Mid-section flow-guiding rotor module and rotorcraft

Abstract

The present application relates to a mid-section flow-guiding rotor module and a rotorcraft. The rotor module includes a first housing, a second housing, a drive motor, a heat pipe heat exchanger, and a propeller. The axial direction of the propeller is defined as the preset axial direction. The first housing and the second housing are assembled along the preset axial direction. The heat pipe heat exchanger is disposed at one end of the first housing near the air inlet. The drive motor is disposed on the side of the heat pipe heat exchanger away from the air inlet. The propeller is sleeved outside the rotor of the drive motor so that the rotor of the drive motor can drive the propeller to rotate. One end of the second housing near the air inlet is partially inserted into the first housing, and an air outlet gap is provided between the outer wall of the second housing and the inner wall of the first housing so that air can sequentially pass through the air inlet, the heat pipe heat exchanger, and the air outlet gap. The mid-section flow-guiding rotor module and the rotorcraft provided by the present application solve the problem that it is difficult for a rotorcraft to balance the heat dissipation efficiency of the motor and the flight stability.

Description

Technical Field

[0001] The present application relates to the technical field of rotor flight devices, and particularly to a mid-section flow-guiding rotor module and a rotor aircraft. Background Art

[0002] As the uses of rotor aircraft (including flying cars and drones) are increasing, the requirements for rotor aircraft are also getting higher. For example, the load demand of rotor aircraft is constantly increasing, and the power of the corresponding motor will also become larger. Thus, 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 by the wind generated by the propeller. In this way, although the heat dissipation efficiency can be improved 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 rotor aircraft. Summary of the Invention

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

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

[0006] In one embodiment, the driving motor and the propeller are arranged in the first housing, and a guiding annular gap is provided between the rotor of the driving motor and the propeller. The mid-section flow-guiding rotor module further includes an annular fan, and the annular fan is arranged in the guiding annular gap and sleeved on the outer peripheral side of the rotor of the driving motor so that the rotor of the driving motor can drive the annular fan to rotate and make the guiding annular gap generate an air flow flowing from the heat pipe heat exchanger to the air outlet gap.

[0007] In one embodiment, the annular fan includes an air inlet blade array and an air outlet blade array. The air inlet blade array is arranged at one end of the diversion ring gap close to the heat pipe heat exchanger. The air inlet blade array includes a plurality of air inlet blades arranged at intervals in the circumferential direction of the diversion ring gap. The air outlet blade array is arranged at the end of the diversion ring gap far from the heat pipe heat exchanger. The air outlet blade array includes a plurality of air outlet blades arranged at intervals in the circumferential direction of the diversion ring gap. The air inlet blade array and the air outlet blade array are arranged at intervals along a preset axial direction.

[0008] In one embodiment, a plurality of air guiding grooves are arranged at intervals on the surface of the second housing in the circumferential direction of the second housing. The second housing is generally conical in shape. The air guiding grooves extend convergently from the bottom end of the second housing towards the tip of the second housing. Along the direction from the bottom end to the tip of the second housing, the cross-sectional area of the air guiding grooves shows a trend of decreasing uniformly.

[0009] In one embodiment, the driving motor and the propeller are arranged in the second housing. The middle-section diversion type rotor module further includes an electronic fan. The electronic fan is arranged on the side of the heat pipe heat exchanger close to the second housing, so that an air flow can be generated between the heat pipe heat exchanger and the second housing and flow from the heat pipe heat exchanger to the air outlet gap.

[0010] In one embodiment, the middle-section diversion type rotor module further includes a third air guide cover. The third air guide cover is arranged on the side of the second housing close to the first housing and protrudes towards the direction close to the first housing, so that the air flow can be guided to the air outlet gap through the third air 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 driving motor.

[0012] In one embodiment, the middle-section diversion type rotor module further includes a liquid storage chamber. The condensation section is arranged at one end of the first housing along its radial direction, and the liquid storage chamber is arranged at the other end of the first housing along its radial direction. When the preset axial direction is horizontally arranged, the condensation section is located above the liquid storage chamber. The middle-section diversion type rotor module further includes a wick. One end of the wick is communicated with the liquid storage chamber, and the other end is communicated with the evaporation section.

[0013] In one embodiment, the liquid storage chamber and the air inlet are arranged at intervals, so that a pressurization channel is formed by enclosing the condensation section, the liquid storage chamber and the inner wall of the first housing. The pressurization channel can be communicated with the air outlet gap through the condensation section.

[0014] In one embodiment, the stator of the driving motor is provided with a heat dissipation cavity. The heat dissipation cavity is communicated with 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 rotary-wing aircraft, which includes the middle-section flow-guiding rotary-wing module described in any one of the above embodiments.

[0016] Compared with the prior art, for the middle-section flow-guiding rotary-wing module and the rotary-wing aircraft provided by the present application, by reasonably arranging the positions of the heat pipe heat exchanger, the drive motor, and the propeller, the unity of efficient heat dissipation and center-of-gravity optimization is achieved. The heat pipe heat exchanger is arranged close to the air inlet, and the entering cold air can be directly utilized for heat dissipation. The drive motor is located on the side of the heat pipe heat exchanger away from the air inlet, enabling the heat pipe heat exchanger to effectively dissipate the heat generated by the motor. The propeller is fixedly sleeved outside the rotor of the drive motor, which not only ensures the driving effect but also avoids the center of gravity being too far forward. By providing an air outlet gap between the first housing and the second housing, a continuous air flow channel is formed, further improving 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 prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0018] Figure 1 It is a schematic structural diagram of the middle-section flow-guiding rotary-wing module according to an embodiment provided by the present application;

[0019] Figure 2 For Figure 1 the sectional view of the middle-section flow-guiding rotary-wing module shown;

[0020] Figure 3 For Figure 1 the partial structural schematic diagram of the middle-section flow-guiding rotary-wing module shown;

[0021] Figure 4 It is a schematic structural diagram of the middle-section flow-guiding rotary-wing module according to another embodiment provided by the present application;

[0022] Figure 5 For Figure 4 the sectional view of the middle-section flow-guiding rotary-wing module shown;

[0023] Figure 6 It is a partial sectional view of the middle-section flow-guiding rotary-wing module according to an embodiment provided by the present application.

[0024] Reference numerals: 100, first housing; 110, air inlet; 120, air outlet gap; 130, diversion annular gap; 140, pressurization channel; 150, rotating shaft hole; 200, second housing; 210, air guide groove; 300, drive motor; 310, rotor; 320, stator; 321, heat dissipation chamber; 400, heat pipe heat exchanger; 410, evaporation section; 420, condensation section; 430, conduit; 500, propeller; 600, annular fan; 610, air inlet blade; 620, air outlet blade; 700, electric fan; 800, liquid storage chamber; 810, wick; 910, first fairing; 920, second fairing; 930, third fairing. Detailed implementation manners

[0025] As the uses of rotary-wing aircraft (including flying cars and drones) are increasing, the requirements for rotary-wing aircraft are also getting higher and higher. For example, the load demand of rotary-wing aircraft is constantly increasing, and the power of the corresponding motor will also become larger and larger. Thus, the heat generated by the motor will also double. Therefore, the heat dissipation of the motor is particularly important.

[0026] In order to improve the heat dissipation efficiency, in the prior art, the heat dissipation of the motor is generally carried out by the wind generated by the propeller. In this way, although the heat dissipation efficiency can be improved 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, it will cause the center of gravity of the entire rotor module to be too forward, thereby affecting the flight stability of the rotary-wing aircraft.

[0027] Please refer to Figures 1-6 , therefore, in order to solve the problem that the existing rotary-wing aircraft is difficult to balance the heat dissipation efficiency of the motor and the flight stability of the rotary-wing aircraft, the present application provides a middle-section diversion type rotor module and a rotary-wing aircraft.

[0028] Aiming at the contradiction between the heat dissipation efficiency of the drive motor 300 of the rotary-wing aircraft and the flight stability, the present application has conducted in-depth analysis and exploration.

[0029] First of all, considering the importance of the heat dissipation of the drive motor 300, the present application proposes the idea of introducing the heat pipe heat exchanger 400 into the rotor module. The heat pipe heat exchanger 400 has high-efficient heat conduction ability and can quickly transfer the heat generated by the drive motor 300 to the heat dissipation area. However, simply adding the heat pipe heat exchanger 400 may increase the weight and volume of the rotor module, so further optimization design is needed.

[0030] Secondly, to solve the problem of the center of gravity shifting forward, the present application considers a solution to re-layout the internal structure of the rotor module. By placing the heat pipe heat exchanger 400 near the air inlet 110, the entering air flow can be fully utilized for heat dissipation. At the same time, the driving motor 300 is arranged on the side of the heat pipe heat exchanger 400 away from the air inlet 110, which can relatively shift the center of gravity of the entire module backward while ensuring the heat dissipation effect.

[0031] However, such a layout may affect the air flow path. To ensure the heat dissipation effect, the present application further considers how to optimize the air flow channel. By providing an air outlet gap 120 between the first housing 100 and the second housing 200, a continuous air flow channel can be formed, enabling the air flow to sequentially pass through the air inlet 110, the heat pipe heat exchanger 400, and the air outlet gap 120.

[0032] When considering the position of the propeller 500, the present application proposes a solution of fixedly sleeving the propeller 500 outside 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.

[0033] Based on the above considerations, the present application finally forms a design solution for a mid-section flow-guiding rotor module. The mid-section flow-guiding rotor module includes a first housing 100, a second housing 200, a driving motor 300, a heat pipe heat exchanger 400, and a propeller 500. The axial direction of the propeller 500 is defined as the preset axial direction, and the first housing 100 and the second housing 200 are assembled along the preset axial direction. One end of the first housing 100 away from the second housing 200 is provided with an air inlet 110, and the heat pipe heat exchanger 400 is arranged at one end of the first housing 100 close to the air inlet 110. The driving 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 from the stator 320 of the driving motor 300. The propeller 500 is fixedly sleeved outside the rotor 310 of the driving motor 300 so that the rotor 310 of the driving motor 300 can drive the propeller 500 to rotate. One end of the second housing 200 close to the air inlet 110 is partially inserted into the first housing 100, and an air outlet gap 120 is provided between the outer wall of the second housing 200 and the inner wall of the first housing 100 so that the air flow can sequentially pass through the air inlet 110, the heat pipe heat exchanger 400, and the air outlet gap 120.

[0034] Among them, the first housing 100 refers to one of the external structures of the rotor module, and specifically can be made of metal or high-strength engineering plastic materials, and is in a cylindrical shape or a similar shape.

[0035] Among them, the second housing 200 refers to another part of the external structure that cooperates with the first housing 100, and specifically can be made of the same or similar materials as the first housing 100, and the shape can be conical or cylindrical.

[0036] Among them, the drive motor 300 refers to a device that provides power for the propeller 500, and specifically, a brushless DC motor or a permanent magnet synchronous motor can be used to achieve it.

[0037] Among them, the heat pipe heat exchanger 400 refers to an efficient heat conduction device for heat dissipation, and specifically, a structure with a working liquid filled in a copper tube can be used to achieve it.

[0038] Among them, the propeller 500 refers to a rotating component that generates thrust, and specifically, it can be made of carbon fiber or high-strength plastic materials, and has a specific blade shape and number.

[0039] The core innovation of this application lies in the adoption of a mid-section diversion design. By reasonably arranging the positions of the heat pipe heat exchanger 400, the drive motor 300, and the propeller 500, the unity of efficient heat dissipation and center of gravity optimization is achieved. The heat pipe heat exchanger 400 is arranged close to the air inlet 110, and can directly utilize the incoming cold air 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, enabling the heat pipe heat exchanger 400 to effectively dissipate the heat generated by the motor. The propeller 500 is fixedly sleeved outside 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 housing 100 and the second housing 200, a continuous air flow channel is formed, further improving the heat dissipation efficiency.

[0040] Specifically, the working principle of this application is as follows: First, the first housing 100 and the second housing 200 are assembled along a preset axis to form the basic shape of the rotor module. One end of the first housing 100 away from the second housing 200 is provided with an air inlet 110 for introducing cold air. The heat pipe heat exchanger 400 is arranged in the first housing 100 close to 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 heat exchanger 400 away from the air inlet 110, and the heat pipe heat exchanger 400 can effectively absorb and conduct the heat generated by the motor.

[0041] The propeller 500 is fixedly sleeved outside the rotor 310 of the drive motor 300. When the drive motor 300 works, the rotor 310 drives the propeller 500 to rotate, generating a thrust backward or downward. At the same time, one end of the second housing 200 is partially inserted into the first housing 100, and an air outlet gap 120 is formed between the outer wall of the second housing 200 and the inner wall of the first housing 100. This design enables the air flow to sequentially pass through the air inlet 110, the heat pipe heat exchanger 400, and the air outlet gap 120, forming a continuous heat dissipation channel.

[0042] The heat pipe heat exchanger 400 is made of highly efficient heat conduction materials and 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 air flow channel but also helps to reduce the overall weight of the rotor module. This layout makes the center of gravity of the rotor module shift backward relatively, which is beneficial to improving flight stability.

[0043] Specifically, the shape of the air inlet 110 can be multiple parallel strip-shaped holes, or multiple densely arranged round holes, or a relatively large round hole.

[0044] Moreover, the rotating shaft hole 150 is provided in the first housing 100. Specifically, it is located at one end of the first housing 100 close to the air inlet 110.

[0045] In some of the above embodiments, during the implementation of the present application, there is also a problem of insufficient heat dissipation efficiency of the drive motor 300.

[0046] In response to this, as Figures 1-3 shown, the present application further proposes an improved solution. The drive motor 300 and the propeller 500 are arranged in the first housing 100, and there is a diversion annulus 130 between the rotor 310 of the drive motor 300 and the propeller 500.

[0047] It should be noted that the propeller 500 and the rotor 310 of the drive motor 300 are fixedly connected by connecting columns. The adjacent connecting columns are arranged at intervals to form a diversion gap, and multiple diversion gaps constitute the diversion annulus 130.

[0048] The present application further includes an annular fan 600. The annular fan 600 is arranged in the diversion annulus 130 and fixedly 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 diversion annulus 130 can generate an air flow flowing along from the heat pipe heat exchanger 400 to the air outlet gap 120.

[0049] This improved solution sets the annular fan 600 in the diversion annulus 130 and uses the rotation of the drive motor 300 to drive the annular fan 600 to rotate, thereby generating an additional air flow in the diversion annulus 130. This design not only enhances the overall heat dissipation effect but also makes full use of the rotational power of the drive motor 300 and improves the energy utilization efficiency of the system.

[0050] Specifically, the installation position and structural design of the annular fan 600 are the key to this solution. The annular fan 600 is fixedly sleeved on the outer peripheral side of the rotor 310 of the driving motor 300. This arrangement ensures that the annular fan 600 can rotate with the rotation of the rotor 310 of the driving motor 300. The blades of the annular fan 600 can be designed with specific angles and shapes to optimize the direction and speed of the air flow. For example, the blades can be designed in a spiral or inclined shape to more effectively guide the air flow from the heat pipe heat exchanger 400 to the air outlet gap 120.

[0051] The design of the diversion annular gap 130 is also an important consideration. The width of the annular gap needs to be precisely calculated to ensure sufficient space for the air flow to pass through, while not being too wide to affect the compactness of the overall structure. The inlet and outlet of the diversion annular gap 130 can be designed with specific shapes, such as a flared shape, to reduce the air flow resistance and improve the flow efficiency.

[0052] 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 taken away by a part of the cold air introduced through the air inlet 110, and then the remaining heat is further dissipated through the air flow in the diversion annular gap 130. This multi-stage heat dissipation method significantly improves the heat dissipation efficiency of the entire system.

[0053] This design has significant advantages compared to the traditional method of relying solely on the propeller 500 to generate air flow for heat dissipation. First, it does not require changing the position of the propeller 500, so it does not affect the center of gravity distribution of the rotor module and maintains the stability of the aircraft. Second, by using the rotational power of the driving motor 300 to drive the annular 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 air flow direction and reduce heat loss.

[0054] 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 relies on the air flow generated by the propeller 500, and the heat dissipation effect of this method is limited by the position and rotational speed of the propeller 500. However, in the present application, by introducing the annular fan 600 and the diversion annular gap 130, the heat dissipation process can be more flexibly controlled to adapt to different working conditions and environments. In addition, the design of the present application improves the energy utilization efficiency by making full use of the rotational power of the driving motor 300 to drive the annular fan 600, which is an advantage not possessed by the traditional design.

[0055] In some of the above embodiments, during the implementation of the present application, there is still a problem of how to further improve the air flow efficiency in the diversion annular gap 130.

[0056] In response to this, the present application further proposes a technical solution in which the annular fan 600 includes an array of air inlet vanes 610 and an array of air outlet vanes 620. The array of air inlet vanes 610 is disposed at one end of the diversion annular gap 130 close to the heat pipe heat exchanger 400. The array of air inlet vanes 610 includes a plurality of air inlet vanes 610 arranged at intervals in the circumferential direction of the diversion annular gap 130. The array of air outlet vanes 620 is disposed at one end of the diversion annular gap 130 far from the heat pipe heat exchanger 400. The array of air outlet vanes 620 includes a plurality of air outlet vanes 620 arranged at intervals in the circumferential direction of the diversion annular gap 130. The array of air inlet vanes 610 and the array of air outlet vanes 620 are arranged at intervals along a preset axial direction.

[0057] By providing an array of air inlet vanes 610 and an array of air outlet vanes 620 on the annular fan 600, the present application can more effectively guide the air flow into the diversion annular gap 130 and out of the diversion annular gap 130. The array of air inlet vanes 610 is located at one end close to the heat pipe heat exchanger 400, which can better guide the air flow passing through the heat pipe heat exchanger 400 into the diversion annular gap 130. The array of air outlet vanes 620 is located at one end far from the heat pipe heat exchanger 400, which can more effectively discharge the air flow from the diversion annular gap 130. The two vane arrays are arranged at intervals along the preset axial direction, forming a complete air flow channel and improving the flow efficiency of the air flow in the diversion annular gap 130.

[0058] Specifically, the array of air inlet vanes 610 and the array of air outlet vanes 620 can adopt different vane designs. The air inlet vanes 610 can be designed to be inclined inward to better guide the air flow into the diversion annular gap 130. The air outlet vanes 620 can be designed to be inclined outward to more effectively discharge the air flow from the diversion annular gap 130. The number, angle, and shape of the vanes can be optimized according to specific air flow requirements.

[0059] More specifically, the air inlet vanes 610 are in the shape of a plate, a bend, or a curve. Similarly, the air outlet vanes 620 are in the shape of a plate, a bend, or a curve.

[0060] The arrangement of the array of air inlet vanes 610 and the array of air outlet vanes 620 not only improves the flow efficiency of the air flow but also plays a role in stabilizing the air flow. The array of air inlet vanes 610 can rectify the air flow entering the diversion annular gap 130 and reduce the generation of turbulence. The array of air outlet vanes 620 can evenly distribute the discharged air flow and avoid over-concentration of the local air flow. This design can make the air flow distribution in the entire diversion annular gap 130 more uniform and further improve the heat dissipation effect of the heat pipe heat exchanger 400.

[0061] 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 heat-resistant metal material such as aluminum alloy or titanium alloy to cope with the discharged hot air flow. The surface of the blades can be specially treated, such as spraying an anti-corrosion coating or performing surface smoothing treatment, to reduce air flow resistance and improve durability.

[0062] 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 diversion annulus 130, the air flow velocity, and the heat transfer requirements. Generally, the spacing can be set to 1 / 3 to 1 / 2 of the length of the diversion annulus 130. Such a setting can ensure sufficient air flow acceleration space while also ensuring that the outlet blade array 620 can effectively discharge the air flow.

[0063] By adopting this design, the middle-section diversion rotor module of the present application can more effectively utilize the diversion annulus 130 for heat dissipation. Compared with the traditional single-blade design, the double-blade array design of the present application can increase the air flow velocity, thereby significantly improving the heat dissipation efficiency. Moreover, the removal of the middle blade part greatly reduces the weight of the ring fan 600. At the same time, due to the more stable and uniform air flow, the operating temperature of the heat pipe heat exchanger 400 can be significantly 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.

[0064] Compared with the prior art, the double-blade array design of the present application does not significantly increase the weight and complexity of the rotor module while improving the heat dissipation efficiency. Traditional heat dissipation solutions may require adding additional heat dissipation fans or expanding the heat dissipation area, which will lead to an increase in weight and structural complexity. However, the solution of the present application realizes the improvement of the heat dissipation efficiency by optimizing the existing structure without adding additional components. This design not only maintains the lightweight characteristic of the rotor module but also improves its overall performance, providing a new technical direction for the development of rotorcraft.

[0065] In some of the above embodiments, during the implementation of the present application, there is still a problem of how to further improve the diversion efficiency.

[0066] In response to this, the present application further proposes an improved solution. The surface of the second housing 200 is provided with a plurality of air guiding grooves 210 arranged at intervals along the circumferential direction of the second housing 200. The second housing 200 is generally conical in shape, and the air guiding grooves 210 extend convergently from the bottom end of the second housing 200 towards the tip of the second housing 200. Along the direction from the bottom end to the tip of the second housing 200, the cross-sectional area of the air guiding grooves 210 shows a tendency to decrease uniformly.

[0067] This design can further optimize the guiding effect of the airflow. By providing the air guiding grooves 210 on the surface of the second housing 200, the airflow can be more effectively guided to flow along a predetermined path. The conical shape of the second housing 200 helps to reduce the airflow resistance, while the convergent extension design of the air guiding grooves 210 can accelerate the airflow and improve the overall guiding efficiency.

[0068] Specifically, the design of the air guiding grooves 210 takes the following aspects into consideration:

[0069] First of all, the air guiding grooves 210 are arranged at intervals along the circumferential direction 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 situation of local airflow concentration or dead corners. The evenly distributed airflow helps to improve the overall heat dissipation effect and guiding efficiency.

[0070] Secondly, the air guiding grooves 210 extend convergently from the bottom end to the tip of the second housing 200. This design utilizes the Venturi effect in fluid mechanics. When the airflow passes through a gradually narrowing 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 guiding and heat dissipation effects.

[0071] Furthermore, the cross-sectional area of the air guiding grooves 210 decreases uniformly along the direction from the bottom end to the tip of the second housing 200. This gradual change design can make the airflow acceleration process smoother, reducing turbulence and energy loss. The uniformly decreasing cross-sectional area ensures the continuous increase of the airflow speed, thus maintaining an efficient guiding effect throughout the length of the air guiding grooves 210.

[0072] By adopting this improved design, the middle-section guiding type rotor module of the present application can make more effective use of the airflow and improve the 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 design of the air guiding grooves 210, the speed of the airflow has been increased, which means that better heat dissipation effects can be obtained under the same power, or the required power consumption can be reduced under the same heat dissipation effect.

[0073] In addition, this design also helps to reduce the noise of the rotor module. By optimizing the air flow path, turbulence and air flow disorder can be reduced, thereby reducing the noise generated during operation. This has significant advantages for application scenarios that require low-noise operation, such as urban air transportation or close-range monitoring tasks.

[0074] In summary, the present application effectively solves the technical problem of further improving the diversion efficiency by providing the air guide grooves 210 with a specific design on the surface of the second housing 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.

[0075] In one embodiment, the middle-section diversion type rotor module further includes a first diversion cover 910. The first diversion cover 910 is disposed on the side of the drive motor 300 close to the heat pipe heat exchanger 400 and protrudes towards the direction close to the heat pipe heat exchanger 400, so that the air flow passing through the heat pipe heat exchanger 400 can enter the diversion annulus 130 through the first diversion cover 910.

[0076] Compared with the prior art, the solution of the present application realizes the effective guidance and utilization of the air flow by adding the first diversion cover 910, avoiding the disordered diffusion and waste of the air flow. At the same time, since the setting of the first diversion cover 910 does not significantly increase the weight and volume of the rotor module, it will not have an obvious impact on the center of gravity and flight performance of the aircraft. This design improves the heat dissipation efficiency while maintaining the compactness and light weight characteristics of the rotor module, reflecting the innovation and practicality of the present application in solving technical problems.

[0077] Specifically, the overall shape of the first diversion cover 910 can be spherical, polyhedral pyramid-shaped, ellipsoidal or other various shapes.

[0078] In one embodiment, the middle-section diversion type rotor module further includes a second diversion cover 920. The second diversion cover 920 is disposed on the side of the second housing 200 close to the drive motor 300 and protrudes towards the direction close to the drive motor 300, so that the air flow passing through the diversion annulus 130 can enter the air outlet gap 120 through the second diversion cover 920.

[0079] Compared with the prior art, the solution of the present application realizes the effective guidance and utilization of the air flow by adding the second diversion cover 920, avoiding the disordered diffusion and waste of the air flow. At the same time, since the setting of the second diversion cover 920 does not significantly increase the weight and volume of the rotor module, it will not have an obvious impact on the center of gravity and flight performance of the aircraft. This design improves the heat dissipation efficiency while maintaining the compactness and light weight characteristics of the rotor module, reflecting the innovation and practicality of the present application in solving technical problems.

[0080] Specifically, the second fairing 920 as a whole can have various shapes such as spherical, polyhedral pyramid, or ellipsoidal.

[0081] In some of the above embodiments, during the implementation of the present application, there is also a problem of insufficient heat dissipation efficiency of the drive motor 300.

[0082] In response to this, as Figures 2-5 shown, the present application further proposes an improved middle-section flow-guiding rotor module. This module includes a first housing 100, a second housing 200, a drive motor 300, a heat pipe heat exchanger 400, and a propeller 500. The first housing 100 and the second housing 200 are assembled along a preset axial direction. An air inlet 110 is provided at one end of the first housing 100 away from the second housing 200. The heat pipe heat exchanger 400 is disposed at one end of the first housing 100 near the air inlet 110, and the drive motor 300 is disposed on the side of the heat pipe heat exchanger 400 away from the air inlet 110. The propeller 500 is fixedly sleeved on the outer side of the rotor 310 of the drive motor 300. One end of the second housing 200 near the air inlet 110 is partially inserted into the first housing 100, and an air outlet gap 120 is provided between the outer wall of the second housing 200 and the inner wall of the first housing 100.

[0083] In this improved design, the drive motor 300 and the propeller 500 are disposed in the second housing 200. The present application also introduces an electric fan 700, which is disposed on the side of the heat pipe heat exchanger 400 close to the second housing 200. This layout enables an air flow to be generated between the heat pipe heat exchanger 400 and the second housing 200 and flow along the direction from the heat pipe heat exchanger 400 to the air outlet gap 120.

[0084] It should be noted that the electric fan 700 includes a micro motor and a micro fan, and moreover, the power of both the micro motor and the drive motor 300 comes from the battery of the rotorcraft.

[0085] It should be noted that regardless of 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 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 inside and in a circular ring shape, and a plurality of blades disposed on the outer peripheral side of the rotating ring. The rotating ring and the first housing 100 (or the second housing 200) are in a relatively rotating relationship, and a guiding ring gap 130 is provided between the rotating ring and the rotor.

[0086] Moreover, it can be understood that the rotor 310 of the drive motor 300, the propeller 500, and the rotating ring rotate synchronously, and structures such as the stator 320 of the drive motor 300, the heat pipe heat exchanger 400, the first housing 100, and the second housing 200 are fixed and do not rotate.

[0087] The core of this design lies in enhancing the heat exchange efficiency between the heat pipe heat exchanger 400 and the drive motor 300 by introducing the electronic fan 700. The electronic fan 700 can adopt various forms, such as an axial flow fan or a centrifugal fan. The size and rotation speed of the fan can be adjusted according to the actual heat dissipation requirements.

[0088] The working principle of the electronic fan 700 is to enhance heat exchange through forced convection. When the electronic fan 700 operates, it generates a continuous air flow between the heat pipe heat exchanger 400 and the second housing 200. This air flow first passes through the heat pipe heat exchanger 400, taking away heat, and then flows towards 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.

[0089] Specifically, when the rotor module is working, the electronic fan 700 will keep running. The cold air entering the air inlet 110 first passes through the heat pipe heat exchanger 400 and exchanges heat with it. Then, this part of the air that has been heated is forced by the electronic fan 700 towards the area where the drive motor 300 is located. In this way, a continuous cooling air flow is formed around the drive motor 300, effectively reducing the operating temperature of the motor.

[0090] 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 rises, 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.

[0091] This design has obvious advantages compared with the traditional way of relying only on the propeller 500 to generate air flow for heat dissipation. First, it provides a heat dissipation system independent of the main propeller 500, which can more precisely 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.

[0092] Compared with the prior art, the design of this application significantly improves the heat dissipation efficiency while maintaining the overall structure of the rotor module compact. In the traditional design, heat dissipation mainly relies on the air flow 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, this 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 the performance optimization of the entire rotor module.

[0093] It should be noted that the second housing 200 is a smooth conical shape.

[0094] In some of the above embodiments, during the implementation of the present application, there is also a problem that the airflow cannot be effectively guided to the air outlet gap 120.

[0095] In response to this, the present application further proposes a middle-section flow-guiding rotor module, which further includes a third flow-guiding cover 930. The third flow-guiding cover 930 is disposed on the side of the second housing 200 close to the first housing 100 and protrudes toward the direction close to the first housing 100, so that the airflow can be guided to the air outlet gap 120 through the third flow-guiding cover 930.

[0096] Specifically, the overall shape of the third flow-guiding cover 930 can be in various shapes such as a spherical shape, a polyhedral pyramid shape, or an ellipsoidal shape.

[0097] By providing the third flow-guiding cover 930 on the side of the second housing 200 close to the first housing 100 and making the third flow-guiding cover 930 protrude toward the direction close to the first housing 100, the middle-section flow-guiding rotor module of the present application can effectively guide the airflow to the air outlet gap 120. This design not only improves the utilization efficiency of the airflow but also enhances the heat dissipation effect of the entire rotor module.

[0098] Specifically, there are various implementation manners for the design of the third flow-guiding cover 930. For example, the third flow-guiding cover 930 can adopt a conical shape, with its bottom fixedly connected to the second housing 200 and its top extending toward the first housing 100. This shape can make the airflow smoothly flow along the surface of the flow-guiding cover to the air outlet gap 120. Another possible implementation manner is that the third flow-guiding cover 930 can be designed as an annular structure composed of multiple arc-shaped blades, and each blade is inclined 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.

[0099] There are also various choices for the connection manner between the third flow-guiding cover 930 and the second housing 200. Bolt fixing, snap connection, or integral molding can be adopted. Among them, the integral molding manner can reduce the number of parts and improve the stability of the overall structure.

[0100] In the technical solution of the present application, the third flow-guiding cover 930, the first housing 100, the second housing 200, and the air outlet gap 120 form a complete airflow channel. When the driving motor 300 drives the propeller 500 to rotate, the generated airflow first undergoes heat exchange through the heat pipe heat exchanger 400, and then is guided by the third flow-guiding cover 930 and flows along its surface to the air outlet gap 120. Due to the protruding design of the third flow-guiding cover 930, a certain pressure difference will be formed during the airflow movement, and this pressure difference can further promote the airflow movement and improve the heat dissipation efficiency.

[0101] As a preferred embodiment, the third fairing 930 can be designed as an adjustable structure. For example, a hinge structure can be provided at the bottom of the third fairing 930 to enable it to adjust the inclination within a certain angle range. This design can adjust the guiding angle of the airflow according to different working conditions and environments to achieve the best heat dissipation effect.

[0102] Furthermore, the surface of the third fairing 930 can adopt special surface treatment technologies, such as spraying high thermal conductivity materials or making microstructures, to further improve the heat exchange efficiency. For example, micron-scale fin structures can be made on the surface of the third fairing 930 to increase the surface area in contact with the airflow, thereby improving the heat exchange efficiency.

[0103] By adopting the above technical solutions, the middle-section diversion type rotor module of the present application can effectively solve the airflow guiding problem and significantly improve the heat dissipation efficiency. Compared with the prior art, the solution of the present application realizes the effective guidance and utilization of the airflow by adding the third fairing 930, and avoids the disordered diffusion and waste of the airflow. At the same time, since the setting of the third fairing 930 does not significantly increase the weight and volume of the rotor module, it will not have an obvious 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.

[0104] In some of the above embodiments, during the implementation of the present application, there is also a problem of how to further improve the heat exchange efficiency of the heat pipe heat exchanger 400.

[0105] In response to this, as Figure 6 shown, the present application further proposes that the heat pipe heat exchanger 400 includes a condensation section 420 and an evaporation section 410. 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.

[0106] The middle-section diversion type rotor module of the present application includes a first housing 100, a second housing 200, a drive motor 300, a heat pipe heat exchanger 400, and a propeller 500. Among them, the first housing 100 and the second housing 200 are assembled along a preset axis, and an air inlet 110 is provided at one end of the first housing 100 away from the second housing 200. The heat pipe heat exchanger 400 is arranged at one end of the first housing 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 outside the rotor 310 of the drive motor 300. One end of the second housing 200 close to the air inlet 110 is partially inserted into the first housing 100, and an air outlet gap 120 is provided between the outer wall of the second housing 200 and the inner wall of the first housing 100.

[0107] With 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, achieving effective heat dissipation for the drive motor 300. At the same time, since the position of the propeller 500 is relatively rearward, it helps to improve the center of gravity distribution of the entire rotor module and enhance flight stability.

[0108] Furthermore, the heat pipe heat exchanger 400 of the present application includes a condensation section 420 and an evaporation section 410. The condensation section 420 is disposed at one end of the heat pipe heat exchanger 400 close to the air inlet 110, and the evaporation section 410 is disposed 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.

[0109] Specifically, when the heat pipe heat exchanger 400 operates, the evaporation section 410 absorbs the heat of the drive motor 300, causing the internal working liquid to evaporate. The vapor flows along the internal channel of the heat pipe heat exchanger 400 to the condensation section 420. At the condensation section 420, the vapor releases heat and condenses into a liquid to take away the heat generated by the drive motor 300, thereby achieving effective heat dissipation for the drive motor 300. The condensed liquid flows back to the evaporation section 410 under the action of gravity or capillary action, forming a continuous circulation process.

[0110] The advantage of this design is that it utilizes the high-efficiency heat transfer characteristics of the heat pipe. The phase change process (liquid evaporation and vapor condensation) of the working fluid inside the heat pipe can transfer a large amount of heat at a very small temperature difference. Since the condensation section 420 is close to the air inlet 110, it can make full use of the incoming cold air; while the evaporation section 410 is close to the drive motor 300, it can directly take away the heat of the component to be cooled.

[0111] Moreover, since the temperature of the condensation section 420, the temperature of the evaporation section 410, and the temperature of the drive motor 300 increase in sequence, therefore, inside the rotor module, a natural heat convection that sequentially passes through the condensation section 420, the evaporation section 410, and the drive motor 300 can be formed. The direction of this heat convection is the same as the direction of the incoming air, thus greatly reducing the internal wind resistance.

[0112] 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 rearward while ensuring the heat dissipation effect, thereby improving the center of gravity position of the rotor module and enhancing the stability of the aircraft. At the same time, due to the high-efficiency 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 the application scenario of high-power motors.

[0113] In some of the above embodiments, during the implementation of the present application, the following problems also exist: the problem of whether the driving motor 300 can effectively dissipate heat in different attitudes of the winged aircraft.

[0114] In response to this, the present application further proposes a middle-section diversion type rotor module including a liquid storage chamber 800. The condensation section 420 is arranged at one end of the first housing 100 along its radial direction, and the liquid storage chamber 800 is arranged at the other end of the first housing 100 along its radial direction. When the preset axis is horizontally arranged, the condensation section 420 is located above the liquid storage chamber 800. The middle-section diversion type rotor module further includes a wick 810. One end of the wick 810 is communicated with the liquid storage chamber 800, and the other end is communicated with the evaporation section 410.

[0115] The middle-section diversion type rotor module of the present application can effectively solve the above problems by arranging the liquid storage chamber 800 and the wick 810 in the first housing 100. Specifically, when the rotor aircraft is in the 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, and the condensation section 420 is located above the evaporation section 410. The liquid working medium is all located in the evaporation section 410 under the action of gravity. When the rotor aircraft is in the horizontal stable flight state, the rotor module is in a horizontal or approximately horizontal state. At this time, the preset axis is horizontally arranged. Since the condensation section 420 is located above the liquid storage chamber 800, the liquid working medium can all enter the liquid storage chamber 800 under the action of gravity. Also, because one end of the wick 810 is communicated with the liquid storage chamber 800 and the other end is communicated with the evaporation section 410, the 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. Moreover, no matter what flight attitude the rotor aircraft is in, on the one hand, it can ensure the stable supply of the 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 condensation section 420, affecting the heat dissipation efficiency of the heat pipe heat exchanger 400.

[0116] Further, in order to improve the liquid supply efficiency of the wick 810, in one embodiment, the wick 810 covers the inner walls of the entire evaporation section 410 and the inner wall of the liquid storage chamber 800.

[0117] In one embodiment, 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 housing 100 enclose a pressurization channel 140, and the pressurization channel 140 can be communicated with the air outlet gap 120 through the condensation section 420.

[0118] This design forms a pressurization channel 140 by reasonably arranging the positional relationship between the liquid storage chamber 800 and the air inlet 110. The setting of the pressurization channel 140 not only helps improve the heat dissipation efficiency of the heat pipe heat exchanger 400, but also can optimize the air flow path, further improving the heat dissipation performance of the entire middle-section deflector rotor module.

[0119] Specifically, the liquid storage chamber 800 and the air inlet 110 are arranged at intervals, so that the condensation section 420, the liquid storage chamber 800 and the inner wall of the first housing 100 jointly enclose a pressurization channel 140. This pressurization channel 140 is communicated through the condensation section 420 and the air outlet gap 120, thus creating an optimized air flow path. When the air flow enters through the air inlet 110, part of the air flow will enter this pressurization channel 140. Due to the special design of the channel, the air flow will generate a certain pressure increase when passing through, and this pressure increase helps to improve the air flow velocity and heat transfer efficiency.

[0120] The setting of the pressurization channel 140 brings multiple technical effects. First of all, it improves the heat dissipation efficiency of the condensation section 420. The pressurized air flow can more effectively take away heat when passing through the condensation section 420. Secondly, this design optimizes the air flow path of the entire module, reduces the turbulence and dead angles of the air flow, and makes the heat distribution more uniform. Moreover, the existence of the pressurization channel 140 can also reduce the noise of the system to a certain extent, because it can reduce the degree of air flow disorder.

[0121] As a preferred implementation manner, the pressurization channel 140 can be designed to be gradually shrinking in shape. For example, from the end close to the air inlet 110 to the end close to the air outlet gap 120, the cross-sectional area of the channel can gradually decrease. This design can further increase the air flow velocity and improve the heat transfer efficiency. The inner wall of the channel can be smoothed or provided with flow guiding ribs to reduce the air flow resistance and improve the flow efficiency.

[0122] Through this design, this application not only solves the problem of the positional relationship between the liquid storage chamber 800 and the air inlet 110, but also creatively uses this positional relationship to form the pressurization channel 140, thereby significantly improving the heat dissipation efficiency of the entire middle-section deflector rotor module. This solution makes more full use of the limited space compared with simply separating the liquid storage chamber 800 and the air inlet 110, and realizes the unity of structural design and function optimization.

[0123] Compared with the prior art, this design of the present application has obvious advantages. Traditional rotor modules usually rely only on simple air flow passing through to achieve heat dissipation, without considering the pressure change and path optimization of the air flow. Through a clever structural design, the present application realizes the air flow pressurization and path optimization without adding additional components. This 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, with broad application prospects.

[0124] However, not limited to this, in other embodiments, the air inlet 110 is directly connected to the condensation section 420, and a partition plate is provided between the pressurization channel 140 and the condensation section 420, that is, to prevent the air flow entering from the air inlet 110 from directly entering the pressurization channel 140. This setting can avoid the problem of increased wind resistance caused by the air flow entering the pressurization channel 140.

[0125] In some of the above embodiments, during the implementation of the present application, there is also a problem that the heat dissipation efficiency of the drive motor 300 is not high.

[0126] In response to this, the present application further proposes a technical solution in which 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.

[0127] 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.

[0128] The advantage of this design is that it utilizes the high-efficiency heat transfer characteristics of the heat pipe heat exchanger 400 to closely combine 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 transfer the heat to the working medium rapidly. The working medium circulates inside the heat pipe heat exchanger 400 to transfer the heat to the condensation section 420, thereby achieving efficient heat dissipation. Moreover, the layout of the heat pipe heat exchanger 400 can be optimized to reduce the volume required for the heat pipe heat exchanger 400, and further make the volume of the rotor module more compact.

[0129] However, without being limited thereto, in another embodiment, the evaporation section 410 may also be attached to the heating surface of the stator 320, and the material of the evaporation section 410 is a heat-conducting metal, so that the heat generated by the stator 320 can be effectively transferred to the evaporation section 410.

[0130] Further, in one embodiment, the evaporation section 410 and the condensation section 420 are communicated through a conduit 430. A first flow guide cover 910 or a third flow guide cover 930 is fixedly sleeved outside 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, a plurality of electronic fans 700 may be arranged around the conduit 430.

[0131] The present application also provides a rotary-wing aircraft, which includes the middle-section flow-guiding rotary-wing module described in any one of the above embodiments.

[0132] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0133] The above-described embodiments only represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the patent protection scope of the present application should be subject to the appended claims.

[0134] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present application.

[0135] In addition, 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 quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of this application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0136] In this application, unless otherwise clearly defined and limited, terms such as "installed", "connected", "joined", "fixed", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0137] In this application, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be 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, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0138] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it may be directly on the other element or there may also be an intermediate 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 an intermediate element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation.

[0139] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the description of this application herein 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; 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).

2. The mid-section flow-guiding rotor module according to claim 1, 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.

3. The mid-section flow-guiding rotor module according to claim 1, 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.

4. The mid-section flow-guiding 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).

5. The mid-section guide rotor module according to claim 4, 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).

6. The mid-section flow-guiding rotor module according to claim 5, 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).

7. The mid-section flow-guiding rotor module according to claim 5, 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).

8. 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 7.

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