines are in transmission connection with the first propellers, and the first electric engines are integrated electric engines. The fixed rotors are symmetrically installed on the wings on the two sides of the fuselage, each fixed rotor comprises a second propeller and a second electric engine, the second electric engines are in transmission connection with the second propellers, and the second electric engines are distributed electric engines. The aircraft can solve the problems that the size, weight and heat dissipation efficiency of an existing electric engine are difficult to consider, and efficient flight of the aircraft is difficult to achieve.

Description

Technical Field

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

[0002] Electric vertical take-off and landing (eVTOL) is an aircraft that uses electricity as its flight power source and has vertical take-off and landing capabilities. It has the characteristics of vertical take-off and landing, intelligent operation, low noise, low emissions, easy maintenance, and high safety.

[0003] An electric vertical take-off and landing aircraft (hereinafter referred to as the aircraft) includes an electric engine. The electric engine is used to provide power for the aircraft. During the flight of the aircraft, the electric engine generates heat, which needs to be dissipated. The electric engine in the related art is difficult to balance the size, weight and heat dissipation effect, which affects the normal flight of the aircraft. Summary of the invention

[0004] The present application aims to provide an aircraft to solve the problem that existing electric engines are difficult to balance volume, weight and heat dissipation effects, and are difficult to achieve efficient flight of the aircraft.

[0005] An embodiment of the present application provides an aircraft, comprising:

[0006] A fuselage, with wings provided on both sides of the fuselage and a tail fin provided at the tail of the fuselage;

[0007] A tilt-rotor, wherein the tilt-rotor is symmetrically arranged on at least one of the tail, the wing and the fuselage, the tilt-rotor comprises a first propeller and a first electric engine, the first electric engine is drivingly connected to the first propeller, and the first electric engine is an integrated electric engine;

[0008] A fixed rotor is symmetrically mounted on the wings on both sides of the fuselage, and the fixed rotor includes a second propeller and a second electric engine, the second electric engine is transmission-connected to the second propeller, and the second electric engine is a distributed electric engine.

[0009] The aircraft provided in the embodiment of the present application includes a tilt-rotor and a fixed rotor. The tilt-rotor and the fixed rotor can realize stable operation of the aircraft. The first electric engine of the tilt-rotor is an integrated electric engine, which can help reduce the space occupied by the first electric engine, thereby reducing the volume of the aircraft. The second electric engine of the fixed rotor is a distributed electric engine, and the airflow generated by the rotation of the second propeller can be used to dissipate heat for the second electric engine, which is beneficial to the weight reduction design of the second electric engine, thereby helping to reduce the weight of the aircraft.

[0010] In a possible implementation, the first electric engine includes a first power motor and a first heat dissipation system, and the integrated electric engine is an integrated structure formed by integrating the first power motor and the first heat dissipation system.

[0011] In a possible implementation, the first heat dissipation system includes: a fan, a drive motor, and a first heat sink arranged along the axial direction of the first power motor, the drive motor is connected to the fan by a transmission mechanism to drive the fan to rotate. The drive motor is fixed to the housing of the first power motor, and the first heat sink is used to dissipate heat for the first power motor;

[0012] The fan is located between the driving motor and the first radiator, and the fan and the first propeller jointly dissipate heat from the first radiator.

[0013] In a possible implementation, a first liquid cooling channel is provided in the first power motor, and the first radiator and the first liquid cooling channel form a first cooling medium circulation loop.

[0014] In a possible implementation, the first heat dissipation system further includes a first liquid return pipe and a first liquid supply pipe, both of which are rigid pipes, and the first radiator is rigidly connected to the first power motor through the first liquid return pipe and the first liquid supply pipe;

[0015] One end of the first liquid return pipe and the first liquid supply pipe are respectively connected to the first liquid cooling channel, and the other end of the first liquid return pipe and the first liquid supply pipe are fixedly connected to the first radiator. The first radiator forms the first cooling medium circulation loop with the first liquid cooling channel through the first liquid return pipe and the first liquid supply pipe.

[0016] In a possible implementation, the drive motor is a pump motor, the pump motor is fixed to a housing of the first power motor, and the pump motor is used to drive the flow of the cooling medium in the first cooling medium circulation loop.

[0017] In a possible implementation, a plurality of flow paths are formed between the first propeller and the fan, and the flow paths are used to flow the airflow generated by the rotation of the first propeller to the air inlet side of the fan.

[0018] In a possible implementation, the first power motor includes a stator and a rotor, an air gap is formed between the rotor and the stator, and a first flow path is formed between the first propeller and the air inlet side of the fan through the air gap;

[0019] The rotor is provided with a rotor through hole, and a second flow path is formed between the first propeller and the air inlet side of the fan through the rotor through hole;

[0020] A third flow path is formed between the first propeller and the air inlet side of the fan on the outer peripheral side of the first power motor.

[0021] In one possible implementation, the first heat dissipation system also includes a guide structure, which is located between the drive motor and the fan, and is used to guide at least part of the airflow to the middle area of ​​the fan, so that the fan guides the airflow to the middle area of ​​the first radiator.

[0022] In a possible implementation, the guide structure includes a plurality of guide fins, one ends of the plurality of guide fins are fixedly connected, and the other ends of the plurality of guide fins are arranged at intervals along the circumference of the fan;

[0023] Each of the guide fins is arranged obliquely relative to the central axis of the fan, so that a first guide path and a second guide path are formed between each of the guide fins;

[0024] The first guide path is used to guide part of the airflow to the fan along the vertical direction, and the second guide path is used to guide part of the airflow from the outer side of the guide fin to the inner side of the guide fin, and from the inner side to the middle area of ​​the fan.

[0025] In a possible implementation, the fan includes:

[0026] A wheel hub, the wheel hub being drivingly connected to the drive motor;

[0027] A plurality of fan blades, wherein the plurality of fan blades are arranged at intervals along the circumference of the hub and are fixedly connected to the hub;

[0028] At least one group of airflow channels is formed on the hub, and the airflow channels are used to guide at least part of the airflow in the middle area of ​​the fan to the middle area of ​​the first radiator.

[0029] In a possible implementation, the number of the airflow channels is two groups, the two groups of airflow channels are respectively a first group of airflow channels and a second group of airflow channels, and the first group of airflow channels and the second group of airflow channels are spaced apart and distributed along the radial direction of the hub;

[0030] And the first group of air flow channels is close to the center of the hub.

[0031] In one possible implementation, the second electric engine includes a second power motor and a second heat dissipation system, and the second power motor and the second heat dissipation system are arranged separately to form the distributed electric engine, wherein the second power motor is connected to the second propeller transmission, and the second heat dissipation system is used to dissipate heat from the second power motor.

[0032] In a possible implementation, the second heat dissipation system includes a second radiator, and the second radiator and the second power motor are staggered in a direction of a central axis of the second power motor.

[0033] In a possible implementation, the device further includes a first machine arm, the fixed rotor is fixedly connected to the wing via the first machine arm, and the fixed rotor is arranged on both sides of the wing;

[0034] The second radiator is located on the first arm, and is located at a different position from the second power motor in the extension direction of the first arm.

[0035] In a possible implementation, a central axis of the second power motor intersects with an extension direction of the first machine arm;

[0036] When the second propeller is opposite to the first machine arm, the second propeller and the second radiator at least partially overlap in the axial direction of the second power motor, so that the airflow generated by the rotation of the second propeller blows toward the second radiator.

[0037] In a possible implementation, the second power motor has a second liquid cooling channel;

[0038] A second cooling medium circulation loop is formed between the second liquid cooling channel and the second radiator.

[0039] In a possible implementation, the second heat dissipation system further includes a second liquid return pipe and a second liquid supply pipe;

[0040] One end of the second liquid return pipe and the second liquid supply pipe are respectively connected to the second liquid cooling channel, and the other ends of the second liquid return pipe and the second liquid supply pipe are respectively connected to the second radiator. The second radiator forms the second cooling medium circulation loop through the second liquid return pipe, the second liquid supply pipe and the second liquid cooling channel.

[0041] In a possible implementation, the second heat dissipation system includes a liquid pump, the liquid pump is fixedly connected to the second power motor, and the liquid pump is used to drive the flow of cooling medium in the second cooling medium circulation loop.

[0042] In a possible implementation, the tilt rotor and the fixed rotor both include fairings, and the first propeller and the second propeller both include blades;

[0043] The blade comprises a blade root portion, the blade root portion is located outside the fairing, the blade root portion cooperates with the fairing, and the blade root portion is a plate-shaped structure.

[0044] In a possible implementation, an angle is formed between an extension direction of the width of the blade root and a central axis of the fairing, and the angle is less than or equal to 55°.

[0045] In one possible implementation, the number of the tilt-rotors is 2N, parts of the 2N tilt-rotors are symmetrically arranged on the tail wing, parts of the 2N tilt-rotors are symmetrically arranged on the wings, and the tilt-rotors are located between the fixed rotor and the fuselage, wherein N is an integer greater than or equal to 2. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] 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.

[0047] Figure 1 A schematic diagram of the structure of an aircraft provided in an embodiment of the present application;

[0048] Figure 2 A schematic diagram of the structure of a tilt-rotor provided in an embodiment of the present application;

[0049] Figure 3 A schematic diagram of the structure of a fixed rotor provided in an embodiment of the present application;

[0050] Figure 4 A schematic diagram of the structure of a first electric engine provided in an embodiment of the present application;

[0051] Figure 5 A schematic cross-sectional view of a first electric engine provided in an embodiment of the present application;

[0052] Figure 6 A schematic diagram of the direction of airflow movement in a first electric engine provided in an embodiment of the present application;

[0053] Figure 7 A simulation diagram of the air flow velocity in the first electric engine provided by an embodiment of the present application;

[0054] Figure 8 A schematic diagram of the airflow movement direction in the three-dimensional structure of the air guide structure and the fan provided in the embodiment of the present application;

[0055] Fig. 9 A schematic diagram of the airflow movement direction in the cross-sectional structure of the air guide structure and the fan provided in the embodiment of the present application;

[0056] Fig.10 A schematic diagram of the angle between the guide fin and the central axis of the first power motor provided in an embodiment of the present application;

[0057] Fig.11 A schematic diagram of the three-dimensional structure of a fan provided in an embodiment of the present application;

[0058] Fig.12 A schematic diagram of the structure of a second electric engine provided in an embodiment of the present application;

[0059] Fig.13 A schematic diagram of the airflow movement direction of the fixed rotor provided in an embodiment of the present application;

[0060] Fig.14 A schematic diagram of the angle between the blade and the central axis of the fairing provided in an embodiment of the present application;

[0061] Fig.15 A schematic diagram of the main structure of the blade and the fairing provided in an embodiment of the present application;

[0062] Fig.16 A schematic diagram of the top view of the blade and the fairing provided in an embodiment of the present application;

[0063] Fig.17 A schematic diagram of the top view of the structure of the aircraft provided in an embodiment of the present application.

[0064] Description of reference numerals:

[0065] 100 - aircraft;

[0066] 101-fuselage; 102-wing; 103-tail; 104-first arm; 105-second arm; 106-nacelle;

[0067] 10- Tilt rotor;

[0068] 11-first propeller; 12-first electric engine;

[0069] 121-first power motor; 121a-first liquid cooling channel; 121b-air gap; 1211-stator; 1212-rotor; 1212a-rotor through hole; 1213-rear cover;

[0070] 122- first cooling system;

[0071] 1221-fan; 1221a-air inlet side; 1221b-air outlet side; 1201-hub; 1201a-first group of air flow channels; 1201b-second group of air flow channels; 1202-fan blades;

[0072] 1222-driving motor;

[0073] 1223-first radiator;

[0074] 1224-first liquid return pipe;

[0075] 1225-first liquid supply pipe;

[0076] 1227-flow guiding structure; 1227a-first flow guiding path; 1227b-second flow guiding path; 12271-flow guiding fin;

[0077] 20-fixed rotor; 21-second propeller; 22-second electric engine;

[0078] 221-second power motor; 221a-second liquid cooling channel; 222-second heat dissipation system;

[0079] 2221-second radiator; 2222-second liquid return pipe; 2223-second liquid supply pipe; 2224-liquid pump;

[0080] 30- fairing;

[0081] 40-blade; 41-root of the blade; 42-free part. DETAILED DESCRIPTION

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] An electric vertical take-off and landing aircraft (referred to as the aircraft for short) includes an electric engine. The electric engine can be used to provide power for the aircraft. During the flight of the aircraft, the electric engine will generate heat, so the electric engine is provided with a radiator. However, the electric engines in the related art are large in size and weight, which may easily lead to an increase in the size and weight of the aircraft. If the volume of the electric engine is small, there will be insufficient heat dissipation space, which may easily affect the heat dissipation effect. It is difficult for existing electric engines to take into account the volume, weight and heat dissipation effect, and it is difficult to achieve efficient flight of the aircraft.

[0089] Based on the above technical problems, an embodiment of the present application provides an aircraft. The aircraft includes a tilt-rotor and a fixed rotor. The tilt-rotor and the fixed rotor can achieve stable operation of the aircraft. By using the tilt-rotor as an integrated electric engine, the space occupied by the first electric engine can be reduced, thereby reducing the volume of the aircraft. It has more advantages in the installation layout, and can effectively utilize the wind force of the propeller. By using the fixed rotor as a distributed electric engine, the airflow generated by the rotation of the second propeller can be used to dissipate heat for the second electric engine, which is beneficial to the weight reduction design of the second electric engine, reducing the weight of the aircraft, and can effectively reduce costs. When the distributed electric engine is arranged at a farther end of the wing, reducing the weight poses less challenge to the structural strength of the wing.

[0090] The aircraft 100 provided in the present application will be described below with reference to the accompanying drawings and in combination with specific embodiments.

[0091] Figure 1 The schematic diagram of the structure of an aircraft 100 provided in an embodiment of the present application is shown in FIG. Figure 1 The aircraft 100 shown is for illustration only and does not constitute a limitation on the specific structure and shape of the aircraft 100 . Figure 2 A schematic structural diagram of a tilt-rotor 10 of an aircraft 100 provided in an embodiment of the present application. Figure 3 This is a schematic structural diagram of a fixed rotor 20 of an aircraft 100 provided in an embodiment of the present application in a fixed state.

[0092] See also Figures 1 to 3 As shown, aircraft 100 may include a fuselage 101 , a tilt rotor 10 , and a fixed rotor 20 .

[0093] The fuselage 101 may be a symmetrical structure. The remaining structure and shape of the fuselage 101 are not limited and may refer to the fuselage structure of the existing aircraft 100. Wings 102 are provided on both sides of the fuselage 101. The structure of the wings 102 may also refer to the fixed wing structure of the existing aircraft 100 and will not be described in detail here. A tail 103 is provided at the tail of the fuselage 101. The tail 103 is integrally formed or mechanically connected with the fuselage 101 and is a symmetrical structure. The structure of the tail 103 may also refer to the tail structure of the existing aircraft 100 and will not be described in detail here.

[0094] The tilt rotor 10 is symmetrically arranged on at least one of the tail 103, the wing 102 and the fuselage 101. The tilt rotor 10 may include a first propeller 11 and a first electric motor 12. The first electric motor 12 is connected to the first propeller 11 by transmission, and the first electric motor 12 is an integrated electric motor. The first electric motor 12 can be used to drive the first propeller 11 to rotate. The rotating first propeller 11 can provide power for the aircraft 100.

[0095] The fixed rotor 20 can be symmetrically mounted on the wings 102 on both sides of the fuselage 101, and the fixed rotor 20 can include a second propeller 21 and a second electric motor 22. The second electric motor 22 is transmission-connected to the second propeller 21, and the second electric motor 22 is a distributed electric motor. The second electric motor 22 can be used to drive the second propeller 21 to rotate, so as to provide power for the aircraft 100.

[0096] Among them, the tilt rotor 10 can rotate between a horizontal position and a vertical position to adjust the flight attitude of the aircraft 100. When the aircraft takes off and lands vertically, the tilt rotor 10 is perpendicular to the ground. The upward lift is generated by the high-speed rotation of the fixed rotor 20 and the tilt rotor 10, so that the aircraft 100 can overcome gravity to take off and land. During the cruising stage, the tilt rotor 10 gradually tilts to a horizontal position. The wing 102 takes on the lift task, and the tilt rotor 10 provides forward pulling force for the aircraft, so that the aircraft 100 can perform long-distance flight at a higher speed.

[0097] It should be noted that the tilt rotor 10 remains in working condition almost all the time during the entire flight process of the aircraft 100. Therefore, the first electric motor 12 can be an integrated electric motor. The airflow generated by the continuous rotation of the first propeller 11 can continuously dissipate the heat of the first electric motor 12 to meet the heat dissipation effect of the first electric motor 12. In addition, it is easy to understand that the integrated electric motor means that the structure of the first electric motor 12 is integrated into a whole. Therefore, the structure of the first electric motor 12 is compact, which is conducive to reducing the space occupied by the first electric motor 12, thereby reducing the volume of the aircraft 100.

[0098] The fixed rotor 20 works during the stages of vertical ascent, vertical descent and hovering of the aircraft 100, and stops working during the level flight stage. Therefore, when the fixed rotor 20 is in working state, the rotation of the second propeller 21 can provide airflow for the second electric engine 22 to meet the heat dissipation requirements of the second electric engine 22. Therefore, the second electric engine 22 can be a distributed electric engine. The airflow generated by the rotation of the second propeller 21 can be used to dissipate heat for the second electric engine 22. The heat dissipation structure corresponding to the second electric engine 22 is not integrated on the housing of the second electric engine 22. It provides air cooling to the second radiator 2221 through the airflow generated by the second propeller 21, which can effectively improve the heat dissipation effect of the second electric engine 22. As a result, there is no need for a separate fan device, which is beneficial to the weight reduction design of the fixed rotor 20.

[0099] In summary, the stable operation of the aircraft 100 can be achieved through the tilt-rotor 10 and the fixed rotor 20. The first electric engine 12 of the tilt-rotor 10 is an integrated electric engine. This small and precise structure can help reduce the demand for layout space and improve the space utilization of the aircraft 100. The second electric engine 22 of the fixed rotor 20 is a distributed electric engine. The heat dissipation structure corresponding to the second electric engine 22 in the fixed rotor 20 is not integrated on the housing of the second electric engine 22. Since the heat dissipation structure can be arranged on the arm under the second propeller 21, the airflow generated by the second propeller 21 can be maximized. On the one hand, it is beneficial to improve the heat dissipation effect of the second electric engine 22. On the other hand, the fan device can be eliminated, which is beneficial to weight reduction and cost control of the aircraft 100.

[0100] The tilt rotor 10 may be arranged on the tail 103 and / or the wing 102 and / or the fuselage 101. For example Figure 1 As shown, the wing 102 and the tail 103 may be provided with a tilt rotor 10 .

[0101] The fixed rotor 20 may be arranged on the wing 102. At least one fixed rotor 20 may be arranged on each of the wings 102 on both sides of the fuselage 101. Figure 1 As shown, the fuselage 101 may be provided with four tilt-rotors 10 and four fixed rotors 20. Among them, a tilt-rotor 10 is respectively provided on the wings 102 on both sides of the fuselage 101, and two fixed rotors 20 are respectively provided on the wings 102 on both sides of the fuselage 101. A tilt-rotor 10 is respectively provided on the left and right sides of the tail 103.

[0102] In some embodiments, the aircraft 100 may further include an arm. The arm may be connected to the wing 102. The tilt rotor 10 and the fixed rotor 20 may be fixed to the wing 102 via the arm. In this embodiment of the present application, the arm may be divided into a first arm 104 and a second arm 105. The fixed rotor 20 may be arranged on the first arm 104. The tilt rotor 10 may be arranged on the second arm 105.

[0103] In some embodiments, the aircraft 100 may further include a nacelle 106. The nacelle 106 may be connected to the tail 103. The tilt rotor 10 may be disposed on the tail 103 via the nacelle 106. In some embodiments, the tilt rotor 10 includes a power battery. The first electric motor 12 may further include a motor controller, cables, etc. and their accessories. The first electric motor 12 may convert electrical energy into mechanical energy. In actual implementation, the first electric motor 12 may also be referred to as an integrated electric propulsion system.

[0104] The second electric motor 22 may also include a motor controller, cables, etc. and accessories thereof. The second electric motor 22 may convert electrical energy into mechanical energy. In actual implementation, the second electric motor 22 may also be referred to as a distributed electric propulsion system.

[0105] Figure 4 A schematic diagram of the structure of the first electric motor 12 provided in an embodiment of the present application. Figure 5 This is a schematic cross-sectional structural diagram of the first electric generator 12 provided in an embodiment of the present application. Figure 6 A schematic diagram of the airflow movement direction within the first electric motor 12 provided in an embodiment of the present application.

[0106] In some possible implementations, see Figure 2 and Figure 4 As shown, the first electric engine 12 of the embodiment of the present application may include a first power motor 121 and a first heat dissipation system 122. The integrated electric engine is an integrated structure formed by integrating the first power motor 121 and the first heat dissipation system 122.

[0107] The first power motor 121 is in transmission connection with the first propeller 11, and the first power motor 121 is used to provide power to the first propeller 11 to drive the first propeller 11 to rotate. The first power motor 121 generates a large amount of heat during operation, and the heat generated by the first power motor 121 during operation needs to be removed by the first heat dissipation system 122. The first power motor 121 may include a rear cover 1213 for protecting the first power motor 121.

[0108] The first power motor 121 and the first heat dissipation system 122 are integrated together to form an integrated electric engine. Figures 4 to 6As shown, the first heat dissipation system 122 can be integrated below the first power motor 121. Therefore, the structure of the integrated electric motor is compact, which is conducive to saving space in the aircraft 100, thereby helping to reduce the volume of the aircraft 100. In addition, the integration of the first power motor 121 and the first heat dissipation system 122 can also facilitate the assembly of the aircraft 100, which is conducive to reducing the assembly process and improving the assembly efficiency. In this way, the first heat dissipation system 122 is arranged below the first power motor 121, and part of the airflow generated at the root of the first propeller 11 can be effectively utilized to improve the heat dissipation performance.

[0109] In some possible implementations, see Figure 5 and Figure 6 As shown, the first heat dissipation system 122 of the embodiment of the present application may include: a fan 1221, a drive motor 1222 and a first radiator 1223 arranged along the axial direction of the first power motor 121. The drive motor 1222 is transmission-connected to the fan 1221. The drive motor 1222 is fixed to the housing of the first power motor 121. For example, the drive motor 1222 is fixedly connected to the housing of the first power motor 121.

[0110] The driving motor 1222 can be connected to the shell of the first power motor 121, and the driving motor 1222 can be connected to the fan 1221 in transmission. The fan 1221 is arranged on the side of the driving motor 1222 facing away from the first power motor 121. The driving motor 1222 can drive the fan 1221 to rotate through the transmission shaft, so that the air can be driven by the fan 1221 to flow toward the bottom of the fan 1221 and form an airflow to take away the heat from the first power motor 121.

[0111] The fan 1221 may be located between the drive motor 1222 and the first radiator 1223. The first radiator 1223 may be used to dissipate heat from the first power motor 121, and the first radiator 1223 may be heat-transferably connected to the first power motor 121. The heat generated by the first power motor 121 during operation may be transferred to the first radiator 1223, so that the first power motor 121 may be dissipated heat through the first radiator 1223.

[0112] Furthermore, the first propeller 11 can also be used to dissipate heat from the first radiator 1223. In other words, the fan 1221 and the first propeller 11 can dissipate heat from the first radiator 1223 together.

[0113] Specifically, the rotation of the first propeller 11 can drive the air to flow toward the bottom of the first propeller 11 and form an airflow. In addition, the drive motor 1222 can drive the fan 1221 to rotate. In this way, the rotation of the fan 1221 can continue to drive the airflow to flow toward the bottom of the fan 1221. Since the heat of the first power motor 121 can be transferred to the first radiator 1223, the first radiator 1223 can be used to dissipate heat for the first power motor 121. Therefore, by arranging the fan 1221 between the drive motor 1222 and the first radiator 1223, the airflow generated by the fan 1221 can take away the heat on the first radiator 1223 when it flows downward, thereby achieving heat dissipation treatment for the first power motor 121.

[0114] In some embodiments, the fan 1221 can be driven by the drive motor 1222 through a drive shaft. The fan 1221 is located on the side of the drive motor 1222 facing away from the first power motor 121, and the first radiator 1223 can be located on the side of the fan 1221 facing away from the drive motor 1222. Figure 6 In the embodiment, the first radiator 1223 can be located below the fan 1221. The fan 1221 drives the surrounding air to flow downward, and the airflow can pass through the first radiator 1223. In this way, the airflow formed when the fan 1221 is working will take away the heat of the first power motor 121 absorbed by the first radiator 1223, so that the first radiator 1223 can be cooled and dissipated by the fan 1221, and the heat release on the first radiator 1223 can be accelerated.

[0115] In some possible implementations, see Figure 4 As shown, a first liquid cooling channel 121a is provided in the first power motor 121. The first radiator 1223 and the first liquid cooling channel 121a can form a first cooling medium circulation loop.

[0116] Since the first radiator 1223 and the first liquid-cooling channel 121a can form a first cooling medium circulation loop, and the first liquid-cooling channel 121a is located in the first power motor 121, the cooling medium can flow through the first power motor 121 and the first radiator 1223 during the flow of the cooling medium in the first cooling medium circulation loop, so that the heat generated by the first power motor 121 during operation is transferred to the first radiator 1223 through the circulation of the cooling medium. Then, the airflow generated by the fan 1221 can be used to remove the heat from the first radiator 1223, thereby achieving heat dissipation for the first power motor 121.

[0117] The first radiator 1223 may have a large heat dissipation surface for quickly releasing heat to the external environment. In addition, the airflow generated by the fan 1221 may also act on the heat dissipation surface of the first radiator 1223. Therefore, the first radiator 1223 and the airflow generated by the fan 1221 may be used together to promote the heat dissipation efficiency of the first radiator 1223, which is beneficial to improving the heat dissipation efficiency of the first power motor 121.

[0118] In some embodiments, the first heat sink 1223 may have a ventilation hole. The heat of the first heat sink 1223 may be released through the ventilation hole. In addition, the airflow generated by the fan 1221 may also pass through the ventilation hole of the first heat sink 1223 to blow the heat on the first heat sink 1223 out to the external environment, thereby promoting the heat release of the first heat sink 1223.

[0119] In some possible implementations, see Figure 1 As shown, the first heat dissipation system 122 may further include a first liquid return pipe 1224 and a first liquid supply pipe 1225. The first liquid return pipe 1224 and the first liquid supply pipe 1225 are both rigid pipes. The first radiator 1223 is rigidly connected to the first power motor 121 through the first liquid return pipe 1224 and the first liquid supply pipe 1225. It can be seen that the first liquid return pipe 1224 and the first liquid supply pipe 1225 can constitute a supporting structure to fix the first radiator 1223 on the first power motor 121.

[0120] Among them, the first liquid supply pipe 1225 can be used to provide a low-temperature cooling medium to the first power motor 121. The low-temperature cooling medium flows in the first liquid cooling channel 121a in the first power motor 121, and can absorb the heat of the first power motor 121. At this time, the temperature of the cooling medium increases to form a high-temperature cooling medium. The high-temperature cooling medium can flow into the first radiator 1223 through the first liquid return pipe 1224. In other words, at this time, the first radiator 1223 is filled with a high-temperature cooling medium.

[0121] Since the first radiator 1223 has a heat dissipation surface, and under the action of the airflow generated by the fan 1221, the high-temperature cooling medium in the first radiator 1223 can be heat-dissipated. The temperature of the cooling medium in the first radiator 1223 can be gradually reduced to form a low-temperature cooling medium. The low-temperature cooling medium can flow into the first liquid cooling pipe of the first power motor 121 through the first liquid supply pipe 1225 again to continue to be used for heat dissipation of the first power motor 121. In summary, the cooling medium can circulate in the first cooling medium circulation loop to continuously dissipate heat for the first power motor 121, thereby ensuring the normal operation of the aircraft 100.

[0122] In some examples, one end of the first liquid return pipe 1224 and the first liquid supply pipe 1225 are respectively connected to the first liquid cooling channel 121a. The other ends of the first liquid return pipe 1224 and the first liquid supply pipe 1225 are fixedly connected to the first radiator 1223. The first radiator 1223 forms a first cooling medium circulation loop with the first liquid cooling channel 121a through the first liquid return pipe 1224 and the first liquid supply pipe 1225.

[0123] In some possible implementations, see Figures 4 to 6 As shown, the driving motor 1222 is a pump motor. The pump motor is fixed on the housing of the first power motor 121, and is used to drive the cooling medium of the first cooling medium circulation loop to flow.

[0124] The pump motor (drive motor 1222) can be located on the first cooling medium circulation loop. By arranging the pump motor on the first cooling medium circulation loop, the cooling medium can flow in the first cooling medium circulation loop, ensuring the effective circulation of the cooling medium, thereby taking away the heat of the first radiator 1223 and ensuring the normal operation of the first electric engine 12.

[0125] In some embodiments, the pump motor may be disposed on the first power motor 121. For example, the pump motor may be disposed on the rear cover 1213 of the first power motor 121.

[0126] It should be noted that the drive motor 1222 can be used as a pump motor to drive the cooling medium to flow in the first cooling medium circulation loop. And the drive motor 1222 can also be used to drive the fan 1221 to rotate. Since the drive motor 1222 can achieve the above two functions, compared with the fan 1221 and the flow of the cooling medium driven by two independent motors, on the one hand, the number of parts in the first electric engine 12 can be reduced, which is conducive to reducing the manufacturing cost of the first electric engine 12. On the other hand, it can reduce the possibility that the two motors occupy a large space, resulting in an increase in the volume and weight of the first electric engine 12.

[0127] In some possible implementations, see Figure 6 As shown, a plurality of flow paths (such as Figure 6 The flow path is used to transfer the airflow generated by the rotation of the first propeller 11 to the air inlet side 1221a of the fan 1221.

[0128] It should be noted that the fan 1221 can generate airflow for cooling the first radiator 1223. The air inlet side 1221a of the fan 1221 may refer to the side of the fan 1221 facing the first power motor 121. The air outlet side 1221b of the fan 1221 may refer to the side of the fan 1221 facing the first radiator 1223, and therefore, the airflow of the air outlet side 1221b of the fan 1221 may be blown toward the first radiator 1223.

[0129] In the embodiment of the present application, by providing a plurality of flow paths, a large amount of high-speed airflow generated by the first propeller 11 can flow more toward the first power motor 121, so as to facilitate air cooling and heat dissipation of the first power motor 121 through the plurality of flow paths.

[0130] Furthermore, by setting up multiple flow paths, the flow rate of the high-speed airflow generated by the rotation of the first propeller 11 through the first power motor 121 to the fan 1221 can be increased, and the obstruction of the first power motor 121 to the airflow to the fan 1221 can be reduced, thereby improving the heat dissipation effect of the fan 1221 on the first radiator 1223, thereby improving the operating reliability of the first electric engine 12.

[0131] In some possible implementations, see Figure 6 As shown, the first power motor 121 includes a stator 1211 and a rotor 1212. An air gap 121b is formed between the rotor 1212 and the stator 1211. The first propeller 11 and the air inlet side 1221a of the fan 1221 form a first flow path (such as Figure 6 Flow path a1 is shown in the figure).

[0132] In this way, since the air gap 121b forms a first flow path located between the stator 1211 and the rotor 1212 of the first power motor 121, a part of the high-speed airflow generated when the first propeller 11 rotates passes through the first power motor 121. In this way, the blocking effect of the first power motor 121 on the airflow can be reduced, making it easier for more high-speed airflow to flow to the fan 1221, so that the fan 1221 can provide more high-speed airflow for the first radiator 1223, which helps to improve the heat dissipation effect of the first radiator 1223.

[0133] In addition, the high-speed airflow generated when the first propeller 11 rotates can take away part of the heat on the first power motor 121 when passing through the first flow path, which helps to dissipate the heat of the first power motor 121, thereby improving the heat dissipation effect of the first electric motor 12.

[0134] The rotor 1212 is provided with a rotor through hole 1212a. A second flow path (such as Figure 6 Flow path a2 is shown in the figure).

[0135] The second flow path formed by the rotor through hole 1212a can facilitate the high-speed airflow generated by the rotation of the first propeller 11 to pass through the first power motor 121, which can further reduce the blocking effect of the first power motor 121 on the high-speed airflow and further increase the airflow flowing to the fan 1221.

[0136] In some examples, the air gap 121b may be closer to the center area of ​​the first power motor 121 relative to the rotor through hole 1212a. In other words, the second flow path may be closer to the center area of ​​the first power motor 121 than the first flow path.

[0137] A third flow path (such as Figure 6 The third flow path enables the high-speed airflow generated when the first propeller 11 rotates to flow from the outer peripheral side of the first power motor 121 to the fan 1221, thereby increasing the amount of airflow flowing to the fan 1221.

[0138] In summary, through the first flow path and the second flow path on the first power motor 121, and the third flow path on the periphery of the first power motor 121, more high-speed airflow generated when the first propeller 11 rotates can be directed to the fan 1221, so as to improve the heat dissipation effect of the fan 1221 on the first radiator 1223.

[0139] Figure 7 A simulation diagram of the air flow velocity within the first electric motor 12 provided in an embodiment of the present application. Figure 8 A schematic diagram of the airflow movement direction in the three-dimensional structure of the air guide structure 1227 and the fan 1221 provided in an embodiment of the present application. Fig. 9 Schematic diagram of airflow movement direction in the cross-sectional structure of the air guide structure 1227 and the fan 1221 provided in an embodiment of the present application.

[0140] In some possible implementations, see Figure 6 , Figure 8 and Fig. 9 As shown, the first heat dissipation system 122 further includes a guide structure 1227. The guide structure 1227 is located between the drive motor 1222 and the fan 1221. The guide structure 1227 is used to guide at least part of the airflow to the middle area of ​​the fan 1221, so that the fan 1221 leads the airflow to the middle area of ​​the first heat sink 1223.

[0141] Along the axial direction of the fan 1221 (such as Figure 6The driving motor 1222, the first power motor 121 and the guide structure 1227 may all be located at the air inlet side 1221a. The first radiator 1223 may be located at the air outlet side 1221b. The fan 1221 is located between the guide structure 1227 and the first radiator 1223. The guide structure 1227 is used to guide at least part of the airflow on the air inlet side 1221a to the middle area of ​​the fan 1221.

[0142] In the process of the driving motor 1222 driving the fan 1221 to dissipate heat from the first radiator 1223, the guide structure 1227 can guide the airflow to the fan 1221, so that the airflow flows from the air inlet side 1221a of the fan 1221 to the air outlet side 1221b. Among them, the guide structure 1227 can guide a part of the airflow to the middle area of ​​the fan 1221. When the flow area of ​​the middle area does not change, the air inlet volume of the middle area is increased to increase the flow velocity of the airflow in the middle area of ​​the fan 1221, so that the flow velocity difference between the airflow passing through the middle area of ​​the fan 1221 and the rest of the positions on the fan 1221 can be reduced, so that the flow velocity distribution of the airflow passing through each area on the fan 1221 is more uniform, thereby reducing the heat reflux formed by the flow velocity difference of the airflow, reducing or even eliminating the possibility of the driving motor 1222 and the first power motor 121 being reversely heated by the heat reflux, and improving the reliability of the first electric engine 12.

[0143] In addition, through the guiding effect of the guide structure 1227, the airflow in the middle of the fan 1221 can dissipate heat to the middle area of ​​the first radiator 1223, and the airflow distribution and speed finally blown onto the first radiator 1223 are more uniform, which has a significant effect on improving the heat dissipation efficiency of the first radiator 1223. In this way, the first radiator 1223 can dissipate heat for the first power motor 121 well, thereby ensuring the normal operation of the first power motor 121.

[0144] On the basis of the above-mentioned embodiment, the first radiator 1223, the fan 1221 and the guide structure 1227 are arranged below the first power motor 121, which can enhance the integrated modularization of the first electric motor 12 and facilitate the optimized layout of the space.

[0145] Based on the above embodiment, Figure 7It can be seen from the air flow velocity distribution diagram at different positions on the first electric motor 12 simulated in the figure that by setting the guide structure 1227 in the first electric motor 12, when the first electric motor 12 is running, the difference in the flow velocity of the air flow in the middle area of ​​the fan 1221 and the flow velocity of the air flow in other areas of the fan 1221 is significantly reduced, and the air flow distribution on the first radiator 1223 is more uniform, which can effectively solve the heat reflux phenomenon caused by the flow velocity difference, improve the heat dissipation effect of the first electric motor 12, and can improve the reliability of the first electric motor 12.

[0146] In some embodiments, the guide structure 1227 may be connected to the housing of the first power motor 121 .

[0147] In some possible implementations, see Figure 8 As shown, the guide structure 1227 may include a plurality of guide fins 12271. One ends of the plurality of guide fins 12271 are fixedly connected. The other ends of the plurality of guide fins 12271 are arranged at intervals along the circumference of the fan 1221. The number of guide fins 12271 may be 3, 6, 9, 15, 20 or even more.

[0148] Each guide fin 12271 is arranged obliquely relative to the central axis of the fan 1221, so that a first guide path 1227a and a second guide path 1227b are formed between each guide fin 12271. The first guide path 1227a is used to guide part of the airflow to the fan 1221 along the vertical direction, and the second guide path 1227b is used to guide part of the airflow from the outside of the guide structure 1227 to the inside of the guide structure 1227, and then guide it to the middle area of ​​the fan 1221.

[0149] In some embodiments, the end of the guide fin 12271 facing away from the central axis of the fan 1221 is closer to the drive motor 1222 than the end close to the central axis of the fan 1221, so that the guide fin 12271 is tilted downward.

[0150] One end of the second guide path 1227b is close to the outside of the guide structure 1227. The other end of the second guide path 1227b is close to the inside of the guide structure 1227. After the airflow flows into the guide structure 1227 from the air inlet side 1221a, under the guidance of the second guide path 1227b, the airflow will flow obliquely downward along the second guide path 1227b from the outside of the guide structure 1227 to the inside of the guide structure 1227, and further flow through the inside of the guide structure 1227 to the middle area of ​​the fan 1221 located below the guide structure 1227, so as to provide airflow for the middle area of ​​the fan 1221.

[0151] Therefore, by making the end of the guide fin 12271 facing away from the central axis closer to the drive motor 1222 than the end close to the central axis, the inclined guide fin 12271 guides part of the airflow to the central area of ​​the guide structure 1227, and further guides the airflow to the middle area of ​​the fan 1221 from the central area of ​​the guide structure 1227, so as to facilitate the flow rate of the airflow in the central area of ​​the fan 1221, reduce the flow rate difference between the airflow in the middle area and other areas of the fan 1221, reduce the heat reflux formed between the fan 1221 and the first radiator 1223 due to the flow rate difference of the airflow, make the airflow distribution on the fan 1221 more uniform, and reduce or eliminate the reverse heating of the drive motor 1222 and the first power motor 121 by the heat reflux.

[0152] Fig.10 Schematic diagram of the angle between the guide fin 12271 and the central axis of the first power motor 121 provided in an embodiment of the present application.

[0153] In some embodiments, see Fig.10 , the angle between the guide fin 12271 and the central axis of the first power motor 121 (such as Fig.10 The α angle can be 5°, 15°, or other angles such as 7°, 10°, 11°, etc.

[0154] It should be noted that the angle between the guide fin 12271 and the central axis of the fan 1221 should not be too small or too large, so as to avoid unreasonable setting of the angle, which makes it difficult to guide the airflow, thereby affecting the guiding effect of the second guide path 1227b of the guide structure 1227 on the airflow.

[0155] Fig.11 This is a schematic diagram of the three-dimensional structure of the fan 1221 provided in an embodiment of the present application.

[0156] In some possible implementations, see Figure 6 , Fig. 9 and Fig.11 As shown, the fan 1221 may include a hub 1201 and a plurality of blades 1202. The hub 1201 is in transmission connection with a driving motor 1222. The plurality of blades 1202 are arranged at intervals along the circumference of the hub 1201 and are fixedly connected to the hub 1201. At least one set of airflow channels is provided on the hub 1201. The airflow channels are used to guide at least part of the airflow in the middle area of ​​the fan 1221 to the middle area of ​​the first radiator 1223.

[0157] By providing at least one group of air flow channels on the hub 1201 of the fan 1221, a portion of the air flow flowing to the middle area of ​​the fan 1221 can be guided to the first radiator 1223 through the air flow channels, thereby increasing the flow rate of the air flow in the middle area of ​​the fan 1221, which is beneficial to improving the heat dissipation effect of the portion of the first radiator 1223 corresponding to the middle area of ​​the fan 1221, improving the heat dissipation effect of the fan 1221 on the radiator, and further improving the heat dissipation effect on the first electric motor 12.

[0158] In addition, by setting at least one group of air flow channels on the wheel hub 1201, the weight of the wheel hub 1201 can be reduced while achieving the heat dissipation effect of the first radiator 1223, which is beneficial to reducing the weight of the first electric engine 12 and further reducing the weight of the aircraft 100.

[0159] In some possible implementations, see Fig. 9 and Fig.11 As shown, the number of airflow channels can be two groups. The two groups of airflow channels can be a first group of airflow channels 1201a and a second group of airflow channels 1201b. The first group of airflow channels 1201a and the second group of airflow channels 1201b are spaced apart along the radial direction of the hub 1201, and the first group of airflow channels 1201a is close to the center of the hub 1201.

[0160] By providing the first group of airflow channels 1201a and the second group of airflow channels 1201b arranged at intervals along the radial direction of the hub 1201, the airflow can flow downward more smoothly, and the flow area of ​​the airflow on the hub 1201 can be increased on the basis of ensuring the structural strength of the hub 1201, thereby increasing the flow rate of the airflow on the hub 1201 and improving the heat dissipation effect of the first radiator 1223. Further, the flow rate difference between the airflow in the middle area of ​​the fan 1221 and other areas can be reduced, and the heat dissipation in the middle area of ​​the first radiator 1223 can be improved, thereby improving the heat dissipation effect of the first radiator 1223.

[0161] In some embodiments, the first group of air flow channels 1201a may include a plurality of circular through holes that are spaced around the circumference of the hub 1201. The circular through holes are easy to process, simplify the processing of the hub 1201, and improve the production efficiency of the fan 1221.

[0162] In some embodiments, the second group of air flow channels 1201 b may include a plurality of special-shaped through holes, and the plurality of special-shaped through holes are distributed around the circumference of the hub 1201 at intervals.

[0163] The flow area of ​​the second group of airflow channels 1201b can be increased by including a plurality of special-shaped through holes. The special-shaped through holes can also be easily adapted to the surface shape of the hub 1201, so as to open through holes to a greater extent and increase the flow area, thereby increasing the flow area of ​​the special-shaped through holes and the flow rate of the airflow on the hub 1201.

[0164] In some embodiments, the air guide structure 1227 is connected to the housing of the first power motor 121. The fan 1221 may further include a fan cover. The fan cover is arranged around the outer peripheral side of the plurality of fan blades 1202. The fan cover is connected to the first radiator 1223 or the housing of the first power motor 121.

[0165] By providing a fan cover, the fan 1221 can be protected, the influence of external debris on the rotation of the fan 1221 can be reduced, and the working reliability of the first electric motor 12 can be improved.

[0166] In some embodiments, the guide fins 12271 may be directly fixed to the fan cover, or the guide fins 12271 may be integrally formed with the fan cover, or the guide fins 12271 may be fixedly connected to the housing of the first power motor 121 .

[0167] Fig.12 This is a schematic diagram of the structure of the second electric motor 22 provided in an embodiment of the present application. Fig.13 A schematic diagram of the airflow movement direction of the fixed rotor 20 provided in an embodiment of the present application.

[0168] In some possible implementations, see Figure 3 , Fig.12 and Fig.13 As shown, the second electric engine 22 includes a second power motor 221 and a second heat dissipation system 222. The second power motor 221 and the second heat dissipation system 222 are arranged separately to form a distributed electric engine. The second power motor 221 is connected to the second propeller 21 by transmission. The second heat dissipation system 222 is used to dissipate heat from the second power motor 221.

[0169] The second power motor 221 can be linked with the second propeller 21. The second power motor 221 can be used to provide power for the second propeller 21 to drive the second propeller 21 to rotate. The second power motor 221 generates a large amount of heat during operation, and the heat generated by the second power motor 221 during operation needs to be removed by the second heat dissipation system 222.

[0170] Since the second electric motor 22 does not work when the fixed rotor 20 is not working, it is not necessary to provide airflow for heat dissipation to the second power motor 221. Since the second electric motor 22 is a distributed electric motor, the airflow generated by the rotation of the second propeller 21 can be used to dissipate heat for the second power motor 221. The heat dissipation structure corresponding to the second electric motor 22 in the fixed rotor 20 does not need to be integrated on the second electric motor 22, which is conducive to the weight reduction design of the second electric motor 22, thereby helping to reduce the weight of the aircraft 100.

[0171] In some possible implementations, see Fig.13 As shown, the second heat dissipation system 222 includes a second radiator 2221. The second radiator 2221 and the second power motor 221 are staggered in the central axis direction of the second power motor 221.

[0172] The rotation of the second propeller 21 can drive the air to flow toward the lower side of the second propeller 21 and form an airflow. Therefore, by staggering the second radiator 2221 and the second power motor 221 in the direction of the central axis of the second power motor 221, the airflow generated by the second propeller 21 can act on the second radiator 2221 to improve the heat dissipation efficiency of the second radiator 2221, thereby improving the heat dissipation effect of the second power motor 221.

[0173] In some possible implementations, see Fig.13 As shown, the aircraft 100 may further include a first arm 104. The fixed rotor 20 is fixedly connected to the wing 102 through the first arm 104. The fixed rotor 20 is arranged on both sides of the wing 102. The second radiator 2221 may be located on the first arm 104, and the second power motor 221 is respectively located at different positions of the first arm 104 in the extension direction.

[0174] It should be noted that when the second radiator 2221 and the second power motor 221 are coaxially arranged, the airflow generated by the second propeller 21 is easily blocked by the second power motor 221, resulting in a small amount of airflow flowing to the second radiator 2221, thereby affecting the heat dissipation efficiency of the second radiator 2221. Therefore, by arranging the second radiator 2221 and the second power motor 221 at different positions in the extension direction of the first arm 104, the second radiator 2221 and the second power motor 221 can be staggered to solve the above technical problems.

[0175] In some embodiments, the second power motor 221 and the second propeller 21 may be coaxially arranged.

[0176] In some embodiments, the first arm 104 may refer to an outer arm located outside the wing 102. The first arm 104 may also refer to an inner arm located inside the wing 102 and close to the fuselage 101. For example, in the embodiment of the present application, the first arm 104 is an outer arm and the second arm 105 is an inner arm.

[0177] In some possible implementations, see Fig.13 As shown, the central axis of the second power motor 221 intersects with the extension direction of the first arm 104 .

[0178] When the second propeller 21 is opposite to the first arm 104 , the second propeller 21 and the second radiator 2221 at least partially overlap in the axial direction of the second power motor 221 , so that the airflow generated by the rotation of the second propeller 21 blows toward the second radiator 2221 .

[0179] When the central axis of the second power motor 221 intersects with the extension direction of the first arm 104, the area where the airflow is generated by the second propeller 21 can cover at least a portion of the second radiator 2221, so that the airflow generated by the second propeller 21 can be fully utilized to improve the heat dissipation efficiency of the second radiator 2221 and improve the operating reliability of the second power motor 221.

[0180] There is no limitation on the included angle between the central axis of the second power motor 221 and the extension direction of the first arm 104 . For example, the included angle may be 70°, 90°, 120°, 180°, etc.

[0181] In some embodiments, the first arm 104 may be provided with a through hole through which the second radiator 2221 is exposed, so that the airflow generated during the rotation of the second propeller 21 can pass through the through hole and directly act on the second radiator 2221, thereby improving the heat dissipation effect of the second radiator 2221 and further improving the heat dissipation effect of the second electric motor 22.

[0182] The second heat sink 2221 may have a ventilation hole, and the airflow generated by the fan 1221 may pass through the ventilation hole of the second heat sink 2221 to blow the heat on the second heat sink 2221 out to the external environment.

[0183] In some embodiments, the through hole may be located in the middle area of ​​the first arm 104. The heat dissipation surface of the second heat sink 2221 may be exposed through the through hole.

[0184] In some embodiments, along the central axis direction of the second power motor 221, the orthographic projection of the second propeller 21 and the orthographic projection of the second radiator 2221 have an overlapping area. Fig.13As shown, the orthographic projection of the second radiator 2221 may be located inside the orthographic projection of the second propeller 21. Most of the airflow generated by the second propeller 21 may be blown onto the second radiator 2221.

[0185] In some possible implementations, see Fig.12 As shown, the second power motor 221 has a second liquid cooling channel 221 a , and a second cooling medium circulation loop is formed between the second liquid cooling channel 221 a and the second radiator 2221 .

[0186] Since the second radiator 2221 and the second liquid-cooling channel 221a can form a second cooling medium circulation loop, and the second liquid-cooling channel 221a is located in the second power motor 221, during the flow of the cooling medium in the second cooling medium circulation loop, the cooling medium can flow through the second power motor 221 and the second radiator 2221, thereby transferring the heat generated by the second power motor 221 during operation to the second radiator 2221 through the circulation of the cooling medium.

[0187] The second radiator 2221 may have a large heat dissipation surface for quickly dissipating heat to the external environment. In addition, the airflow generated by the second propeller 21 may also act on the heat dissipation surface of the second radiator 2221. Therefore, the second radiator 2221 and the airflow generated by the second propeller 21 may be used together to promote the heat dissipation efficiency of the second radiator 2221, thereby facilitating the improvement of the heat dissipation effect of the second power motor 221.

[0188] In some possible implementations, see Fig.12 As shown, the second heat dissipation system 222 also includes a second liquid return pipe 2222 and a second liquid supply pipe 2223. One end of the second liquid return pipe 2222 and the second liquid supply pipe 2223 are respectively communicated with the second liquid cooling channel 221a. The other ends of the second liquid return pipe 2222 and the second liquid supply pipe 2223 are communicated with the second radiator 2221. The second radiator 2221 forms a second cooling medium circulation loop through the second liquid return pipe 2222, the second liquid supply pipe 2223 and the second liquid cooling channel 221a.

[0189] Among them, the second liquid supply pipe 2223 can be used to provide low-temperature cooling medium to the second power motor 221. The low-temperature cooling medium flows in the second liquid cooling channel 221a in the second power motor 221, and can absorb the heat of the second power motor 221. At this time, the temperature of the cooling medium increases to form a high-temperature cooling medium, and the high-temperature cooling medium can flow into the second radiator 2221 through the second liquid return pipe 2222. In other words, at this time, the second radiator 2221 is filled with high-temperature cooling medium.

[0190] Since the second radiator 2221 has a heat dissipation surface, and under the action of the airflow generated by the second propeller 21, the high-temperature cooling medium in the second radiator 2221 can be heat-dissipated. The temperature of the cooling medium in the second radiator 2221 can be gradually reduced to form a low-temperature cooling medium. The low-temperature cooling medium can flow into the second liquid cooling pipe of the second power motor 221 through the second liquid supply pipe 2223 again to dissipate heat for the second power motor 221. In summary, the cooling medium can circulate in the second cooling medium circulation loop to continuously dissipate heat for the second power motor 221, thereby ensuring the normal operation of the aircraft 100.

[0191] It should be noted that since the second electric engine 22 is a distributed electric engine, the second power motor 221 and the second heat dissipation system 222 are arranged separately, and the second propeller 21 can be used to promote the heat dissipation effect of the second heat dissipation system 222. Therefore, the second electric engine 22 does not need to be equipped with a fan 1221 and a drive motor 1222 for driving the fan 1221. This is beneficial to simplify the structural design of the second electric engine 22 and reduce the weight of the second electric engine 22, thereby realizing a weight-reduced design of the aircraft 100 and reducing manufacturing costs.

[0192] In some possible implementations, see Fig.12 As shown, the second heat dissipation system 222 includes a liquid pump 2224. The liquid pump 2224 is connected to the second power motor 221. The liquid pump 2224 is used to drive the cooling medium flow of the second cooling medium circulation loop.

[0193] The liquid pump 2224 may be located on the first cooling medium circulation loop. By arranging the liquid pump 2224 on the first cooling medium circulation loop, the flow rate of the cooling medium in the first cooling medium circulation loop can be increased, thereby accelerating the circulation rate of the cooling medium in the first cooling medium circulation loop, and improving the heat dissipation efficiency of the first radiator 1223, thereby improving the heat dissipation effect of the first electric engine 12.

[0194] It should be noted that, since the second heat dissipation system 222 does not include a fan, the liquid pump 2224 may only have the function of driving the cooling medium to flow. For example, the liquid pump 2224 is provided with a motor for driving the cooling medium to flow.

[0195] Fig.14 A schematic diagram of the angle between the blade 40 and the central axis of the fairing 30 provided in an embodiment of the present application. Fig.15 This is a schematic diagram of the front structural view of the blade 40 and the fairing 30 provided in an embodiment of the present application. Fig.16 A schematic diagram of the top view of the blade 40 and the fairing 30 provided in an embodiment of the present application.

[0196] In some possible implementations, see Fig.14 As shown, the tilt rotor 10 and the fixed rotor 20 may each include a fairing 30. The first propeller 11 and the second propeller 21 may each include a blade 40. For ease of understanding, the blade 40 is divided into a blade root 41 and a free portion 42. In practical applications, the blade 40 is an integrally formed structure, that is, the blade root 41 and the free portion 42 are an integral structure. The blade root 41 and the fairing 30 maintain a relatively low spacing while meeting a safety distance.

[0197] The blade root 41 and the free portion 42 are both located outside the fairing 30. The blade root 41 is matched with the fairing 30. The blade root 41 is a plate-like structure.

[0198] In some examples, taking the first propeller 11 as an example, the first propeller 11 may further include a propeller shaft and a propeller hub. The propeller hub may be disposed in the fairing 30, and one end of the propeller shaft is connected to the propeller hub, and the other end of the propeller shaft may pass through the fairing 30 and be connected to the propeller root 41 outside the fairing 30, and the other end of the propeller root 41 is connected to the free portion 42, and the propeller root 41 is located between the free portion 42 and the propeller hub.

[0199] In some embodiments, the propeller shaft can drive the propeller root 41 to rotate around the axial direction of the propeller shaft to adjust the angle between the width extension direction of the propeller root 41 and the central axis of the fairing 30. There may be a gap between the propeller root 41 and the fairing 30, so that when the propeller shaft drives the propeller root 41 and the free portion 42 to rotate around the axial direction of the propeller shaft, it is prevented that the propeller root 41 contacts the fairing 30 during the rotation process and hinders the rotation of the propeller root 41.

[0200] See also Fig.15 and Fig.16 By setting the portion of the propeller root 41 located outside the fairing 30 as a plate-like structure, compared with the approximately cylindrical structure in the prior art, the propeller root 41 with the plate-like structure can have a better flow-guiding effect during the installation of the propeller blade 40, so as to provide more airflow to the first electric motor 12, facilitate air cooling of the first electric motor 12, and improve the heat dissipation effect of the first electric motor 12.

[0201] The width extension direction of the blade root 41 of the blade 40 forms an angle (such as Fig.14 The included angle is less than or equal to 55°.

[0202] In this way, by setting the angle to be less than or equal to 55°, the contact area between the propeller root 41 and the air can be avoided from being reduced, thereby avoiding the reduction of the airflow generated by the propeller root 41 due to the small contact area between the propeller root 41 and the air, thereby ensuring that the first propeller 11 generates a large amount of high-speed airflow when rotating.

[0203] Taking the tilt rotor 10 as an example, the fairing 30 may have a through hole. The through hole connects the inside and outside of the fairing 30. The first propeller 11 has a plurality of blades 40. The blades 40 may include a blade root 41 and a free portion. A portion of the blade root 41 extends into the through hole, and the portion of the blade root 41 located outside the fairing 30 is a plate-like structure. In some embodiments, the fairing 30 and the blades 40 can both be connected to the first electric motor 12.

[0204] In some embodiments, taking the tilt rotor 10 as an example, the blade 40 may further include a propeller shaft. One end of the propeller root 41 is connected to the propeller shaft, and the other end of the propeller root 41 is connected to the free portion 42. The propeller shaft may be inserted into the through hole of the fairing 30 to be connected to the propeller hub. The propeller shaft may be located inside the fairing 30, and the propeller shaft is not exposed.

[0205] The angle β between the blade root 41 and the central axis of the fairing 30 may be, but is not limited to, 20°, 30°, 40°, and 50°.

[0206] In some possible implementations, see Figure 1 and Fig.17 As shown, the number of the tilt-rotor wings 10 is 2N. Parts of the 2N tilt-rotor wings 10 are symmetrically arranged on the tail 103. Parts of the 2N tilt-rotor wings 10 are symmetrically arranged on the wing 102, and the tilt-rotor wings 10 are located between the fixed rotor 20 and the fuselage 101, and N is an integer greater than or equal to 2.

[0207] The tilt rotor 10 and the fixed rotor 20 are symmetrically distributed on both sides of the wing 102 to balance the weight of both sides of the wing 102 of the aircraft 100, thereby facilitating the control of the aircraft 100 and maintaining the flight stability of the aircraft 100.

[0208] Since the fixed rotor 20 adopts a distributed electric engine, the fan 1221 and the motor structure for driving the fan 1221 do not need to be arranged in the fixed rotor 20, so the weight of the fixed rotor 20 is lighter than the tilt-rotor 10. The lighter fixed rotor 20 can be located on the side of the tilt-rotor 10 away from the fuselage 101, which can reduce the load borne by the wing 102, and thus the strength requirements for the wing 102 can be reduced. Since the lighter fixed rotor 20 is arranged on the side of the wing 102 away from the fuselage 101, the strength requirements for the wing 102 can be reduced, and therefore, the thickness of the wing 102 can be appropriately reduced to reduce the weight of the wing 102, which is conducive to reducing the overall weight of the aircraft 100 and improving the endurance. Since the tilt-rotor 10 adopts an integrated electric engine, the overall structural layout of the tilt-rotor 10 is compact, and the layout space occupied by the tilt-rotor 10 is small.

[0209] 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 aircraft (100), characterized in that: include: A fuselage (101), wherein wings (102) are provided on both sides of the fuselage (101), and a tail fin (103) is provided at the tail of the fuselage (101); A tilt-rotor (10), wherein the tilt-rotor (10) is symmetrically arranged on at least one of the tail (103), the wing (102) and the fuselage (101), the tilt-rotor (10) comprises a first propeller (11) and a first electric motor (12), the first electric motor (12) is transmission-connected to the first propeller (11), and the first electric motor (12) is an integrated electric motor; A fixed rotor (20), wherein the fixed rotor (20) is symmetrically mounted on the wings (102) on both sides of the fuselage (101), and the fixed rotor (20) comprises a second propeller (21) and a second electric engine (22), wherein the second electric engine (22) is transmission-connected to the second propeller (21), and the second electric engine (22) is a distributed electric engine.

2. The aircraft (100) according to claim 1, characterized in that: The first electric engine (12) comprises a first power motor (121) and a first heat dissipation system (122); the integrated electric engine is an integrated structure formed by integrating the first power motor (121) and the first heat dissipation system (122).

3. The aircraft (100) according to claim 2, characterized in that: The first heat dissipation system (122) comprises: a fan (1221), a drive motor (1222) and a first radiator (1223) arranged along the axial direction of the first power motor (121); the drive motor (1222) is transmission-connected to the fan (1221); the drive motor (1222) is fixed on a housing of the first power motor (121); and the first radiator (1223) is used for dissipating heat from the first power motor (121); The fan (1221) is located between the drive motor (1222) and the first radiator (1223), and the fan (1221) and the first propeller (11) jointly dissipate heat from the first radiator (1223).

4. The aircraft (100) according to claim 3, characterized in that: A first liquid cooling channel (121a) is provided in the first power motor (121), and the first radiator (1223) and the first liquid cooling channel (121a) form a first cooling medium circulation loop; the first heat dissipation system (122) also includes a first liquid return pipe (1224) and a first liquid supply pipe (1225), the first liquid return pipe (1224) and the first liquid supply pipe (1225) are both rigid pipes, and the first radiator (1223) is rigidly connected to the first power motor (121) via the first liquid return pipe (1224) and the first liquid supply pipe (1225); One end of the first liquid return pipe (1224) and the first liquid supply pipe (1225) are respectively connected to the first liquid cooling channel (121a), and the other ends of the first liquid return pipe (1224) and the first liquid supply pipe (1225) are fixedly connected to the first radiator (1223), and the first radiator (1223) forms the first cooling medium circulation loop with the first liquid cooling channel (121a) through the first liquid return pipe (1224) and the first liquid supply pipe (1225).

5. The aircraft (100) according to claim 4, characterized in that: The driving motor (1222) is a pump motor, which is fixed to the housing of the first power motor (121), and is used to drive the flow of cooling medium in the first cooling medium circulation loop.

6. The aircraft (100) according to any one of claims 3 to 5, characterized in that: A plurality of flow paths are formed between the first propeller (11) and the fan (1221), and the flow paths are used to flow the airflow generated by the rotation of the first propeller (11) to the air inlet side (1221a) of the fan (1221); the first power motor (121) comprises a stator (1211) and a rotor (1212), An air gap (121b) is formed between the rotor (1212) and the stator (1211), and a first flow path is formed between the first propeller (11) and the air inlet side (1221a) of the fan (1221) through the air gap (121b); or The rotor (1212) is provided with a rotor through hole (1212a), and a second flow path is formed between the first propeller (11) and the air inlet side (1221a) of the fan (1221) through the rotor through hole (1212a); or A third flow path is formed between the first propeller (11) and the air inlet side (1221a) of the fan (1221) on the outer peripheral side of the first power motor (121).

7. The aircraft (100) according to any one of claims 3 to 5, characterized in that: The first heat dissipation system (122) further comprises a flow guiding structure (1227), wherein the flow guiding structure (1227) is located between the driving motor (1222) and the fan (1221), and the flow guiding structure (1227) is used to guide at least part of the airflow to the middle area of ​​the fan (1221), so that the fan (1221) guides the airflow to the middle area of ​​the first heat sink (1223).

8. The aircraft (100) according to claim 7, characterized in that: The guide structure (1227) comprises a plurality of guide fins (12271), one ends of the plurality of guide fins (12271) are fixedly connected, and the other ends of the plurality of guide fins (12271) are arranged at intervals along the circumference of the fan (1221); Each of the guide fins (12271) is arranged obliquely relative to the central axis of the fan (1221), so that a first guide path (1227a) and a second guide path (1227b) are formed between each of the guide fins (12271); The first guide path (1227a) is used to guide part of the airflow to the fan (1221) along the vertical direction, and the second guide path (1227b) is used to guide part of the airflow from the outer side of the guide structure (1227) to the inner side of the guide structure (1227), and from the inner side to the middle area of ​​the fan (1221).

9. The aircraft (100) according to any one of claims 3 to 5, characterized in that: The fan (1221) comprises: A wheel hub (1201), the wheel hub (1201) being drivingly connected to the driving motor (1222); A plurality of fan blades (1202), wherein the plurality of fan blades (1202) are arranged at intervals along the circumference of the hub (1201) and are fixedly connected to the hub (1201); At least one group of airflow channels is provided on the hub (1201), and the airflow channels are used to guide at least part of the airflow in the middle area of ​​the fan (1221) to the middle area of ​​the first heat sink (1223); the number of the airflow channels is two groups, and the two groups of airflow channels are respectively a first group of airflow channels (1201a) and a second group of airflow channels (1201b), and the first group of airflow channels (1201a) and the second group of airflow channels (1201b) are distributed at intervals along the radial direction of the hub (1201); Furthermore, the first group of airflow channels (1201a) is close to the center of the hub (1201).

10. The aircraft (100) according to claim 1, characterized in that: The second electric engine (22) comprises a second power motor (221) and a second heat dissipation system (222), wherein the second power motor (221) and the second heat dissipation system (222) are arranged separately to form the distributed electric engine, wherein the second power motor (221) is transmission-connected to the second propeller (21), and the second heat dissipation system (222) is used to dissipate heat for the second power motor (221).

11. The aircraft (100) according to claim 10, characterized in that: The second heat dissipation system (222) comprises a second heat sink (2221), wherein the second heat sink (2221) and the second power motor (221) are staggered in the direction of the central axis of the second power motor (221); and further comprises a first arm (104), wherein the fixed rotor (20) is fixedly connected to the wing (102) via the first arm (104), and the fixed rotor (20) is arranged on both sides of the wing (102); The second radiator (2221) is located on the first machine arm (104), and is located at different positions from the second power motor (221) in the extension direction of the first machine arm (104).

12. The aircraft (100) according to claim 11, characterized in that The central axis direction of the second power motor (221) intersects with the extension direction of the first machine arm (104); When the second propeller (21) is opposite to the first machine arm (104), the second propeller (21) and the second radiator (2221) at least partially overlap in the axial direction of the second power motor (221), so that the airflow generated by the rotation of the second propeller (21) blows toward the second radiator (2221).

13. The aircraft (100) according to claim 11, characterized in that: The second power motor (221) has a second liquid cooling channel (221a); A second cooling medium circulation loop is formed between the second liquid cooling channel (221a) and the second radiator (2221); the second heat dissipation system (222) further comprises a second liquid return pipe (2222) and a second liquid supply pipe (2223); One end of the second liquid return pipe (2222) and the second liquid supply pipe (2223) are respectively connected to the second liquid cooling channel (221a), and the other ends of the second liquid return pipe (2222) and the second liquid supply pipe (2223) are respectively connected to the second radiator (2221), and the second radiator (2221) forms the second cooling medium circulation loop through the second liquid return pipe (2222), the second liquid supply pipe (2223) and the second liquid cooling channel (221a); ​​the second heat dissipation system (222) comprises a liquid pump (2224), and the liquid pump (2224) is fixedly connected to the second power motor (221), and the liquid pump (2224) is used to drive the cooling medium flow of the second cooling medium circulation loop.

14. The aircraft (100) according to claim 1, characterized in that: The tilt rotor (10) and the fixed rotor (20) both include a fairing (30), and the first propeller (11) and the second propeller (21) both include blades (40); The blade (40) includes a blade root (41), the blade root (41) is located outside the fairing (30), the blade root (41) cooperates with the fairing (30), and the blade root (41) is a plate-like structure; an angle is formed between a width extension direction of the blade root (41) and a central axis of the fairing (30), and the angle is less than or equal to 55°.

15. The aircraft (100) according to claim 1, characterized in that: The number of the tilt-rotors (10) is 2N, parts of the 2N tilt-rotors (10) are symmetrically arranged on the tail wing (103), parts of the 2N tilt-rotors (10) are symmetrically arranged on the wing (102), and the tilt-rotors (10) are located between the fixed rotor (20) and the fuselage (101), wherein N is an integer greater than or equal to 2.

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