Middle-section flow guide type rotor module and rotor aircraft

Abstract

The rotor module comprises a first shell, a second shell, a driving motor, a heat pipe heat exchanger and a propeller, the axial direction of the propeller is defined as the preset axial direction, and the first shell and the second shell are assembled in the preset axial direction; the heat pipe exchanger is arranged at the end, close to the air inlet, in the first shell, the driving motor is arranged on the side, away from the air inlet, of the heat pipe exchanger, and the propeller sleeves a rotor of the driving motor so that the rotor of the driving motor can drive the propeller to rotate. The end, close to the air inlet, of the second shell is partially inserted into the first shell, and an air outlet gap is formed between the outer wall of the second shell and the inner wall of the first shell so that airflow can sequentially penetrate through the air inlet, the heat pipe heat exchanger and the air outlet gap. According to the middle-section flow guide type rotor module and the rotor type aircraft, the problem that the heat dissipation efficiency and the flight stability of the motor of the rotor type aircraft are difficult to consider at the same time is solved.

Description

Technical Field

[0001] The present application relates to the technical field of rotorcraft, and in particular to a mid-section flow-guiding rotor module and a rotorcraft. Background Art

[0002] As the uses of rotorcraft (including flying cars and drones) increase, the requirements for rotorcraft are also getting higher and higher. For example, the load demand of rotorcraft is constantly increasing, and the corresponding motor power will also become larger and larger. In this way, the heat generated by the motor will also double. Therefore, the heat dissipation of the motor is particularly important.

[0003] In order to improve the heat dissipation efficiency, in the prior art, the heat dissipation of the motor is generally carried out through the wind generated by the propeller. Although this can improve the heat dissipation efficiency to a certain extent, with such a setting, the propeller needs to be arranged in front of the motor, that is, the overall setting position of the propeller is relatively forward. At this time, the center of gravity of the entire rotor module will be too forward, thereby affecting the flight stability of the rotorcraft. Summary of the invention

[0004] Based on this, it is necessary to provide a mid-section guide rotor module and a rotorcraft to solve the problem that the existing rotorcraft is difficult to balance the heat dissipation efficiency of the motor and the flight stability of the rotorcraft.

[0005] The mid-section flow-guiding rotor module provided in the present application includes a first shell, a second shell, a driving motor, a heat pipe exchanger and a propeller. The axial direction of the propeller is defined as a preset axial direction. The first shell and the second shell are assembled along the preset axial direction. An air inlet is provided at an end of the first shell away from the second shell. The heat pipe exchanger is arranged at an end of the first shell close to the air inlet. The driving motor is arranged on a side of the heat pipe exchanger away from the air inlet so that the heat pipe exchanger can dissipate heat to the stator of the driving motor. The propeller is sleeved on the outer side of the driving motor rotor so that the rotor of the driving motor can drive the propeller to rotate; an end portion of the second shell close to the air inlet is inserted into the first shell, and an air outlet gap is provided between the outer wall of the second shell and the inner wall of the first shell so that the airflow can pass through the air inlet, the heat pipe exchanger and the air outlet gap in sequence.

[0006] In one of the embodiments, the drive motor and the propeller are arranged in the first shell, and a guide annular gap is provided between the rotor of the drive motor and the propeller. The mid-section guide rotor module also includes an annular fan, which is arranged in the guide annular gap and sleeved on the outer peripheral side of the drive motor rotor, so that the rotor of the drive motor can drive the annular fan to rotate, and the guide annular gap can generate an airflow flowing along the heat pipe exchanger to the air outlet gap.

[0007] In one embodiment, the annular fan includes an inlet blade array and an outlet blade array. The inlet blade array is arranged at one end of the guide annulus close to the heat pipe heat exchanger, and the inlet blade array includes a plurality of inlet blades arranged at circumferential intervals along the guide annulus; the outlet blade array is arranged at one end of the guide annulus away from the heat pipe heat exchanger, and the outlet blade array includes a plurality of outlet blades arranged at circumferential intervals along the guide annulus; the inlet blade array and the outlet blade array are arranged along preset axial intervals.

[0008] In one of the embodiments, a surface of the second shell is provided with a plurality of air guide grooves arranged at intervals along the circumference of the second shell, the second shell is overall conical, the air guide grooves convergently extend from the bottom end of the second shell toward the tip end of the second shell, and the cross-sectional area of ​​the air guide grooves tends to decrease uniformly along the direction from the bottom end of the second shell to the tip end of the second shell.

[0009] In one of the embodiments, the drive motor and the propeller are arranged in the second shell, and the mid-section guide rotor module also includes an electronic fan, which is arranged on the side of the heat pipe exchanger close to the second shell, so that an airflow can be generated between the heat pipe exchanger and the second shell, flowing from the heat pipe exchanger to the air outlet gap.

[0010] In one of the embodiments, the mid-section flow-guiding rotor module also includes a third flow guide cover, which is arranged on a side of the second shell close to the first shell and protrudes toward the direction close to the first shell, so that the airflow can be guided to the air outlet gap through the third flow guide cover.

[0011] In one embodiment, the heat pipe heat exchanger includes an evaporation section and a condensation section. The condensation section is arranged at one end of the heat pipe heat exchanger close to the air inlet, and the evaporation section is arranged at one end of the heat pipe heat exchanger close to the drive motor.

[0012] In one of the embodiments, the mid-section flow-guiding rotor module also includes a liquid storage chamber, the condensation section is arranged at one end of the first shell along its own radial direction, and the liquid storage chamber is arranged at the other end of the first shell along its own radial direction, and when the preset axial direction is arranged horizontally, the condensation section is located above the liquid storage chamber; the mid-section flow-guiding rotor module also includes a liquid absorption core, one end of the liquid absorption core is connected to the liquid storage chamber, and the other end is connected to the evaporation section.

[0013] In one of the embodiments, the liquid storage chamber and the air inlet are spaced apart so that the condensation section, the liquid storage chamber, and the inner wall of the first shell form a boosting channel, and the boosting channel can be connected through the condensation section and the air outlet gap.

[0014] In one of the embodiments, the stator of the driving motor is provided with a heat dissipation cavity, the heat dissipation cavity is connected to the condensation section, and the heat dissipation cavity constitutes the evaporation section of the heat pipe heat exchanger.

[0015] The present application also provides a rotorcraft, which includes the mid-section flow-guiding rotor module described in any one of the above embodiments.

[0016] Compared with the prior art, the mid-section flow-guiding rotor module and rotorcraft provided by the present application achieve the unity of efficient heat dissipation and center of gravity optimization by rationally arranging the positions of the heat pipe heat exchanger, the drive motor and the propeller. The heat pipe heat exchanger is arranged close to the air inlet, and the incoming cold air can be directly used for heat dissipation. The drive motor is located on the side of the heat pipe heat exchanger away from the air inlet, so that the heat pipe heat exchanger can effectively dissipate the heat generated by the generator. The propeller is fixedly sleeved on the outside of the drive motor rotor, which not only ensures the driving effect, but also avoids the center of gravity being too far forward. By setting an air outlet gap between the first shell and the second shell, a continuous airflow channel is formed, which further improves the heat dissipation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic diagram of the structure of a mid-section flow-guiding rotor module according to an embodiment of the present application; Figure 2 for Figure 1 A cross-sectional view of the mid-section guide rotor module shown; Figure 3 for Figure 1 A schematic diagram of the partial structure of the mid-section guide rotor module is shown; Figure 4 A schematic structural diagram of a mid-section flow-guiding rotor module according to another embodiment of the present application; Figure 5 for Figure 4 A cross-sectional view of a mid-section guide rotor module is shown; Figure 6 A partial cross-sectional view of a mid-section flow-guiding rotor module according to an embodiment of the present application.

[0019] Figure numerals: 100, first shell; 110, air inlet; 120, air outlet gap; 130, guide ring gap; 140, boost channel; 150, rotating shaft hole; 200, second shell; 210, air guide groove; 300, drive motor; 310, rotor; 320, stator; 321, heat dissipation cavity; 400, heat pipe heat exchanger; 410, evaporation section; 420, condensation section; 430, duct; 500, propeller; 600, ring fan; 610, air inlet blade; 620, air outlet blade; 700, electronic fan; 800, liquid storage chamber; 810, liquid absorption core; 910, first air guide cover; 920, second air guide cover; 930, third air guide cover. DETAILED DESCRIPTION

[0020] As the uses of rotorcraft (including flying cars and drones) increase, the requirements for rotorcraft are also getting higher and higher. For example, the load demand of rotorcraft is constantly increasing, and the corresponding motor power will also become larger and larger. In this way, the heat generated by the motor will also double. Therefore, the heat dissipation of the motor is particularly important.

[0021] In order to improve the heat dissipation efficiency, in the prior art, the heat dissipation of the motor is generally carried out through the wind generated by the propeller. Although this can improve the heat dissipation efficiency to a certain extent, with such a setting, the propeller needs to be arranged in front of the motor, that is, the overall setting position of the propeller is relatively forward. At this time, the center of gravity of the entire rotor module will be too forward, thereby affecting the flight stability of the rotorcraft.

[0022] See also Figure 1-Figure 6 Therefore, in order to solve the problem that it is difficult for existing rotorcraft to take into account both the heat dissipation efficiency of the motor and the flight stability of the rotorcraft, the present application provides a mid-section guide rotor module and a rotorcraft.

[0023] The present application conducts in-depth analysis and exploration on the contradiction between the heat dissipation efficiency and flight stability of the rotorcraft drive motor 300.

[0024] First, considering the importance of heat dissipation of the drive motor 300, the present application proposes the idea of ​​introducing a heat pipe heat exchanger 400 into the rotor module. The heat pipe heat exchanger 400 has a highly efficient heat conduction capability and can quickly transfer the heat generated by the drive motor 300 to the heat dissipation area. However, simply adding a heat pipe heat exchanger 400 may increase the weight and volume of the rotor module, so further optimization of the design is required.

[0025] Secondly, in order to solve the problem of the center of gravity moving forward, the present application considers a solution of rearranging the internal structure of the rotor module. By placing the heat pipe heat exchanger 400 near the air inlet 110, the incoming airflow can be fully utilized for heat dissipation. At the same time, the drive motor 300 is arranged on the side of the heat pipe heat exchanger 400 away from the air inlet 110, which can ensure the heat dissipation effect while moving the center of gravity of the entire module relatively backward.

[0026] However, this layout may affect the flow path of the airflow. In order to ensure the heat dissipation effect, the present application further considers how to optimize the airflow channel. By setting an air outlet gap 120 between the first shell 100 and the second shell 200, a continuous airflow channel can be formed, so that the airflow passes through the air inlet 110, the heat pipe heat exchanger 400 and the air outlet gap 120 in sequence.

[0027] When considering the position of the propeller 500, the present application proposes a solution of fixing the propeller 500 on the outer side of the rotor 310 of the driving motor 300. This design can not only ensure the driving effect of the propeller 500, but also further optimize the center of gravity distribution.

[0028] Based on the above considerations, the present application finally forms a design scheme for a mid-section flow-guiding rotor module. The mid-section flow-guiding rotor module includes a first shell 100, a second shell 200, a drive motor 300, a heat pipe heat exchanger 400 and a propeller 500. The axial direction of the propeller 500 is defined as a preset axial direction, and the first shell 100 and the second shell 200 are assembled along the preset axial direction. An air inlet 110 is provided at one end of the first shell 100 away from the second shell 200, and the heat pipe heat exchanger 400 is arranged at one end of the first shell 100 close to the air inlet 110. The drive motor 300 is arranged on the side of the heat pipe heat exchanger 400 away from the air inlet 110, so that the heat pipe heat exchanger 400 can dissipate heat to the stator 320 of the drive motor 300. The propeller 500 is fixedly sleeved on the outer side of the rotor 310 of the drive motor 300, so that the rotor 310 of the drive motor 300 can drive the propeller 500 to rotate. One end portion of the second shell 200 close to the air inlet 110 is inserted into the first shell 100, and an air outlet gap 120 is provided between the outer wall of the second shell 200 and the inner wall of the first shell 100, so that the air flow can pass through the air inlet 110, the heat pipe exchanger 400 and the air outlet gap 120 in sequence.

[0029] The first shell 100 refers to one of the external structures of the rotor module, and can be made of metal or high-strength engineering plastic material, and has a cylindrical or similar shape.

[0030] The second shell 200 refers to another part of the external structure that cooperates with the first shell 100 , and can be made of the same or similar material as the first shell 100 , and can be conical or cylindrical in shape.

[0031] The drive motor 300 refers to a device that provides power for the propeller 500 , and can be implemented by a brushless DC motor or a permanent magnet synchronous motor.

[0032] The heat pipe heat exchanger 400 refers to a highly efficient heat conduction device for heat dissipation, which can be specifically realized by a structure in which a working liquid is filled in a copper tube.

[0033] The propeller 500 refers to a rotating component that generates thrust, and may be made of carbon fiber or high-strength plastic material, and have a specific blade shape and number.

[0034] The core innovation of this application is to adopt a mid-section flow-guiding design, and to achieve the unity of efficient heat dissipation and center of gravity optimization by rationally arranging the positions of the heat pipe heat exchanger 400, the drive motor 300 and the propeller 500. The heat pipe heat exchanger 400 is arranged close to the air inlet 110, and the incoming cold air can be directly used for heat dissipation. The drive motor 300 is located on the side of the heat pipe heat exchanger 400 away from the air inlet 110, so that the heat pipe heat exchanger 400 can effectively dissipate the heat generated by the generator. The propeller 500 is fixedly mounted on the outside of the rotor 310 of the drive motor 300, which not only ensures the driving effect, but also avoids the center of gravity being too far forward. By setting an air outlet gap 120 between the first shell 100 and the second shell 200, a continuous airflow channel is formed, which further improves the heat dissipation efficiency.

[0035] Specifically, the working principle of the present application is as follows: First, the first shell 100 and the second shell 200 are assembled along a preset axial direction to form the basic shape of the rotor module. An air inlet 110 is provided at one end of the first shell 100 away from the second shell 200 for introducing cold air. The heat pipe exchanger 400 is arranged in the first shell 100 near the air inlet 110 and can directly contact the incoming cold air. The drive motor 300 is located on the side of the heat pipe exchanger 400 away from the air inlet 110, and the heat pipe exchanger 400 can effectively absorb and conduct the heat generated by the motor.

[0036] The propeller 500 is fixedly mounted on the outer side of the rotor 310 of the drive motor 300. When the drive motor 300 is working, the rotor 310 drives the propeller 500 to rotate, generating a backward or downward thrust. At the same time, one end of the second shell 200 is partially inserted into the first shell 100, and an air outlet gap 120 is formed between the outer wall of the second shell 200 and the inner wall of the first shell 100. This design allows the airflow to pass through the air inlet 110, the heat pipe heat exchanger 400 and the air outlet gap 120 in sequence, forming a continuous heat dissipation channel.

[0037] The heat pipe heat exchanger 400 is made of high-efficiency heat-conducting material, which can quickly transfer the heat generated by the motor to the cold air. The design of the air outlet gap 120 not only provides an airflow channel, but also helps to reduce the overall weight of the rotor module. This layout makes the center of gravity of the rotor module relatively moved backward, which is conducive to improving flight stability.

[0038] Specifically, the shape of the air inlet 110 can be a plurality of strip holes arranged in parallel, or a plurality of closely spaced round holes, or a round hole with a larger area.

[0039] Furthermore, the rotating shaft hole 150 is disposed in the first housing 100 , specifically, located at one end of the first housing 100 close to the air inlet 110 .

[0040] In some of the above-mentioned embodiments, during the implementation of the present application, there is still a problem of insufficient heat dissipation efficiency of the drive motor 300.

[0041] In this regard, Figure 1-Figure 3 As shown, the present application further proposes an improved solution. The driving motor 300 and the propeller 500 are arranged in the first housing 100 , and a guide annular gap 130 is arranged between the rotor 310 of the driving motor 300 and the propeller 500 .

[0042] It should be noted that the propeller 500 and the rotor 310 of the drive motor 300 are fixedly connected via connecting columns, and adjacent connecting columns are arranged at intervals to form guide gaps, and a plurality of guide gaps constitute a guide annular gap 130 .

[0043] The present application also includes an annular fan 600, which is arranged in the guide annular gap 130 and fixedly mounted on the outer peripheral side of the rotor 310 of the driving motor 300, so that the rotor 310 of the driving motor 300 can drive the annular fan 600 to rotate, and the guide annular gap 130 can generate an airflow flowing along from the heat pipe exchanger 400 to the air outlet gap 120.

[0044] This improved solution arranges an annular fan 600 in the guide annular gap 130, and utilizes the rotation of the driving motor 300 to drive the annular fan 600 to rotate, thereby generating additional airflow in the guide annular gap 130. This design not only enhances the overall heat dissipation effect, but also fully utilizes the rotational power of the driving motor 300, thereby improving the energy utilization efficiency of the system.

[0045] Specifically, the location and structural design of the ring fan 600 are the key to this solution. The ring fan 600 is fixedly mounted on the outer peripheral side of the rotor 310 of the drive motor 300. This arrangement ensures that the ring fan 600 can rotate with the rotation of the rotor 310 of the drive motor 300. The blades of the ring fan 600 can be designed to a specific angle and shape to optimize the direction and speed of the airflow. For example, the blades can be designed to be spiral or inclined to more effectively guide the airflow from the heat pipe heat exchanger 400 to the air outlet gap 120.

[0046] The design of the guide annulus 130 is also an important consideration. The width of the annulus needs to be accurately calculated to ensure that there is enough space for airflow to pass through, while not being too wide to affect the compactness of the overall structure. The inlet and outlet of the guide annulus 130 can be designed into a specific shape, such as a bell-mouth shape, to reduce airflow resistance and improve flow efficiency.

[0047] This design forms a coordinated whole with other components such as the first housing 100, the second housing 200, and the heat pipe heat exchanger 400. The heat generated by the heat pipe heat exchanger 400 is first partially taken away by the cold air introduced by the air inlet 110, and then the remaining heat is further dissipated through the air flow in the guide annular gap 130. This multi-stage heat dissipation method significantly improves the heat dissipation efficiency of the entire system.

[0048] This design has significant advantages over the traditional method of relying solely on the propeller 500 to generate airflow for heat dissipation. First, it does not need to change the position of the propeller 500, so it will not affect the center of gravity distribution of the rotor module, maintaining the stability of the aircraft. Secondly, by utilizing the rotational power of the drive motor 300 to drive the ring fan 600, efficient energy utilization is achieved without the need for an additional power source. Finally, this design creates a closed heat dissipation circulation system that can more effectively control the direction of the airflow and reduce heat loss.

[0049] Compared with the prior art, the design of the present application significantly improves the heat dissipation efficiency while maintaining the compact structure of the rotor module. In the traditional design, heat dissipation mainly depends on the airflow generated by the propeller 500, and the heat dissipation effect of this method is limited by the position and rotation speed of the propeller 500. However, by introducing the annular fan 600 and the guide annular gap 130, the present application can more flexibly control the heat dissipation process and adapt to different working conditions and environments. In addition, the design of the present application improves energy utilization efficiency by making full use of the rotational power of the drive motor 300 to drive the annular fan 600, which is an advantage that the traditional design does not have.

[0050] In some of the above-mentioned embodiments, during the implementation of the present application, there is still a problem of how to further improve the flow efficiency of the airflow in the guide annular gap 130 .

[0051] In this regard, the present application further proposes a technical solution in which the annular fan 600 includes an array of inlet blades 610 and an array of outlet blades 620. The array of inlet blades 610 is arranged at one end of the guide annulus 130 close to the heat pipe heat exchanger 400, and the array of inlet blades 610 includes a plurality of inlet blades 610 arranged at intervals along the circumference of the guide annulus 130. The array of outlet blades 620 is arranged at one end of the guide annulus 130 away from the heat pipe heat exchanger 400, and the array of outlet blades 620 includes a plurality of outlet blades 620 arranged at intervals along the circumference of the guide annulus 130. The array of inlet blades 610 and the array of outlet blades 620 are arranged along a preset axial interval.

[0052] The present application can more effectively guide the airflow into the guide annulus 130 and out of the guide annulus 130 by arranging an array of air inlet blades 610 and an array of air outlet blades 620 on the annular fan 600. The air inlet blade array 610 is located at one end close to the heat pipe heat exchanger 400, and can better guide the airflow passing through the heat pipe heat exchanger 400 into the guide annulus 130. The air outlet blade array 620 is located at one end away from the heat pipe heat exchanger 400, and can more effectively discharge the airflow from the guide annulus 130. The two blade arrays are arranged along a preset axial interval to form a complete airflow channel, thereby improving the flow efficiency of the airflow in the guide annulus 130.

[0053] Specifically, the inlet blades 610 array and the outlet blades 620 array may adopt different blade designs. The inlet blades 610 may be designed to be inwardly inclined to better guide the airflow into the guide annulus 130. The outlet blades 620 may be designed to be outwardly inclined to more effectively discharge the airflow from the guide annulus 130. The number, angle and shape of the blades may be optimized according to specific airflow requirements.

[0054] More specifically, the air inlet blade 610 is in a plate shape, a bent shape, or a curved shape. Similarly, the air outlet blade 620 is in a plate shape, a bent shape, or a curved shape.

[0055] The arrangement of the inlet blade 610 array and the outlet blade 620 array not only improves the flow efficiency of the airflow, but also stabilizes the airflow. The inlet blade 610 array can rectify the airflow entering the guide annulus 130 to reduce the generation of turbulence. The outlet blade 620 array can evenly distribute the discharged airflow to avoid excessive concentration of local airflow. This design can make the airflow distribution in the entire guide annulus 130 more uniform, further improving the heat dissipation effect of the heat pipe heat exchanger 400.

[0056] As a preferred embodiment, the inlet blade array 610 and the outlet blade array 620 can be made of different materials. For example, the inlet blade array 610 can be made of a lightweight and high-strength carbon fiber composite material to reduce weight and increase strength. The outlet blade array 620 can be made of a high-temperature resistant metal material, such as an aluminum alloy or a titanium alloy, to cope with the exhaust hot air flow. The surface of the blade can be specially treated, such as spraying an anti-corrosion coating or performing a surface smoothing treatment, to reduce airflow resistance and improve durability.

[0057] In addition, the spacing between the inlet blade array 610 and the outlet blade array 620 is also an important design parameter. This spacing needs to be optimized according to the length of the guide annulus 130, the air flow velocity, and the heat transfer requirements. Generally speaking, the spacing can be set to 1 / 3 to 1 / 2 of the length of the guide annulus 130. Such a setting can ensure that there is sufficient airflow acceleration space while ensuring that the outlet blade array 620 can effectively discharge the airflow.

[0058] By adopting this design, the mid-section flow-guiding rotor module of the present application can more effectively utilize the flow-guiding annular gap 130 for heat dissipation. Compared with the traditional single-blade design, the double-blade array design of the present application can increase the airflow speed, thereby significantly improving the heat dissipation efficiency. In addition, the removal of the middle blade part greatly reduces the weight of the ring fan 600. At the same time, since the flow of airflow is more stable and uniform, the operating temperature of the heat pipe heat exchanger 400 can be greatly reduced, which not only improves the heat dissipation effect, but also extends the service life of the heat pipe heat exchanger 400 and the drive motor 300.

[0059] Compared with the prior art, the dual-blade array design of the present application improves the heat dissipation efficiency without significantly increasing the weight and complexity of the rotor module. Traditional heat dissipation solutions may require the addition of additional cooling fans or the expansion of the heat dissipation area, which will increase weight and complicate the structure. The solution of the present application achieves an improvement in heat dissipation efficiency by optimizing the existing structure without adding additional components. This design not only maintains the lightweight characteristics of the rotor module, but also improves its overall performance, providing a new technical direction for the development of rotorcraft.

[0060] In some of the above embodiments, during the implementation of the present application, there is still the problem of how to further improve the flow diversion efficiency.

[0061] In this regard, the present application further proposes an improved solution. The surface of the second housing 200 is provided with a plurality of air guide grooves 210 arranged at intervals along the circumference of the second housing 200. The second housing 200 is in a cone shape as a whole, and the air guide grooves 210 extend in a convergent manner from the bottom end of the second housing 200 toward the tip of the second housing 200. Along the direction from the bottom end of the second housing 200 to the tip of the second housing 200, the cross-sectional area of ​​the air guide grooves 210 tends to decrease uniformly.

[0062] This design can further optimize the guiding effect of the airflow. By providing the air guide groove 210 on the surface of the second housing 200, the airflow can be more effectively guided to flow along the predetermined path. The conical shape of the second housing 200 helps to reduce the airflow resistance, and the convergent extension design of the air guide groove 210 can accelerate the airflow and improve the overall guiding efficiency.

[0063] Specifically, the design of the air guide slot 210 takes the following aspects into consideration: First, the air guide grooves 210 are arranged at intervals along the circumference of the second housing 200. This layout can ensure that the airflow is evenly distributed on the surface of the second housing 200, avoiding the occurrence of local airflow concentration or dead corners. The evenly distributed airflow helps to improve the overall heat dissipation effect and air guide efficiency.

[0064] Secondly, the air guide groove 210 extends from the bottom end of the second housing 200 toward the tip in a convergent manner. This design utilizes the Venturi effect in fluid mechanics. When the airflow passes through the gradually shrinking channel, its speed will increase and the pressure will decrease. This acceleration effect can increase the kinetic energy of the airflow and further enhance the airflow and heat dissipation effects.

[0065] Furthermore, the cross-sectional area of ​​the air guide groove 210 decreases uniformly from the bottom to the tip of the second housing 200. This gradual design can make the airflow acceleration process smoother, reduce turbulence and energy loss. The uniformly reduced cross-sectional area ensures a continuous increase in airflow velocity, thereby maintaining an efficient airflow guiding effect over the entire length of the air guide groove 210.

[0066] By adopting this improved design, the mid-section flow-guiding rotor module of the present application can more effectively utilize airflow and improve heat dissipation efficiency. Compared with the traditional design, this solution can not only solve the problem of motor heat dissipation, but also optimize the airflow path and reduce energy loss. Due to the addition of the air guide groove 210 design, the speed of the airflow is improved, which means that a better heat dissipation effect can be obtained under the same power, or the required power consumption can be reduced under the same heat dissipation effect.

[0067] In addition, this design also helps to reduce the noise of the rotor module. By optimizing the airflow path, turbulence and airflow disturbance can be reduced, thereby reducing the noise generated during operation. This is a significant advantage for application scenarios that require low-noise operation, such as urban air traffic or close-range monitoring missions.

[0068] In summary, the present application effectively solves the technical problem of further improving the flow guiding efficiency by setting a specially designed air guiding groove 210 on the surface of the second shell 200. This design not only improves the heat dissipation effect, but also optimizes the overall performance, providing a new technical direction for the development of rotorcraft.

[0069] In one embodiment, the mid-section flow-guiding rotor module also includes a first flow guide cover 910, which covers the side of the drive motor 300 close to the heat pipe exchanger 400 and protrudes toward the direction close to the heat pipe exchanger 400, so that the airflow passing through the heat pipe exchanger 400 can enter the flow guide ring gap 130 through the first flow guide cover 910.

[0070] Compared with the prior art, the solution of the present application achieves effective guidance and utilization of airflow by adding the first air guide 910, avoiding disorderly diffusion and waste of airflow. At the same time, since the provision of the first air guide 910 will not significantly increase the weight and volume of the rotor module, it will not have a significant impact on the center of gravity and flight performance of the aircraft. This design not only improves the heat dissipation efficiency, but also maintains the compactness and lightweight characteristics of the rotor module, reflecting the innovation and practicality of the present application in solving technical problems.

[0071] Specifically, the first air guide cover 910 as a whole can be in various shapes such as a spherical shape, a polygonal pyramid shape, or an ellipsoid shape.

[0072] In one embodiment, the mid-section flow-guiding rotor module also includes a second flow guide cover 920, which is covered on a side of the second shell 200 close to the drive motor 300 and protrudes toward the direction close to the drive motor 300, so that the airflow passing through the flow guide ring gap 130 can enter the air outlet gap 120 through the second flow guide cover 920.

[0073] Compared with the prior art, the solution of the present application achieves effective guidance and utilization of airflow by adding the second air guide 920, avoiding disorderly diffusion and waste of airflow. At the same time, since the provision of the second air guide 920 will not significantly increase the weight and volume of the rotor module, it will not have a significant impact on the center of gravity and flight performance of the aircraft. This design not only improves the heat dissipation efficiency, but also maintains the compactness and lightweight characteristics of the rotor module, reflecting the innovation and practicality of the present application in solving technical problems.

[0074] Specifically, the second air guide cover 920 as a whole can be in various shapes such as a spherical shape, a polygonal pyramid shape, or an ellipsoid shape.

[0075] In some of the above-mentioned embodiments, during the implementation of the present application, there is still a problem of insufficient heat dissipation efficiency of the drive motor 300.

[0076] In this regard, Figure 2-Figure 5 As shown, the present application further proposes an improved mid-section flow-guiding rotor module. The module includes a first shell 100, a second shell 200, a drive motor 300, a heat pipe heat exchanger 400 and a propeller 500. The first shell 100 and the second shell 200 are assembled along a preset axial direction, and an air inlet 110 is provided at one end of the first shell 100 away from the second shell 200. The heat pipe heat exchanger 400 is arranged at one end of the first shell 100 close to the air inlet 110, and the drive motor 300 is arranged on the side of the heat pipe heat exchanger 400 away from the air inlet 110. The propeller 500 is fixedly sleeved on the outside of the rotor 310 of the drive motor 300. The end portion of the second shell 200 close to the air inlet 110 is inserted into the first shell 100, and an air outlet gap 120 is provided between the outer wall of the second shell 200 and the inner wall of the first shell 100.

[0077] In this improved design, the drive motor 300 and the propeller 500 are arranged in the second housing 200. The present application also introduces an electronic fan 700, which is arranged on a side of the heat pipe heat exchanger 400 close to the second housing 200. This layout enables an airflow to be generated between the heat pipe heat exchanger 400 and the second housing 200, flowing from the heat pipe heat exchanger 400 to the air outlet gap 120.

[0078] It should be noted that the electronic fan 700 includes a micro motor and a micro fan, and the power of the micro motor and the drive motor 300 are both derived from the battery of the rotorcraft.

[0079] It should be noted that no matter whether the propeller 500 is disposed in the first housing 100 or the second housing 200, the propeller 500 is rotatably connected to the corresponding first housing 100 or the second housing 200, rather than driving the first housing 100 and the second housing 200 to rotate synchronously. Specifically, the propeller 500 includes a rotating ring disposed on the inner side and in a circular shape and a plurality of blades disposed on the outer circumference of the rotating ring. The rotating ring and the first housing 100 (or the second housing 200) are in a relative rotation relationship, and a guide ring gap 130 is provided between the rotating ring and the rotor.

[0080] Furthermore, it can be understood that the rotor 310, propeller 500 and rotating ring of the drive motor 300 rotate synchronously, and the stator 320, heat pipe exchanger 400, first shell 100 and second shell 200 of the drive motor 300 are fixed and do not rotate.

[0081] The core of this design is that the heat exchange efficiency between the heat pipe heat exchanger 400 and the drive motor 300 is enhanced by introducing the electronic fan 700. The electronic fan 700 can be in various forms, such as an axial flow fan or a centrifugal fan. The size and speed of the fan can be adjusted according to actual heat dissipation requirements.

[0082] The working principle of the electronic fan 700 is to enhance heat exchange by forced convection. When the electronic fan 700 is running, it will generate a continuous airflow between the heat pipe heat exchanger 400 and the second housing 200. This airflow first passes through the heat pipe heat exchanger 400, takes away the heat, and then flows to the air outlet gap 120. This design not only improves the heat dissipation efficiency of the heat pipe heat exchanger 400, but also indirectly enhances the heat dissipation capacity of the drive motor 300.

[0083] Specifically, when the rotor module is working, the electronic fan 700 will continue to operate. The cold air entering the air inlet 110 first passes through the heat pipe heat exchanger 400 to exchange heat with it. Then, this part of the heated air is forced to be pushed to the area where the drive motor 300 is located under the action of the electronic fan 700. In this way, a continuous cooling airflow is formed around the drive motor 300, which effectively reduces the operating temperature of the motor.

[0084] As a preferred embodiment, the electronic fan 700 can adopt a variable speed design. When it is detected that the temperature of the drive motor 300 increases, the fan speed can be increased to further enhance the heat dissipation effect. On the contrary, when the motor temperature is low, the fan speed can be reduced to save energy.

[0085] This design has obvious advantages over the traditional method of relying solely on the propeller 500 to generate airflow for heat dissipation. First, it provides a heat dissipation system independent of the main propeller 500, which can more accurately control the heat dissipation effect. Second, due to the small size of the electronic fan 700, it can be flexibly arranged without significantly increasing the weight and volume of the entire module.

[0086] Compared with the prior art, the design of the present application significantly improves the heat dissipation efficiency while maintaining the compactness of the overall structure of the rotor module. In traditional designs, heat dissipation mainly relies on the airflow generated by the propeller 500, and the heat dissipation effect of this method is greatly affected by the rotation speed of the propeller 500 and environmental factors. However, the present application creates a more controllable and efficient heat dissipation system by introducing an independent electronic fan 700. This not only solves the problem of insufficient heat dissipation of the drive motor 300, but also provides greater flexibility for performance optimization of the entire rotor module.

[0087] It should be noted that the second housing 200 is in a conical shape with a smooth surface.

[0088] In some of the above-mentioned embodiments, during the implementation of the present application, there is still a problem that the airflow cannot be effectively guided to the air outlet gap 120 .

[0089] In this regard, the present application further proposes a mid-section flow-guiding rotor module, which also includes a third flow guide cover 930. The third flow guide cover 930 is covered on the side of the second shell 200 close to the first shell 100 and protrudes in the direction close to the first shell 100, so that the airflow can be guided to the air outlet gap 120 through the third flow guide cover 930.

[0090] Specifically, the third air guide cover 930 as a whole can be in various shapes such as a spherical shape, a polygonal pyramid shape, or an ellipsoid shape.

[0091] The mid-section flow-guiding rotor module of the present application can effectively guide the airflow to the air outlet gap 120 by disposing the third flow guide cover 930 on the side of the second housing 200 close to the first housing 100, and making the third flow guide cover 930 protrude in the direction close to the first housing 100. This design not only improves the utilization efficiency of the airflow, but also enhances the heat dissipation effect of the entire rotor module.

[0092] Specifically, the design of the third air guide cover 930 can be implemented in a variety of ways. For example, the third air guide cover 930 can be in a conical shape, with its bottom fixedly connected to the second shell 200 and its top extending toward the first shell 100. This shape allows the airflow to flow smoothly along the surface of the air guide cover toward the air outlet gap 120. Another possible implementation is that the third air guide cover 930 can be designed as an annular structure composed of multiple arc-shaped blades, each blade being tilted toward the air outlet gap 120. This design can rectify the airflow to a certain extent while guiding the airflow, further improving the utilization efficiency of the airflow.

[0093] There are also multiple options for connecting the third air guide cover 930 and the second housing 200. Bolt fixing, snap connection or integrated molding can be used. Among them, the integrated molding method can reduce the number of parts and improve the stability of the overall structure.

[0094] In the technical solution of the present application, the third air guide cover 930 forms a complete airflow channel with the first shell 100, the second shell 200 and the air outlet gap 120. When the driving motor 300 drives the propeller 500 to rotate, the generated airflow first passes through the heat pipe heat exchanger 400 for heat exchange, and then is guided by the third air guide cover 930 and flows along its surface to the air outlet gap 120. Due to the protruding design of the third air guide cover 930, a certain pressure difference will be formed during the flow of the airflow, and this pressure difference can further promote the flow of the airflow and improve the heat dissipation efficiency.

[0095] As a preferred embodiment, the third air guide cover 930 can be designed as an adjustable structure. For example, a hinge structure can be provided at the bottom of the third air guide cover 930 so that the inclination can be adjusted within a certain angle range. This design can adjust the airflow guide angle according to different working conditions and environments to achieve the best heat dissipation effect.

[0096] Furthermore, the surface of the third air guide cover 930 can be treated with special surface treatment techniques, such as spraying high thermal conductivity materials or making microstructures, to further improve the heat exchange efficiency. For example, a micron-scale fin structure can be made on the surface of the third air guide cover 930 to increase the surface area in contact with the airflow, thereby improving the heat exchange efficiency.

[0097] By adopting the above technical solution, the mid-section flow-guiding rotor module of the present application can effectively solve the problem of airflow guidance and significantly improve the heat dissipation efficiency. Compared with the prior art, the solution of the present application achieves effective guidance and utilization of airflow by adding the third flow guide 930, avoiding the disorderly diffusion and waste of airflow. At the same time, since the setting of the third flow guide 930 will not significantly increase the weight and volume of the rotor module, it will not have a significant impact on the center of gravity and flight performance of the aircraft. This design not only improves the heat dissipation efficiency, but also maintains the compactness and lightweight characteristics of the rotor module, reflecting the innovation and practicality of the present application in solving technical problems.

[0098] In some of the above embodiments, during the implementation of the present application, there is still a problem of how to further improve the heat exchange efficiency of the heat pipe heat exchanger 400.

[0099] In this regard, Figure 6 As shown, the present application further proposes that the heat pipe exchanger 400 includes a condensing section 420 and an evaporating section 410, the condensing section 420 is arranged at one end of the heat pipe exchanger 400 close to the air inlet 110, and the evaporating section 410 is arranged at one end of the heat pipe exchanger 400 close to the drive motor 300.

[0100] The mid-section flow-guiding rotor module of the present application includes a first shell 100, a second shell 200, a drive motor 300, a heat pipe heat exchanger 400 and a propeller 500. Among them, the first shell 100 and the second shell 200 are assembled along a preset axial direction, and an air inlet 110 is provided at one end of the first shell 100 away from the second shell 200. The heat pipe heat exchanger 400 is arranged at one end of the first shell 100 close to the air inlet 110, and the drive motor 300 is arranged on the side of the heat pipe heat exchanger 400 away from the air inlet 110. The propeller 500 is fixedly sleeved on the outside of the rotor 310 of the drive motor 300. The end portion of the second shell 200 close to the air inlet 110 is inserted into the first shell 100, and an air outlet gap 120 is provided between the outer wall of the second shell 200 and the inner wall of the first shell 100.

[0101] Through this structural design, the airflow can sequentially pass through the air inlet 110, the heat pipe heat exchanger 400 and the air outlet gap 120, thereby achieving effective heat dissipation of the drive motor 300. At the same time, since the propeller 500 is relatively far back, it helps to improve the center of gravity distribution of the entire rotor module and improve flight stability.

[0102] Furthermore, the heat pipe heat exchanger 400 of the present application includes a condensing section 420 and an evaporating section 410. The condensing section 420 is arranged at one end of the heat pipe heat exchanger 400 close to the air inlet 110, and the evaporating section 410 is arranged at one end of the heat pipe heat exchanger 400 close to the drive motor 300. This design can further improve the heat exchange efficiency of the heat pipe heat exchanger 400.

[0103] Specifically, when the heat pipe heat exchanger 400 is working, the evaporation section 410 absorbs the heat of the drive motor 300, causing the internal working liquid to evaporate. The steam flows along the internal channel of the heat pipe heat exchanger 400 to the condensation section 420. In the condensation section 420, the steam releases heat and condenses into liquid to take away the heat generated by the drive motor 300, thereby achieving effective heat dissipation of the drive motor 300. The condensed liquid flows back to the evaporation section 410 under gravity or capillary action, forming a continuous circulation process.

[0104] The advantage of this design is that it utilizes the efficient heat transfer characteristics of the heat pipe. The phase change process of the working fluid inside the heat pipe (liquid evaporation and steam condensation) can transfer a large amount of heat under a small temperature difference. Since the condensing section 420 is close to the air inlet 110, it can make full use of the incoming cold air; and the evaporating section 410 is close to the drive motor 300, which can directly take away the heat of the components that need to be cooled.

[0105] Furthermore, since the temperature of the condensing section 420, the temperature of the evaporating section 410 and the temperature of the driving motor 300 increase sequentially, heat convection can be spontaneously formed inside the rotor module, passing through the condensing section 420, the evaporating section 410 and the driving motor 300 in sequence. The direction of the heat convection is consistent with the direction of the incoming air, thereby greatly reducing the internal wind resistance.

[0106] Through this design, the present application not only solves the heat dissipation problem of the drive motor 300, but also optimizes the weight distribution of the entire rotor module. Compared with the traditional solution of directly using the airflow of the propeller 500 for heat dissipation, the solution of the present application can move the position of the propeller 500 backward while ensuring the heat dissipation effect, thereby improving the center of gravity position of the rotor module and improving the stability of the aircraft. At the same time, due to the efficient heat transfer characteristics of the heat pipe heat exchanger 400, the heat dissipation effect of the present application may be better than the traditional solution, especially in high-power motor application scenarios.

[0107] In some of the above-mentioned embodiments, the following problem still exists during the implementation of the present application: whether the drive motor 300 can effectively dissipate heat when the wing-type aircraft is in different postures.

[0108] In this regard, the present application further proposes a mid-section flow-guiding rotor module including a liquid storage chamber 800, wherein the condensing section 420 is disposed at one end of the first housing 100 along its own radial direction, and the liquid storage chamber 800 is disposed at the other end of the first housing 100 along its own radial direction, and when the preset axial direction is horizontally disposed, the condensing section 420 is located above the liquid storage chamber 800. The mid-section flow-guiding rotor module further includes a liquid wick 810, one end of which is connected to the liquid storage chamber 800, and the other end of which is connected to the evaporation section 410.

[0109] The mid-section flow-guiding rotor module of the present application can effectively solve the above problems by setting a liquid storage chamber 800 and a liquid wick 810 in the first shell 100. Specifically, when the rotorcraft is in a take-off state, the rotor module is in a vertical or approximately vertical state. At this time, the preset axis (the axis of the propeller 500) is vertically arranged, the condensing section 420 is located above the evaporating section 410, and the liquid working medium is all located in the evaporating section 410 under the action of gravity. When the rotorcraft is in a horizontal stable flight state, the rotor module is in a horizontal or approximately horizontal state. At this time, the preset axis is set horizontally. Since the condensing section 420 is located above the liquid storage chamber 800, the liquid working medium can enter the liquid storage chamber 800 under the action of gravity. Since one end of the liquid wick 810 is connected to the liquid storage chamber 800 and the other end is connected to the evaporation section 410, the liquid wick 810 can transport the liquid in the liquid storage chamber 800 to the evaporation section 410 through capillary action, ensuring the continuous and efficient operation of the heat pipe heat exchanger 400. In addition, no matter what flight posture the rotorcraft is in, on the one hand, it can ensure the stable supply of liquid working medium in the evaporation section 410, and on the other hand, it can also prevent the liquid working medium from directly entering the condensing section 420 and affecting the heat dissipation efficiency of the heat pipe heat exchanger 400.

[0110] Furthermore, in order to improve the liquid supply efficiency of the liquid wick 810 , in one embodiment, the liquid wick 810 covers the entire inner wall of the evaporation section 410 and the inner wall of the liquid storage chamber 800 .

[0111] In one embodiment, the liquid storage chamber 800 and the air inlet 110 are spaced apart so that the inner wall of the condensation section 420 , the liquid storage chamber 800 , and the first shell 100 are surrounded to form a boost channel 140 , and the boost channel 140 can be connected through the condensation section 420 and the air outlet gap 120 .

[0112] This design forms a boost channel 140 by properly arranging the positional relationship between the liquid storage chamber 800 and the air inlet 110. The setting of the boost channel 140 not only helps to improve the heat dissipation efficiency of the heat pipe heat exchanger 400, but also optimizes the airflow path and further improves the heat dissipation performance of the entire mid-section guide rotor module.

[0113] Specifically, the liquid storage chamber 800 and the air inlet 110 are spaced apart so that the condensation section 420, the liquid storage chamber 800 and the inner wall of the first shell 100 together form a boost channel 140. The boost channel 140 is connected through the condensation section 420 and the air outlet gap 120, thereby creating an optimized airflow path. When the airflow enters through the air inlet 110, part of the airflow will enter the boost channel 140. Due to the special design of the channel, the airflow will produce a certain pressure increase when passing through, and this pressure increase helps to improve the flow rate and heat exchange efficiency of the airflow.

[0114] The setting of the boost channel 140 brings multiple technical effects. First, it improves the heat dissipation efficiency of the condensing section 420. The pressurized airflow can more effectively remove heat when passing through the condensing section 420. Secondly, this design optimizes the airflow path of the entire module, reduces airflow turbulence and dead corners, and makes heat distribution more uniform. Furthermore, the existence of the boost channel 140 can also reduce the noise of the system to a certain extent because it can reduce the degree of turbulence of the airflow.

[0115] As a preferred embodiment, the boost channel 140 can be designed to be gradually contracted. For example, the cross-sectional area of ​​the channel can be gradually reduced from the end close to the air inlet 110 to the end close to the air outlet gap 120. This design can further increase the air flow velocity and improve the heat exchange efficiency. The inner wall of the channel can be smoothed or have guide ribs added to reduce air flow resistance and improve flow efficiency.

[0116] Through this design, the present application not only solves the problem of the positional relationship between the liquid storage chamber 800 and the air inlet 110, but also creatively utilizes this positional relationship to form the boost channel 140, thereby significantly improving the heat dissipation efficiency of the entire mid-section flow-guiding rotor module. Compared with simply setting the liquid storage chamber 800 and the air inlet 110 separately, this solution makes more full use of the limited space and realizes the unity of structural design and functional optimization.

[0117] Compared with the prior art, the design of the present application has obvious advantages. Traditional rotor modules usually rely on simple airflow to achieve heat dissipation without considering the pressure change and path optimization of the airflow. The present application achieves airflow pressurization and path optimization through clever structural design without adding additional components, which not only improves the heat dissipation efficiency, but also avoids the weight increase and structural complexity caused by adding additional heat dissipation devices. In addition, this design also has good adaptability and can be adjusted accordingly according to different models of rotor modules, and has broad application prospects.

[0118] But not limited to this, in other embodiments, the air inlet 110 is directly connected to the condensation section 420, and a partition plate is arranged between the boost channel 140 and the condensation section 420, that is, the airflow entering from the air inlet 110 is prevented from directly entering the boost channel 140. Such a setting can avoid the problem of increased wind resistance caused by the airflow entering the boost channel 140.

[0119] In some of the above-mentioned embodiments, during the implementation of the present application, there is still a problem that the heat dissipation efficiency of the drive motor 300 is not high.

[0120] In this regard, the present application further proposes a technical solution in which the stator 320 of the driving motor 300 is provided with a heat dissipation cavity 321 , the heat dissipation cavity 321 is connected to the condensation section 420 , and the heat dissipation cavity 321 constitutes the evaporation section 410 of the heat pipe exchanger 400 .

[0121] The stator 320 of the drive motor 300 of the present application is provided with a heat dissipation cavity 321, the heat dissipation cavity 321 is connected to the condensation section 420, and the heat dissipation cavity 321 constitutes the evaporation section 410 of the heat pipe heat exchanger 400. This design can effectively improve the heat dissipation efficiency of the drive motor 300. Specifically, the heat dissipation cavity 321, as the evaporation section 410 of the heat pipe heat exchanger 400, can directly absorb the heat generated by the stator 320 of the drive motor 300. Since the heat dissipation cavity 321 is connected to the condensation section 420, the heat can be quickly transferred to the condensation section 420 through the working medium of the heat pipe heat exchanger 400, and then dissipated to the surrounding environment through the condensation section 420.

[0122] The advantage of this design is that it utilizes the efficient heat transfer characteristics of the heat pipe heat exchanger 400, and closely combines the heat dissipation of the drive motor 300 with the working process of the heat pipe heat exchanger 400. The heat dissipation cavity 321, as the evaporation section 410, can quickly absorb the heat generated by the stator 320 and quickly transfer the heat to the working medium. The working medium circulates inside the heat pipe heat exchanger 400 and transfers the heat to the condensation section 420, thereby achieving efficient heat dissipation. In addition, the layout of the heat pipe heat exchanger 400 can also be optimized to reduce the volume required for the heat pipe heat exchanger 400, thereby making the volume of the rotor module more compact.

[0123] But not limited to this, in another embodiment, the evaporation section 410 can also be attached to the heating surface of the stator 320, and the material of the evaporation section 410 is a heat-conductive metal, so that the heat generated by the stator 320 can be effectively transferred to the evaporation section 410.

[0124] Further, in one embodiment, the evaporation section 410 and the condensation section 420 are connected through a conduit 430, and a first air guide cover 910 or a third air guide cover 930 is fixedly sleeved on the outer side of the conduit 430, and the electronic fan 700 can also be rotatably sleeved on the outer peripheral side of the conduit 430. Of course, in other embodiments, multiple electronic fans 700 can also be arranged around the conduit 430.

[0125] The present application also provides a rotorcraft, which includes the mid-section flow-guiding rotor module described in any one of the above embodiments.

[0126] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0127] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

[0128] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0129] In addition, 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 the indicated technical features. Therefore, the features defined as "first" and "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.

[0130] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" 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 mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the 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.

[0131] 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.

[0132] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0133] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

Claims

1. A mid-section flow-guiding rotor module, characterized in that: The invention comprises a first shell (100), a second shell (200), a drive motor (300), a heat pipe heat exchanger (400) and a propeller (500), wherein the axial direction of the propeller (500) is defined as a preset axial direction, the first shell (100) and the second shell (200) are assembled along the preset axial direction, an end of the first shell (100) away from the second shell (200) is provided with an air inlet (110), and the heat pipe heat exchanger (400) is arranged inside the first shell (100) close to the second shell (200). The drive motor (300) is disposed at one end close to the air inlet (110), the drive motor (300) being disposed on a side of the heat pipe heat exchanger (400) away from the air inlet (110), so that the heat pipe heat exchanger (400) can dissipate heat from the stator (320) of the drive motor (300), and the propeller (500) is sleeved on the outer side of the rotor (310) of the drive motor (300), so that the rotor (310) of the drive motor (300) can drive the propeller (500) to rotate; An end portion of the second shell (200) close to the air inlet (110) is inserted into the first shell (100), and an air outlet gap (120) is provided between the outer wall of the second shell (200) and the inner wall of the first shell (100), so that air can pass through the air inlet (110), the heat pipe heat exchanger (400) and the air outlet gap (120) in sequence.

2. The mid-section flow-guiding rotor module according to claim 1, characterized in that: The drive motor (300) and the propeller (500) are arranged in the first housing (100); a flow guide annular gap (130) is provided between the rotor (310) of the drive motor (300) and the propeller (500); the mid-section flow guide rotor module further comprises an annular fan (600); the annular fan (600) is arranged in the flow guide annular gap (130) and sleeved on the outer peripheral side of the rotor (310) of the drive motor (300), so that the rotor (310) of the drive motor (300) can drive the annular fan (600) to rotate, and the flow guide annular gap (130) can generate an airflow flowing along the path from the heat pipe heat exchanger (400) to the air outlet gap (120).

3. The mid-section flow-guiding rotor module according to claim 2, characterized in that: The annular fan (600) comprises an array of air inlet blades (610) and an array of air outlet blades (620); the array of air inlet blades (610) is arranged at one end of the guide annular gap (130) close to the heat pipe heat exchanger (400); the array of air inlet blades (610) comprises a plurality of air inlet blades (610) arranged at intervals in the circumferential direction of the guide annular gap (130); The air outlet blade (620) array is arranged at one end of the guide annular gap (130) away from the heat pipe heat exchanger (400), and the air outlet blade (620) array comprises a plurality of air outlet blades (620) arranged at intervals in the circumferential direction of the guide annular gap (130); The air inlet blade (610) array and the air outlet blade (620) array are arranged at preset axial intervals.

4. The mid-section flow-guiding rotor module according to claim 2, characterized in that: The surface of the second shell (200) is provided with a plurality of air guide grooves (210) arranged at intervals along the circumference of the second shell (200); the second shell (200) is in a cone shape as a whole; the air guide grooves (210) extend in a convergent manner from the bottom end of the second shell (200) toward the tip end of the second shell (200); and along the direction from the bottom end of the second shell (200) to the tip end of the second shell (200), the cross-sectional area of ​​the air guide grooves (210) tends to decrease evenly.

5. The mid-section flow-guiding rotor module according to claim 1, characterized in that: The drive motor (300) and the propeller (500) are arranged in a second housing (200), and the mid-section flow-guiding rotor module further comprises an electronic fan (700), wherein the electronic fan (700) is arranged on a side of the heat pipe exchanger (400) close to the second housing (200), so that an airflow can be generated between the heat pipe exchanger (400) and the second housing (200) and flows along the path from the heat pipe exchanger (400) to the air outlet gap (120).

6. The mid-section flow-guiding rotor module according to claim 5, characterized in that: It also includes a third air guide cover (930), which is covered on a side of the second shell (200) close to the first shell (100) and protrudes in a direction close to the first shell (100), so that the airflow can be guided to the air outlet gap (120) through the third air guide cover (930).

7. The mid-section guide rotor module according to claim 1, characterized in that: The heat pipe heat exchanger (400) comprises an evaporation section (410) and a condensation section (420); the condensation section (420) is arranged at one end of the heat pipe heat exchanger (400) close to the air inlet (110); and the evaporation section (410) is arranged at one end of the heat pipe heat exchanger (400) close to the drive motor (300).

8. The mid-section flow-guiding rotor module according to claim 7, characterized in that: It also comprises a liquid storage chamber (800), the condensation section (420) being arranged at one end of the first shell (100) along its own radial direction, the liquid storage chamber (800) being arranged at the other end of the first shell (100) along its own radial direction, and when the preset axial direction is arranged horizontally, the condensation section (420) is located above the liquid storage chamber (800); The mid-section flow-guiding rotor module further comprises a liquid wick (810), one end of the liquid wick (810) being connected to the liquid storage chamber (800) and the other end of the liquid wick being connected to the evaporation section (410).

9. The mid-section flow-guiding rotor module according to claim 8, characterized in that: The liquid storage chamber (800) and the air inlet (110) are arranged at intervals so that the inner wall of the condensation section (420), the liquid storage chamber (800) and the first shell (100) are surrounded to form a boost channel (140), and the boost channel (140) can be connected through the condensation section (420) and the air outlet gap (120).

10. The mid-section flow-guiding rotor module according to claim 8, characterized in that: The stator (320) of the drive motor (300) is provided with a heat dissipation cavity (321), the heat dissipation cavity (321) is connected to the condensation section (420), and the heat dissipation cavity (321) constitutes the evaporation section (410) of the heat pipe heat exchanger (400).

11. A rotary-wing aircraft, characterized in that: It comprises a mid-section flow-guiding rotor module as described in any one of claims 1 to 10.

Images