aircraft

Abstract

This application provides an aircraft, relating to the field of aircraft technology. The aircraft includes a fuselage, a tiltrotor, and a fixed rotor. Wings are located on both sides of the fuselage, and a tail fin is located at the rear of the fuselage. The tiltrotor is symmetrically arranged on at least one of the tail fin, wings, and fuselage. The tiltrotor includes a first propeller and a first electric motor, which is drivenly connected to the first propeller and is an integrated electric motor. The fixed rotor is symmetrically mounted on the wings on both sides of the fuselage and includes a second propeller and a second electric motor, which is drivenly connected to the second propeller and is a distributed electric motor. The aircraft of this application can solve the problem that current electric motors are difficult to balance in terms of size, weight, and heat dissipation efficiency, making it difficult to achieve efficient flight of the aircraft.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more particularly to an aircraft. Background Technology

[0002] Electric vertical take-off and landing (eVTOL) aircraft are aircraft that use electricity as their flight power source and have vertical take-off and landing capabilities. They are characterized by vertical take-off and landing, intelligent operation, low noise, low emissions, easy maintenance, and high safety.

[0003] Electric vertical takeoff and landing (EVTOL) aircraft (hereinafter referred to as aircraft) include an electric motor. The electric motor is used to provide power to the aircraft. During flight, the electric motor generates heat, which needs to be cooled. In related technologies, electric motors struggle to balance size, weight, and cooling efficiency, thus affecting the normal flight of the aircraft. Summary of the Invention

[0004] This application aims to provide an aircraft to solve the problem that current electric motors are difficult to balance in terms of size, weight, and heat dissipation, thus making it difficult to achieve efficient flight.

[0005] This application provides an aircraft, which includes:

[0006] The fuselage has wings on both sides and a tail fin at the rear.

[0007] A tiltrotor, symmetrically disposed on at least one of the tail fin, the wing and the fuselage, the tiltrotor including a first propeller and a first electric motor, the first electric motor being connected to the first propeller in a transmission, and the first electric motor being an integrated electric motor;

[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 motor. The second electric motor is connected to the second propeller and is a distributed electric motor.

[0009] The aircraft provided in this application includes a tiltrotor and a fixed rotor. Stable operation of the aircraft can be achieved through the tiltrotor and fixed rotor. The first electric motor of the tiltrotor is an integrated electric motor, which helps to reduce the space occupied by the first electric motor, thereby reducing the size of the aircraft. The second electric motor of the fixed rotor is a distributed electric motor. The airflow generated by the rotation of the second propeller can be used to dissipate heat from the second electric motor, which is beneficial for the weight reduction design of the second electric motor, thus helping to reduce the weight of the aircraft.

[0010] In one possible implementation, the first electric motor includes a first power motor and a first cooling system, and the integrated electric motor is a one-piece structure formed by integrating the first power motor and the first cooling system together.

[0011] In one 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 tractively connected to the fan and drives 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 from the first power motor.

[0012] The fan is located between the drive motor and the first heat sink, and the fan and the first propeller work together to dissipate heat from the first heat sink.

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

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

[0015] Furthermore, one end of the first return pipe and the first supply pipe are respectively connected to the first liquid cooling channel, and the other end of the first return pipe and the first 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 return pipe and the first supply pipe.

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

[0017] In one possible implementation, multiple flow paths are formed between the first propeller and the fan, the flow paths being used to direct the airflow generated by the rotation of the first propeller to the air intake side of the fan.

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

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

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

[0021] In one possible implementation, the first heat dissipation system further includes a flow guiding structure located between the drive motor and the fan, the flow guiding structure being used to guide at least a portion of the airflow to the central region of the fan, so that the fan guides the airflow to the middle region of the first heat sink.

[0022] In one possible implementation, the airflow guiding structure includes a plurality of airflow guiding fins, one end of each plurality of airflow guiding fins being fixedly connected, and the other ends of the plurality of airflow guiding fins being arranged at intervals along the circumference of the fan.

[0023] Furthermore, each of the aforementioned guide fins is inclined relative to the central axis of the fan, so that a first guide path and a second guide path are formed between the respective guide fins;

[0024] The first airflow path is used to guide a portion of the airflow along the vertical direction to the fan, and the second airflow path is used to guide a portion of the airflow from the outer side of the airflow guide fin to the inner side of the airflow guide fin, and from the inner side to the central region of the fan.

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

[0026] A wheel hub, which is connected to the drive motor via a transmission connection;

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

[0028] At least one set of airflow channels is provided on the hub, and the airflow channels are used to guide at least part of the airflow in the central region of the fan to the central region of the first radiator.

[0029] In one possible implementation, the number of airflow channels is two sets, namely a first set of airflow channels and a second set of airflow channels, and the first set of airflow channels and the second set of airflow channels are distributed at a radial interval along the hub.

[0030] Furthermore, the first set of airflow channels is located near the center of the wheel hub.

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

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

[0033] In one possible implementation, a first arm is also included, through which the fixed rotor is fixedly connected to the wing, and the fixed rotor is arranged on both sides of the wing;

[0034] The second heat sink is located on the first arm and at different positions on the first arm in the extension direction, respectively, as is the second power motor.

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

[0036] When the second propeller is opposite to the first arm, the second propeller and the second radiator are at least partially overlapped 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 one possible implementation, the second power motor has a second liquid-cooled flow channel;

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

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

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

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

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

[0043] The blade includes a blade root located outside the fairing and engaging with the fairing. The blade root has a plate-like structure.

[0044] In one possible implementation, the width extension direction of the propeller root forms an angle with the central axis of the fairing, the angle being less than or equal to 55°.

[0045] In one possible implementation, the number of tilt rotors is 2N, with portions of the 2N tilt rotors symmetrically arranged on the tail fin and portions of the 2N tilt rotors symmetrically arranged on the wings, and the tilt rotors are located between the fixed rotor and the fuselage, where N is an integer greater than or equal to 2. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 A schematic diagram of the structure of the aircraft provided in the embodiments of this application;

[0048] Figure 2 This is a schematic diagram of the tilt rotor provided in an embodiment of this application;

[0049] Figure 3 This is a schematic diagram of the structure of the fixed rotor provided in an embodiment of this application;

[0050] Figure 4 This is a schematic diagram of the structure of the first electric motor provided in an embodiment of this application;

[0051] Figure 5 A cross-sectional view of the first electric motor provided in an embodiment of this application;

[0052] Figure 6 This is a schematic diagram of the airflow direction within the first electric motor provided in an embodiment of this application;

[0053] Figure 7 A simulation diagram of airflow velocity within the first electric motor provided in an embodiment of this application;

[0054] Figure 8 A schematic diagram illustrating the airflow direction in the three-dimensional structure of the airflow guide structure and fan provided in the embodiments of this application;

[0055] Figure 9 A schematic diagram of the airflow direction in the cross-sectional structure of the airflow guide structure and the fan provided in the embodiments of this application;

[0056] Figure 10 A schematic diagram showing the angle between the guide fins and the central axis of the first power motor provided in an embodiment of this application;

[0057] Figure 11 A three-dimensional structural diagram of the fan provided in an embodiment of this application;

[0058] Figure 12 This is a schematic diagram of the structure of the second electric motor provided in an embodiment of this application;

[0059] Figure 13 This is a schematic diagram of the airflow direction of a fixed rotor provided in an embodiment of this application;

[0060] Figure 14 A schematic diagram showing the included angle between the propeller blade and the central axis of the fairing, provided for an embodiment of this application;

[0061] Figure 15 This is a schematic diagram of the main structure of the propeller blade and fairing provided in an embodiment of this application;

[0062] Figure 16 A top view of the propeller blades and fairing provided in an embodiment of this application;

[0063] Figure 17 This is a top-view structural diagram of the aircraft provided in an embodiment of this application.

[0064] Explanation of reference numerals in the attached figures:

[0065] 100 - Aircraft;

[0066] 101-Fuselage; 102-Wing; 103-Tail; 104-First Arm; 105-Second Arm; 106-Nacelle;

[0067] 10- Tilting rotor;

[0068] 11-First propeller; 12-First electric motor;

[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 heat dissipation system;

[0071] 1221 - Fan; 1221a - Inlet side; 1221b - Outlet side; 1201 - Hub; 1201a - First airflow channel; 1201b - Second airflow channel; 1202 - Fan blade;

[0072] 1222 - Drive motor;

[0073] 1223 - First radiator;

[0074] 1224 - First return pipe;

[0075] 1225 - First 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 motor;

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

[0079] 2221 - Second radiator; 2222 - Second return pipe; 2223 - Second supply pipe; 2224 - Liquid pump;

[0080] 30 - Fairing;

[0081] 40 - Blade; 41 - Blade root; 42 - Free section. Detailed Implementation

[0082] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort 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 construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0084] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the connection within two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0085] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0086] In the above description, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0087] This application provides an aircraft, which can be an electric vertical take-off and landing (eVTOL) aircraft, or other types of aircraft.

[0088] Electric vertical takeoff and landing (EVTOL) aircraft (hereinafter referred to as aircraft) include electric motors. These electric motors provide power to the aircraft. During flight, the electric motors generate heat, therefore, they are equipped with radiators. However, existing electric motors are relatively large and heavy, which can easily lead to an increase in the size and weight of the aircraft. If the electric motor is too small, there will be insufficient space for heat dissipation, which can affect the cooling effect. Current electric motors struggle to balance size, weight, and heat dissipation, making it difficult to achieve efficient flight for the aircraft.

[0089] Based on the aforementioned technical problems, this application provides an aircraft. The aircraft includes a tiltrotor and a fixed rotor. Stable operation of the aircraft can be achieved through the tiltrotor and fixed rotor. The first electric motor of the tiltrotor is an integrated electric motor, which helps to reduce the space occupied by the first electric motor, thereby reducing the size of the aircraft. It has advantages in installation and arrangement and can effectively utilize the wind power of the propeller. The second electric motor of the fixed rotor is a distributed electric motor. The airflow generated by the rotation of the second propeller can be used to dissipate heat from the second electric motor, which is beneficial for the weight reduction design of the second electric motor, reducing the weight of the aircraft, and effectively reducing costs. When the distributed electric motor is arranged further out of the wing, the challenge to the structural strength of the wing is lower.

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

[0091] Figure 1 This is a structural schematic diagram of an aircraft 100 provided in an embodiment of this application. Figure 1 The aircraft 100 shown is for illustrative purposes only and does not constitute a limitation on the specific structure and shape of the aircraft 100. Figure 2 This is a schematic diagram of the structure of a tilting rotor 10 of an aircraft 100 provided in an embodiment of this application. Figure 3 This is a structural schematic diagram of a fixed rotor 20 of an aircraft 100 in a fixed state, provided as an embodiment of this application.

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

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

[0094] A tiltrotor 10 is symmetrically disposed on at least one of the tail fin 103, wing 102, and fuselage 101. The tiltrotor 10 may include a first propeller 11 and a first electric motor 12. The first electric motor 12 is drivenly connected to the first propeller 11 and is an integrated electric motor. The first electric motor 12 can drive the first propeller 11 to rotate. The rotating first propeller 11 provides power to 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 connected to the second propeller 21 and is a distributed electric motor. The second electric motor 22 can be used to drive the second propeller 21 to rotate, thereby providing power to the aircraft 100.

[0096] The tiltrotor 10 can rotate between horizontal and vertical positions to adjust the flight attitude of the aircraft 100. During vertical takeoff and landing, the tiltrotor 10 is perpendicular to the ground. The high-speed rotation of the fixed rotor 20 and the tiltrotor 10 generates upward lift, enabling the aircraft 100 to overcome gravity for takeoff and landing. During the cruise phase, the tiltrotor 10 gradually tilts to a horizontal position. The wing 102 provides lift, while the tiltrotor 10 provides forward thrust, allowing the aircraft 100 to achieve long-range flight at higher speeds.

[0097] It should be noted that the tiltrotor 10 remains operational almost continuously throughout the entire flight 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 heat from the first electric motor 12, thus achieving the desired cooling effect. Furthermore, it is easy to understand that an integrated electric motor means that the structure of the first electric motor 12 is integrated into a single unit. Therefore, the first electric motor 12 has a compact structure, which helps to reduce the space occupied by the first electric motor 12, thereby reducing the volume of the aircraft 100.

[0098] The fixed rotor 20 operates during the vertical ascent, descent, and hovering phases of the aircraft 100, and ceases operation during level flight. Therefore, when the fixed rotor 20 is operational, the rotation of the second propeller 21 provides airflow to the second electric motor 22 to meet its cooling requirements. Thus, the second electric motor 22 can be a distributed electric motor. The airflow generated by the rotating second propeller 21 is used to cool the second electric motor 22. The corresponding cooling structure for the second electric motor 22 is not integrated into the casing of the second electric motor 22; instead, it provides air cooling to the second radiator 2221 through the airflow generated by the second propeller 21, effectively improving the cooling performance of the second electric motor 22. This eliminates the need for a separate fan unit, thus contributing to the weight reduction design of the fixed rotor 20.

[0099] In summary, the tilt rotor 10 and fixed rotor 20 enable stable operation of the aircraft 100. The first electric motor 12 of the tilt rotor 10 is an integrated electric motor; this compact structure reduces the space required for its arrangement, improving the space utilization of the aircraft 100. The second electric motor 22 of the fixed rotor 20 is a distributed electric motor. The heat dissipation structure for the second electric motor 22 within the fixed rotor 20 is not integrated into the casing of the second electric motor 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 utilized to the maximum extent. This improves the heat dissipation effect on the second electric motor 22 and eliminates the need for a fan, contributing to weight reduction and cost control of the aircraft 100.

[0100] The tiltrotor 10 can be mounted on the tail 103 and / or the wing 102 and / or the fuselage 101. For example Figure 1 As shown, tilt rotors 10 can be installed on both the wing 102 and the tail 103.

[0101] Fixed rotors 20 can be mounted on wings 102. At least one fixed rotor 20 can be mounted on each of the wings 102 on either side of the fuselage 101. For example... Figure 1 As shown, the fuselage 101 can be equipped with four tiltrotor rotors 10 and four fixed rotors 20. Specifically, each of the wings 102 on both sides of the fuselage 101 has one tiltrotor rotor 10, and each of the wings 102 on both sides of the fuselage 101 has two fixed rotors 20. The tail fin 103 has one tiltrotor rotor 10 on each of its left and right sides.

[0102] In some embodiments, the aircraft 100 may further include arms. The arms may be connected to the wing 102. The tilt rotor 10 and the fixed rotor 20 can be fixed to the wing 102 via the arms. In this embodiment, the arms can be distinguished as a first arm 104 and a second arm 105. The fixed rotor 20 may be disposed on the first arm 104. The tilt rotor 10 may be disposed 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. A tiltrotor 10 may be mounted on the tail 103 via the nacelle 106, and in some embodiments, the tiltrotor 10 includes a power battery. The first electric motor 12 may further include a motor controller, cables, and other accessories. The first electric motor 12 can convert electrical energy into mechanical energy. In practical implementations, 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, and related accessories. The second electric motor 22 can convert electrical energy into mechanical energy. In practical implementation, the second electric motor 22 can also be referred to as a distributed electric propulsion system.

[0105] Figure 4 This is a schematic diagram of the structure of the first electric motor 12 provided in the embodiments of this application. Figure 5 This is a cross-sectional view of the first electric motor 12 provided in an embodiment of this application. Figure 6 This is a schematic diagram of the airflow direction within the first electric motor 12 provided in an embodiment of this application.

[0106] See also some of the possible implementation methods. Figure 2 and Figure 4 As shown, the first electric motor 12 in this embodiment may include a first power motor 121 and a first cooling system 122. The integrated electric motor is a one-piece structure formed by integrating the first power motor 121 and the first cooling system 122 together.

[0107] The first power motor 121 is connected to the first propeller 11 for transmission. The first power motor 121 provides power to the first propeller 11 to drive it to rotate. The first power motor 121 generates a large amount of heat during operation, which needs to be dissipated by the first heat dissipation system 122. The first power motor 121 may include a rear cover 1213 for protection.

[0108] The first power motor 121 and the first cooling system 122 are integrated together to form an integrated electric motor. See also Figures 4 to 6As shown, the first cooling system 122 can be integrated below the first power motor 121. Therefore, the integrated electric motor has a compact structure, which helps save space in the aircraft 100, thereby reducing its size. Furthermore, integrating the first power motor 121 and the first cooling system 122 together facilitates the assembly of the aircraft 100, reducing assembly steps and improving assembly efficiency. In this way, with the first cooling system 122 positioned below the first power motor 121, a portion of the airflow generated at the root of the first propeller 11 can be effectively utilized to improve heat dissipation performance.

[0109] See also some of the possible implementation methods. Figure 5 and Figure 6 As shown, the first heat dissipation system 122 of this application embodiment may include a fan 1221, a drive motor 1222, and a first heat sink 1223 arranged along the axial direction of the first power motor 121. The drive motor 1222 is drive-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 drive motor 1222 can be connected to the housing of the first power motor 121. The drive motor 1222 can be connected to the fan 1221. The fan 1221 is located on the side of the drive motor 1222 facing away from the first power motor 121. The drive motor 1222 can drive the fan 1221 to rotate through the transmission shaft. In this way, the fan 1221 can drive the air to flow downwards and form an airflow to remove the heat from the first power motor 121.

[0111] The fan 1221 can be located between the drive motor 1222 and the first heat sink 1223. The first heat sink 1223 can be used to dissipate heat from the first drive motor 121, and the first heat sink 1223 can be thermally connected to the first drive motor 121. The heat generated by the first drive motor 121 during operation can be transferred to the first heat sink 1223, so that the first drive motor 121 can be cooled by the first heat sink 1223.

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

[0113] Specifically, the rotation of the first propeller 11 drives air to flow downwards from the propeller 11, forming an airflow. Furthermore, the drive motor 1222 drives the fan 1221 to rotate. Thus, the rotation of the fan 1221 further drives the airflow downwards from the fan 1221. Since the heat from the first motor 121 can be transferred to the first radiator 1223, which can be used to dissipate heat from the first motor 121, by positioning the fan 1221 between the drive motor 1222 and the first radiator 1223, the downward airflow generated by the fan 1221 can carry away the heat from the first radiator 1223, thereby achieving heat dissipation for the first motor 121.

[0114] In some embodiments, the fan 1221 can be driven by the drive motor 1222 via 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 heat sink 1223 can be located on the side of the fan 1221 facing away from the drive motor 1222. For example Figure 6 In this configuration, the first heat sink 1223 can be located below the fan 1221. The fan 1221 drives the surrounding air downwards, allowing the airflow to pass through the first heat sink 1223. Thus, the airflow generated when the fan 1221 is operating carries away the heat absorbed by the first motor 121 on the first heat sink 1223, thereby achieving air cooling of the first heat sink 1223 and accelerating the release of heat from it.

[0115] See also some of the possible implementation methods. Figure 4 As shown, the first power motor 121 is provided with a first liquid cooling channel 121a. 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 inside the first motor 121, during the flow of the cooling medium in the first cooling medium circulation loop, the cooling medium can flow through the first motor 121 and the first radiator 1223, thereby transferring the heat generated by the first motor 121 during operation to the first radiator 1223 through the circulation of the cooling medium. Then, the heat on the first radiator 1223 can be removed by the airflow generated by the fan 1221, thereby achieving heat dissipation for the first motor 121.

[0117] The first radiator 1223 can have a large heat dissipation surface to quickly release heat to the external environment. Furthermore, the airflow generated by the fan 1221 can also act on the heat dissipation surface of the first radiator 1223. Therefore, the airflow generated by the first radiator 1223 and the fan 1221 can work together to improve the heat dissipation efficiency of the first radiator 1223, which is beneficial for improving the heat dissipation efficiency of the first motor 121.

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

[0119] See also some of the possible implementation methods. Figure 1 As shown, the first heat dissipation system 122 may further include a first return pipe 1224 and a first supply pipe 1225. Both the first return pipe 1224 and the first supply pipe 1225 are rigid pipes. The first radiator 1223 is rigidly connected to the first power motor 121 through the first return pipe 1224 and the first supply pipe 1225. Therefore, the first return pipe 1224 and the first supply pipe 1225 can form a support structure to fix the first radiator 1223 to the first power motor 121.

[0120] The first liquid supply pipe 1225 can be used to supply a low-temperature cooling medium to the first power motor 121. The low-temperature cooling medium flows within the first liquid cooling channel 121a of the first power motor 121, absorbing heat from the motor and raising its temperature to become a high-temperature cooling medium. This high-temperature cooling medium can then flow into the first radiator 1223 through the first liquid return pipe 1224. In other words, the first radiator 1223 contains a high-temperature cooling medium at this time.

[0121] Because 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 inside the first radiator 1223 can be cooled. The temperature of the cooling medium inside the first radiator 1223 can gradually decrease to form a low-temperature cooling medium. The low-temperature cooling medium can flow back into the first liquid cooling pipe of the first power motor 121 through the first liquid supply pipe 1225 to continue to dissipate heat from the first power motor 121. In summary, the cooling medium can circulate in the first cooling medium circulation loop to continuously dissipate heat from the first power motor 121, thereby ensuring the normal operation of the aircraft 100.

[0122] In some examples, one end of the first return pipe 1224 and the first supply pipe 1225 are respectively connected to the first liquid cooling channel 121a. The other end of the first return pipe 1224 and the first 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 return pipe 1224 and the first supply pipe 1225.

[0123] See also some of the possible implementation methods. Figures 4 to 6 As shown, the drive motor 1222 is a pump motor. The pump motor is fixed on the housing of the first power motor 121, and the pump motor is used to drive the flow of cooling medium in the first cooling medium circulation loop.

[0124] The pump motor (drive motor 1222) can be located on the first cooling medium circulation loop. By setting 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 removing the heat from the first radiator 1223 and ensuring the normal operation of the first electric motor 12.

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

[0126] It should be noted that the drive motor 1222 can function as a pump motor to drive the cooling medium to flow within the first cooling medium circulation loop. Furthermore, the drive motor 1222 can also drive the fan 1221 to rotate. Since the drive motor 1222 can perform both functions, compared to driving the fan 1221 and the cooling medium flow separately with two independent motors, on the one hand, the number of components in the first electric motor 12 can be reduced, which helps lower the manufacturing cost of the first electric motor 12. On the other hand, it reduces the possibility of two motors occupying a large space, leading to an increase in the size and weight of the first electric motor 12.

[0127] See also some of the possible implementation methods. Figure 6 As shown, multiple flow paths are formed between the first propeller 11 and the fan 1221 (e.g. Figure 6 (See flow paths a1, a2, and a3). The flow paths are used to direct the airflow generated by the rotation of the first propeller 11 to the air intake side 1221a of the fan 1221.

[0128] It should be noted that the fan 1221 can generate airflow to dissipate heat from the first heat sink 1223. The air intake side 1221a of the fan 1221 can refer to the side of the fan 1221 facing the first power motor 121. The air outlet side 1221b of the fan 1221 can refer to the side of the fan 1221 facing the first heat sink 1223. Therefore, the airflow from the air outlet side 1221b of the fan 1221 can be directed towards the first heat sink 1223.

[0129] In this embodiment of the application, by setting multiple flow paths, a large amount of high-speed airflow generated by the first propeller 11 can flow more towards the first power motor 121, so as to facilitate air cooling of the first power motor 121 through multiple flow paths.

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

[0131] See also some of the possible implementation methods. 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. A first flow path (e.g., ...) is formed between the first propeller 11 and the air inlet side 1221a of the fan 1221 through the air gap 121b. Figure 6 (See the flow path a1 shown in the diagram).

[0132] Thus, since the air gap 121b forms the first flow path between the stator 1211 and the rotor 1212 of the first motor 121, a portion of the high-speed airflow generated when the first propeller 11 rotates passes through the first motor 121. This reduces the obstruction of the airflow by the first motor 121, allowing more high-speed airflow to flow to the fan 1221. Consequently, the fan 1221 can provide more high-speed airflow to the first radiator 1223, thus improving the heat dissipation effect of the first radiator 1223.

[0133] In addition, the high-speed airflow generated when the first propeller 11 rotates can carry away some of the heat from the first power motor 121 when it passes through the first flow path, which helps to dissipate heat from the first power motor 121 and thus improves the heat dissipation effect of the first electric motor 12.

[0134] The rotor 1212 has a rotor through hole 1212a. 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 (e.g., Figure 6 (See the flow path a2).

[0135] The second flow path formed by the rotor through hole 1212a facilitates the passage of the high-speed airflow generated when the first propeller 11 rotates through the first power motor 121, further reducing the obstruction effect of the first power motor 121 on the high-speed airflow and further increasing the airflow to the fan 1221.

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

[0137] A third flow path (e.g., between the first propeller 11 and the air inlet side 1221a of the fan 1221) is formed on the outer periphery of the first power motor 121. Figure 6 (As shown in the flow path a3). The third flow path enables the high-speed airflow generated when the first propeller 11 rotates to flow from the outer periphery of the first power motor 121 to the fan 1221, which facilitates increasing the airflow to the fan 1221.

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

[0139] Figure 7 Simulation diagram of airflow velocity within the first electric motor 12 provided for embodiments of this application. Figure 8 This is a schematic diagram of the airflow direction in the three-dimensional structure of the airflow guide structure 1227 and the fan 1221 provided in the embodiments of this application. Figure 9 This is a schematic diagram of the airflow direction in the cross-sectional structure of the airflow guide structure 1227 and the fan 1221 provided in the embodiments of this application.

[0140] See also some of the possible implementation methods. Figure 6 , Figure 8 and Figure 9 As shown, the first heat dissipation system 122 also includes a flow guiding structure 1227. The flow guiding structure 1227 is located between the drive motor 1222 and the fan 1221. The flow guiding structure 1227 is used to guide at least a portion of the airflow to the central region of the fan 1221, so that the fan 1221 directs the airflow to the central region of the first heat sink 1223.

[0141] Along the axial direction of fan 1221 (e.g.) Figure 6In the Y direction, the drive motor 1222, the first power motor 121, and the airflow guiding structure 1227 can all be located on the air intake side 1221a. The first heat sink 1223 can be located on the air outlet side 1221b. The fan 1221 is located between the airflow guiding structure 1227 and the first heat sink 1223. The airflow guiding structure 1227 is used to guide at least a portion of the airflow from the air intake side 1221a to the central region of the fan 1221.

[0142] During the process of the drive motor 1222 driving the fan 1221 to dissipate heat from the first radiator 1223, the airflow guiding structure 1227 can guide the airflow towards the fan 1221, so that the airflow flows from the air inlet side 1221a of the fan 1221 to the air outlet side 1221b. Specifically, the airflow guiding structure 1227 can guide a portion of the airflow towards the central region of the fan 1221. Without changing the flow area in the central region, by increasing the airflow volume in the central region, the airflow velocity in the central region of the fan 1221 is increased. This reduces the velocity difference between the airflow in the central region of the fan 1221 and the airflow at other locations on the fan 1221, making the velocity distribution of the airflow in each region of the fan 1221 more uniform. This reduces heat backflow caused by the velocity difference in the airflow, lowers or even eliminates the possibility of the drive motor 1222 and the first power motor 121 being reheated by heat backflow, and improves the reliability of the first electric motor 12.

[0143] Furthermore, through the guiding effect of the airflow structure 1227, the airflow in the middle of the fan 1221 can dissipate heat in the middle area of ​​the first radiator 1223, resulting in a more uniform airflow distribution and speed on the first radiator 1223. This significantly improves the heat dissipation efficiency of the first radiator 1223, allowing the first radiator 1223 to effectively dissipate heat from the first motor 121 and ensure its normal operation.

[0144] Based on the above embodiments, the first radiator 1223, fan 1221 and airflow guiding structure 1227 are arranged below the first power motor 121, which can improve the integration and modularity of the first electric motor 12 and facilitate the optimized arrangement of space.

[0145] Based on the above embodiments, by Figure 7As shown in the simulated airflow velocity distribution diagram at different locations on the first electric motor 12, by setting the airflow guiding structure 1227 in the first electric motor 12, the airflow velocity difference between the central region of the fan 1221 and other regions of the fan 1221 is significantly reduced when the first electric motor 12 is running. The airflow distribution on the first radiator 1223 is more uniform, which can effectively solve the heat backflow phenomenon caused by the velocity difference, improve the heat dissipation effect of the first electric motor 12, and improve the reliability of the first electric motor 12.

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

[0147] See also some of the possible implementation methods. Figure 8 As shown, the airflow guiding structure 1227 may include multiple airflow guiding fins 12271. One end of each of the multiple airflow guiding fins 12271 is fixedly connected. The other ends of the multiple airflow guiding fins 12271 are arranged at intervals along the circumference of the fan 1221. The number of airflow guiding fins 12271 can be 3, 6, 9, 15, 20 or even more.

[0148] Each guide fin 12271 is inclined 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 the guide fins 12271. The first guide path 1227a is used to guide part of the airflow to the fan 1221 in a 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 from the inside to the central region 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 closer 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 outer side of the guide structure 1227. The other end of the second guide path 1227b is close to the inner side of the guide structure 1227. After the airflow enters 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 from the outer side of the guide structure 1227 along the second guide path 1227b to the inner side of the guide structure 1227, and further flow through the inner side of the guide structure 1227 to the central region of the fan 1221 located below the guide structure 1227, so as to provide airflow to the central region 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 closer to the central axis, the inclined guide fin 12271 directs part of the airflow to the central region of the guide structure 1227, and further directs the airflow to the central region of the fan 1221 from the central region of the guide structure 1227. This reduces the airflow velocity difference between the central region of the fan 1221 and other regions, reduces the heat backflow between the fan 1221 and the first radiator 1223 caused by the airflow velocity difference, makes the airflow distribution on the fan 1221 more uniform, and reduces or eliminates the reverse heating of the drive motor 1222 and the first power motor 121 caused by the heat backflow.

[0152] Figure 10 This is a schematic diagram showing the angle between the guide fin 12271 and the central axis of the first power motor 121 provided in the embodiments of this application.

[0153] In some embodiments, see Figure 10 The angle between the guide fin 12271 and the central axis of the first power motor 121 (e.g.) Figure 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 the unreasonable setting of the angle, which would make it difficult to play the role of guiding the airflow, thereby affecting the guiding effect of the second guide path 1227b of the guide structure 1227 on the airflow.

[0155] Figure 11 This is a three-dimensional structural diagram of the fan 1221 provided in an embodiment of this application.

[0156] See also some of the possible implementation methods. Figure 6 , Figure 9 and Figure 11 As shown, the fan 1221 may include a hub 1201 and a plurality of fan blades 1202. The hub 1201 is driven by a drive motor 1222. The plurality of fan blades 1202 are arranged at circumferential intervals along the hub 1201 and are fixedly connected to the hub 1201. At least one set of airflow channels is formed on the hub 1201. The airflow channels are used to guide at least a portion of the airflow in the central region of the fan 1221 to the central region of the first heat sink 1223.

[0157] By providing at least one set of airflow channels on the hub 1201 of the fan 1221, a portion of the airflow flowing towards the central region of the fan 1221 can be guided to the first radiator 1223 through the airflow channels, thereby increasing the airflow in the central region of the fan 1221. This is beneficial for improving the heat dissipation effect of the portion of the first radiator 1223 corresponding to the central region 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] Furthermore, by providing at least one set of airflow channels on the hub 1201, the weight of the hub 1201 can be reduced while achieving the heat dissipation effect on the first radiator 1223, thereby reducing the weight of the first electric motor 12 and consequently reducing the weight of the aircraft 100.

[0159] See also some of the possible implementation methods. Figure 9 and Figure 11 As shown, there can be two sets of airflow channels. The two sets of airflow channels can be a first set of airflow channels 1201a and a second set of airflow channels 1201b. The first set of airflow channels 1201a and the second set of airflow channels 1201b are distributed radially at intervals along the hub 1201, and the first set of airflow channels 1201a is close to the center of the hub 1201.

[0160] By arranging a first set of airflow channels 1201a and a second set of airflow channels 1201b at intervals along the radial direction of the hub 1201, the downward airflow can be made smoother. This increases the flow area of ​​the airflow on the hub 1201 while maintaining its structural strength, thereby increasing the airflow rate and improving the heat dissipation effect on the first radiator 1223. Furthermore, it can reduce the airflow velocity difference between the upper central region of the fan 1221 and other regions, improving heat dissipation in the upper central region of the first radiator 1223, and thus enhancing the heat dissipation effect of the first radiator 1223.

[0161] In some embodiments, the first set of airflow channels 1201a may include a plurality of circular through holes. The plurality of circular through holes are distributed at intervals around the circumference of the hub 1201. The circular through holes facilitate processing, simplify the manufacturing process of the hub 1201, and improve the production efficiency of the fan 1221.

[0162] In some embodiments, the second set of airflow channels 1201b may include a plurality of irregularly shaped through holes, which are distributed circumferentially around the hub 1201.

[0163] The flow area of ​​the second set of airflow channels 1201b can be increased by including multiple irregularly shaped through holes. The irregularly shaped through holes can also be easily adapted to the surface shape of the hub 1201 to maximize the opening of through holes and increase the flow area, thereby increasing the flow area of ​​the irregularly shaped through holes and increasing the airflow on the hub 1201.

[0164] In some embodiments, the airflow guiding structure 1227 is connected to the housing of the first power motor 121. The fan 1221 may also include a fan shroud. The fan shroud surrounds the outer periphery of the plurality of fan blades 1202. The fan shroud is connected to the first heat sink 1223 or the housing of the first power motor 121.

[0165] By installing a fan cover, the fan 1221 can be protected, reducing the impact of external debris on the rotation of the fan 1221 and improving the operational reliability of the first electric motor 12.

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

[0167] Figure 12 This is a schematic diagram of the structure of the second electric motor 22 provided in the embodiments of this application. Figure 13 This is a schematic diagram of the airflow direction of the fixed rotor 20 provided in the embodiments of this application.

[0168] See also some of the possible implementation methods. Figure 3 , Figure 12 and Figure 13 As shown, the second electric motor 22 includes a second power motor 221 and a second cooling system 222. The second power motor 221 and the second cooling system 222 are arranged separately to form a distributed electric motor. The second power motor 221 is drive-connected to the second propeller 21. The second cooling 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 to the second propeller 21 to drive the second propeller 21 to rotate. The second power motor 221 generates a lot of heat during operation, which needs to be dissipated by the second heat dissipation system 222.

[0170] Since the second electric motor 22 is also inactive when the fixed rotor 20 is not operating, there is no need to provide airflow for cooling the second power motor 221. Because 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 cool the second power motor 221. The cooling structure corresponding to the second electric motor 22 within the fixed rotor 20 does not need to be integrated onto the second electric motor 22, which is beneficial for the weight reduction design of the second electric motor 22, thereby contributing to a reduction in the weight of the aircraft 100.

[0171] See also some of the possible implementation methods. Figure 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 offset from each other in the direction of the central axis of the second power motor 221.

[0172] The rotation of the second propeller 21 can drive air to flow downwards from the second propeller 21 and form an airflow. Therefore, by setting the second radiator 2221 and the second motor 221 to be staggered in the direction of the central axis of the second 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 on the second motor 221.

[0173] See also some of the possible implementation methods. Figure 13 As shown, the aircraft 100 may further include a first arm 104. A fixed rotor 20 is fixedly connected to the wing 102 via the first arm 104. The fixed rotor 20 is arranged on both sides of the wing 102. A second radiator 2221 may be located on the first arm 104 and at different positions on the first arm 104 in the extension direction, respectively, as the second power motor 221.

[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 smaller airflow to the second radiator 2221 and thus affecting its heat dissipation efficiency. Therefore, by positioning the second radiator 2221 and the second power motor 221 at different positions along the extension direction of the first arm 104, the second radiator 2221 and the second power motor 221 can be staggered to solve the aforementioned technical problem.

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

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

[0177] See also some of the possible implementation methods. Figure 13 As shown, the central axis of the second power motor 221 intersects 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 second propeller 21 generates airflow can cover at least part of the second radiator 2221, thereby making full use of the airflow generated by the second propeller 21 to improve the heat dissipation efficiency of the second radiator 2221 and improve the operational reliability of the second power motor 221.

[0180] The angle between the central axis of the second power motor 221 and the extension direction of the first arm 104 is not limited. For example, the angle can be 70°, 90°, 120°, 180°, etc.

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

[0182] The second heat sink 2221 may have ventilation holes. The airflow generated by the fan 1221 can pass through the ventilation holes of the second heat sink 2221 to blow the heat on the second heat sink 2221 to the external environment.

[0183] In some embodiments, the through-hole may be located in the middle region 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 of the second power motor 221, the orthographic projection of the second propeller 21 and the orthographic projection of the second heat sink 2221 overlap. For example Figure 13As shown, the orthographic projection of the second heat sink 2221 can be located inside the orthographic projection of the second propeller 21. Most of the airflow generated by the second propeller 21 can be directed towards the second heat sink 2221.

[0185] See also some of the possible implementation methods. Figure 12 As shown, 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.

[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 inside 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 can have a large heat dissipation surface to quickly dissipate heat to the external environment. Furthermore, the airflow generated by the second propeller 21 can 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 can work together to improve the heat dissipation efficiency of the second radiator 2221, thereby enhancing the heat dissipation effect on the second motor 221.

[0188] See also some of the possible implementation methods. Figure 12 As shown, the second heat dissipation system 222 also includes a second return pipe 2222 and a second supply pipe 2223. One end of the second return pipe 2222 and the second supply pipe 2223 are respectively connected to the second liquid cooling channel 221a. The other end of the second return pipe 2222 and the second supply pipe 2223 are connected to the second radiator 2221. The second radiator 2221 forms a second cooling medium circulation loop with the second liquid cooling channel 221a through the second return pipe 2222, the second supply pipe 2223, and the second liquid cooling channel 2223.

[0189] The second liquid supply pipe 2223 can be used to supply a low-temperature cooling medium to the second power motor 221. The low-temperature cooling medium flows within the second liquid cooling channel 221a of the second power motor 221, absorbing heat from the motor. At this point, the cooling medium temperature rises to form a high-temperature cooling medium, which can then flow into the second radiator 2221 through the second liquid return pipe 2222. In other words, at this time, the second radiator 2221 contains a high-temperature cooling medium.

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

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

[0192] See also some of the possible implementation methods. Figure 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 flow of cooling medium in the second cooling medium circulation loop.

[0193] The liquid pump 2224 can be located on the first cooling medium circulation loop. By setting 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 speed of the cooling medium in the first cooling medium circulation loop, improving the heat dissipation efficiency of the first radiator 1223, and thus improving the heat dissipation effect of the first electric motor 12.

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

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

[0196] See also some of the possible implementation methods. Figure 14 As shown, both the tilting rotor 10 and the fixed rotor 20 may include a fairing 30. Both the first propeller 11 and the second propeller 21 may include blades 40. For ease of understanding, the blade 40 is divided into a root portion 41 and a free portion 42. In practical applications, the blade 40 is a one-piece structure, meaning the root portion 41 and the free portion 42 are integral. The root portion 41 and the fairing 30 maintain a low distance while meeting safety requirements.

[0197] Both the propeller root 41 and the free portion 42 are located outside the fairing 30. The propeller root 41 mates with the fairing 30. The propeller root 41 has a plate-like structure.

[0198] In some examples, taking the first propeller 11 as an example, the first propeller 11 may also include a propeller shaft and a propeller hub. The propeller hub may be disposed inside the fairing 30, and one end of the propeller shaft is connected to the propeller hub, while the other end of the propeller shaft may extend out of the fairing 30 and be connected to the propeller root 41 outside the fairing 30. 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 axially about the propeller shaft, thereby adjusting the angle between the width extension direction of the propeller root 41 and the central axis of the fairing 30. A gap may be present between the propeller root 41 and the fairing 30 to prevent the propeller root 41 from contacting the fairing 30 and hindering its rotation when the propeller shaft drives the propeller root 41 and the free portion 42 to rotate axially about the propeller shaft.

[0200] See Figure 15 and Figure 16 By setting the portion of the propeller root 41 located outside the fairing 30 as a plate-like structure, compared to the approximately cylindrical structure in the prior art, the plate-like propeller root 41 can have a better airflow guiding effect during the selection and installation of the propeller blade 40, so as to provide more airflow to the first electric motor 12, which facilitates the air cooling of the first electric motor 12 and improves 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 with the central axis of the fairing 30 (e.g., Figure 14 (The included angle is β), and the included angle is less than or equal to 55°.

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

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

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

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

[0206] See also some of the possible implementation methods. Figure 1 and Figure 17 As shown, the number of tiltrotors 10 is 2N. Parts of the 2N tiltrotors 10 are symmetrically arranged on the tail 103. Parts of the 2N tiltrotors 10 are symmetrically arranged on the wings 102, and the tiltrotors 10 are located between the fixed rotor 20 and the fuselage 101, where 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 on both sides of the wing 102 of the aircraft 100, which can facilitate the control of the aircraft 100 and maintain the flight stability of the aircraft 100.

[0208] Because the fixed rotor 20 uses a distributed electric motor, it does not require a fan 1221 or the motor structure to drive the fan 1221. Therefore, the fixed rotor 20 is lighter than the tiltrotor 10. The lighter fixed rotor 20 can be located on the side of the tiltrotor 10 away from the fuselage 101, reducing the load on the wing 102 and thus lowering the strength requirements for the wing 102. Since the lighter fixed rotor 20 is positioned on the side of the wing 102 away from the fuselage 101, the strength requirements for the wing 102 are reduced. Therefore, the thickness of the wing 102 can be appropriately reduced, thus reducing its weight and consequently lowering the overall weight of the aircraft 100 and improving its range. Because the tiltrotor 10 uses an integrated electric motor, its overall structural layout is compact, and it occupies less space.

[0209] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An aircraft (100), characterized in that, include: The fuselage (101) has wings (102) on both sides and a tail fin (103) at the rear. A tilt rotor (10) is symmetrically disposed on at least one of the tail fin (103), the wing (102) and the fuselage (101). The tilt rotor (10) includes a first propeller (11) and a first electric motor (12). The first electric motor (12) is connected to the first propeller (11) and is an integrated electric motor. A fixed rotor (20) is symmetrically mounted on the wings (102) on both sides of the fuselage (101), and the fixed rotor (20) includes a second propeller (21) and a second electric motor (22). The second electric motor (22) is connected to the second propeller (21) and is a distributed electric motor. The first electric motor (12) includes a first power motor (121) and a first heat dissipation system (122). The integrated electric motor is an integral structure formed by integrating the first power motor (121) and the first heat dissipation system (122) together. The first heat dissipation system (122) is integrated below the first power motor (121). The second electric motor (22) includes a second power motor (221) and a second cooling system (222). The second power motor (221) and the second cooling system (222) are arranged separately to form the distributed electric motor. The second power motor (221) is connected to the second propeller (21) for transmission, and the second cooling system (222) is used to cool the second power motor (221).

2. The aircraft (100) according to claim 1, characterized in that, The first heat dissipation system (122) includes 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 connected to the fan (1221) in a transmission manner. The drive motor (1222) is fixed on the housing of the first power motor (121). The first radiator (1223) is used to dissipate heat from the first power motor (121). The fan (1221) is located between the drive motor (1222) and the first heat sink (1223), and the fan (1221) and the first propeller (11) together dissipate heat from the first heat sink (1223).

3. The aircraft (100) according to claim 2, characterized in that, The first power motor (121) is provided with a first liquid cooling channel (121a), 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 return pipe (1224) and a first supply pipe (1225), both of which are rigid pipes, and the first radiator (1223) is rigidly connected to the first power motor (121) through the first return pipe (1224) and the first supply pipe (1225); Furthermore, one end of the first return pipe (1224) and the first supply pipe (1225) are respectively connected to the first liquid cooling channel (121a), and the other end of the first return pipe (1224) and the first supply pipe (1225) are fixedly connected to the first radiator (1223). The first radiator (1223) forms the first cooling medium circulation loop with the first liquid cooling channel (121a) through the first return pipe (1224) and the first supply pipe (1225).

4. The aircraft (100) according to claim 3, characterized in that, The drive motor (1222) is a pump motor, which is fixed on the housing of the first power motor (121). The pump motor is used to drive the flow of cooling medium in the first cooling medium circulation loop.

5. The aircraft (100) according to any one of claims 2-4, characterized in that, Multiple flow paths are formed between the first propeller (11) and the fan (1221), and the flow paths are used to direct the airflow generated by the rotation of the first propeller (11) to the air intake side (1221a) of the fan (1221); 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), 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) has 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 on the outer periphery of the first power motor (121) between the first propeller (11) and the air inlet side (1221a) of the fan (1221).

6. The aircraft (100) according to any one of claims 2-4, characterized in that, The first heat dissipation system (122) further includes a flow guiding structure (1227) located between the drive motor (1222) and the fan (1221). The flow guiding structure (1227) is used to guide at least a portion of the airflow to the middle region of the fan (1221) so that the fan (1221) guides the airflow to the middle region of the first heat sink (1223).

7. The aircraft (100) according to claim 6, characterized in that, The flow guiding structure (1227) includes multiple flow guiding fins (12271), one end of each of the multiple flow guiding fins (12271) is fixedly connected, and the other end of each of the multiple flow guiding fins (12271) is arranged at intervals along the circumference of the fan (1221); Furthermore, each of the aforementioned guide fins (12271) is inclined 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 the respective guide fins (12271). The first airflow path (1227a) is used to guide part of the airflow along the vertical direction to the fan (1221), and the second airflow path (1227b) is used to guide part of the airflow from the outside of the airflow structure (1227) to the inside of the airflow structure (1227) and from the inside to the central region of the fan (1221).

8. The aircraft (100) according to any one of claims 2-4, characterized in that, The fan (1221) includes: A wheel hub (1201) is connected to the drive motor (1222) via a transmission connection. Multiple 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 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 region of the fan (1221) to the middle region of the first radiator (1223); there are two sets of airflow channels, namely a first set of airflow channels (1201a) and a second set of airflow channels (1201b), the first set of airflow channels (1201a) and the second set of airflow channels (1201b) are distributed at radial intervals along the hub (1201); Furthermore, the first set of airflow channels (1201a) is located near the center of the hub (1201).

9. The aircraft (100) according to claim 1, characterized in that, The second heat dissipation system (222) includes a second radiator (2221), the second radiator (2221) and the second power motor (221) being offset from each other in the direction of the central axis of the second power motor (221); it also includes a first arm (104), the fixed rotor (20) being fixedly connected to the wing (102) through the first arm (104), and the fixed rotor (20) being arranged on both sides of the wing (102); The second radiator (2221) is located on the first arm (104) and is located at a different position on the first arm (104) in the extension direction from the second power motor (221).

10. The aircraft (100) according to claim 9, characterized in that, The central axis of the second power motor (221) intersects with the extension direction of the first arm (104); When the second propeller (21) is opposite to the first arm (104), the second propeller (21) and the second radiator (2221) are at least partially overlapped 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).

11. The aircraft (100) according to claim 9, characterized in that, The second power motor (221) has a second liquid cooling channel (221a); The second liquid cooling channel (221a) and the second radiator (2221) form a second cooling medium circulation loop; the second heat dissipation system (222) also includes a second return pipe (2222) and a second supply pipe (2223). One end of the second return pipe (2222) and the second supply pipe (2223) are respectively connected to the second liquid cooling channel (221a), and the other end of the second return pipe (2222) and the second supply pipe (2223) are respectively connected to the second radiator (2221). The second radiator (2221) forms the second cooling medium circulation loop through the second return pipe (2222), the second supply pipe (2223) and the second liquid cooling channel (221a). The second heat dissipation system (222) includes a liquid pump (2224), which is fixedly connected to the second power motor (221). The liquid pump (2224) is used to drive the flow of cooling medium in the second cooling medium circulation loop.

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

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

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