A compact co-cooling system and cooling method for an aviation electric motor

Abstract

The application belongs to the technical field of electric aviation, and particularly relates to a compact co-cooling system and a cooling method for an aviation electric engine. The system comprises a stator support, an oil pump, a first cooling part, a second cooling part, a first heat dissipation part and a second heat dissipation part arranged based on the stator support. The first cooling part is used for submerged cooling of an armature. The second cooling part is used for dynamic cooling of a controller. The first heat dissipation part comprises an annular oil cooler, a first heat dissipation pipeline and a second heat dissipation pipeline. The second heat dissipation part comprises a fan and a wind deflector. The first cooling part, the second cooling part, the first heat dissipation part and the second heat dissipation part work together to simultaneously realize the cooling effect of the armature and the controller, and the cooling efficiency is improved through the oil cooling and air cooling structure.

Description

Technical Field

[0001] This invention relates to the field of electric aviation technology, and more specifically to a compact co-cooling system and cooling method for an aircraft electric engine. Background Technology

[0002] In aviation equipment such as drones and manned aircraft, electric motors are gradually replacing traditional internal combustion engines to achieve conversion efficiencies of over 95%. However, because the electrical systems within electric motors are highly sensitive to temperature, installing efficient cooling systems within the electric motors is crucial to ensuring the normal flight of the corresponding aviation equipment.

[0003] The existing cooling systems for electric motors include the following structures: (1) Structure 1: Integrated heat dissipation system based on guide vanes, which uses the guide vanes of the electric motor as a heat dissipation structure to exchange the heat of the coolant with the airflow of the fan through the surface of the guide vanes. Although the integrated design reduces the weight of the system and the flight drag, the heat dissipation efficiency is limited by the airflow speed due to the geometry of the guide vanes; and it is difficult to cope with the instantaneous temperature rise under extreme conditions. (2) Structure 2: Air-cooled system based on 3D printing lightweight, which uses additive manufacturing technology to design complex heat dissipation fin structures. Although it has advantages in reducing weight and improving heat dissipation efficiency, it has high manufacturing costs, and the air-cooling efficiency is still affected by the ambient temperature, and its performance is limited in high-temperature environments. (3) Structure 3: Air-cooled coupling system based on modified phase change materials, which uses phase change materials such as inorganic phase change composite materials to absorb heat and dissipate it in time through the air-cooling system. Although the use of phase change materials can provide a stable temperature buffer, it is difficult to solve the performance of phase change materials in terms of thermal conductivity and flame retardancy, and it requires multidisciplinary collaborative design, which leads to high system complexity.

[0004] Therefore, it is evident that existing cooling systems for aerospace equipment all employ air-cooling designs. While attempts have been made to optimize these systems to improve heat dissipation, the corresponding air-cooling structures rely on passive cooling based on air pressure. This inherent limitation means they remain constrained by the inherent limitations of the air-cooling structure itself, failing to effectively dissipate heat under various operating conditions, particularly during rapid temperature increases or in high-temperature environments. Furthermore, the aforementioned improvements to passive cooling structures have introduced new system defects, resulting in a lack of applicability in the corresponding structural designs. Ultimately, this leads to a technical bottleneck in improving the cooling efficiency of aero-electric engine cooling systems. Summary of the Invention

[0005] The purpose of this invention is to provide a compact co-cooling system and cooling method for aircraft electric motors to solve the technical problem that the heat dissipation efficiency of existing aircraft electric motor cooling systems is difficult to improve effectively.

[0006] To achieve the above objectives, the present invention proposes the following technical solution:

[0007] In a first aspect, a compact co-cooling system for an aircraft electric motor is provided, comprising:

[0008] The stator support includes a mounting recess, an oil passage ring, and several mounting slots; each mounting slot is spaced apart on the mounting recess and connected by the oil passage ring; each mounting slot has a through hole.

[0009] Several oil pumps are installed in the mounting slots, with their oil inlets placed in the mounting slots.

[0010] A first cooling section, used for cooling the armature, includes a cooling chamber, a first oil inlet, and a first oil outlet. The cooling chamber is formed by a fiber sleeve, an oil baffle, and corresponding parts of a stator support. The armature is fixedly sleeved on the stator support, and the fiber sleeve is adapted to be fitted on the armature. The oil baffle is fixed to the end of the fiber sleeve and the corresponding position of the stator support, with a gap between the baffle and the end of the armature. The first oil inlet and the first oil outlet are both located in the cooling chamber. The cooling chamber contains coolant to immerse the armature.

[0011] The second cooling section, used to cool the controller, includes a cooling coil, a first cooling pipe, a second cooling pipe, a second oil inlet, and a second oil outlet. The cooling coil is attached to the unused surface of the controller's circuit board. The second oil inlet is the port of the cooling coil closest to the cooling chamber, and the second oil outlet is the port of the cooling coil furthest from the cooling chamber. The two ends of the first cooling pipe are connected to the first oil outlet and the second oil inlet, respectively. The two ends of the second cooling pipe are connected to the second oil outlet and through holes in each mounting slot, respectively. The diameter of the second cooling pipe is larger than that of the first cooling pipe.

[0012] The first heat dissipation section includes an annular oil cooler, a first heat dissipation pipe, and a second heat dissipation pipe. The oil cooler is placed inside the stator support and includes several heat dissipation tubes and several heat dissipation fins. Each heat dissipation tube is arranged in an annular reciprocating pattern, and each heat dissipation fin is evenly spaced and passed through each heat dissipation tube. The two ends of the first heat dissipation pipe are respectively connected to the oil outlet of the oil pump and the oil inlet of the oil cooler, and the two ends of the second heat dissipation pipe are respectively connected to the oil outlet of the oil cooler and the first oil inlet. The stator support and the corresponding positions of the heat dissipation fins are hollow structures.

[0013] The second heat dissipation unit includes a fan and an air guide shroud; the air guide shroud is placed below the oil cooler and fixed to the stator bracket, and the lower surface of the air guide shroud is provided with several streamlined air guide grooves along the circumference; the fan passes through the air guide shroud.

[0014] Furthermore, it includes a filter cover, which is disposed on the hollow structure of the stator support.

[0015] Furthermore, the stator support is an annular structure, with each mounting groove spaced circumferentially on the mounting recess, and the oil passage ring is an annular through hole on the mounting recess.

[0016] Furthermore, the first oil inlet is located on the oil baffle plate near the controller, and the first oil outlet is located on the stator bracket.

[0017] Furthermore, the fan includes a control unit integrated within the controller.

[0018] Furthermore, it includes a controller housing, which covers the controller from bottom to top; the fan is fixed to the controller housing.

[0019] Furthermore, a temperature sensor is included, which is deployed on the armature.

[0020] Furthermore, the first oil inlet is connected to an external coolant reservoir.

[0021] Furthermore, it includes a first magnet and a second magnet, the first magnet being attached to the outer periphery of the oil pump, and the second magnet being attached to the end cover; wherein, the first magnet and the second magnet are arranged at intervals relative to each other, and the end cover and the rotor operate synchronously.

[0022] In a second aspect, a cooling method for an aircraft electric engine is provided, wherein a first magnet is provided on the outer periphery of an oil pump, and a second magnet is provided on an end cap at a position corresponding to the first magnet.

[0023] And includes the following steps:

[0024] During motor operation, the oil pump operates synchronously with the rotor to positively regulate the flow rate of coolant in the cooling chamber and coolant in the cooling coil according to the motor speed;

[0025] The fan speed is positively adjusted based on the real-time data from the temperature sensor obtained by the control components inside the fan; wherein the temperature sensor is located on the armature and is used to obtain the real-time temperature of the armature.

[0026] Beneficial effects:

[0027] As can be seen from the above technical solutions, the technical solution of the present invention provides a compact co-cooling system for aircraft electric engines, so as to improve the shortcomings of existing aircraft electric engines in terms of cooling efficiency improvement.

[0028] This technical solution takes into account the advantages of the commonly used wind-cooling structure in existing aero-electric engines, which can dissipate heat through the wind pressure during flight and has a simple structure; and the disadvantages of the commonly used wind-cooling structure, namely, the inadequacy of improving heat dissipation by relying solely on flight wind pressure. Therefore, a liquid-cooling structure is added to the existing wind-cooling structure. Furthermore, the wind-cooling structure and the liquid-cooling structure are designed as a co-cooling structure for the main heat-generating structures, namely the armature and controller.

[0029] During the cooling process, starting with the oil pump, the coolant, driven by the pump, flows through the first heat dissipation pipe to the oil cooler. After being cooled by multiple circulating heat dissipation fins and a fan within the oil cooler, it enters the cooling chamber through the second heat dissipation pipe, flows into the cooling coil through the first cooling pipe, and then flows back into the oil pump through the second cooling pipe, thus achieving a one-time cooling cycle for the armature and controller. Specifically, the cooling chamber achieves immersion cooling of the armature, thereby increasing cooling efficiency by increasing the heat exchange area; the cooling coil achieves dynamic cooling of the controller, quickly and specifically removing the heat generated by the electrical components. Simultaneously, the second cooling pipe has a larger diameter than the first cooling pipe, and multiple interconnected oil pumps are designed to increase the rate at which the heated coolant enters the oil pumps, thus rapidly replacing the coolant in the cooling chamber and cooling coil, achieving cooling. During the heat dissipation process, on the one hand, the perforated design of the stator support increases the air intake volume and air pressure. On the other hand, the air guide shroud controls the airflow direction, directing it along fixed channels to participate in the heat dissipation process of the heat dissipation fins, while also increasing air pressure to ensure full contact between the heat dissipation fins and the airflow, improving the heat dissipation effect.

[0030] It should be understood that all combinations of the foregoing concepts and the additional concepts described in more detail below can be considered part of the inventive subject matter of this disclosure, provided that such concepts do not contradict each other.

[0031] The foregoing and other aspects, embodiments, and features of the teachings of the present invention will be more fully understood from the following description in conjunction with the accompanying drawings. Other additional aspects of the invention, such as features and / or beneficial effects of exemplary embodiments, will become apparent from the following description or may be learned through practice of specific embodiments according to the teachings of the present invention. Attached Figure Description

[0032] The accompanying drawings are not intended to be drawn to scale. In the drawings, each identical or nearly identical component shown in the various figures may be denoted by the same reference numeral. For clarity, not every component is labeled in each figure. Embodiments of various aspects of the invention will now be described by way of example and with reference to the accompanying drawings, wherein:

[0033] Figure 1This is a cross-sectional view of the compact co-cooling system for an aircraft electric engine described in this embodiment;

[0034] Figure 2 This is an exploded view of the compact co-cooling system for an aircraft electric engine described in this embodiment;

[0035] Figure 3 This is a schematic diagram of the cooling chamber described in this embodiment;

[0036] Figure 4 This is a schematic diagram of the oil cooler described in this embodiment;

[0037] Figure 5 This is a bottom view of the air guide cover described in this embodiment.

[0038] The attached figures are labeled as follows: 1 is the stator support, 2 is the oil pump, 3 is the first cooling section, 4 is the second cooling section, 5 is the first heat dissipation section, 6 is the second heat dissipation section, 7 is the controller housing, 8 is the filter cover; 11 is the mounting recess, 12 is the oil ring, 13 is the mounting groove, 31 is the cooling chamber, 32 is the first oil inlet, 33 is the first oil outlet, 41 is the first cooling pipe, 42 is the second cooling pipe, 51 is the oil cooler, 52 is the first heat dissipation pipe, 53 is the second heat dissipation pipe, 61 is the fan, 62 is the air guide shroud; 13a is the through hole, 31a is the fiber sleeve, 31b is the oil baffle, 51a is the heat dissipation pipe, 51b is the heat dissipation fins, and 62a is the air guide slot. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention without creative effort are within the scope of protection of the present invention. Unless otherwise defined, the technical or scientific terms used herein should have the ordinary meaning understood by those skilled in the art to which this invention pertains.

[0040] The terms "first," "second," and similar words used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, unless the context clearly indicates otherwise, the singular forms of "an," "a," or "the," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one. Terms such as "comprising" or "including" mean that the element or object preceding "comprising" encompasses the features, wholes, steps, operations, elements, and / or components listed following "comprising" or "including," and do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components, and / or sets thereof. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0041] The design of the cooling system for aircraft electric motors is one of the core challenges in the development of electric aviation technology. Compared with traditional internal combustion engines, electric motors are more efficient (up to 95% or more), but their high power density and temperature sensitivity to electrical systems require strict thermal management to prevent performance degradation or failure. Furthermore, the weight and range of electric aircraft are directly affected by the efficiency of the cooling system. Traditional cooling solutions face the following problems in the aviation field: 1. Weight and complexity: Liquid cooling systems require additional piping, pumps, and other equipment, increasing weight and limiting the aircraft's payload capacity. 2. Insufficient efficiency: Air-cooled systems are limited by the poor thermal conductivity of air, making it difficult to meet the cooling requirements of high-power-density motors. 3. Poor dynamic adaptability: Traditional cooling systems are mostly based on fixed threshold startup and cannot be dynamically adjusted according to real-time operating conditions, resulting in high energy consumption or delayed cooling. Therefore, this embodiment aims to provide a compact co-cooling system for aircraft electric motors to solve the problem that existing cooling structures are unsuitable for aviation equipment, limiting the cooling efficiency of existing aviation equipment to passive air-cooling structures based on wind pressure.

[0042] The compact co-cooling system for an aero-electric engine described in this embodiment will be specifically described below with reference to the accompanying drawings.

[0043] Combination Figures 1-5 As shown, the cooling system includes: a stator support 1, several oil pumps 2, a first cooling section 3, a second cooling section 4, a first heat dissipation section 5, and a second heat dissipation section 6.

[0044] The stator support 1 is used to house the motor, controller, and various heat dissipation units. It includes a mounting recess 11, an oil ring 12, and several mounting slots 13. The mounting slots 13 are spaced apart on the mounting recess 11 and connected by the oil rings 12. Each mounting slot 13 has a through hole 13a. In this embodiment, the through hole 13a facilitates the pumping of coolant. As a specific implementation, to facilitate the installation of the stator in the motor and reduce the overall volume, the stator support 1 is designed as a ring structure. In this case, the mounting slots 13 are spaced apart circumferentially on the mounting recess 11, and the oil ring 12 is an annular through hole on the mounting recess 11.

[0045] Each oil pump 2 is used to pump coolant in and out, thereby achieving a closed-loop circulation of coolant. Specifically, each oil pump 2 is installed in a corresponding mounting slot 13, and its oil inlet end is placed in the mounting slot 13. This embodiment includes two oil pumps 2, specifically, the included angle between the two oil pumps 2 is 180 degrees.

[0046] The first cooling section 3 is used to cool the armature and includes a cooling chamber 31, a first oil inlet 32, and a first oil outlet 33. The cooling chamber 31 is formed by a fiber sleeve 31a, an oil baffle 31b, and corresponding parts of the stator support. The armature is fixedly sleeved on the stator support 1, the fiber sleeve 31a is adapted to fit on the armature, and the oil baffle 31b is fixed to the end of the fiber sleeve 31a and the corresponding position of the stator support 1, with a gap between it and the end of the armature. At this time, the armature is interference-fitted into the cooling chamber 31. The first oil inlet 32 ​​and the first oil outlet 33 are both located on the cooling chamber 31. In practical applications, the cooling chamber 31 is filled with coolant to submerge the armature. In this embodiment, to facilitate the deployment of the oil circuit and avoid increasing the pipe length due to curved design, the first oil inlet 32 ​​is located on the oil baffle 31b near the controller, and the first oil outlet 33 is located on the stator support 1. In specific implementation, the first oil inlet 32 ​​is connected to the external coolant storage section. Furthermore, the oil baffle 31b is a T-shaped plate. The side of the T-shaped plate that mates with the stator bracket 1 is vertically welded and fixed, while the side that mates with the fiber sleeve 31a is planarly glued and fixed. Specifically, thermosetting adhesive is used for thermosetting and fixing.

[0047] The second cooling section 4 is used to cool the controller and includes a cooling coil, a first cooling pipe 41, a second cooling pipe 42, a second oil inlet, and a second oil outlet. The cooling coil is attached to the unused surface of the controller's circuit board. The second oil inlet is the port of the cooling coil closest to the cooling chamber 31, and the second oil outlet is the port of the cooling coil furthest from the cooling chamber 31. The two ends of the first cooling pipe 41 are connected to the first oil outlet 33 and the second oil inlet, respectively, and the two ends of the second cooling pipe 42 are connected to the second oil outlet and the through holes 13a on each mounting slot, respectively. The diameter of the second cooling pipe 41 is larger than the diameter of the first cooling pipe 42.

[0048] The first heat dissipation section 5 includes an annular oil cooler 51, a first heat dissipation pipe 52, and a second heat dissipation pipe 53. The oil cooler 51 is housed within the stator support 1 and includes several heat dissipation pipes 51a and several heat dissipation fins 51b. Each heat dissipation pipe 51a is arranged in a reciprocating annular pattern, and each heat dissipation fin 51b is evenly spaced along each heat dissipation pipe 51a. The two ends of the first heat dissipation pipe 52 are connected to the oil outlet of the oil pump 2 and the oil inlet of the oil cooler 51, respectively. The two ends of the second heat dissipation pipe 53 are connected to the oil outlet of the oil cooler 51 and the first oil inlet 32, respectively. The stator support 1 has a hollow structure corresponding to the positions of the heat dissipation fins 51b.

[0049] As a preferred embodiment, it includes heat dissipation fins 51b of various sizes, thereby making the entire oil cooler 51 have a serrated annular structure to further increase the hot air exhaust capacity and optimize the heat dissipation capacity.

[0050] The second heat dissipation unit 6 includes a fan 61 and an air guide shroud 62. The air guide shroud 62 is positioned below the oil cooler 51 and fixed to the stator bracket 1, and its lower surface has several streamlined air guide grooves 62a arranged circumferentially. The fan 61 passes through the air guide shroud 62. In a specific embodiment, to improve structural reliability, a controller housing 7 is also provided. Specifically, the controller housing 7 covers the controller from bottom to top; the fan 61 is fixed to the controller housing 7. In this case, the controller housing 7 can also prevent external impurities from entering the controller during heat dissipation, thus avoiding adverse effects.

[0051] As a specific implementation, the air guide cover 62 is also provided with several connection holes, each of which is used for the corresponding communication cable or power cable to pass through.

[0052] As a preferred embodiment, to prevent external impurities from entering the fan 61, air guide shroud 62, and stator support 1 during heat dissipation, a filter cover 8 is also provided. Specifically, the filter cover 8 is placed over the hollow structure of the stator support 1.

[0053] In a preferred embodiment, considering that the heat generated by the armature in the motor system is greater than that of the controller, the armature temperature is used as a reference for adjusting the heat dissipation efficiency. Based on this, a temperature sensor is deployed on the armature to acquire its temperature data in real time. Furthermore, the fan is equipped with an independent control unit to independently adjust the fan speed based on the armature temperature data, thereby optimizing heat dissipation.

[0054] Meanwhile, in order to reduce interface setup and simplify device structure, the control components are integrated into the controller.

[0055] To rationally regulate the operating speed of oil pump 2, and thereby adjust the flow rate of coolant in cooling chamber 31 and cooling coil to achieve the purpose of adjusting heat dissipation efficiency, the system includes a first magnet and a second magnet. The first magnet is attached to the outer periphery of oil pump 2, and the second magnet is attached to the end cover. The first magnet and the second magnet are spaced apart from each other, and the end cover operates synchronously with the rotor. At this time, the heat dissipation rate can be synchronously adjusted based on the motor's operating speed. In summary, this embodiment considers the advantages of the commonly used wind-cooling structure in existing aero-electric engines, which utilizes the wind pressure during flight for heat dissipation and has a simple structure; and the disadvantages of the commonly used wind-cooling structure, namely, the deficiency in improving heat dissipation effect by relying solely on flight wind pressure. An additional liquid-cooling structure is added to the existing wind-cooling structure. Considering the cooling target, the wind-cooling structure and the liquid-cooling structure are designed as a co-cooling structure for the main heat-generating structure, namely the armature and controller.

[0056] During the cooling process, starting with the oil pump, the coolant, driven by the pump, flows through the first heat dissipation pipe to the oil cooler. After being cooled by multiple circulating heat dissipation fins and a fan within the oil cooler, it enters the cooling chamber through the second heat dissipation pipe, flows into the cooling coil through the first cooling pipe, and then flows back into the oil pump through the second cooling pipe. This achieves immersion cooling of the armature and dynamic cooling circulation of the controller in one cycle. Simultaneously, the second cooling pipe has a larger diameter than the first cooling pipe, and multiple interconnected oil pumps are designed to increase the rate at which the heated coolant enters the pumps, achieving rapid cooling. The stator support's perforated design increases airflow and air pressure, and the airflow direction is controlled by the air guide shroud, allowing the air to participate in the heat dissipation process along fixed channels. This also increases air pressure, ensuring full contact between the heat dissipation fins and the airflow, improving heat dissipation efficiency. Furthermore, the fan speed is individually adjusted based on the armature temperature, and the coolant flow rate is adjusted accordingly based on the rotor speed to optimize heat dissipation efficiency.

[0057] Based on the above structural design, this embodiment also provides a cooling method for an aircraft electric motor. Specifically, the method includes the following steps:

[0058] Step S102: During motor operation, the oil pump operates synchronously with the rotor to achieve positive flow rate regulation of coolant in the cooling chamber and coolant in the cooling coil according to the motor speed.

[0059] Step S104: Obtain real-time data from the temperature sensor based on the control components inside the fan, and adjust the fan speed in the positive direction based on the real-time data; wherein, the temperature sensor is located on the armature and is used to obtain the real-time temperature of the armature.

[0060] At this point, the heat dissipation efficiency can be reasonably optimized and adjusted based on steps S102 to S104.

[0061] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Those skilled in the art can make various modifications and refinements without departing from the spirit and scope of the invention. Therefore, the scope of protection of the present invention shall be determined by the claims.

Claims

1. A compact co-cooling system for an aircraft electric motor, characterized in that, include: The stator support includes a mounting recess, an oil passage ring, and several mounting slots; each mounting slot is spaced apart on the mounting recess and connected by the oil passage ring; each mounting slot has a through hole. Several oil pumps are installed in the mounting slots, with their oil inlets placed in the mounting slots. A first cooling section, used for cooling the armature, includes a cooling chamber, a first oil inlet, and a first oil outlet. The cooling chamber is formed by a fiber sleeve, an oil baffle, and corresponding parts of a stator support. The armature is fixedly sleeved on the stator support, and the fiber sleeve is adapted to be fitted on the armature. The oil baffle is fixed to the end of the fiber sleeve and the corresponding position of the stator support, with a gap between the baffle and the end of the armature. The first oil inlet and the first oil outlet are both located in the cooling chamber. The cooling chamber contains coolant to immerse the armature. The second cooling section, used to cool the controller, includes a cooling coil, a first cooling pipe, a second cooling pipe, a second oil inlet, and a second oil outlet. The cooling coil is attached to the unused surface of the controller's circuit board. The second oil inlet is the port of the cooling coil closest to the cooling chamber, and the second oil outlet is the port of the cooling coil furthest from the cooling chamber. The two ends of the first cooling pipe are connected to the first oil outlet and the second oil inlet, respectively. The two ends of the second cooling pipe are connected to the second oil outlet and through holes in each mounting slot, respectively. The diameter of the second cooling pipe is larger than that of the first cooling pipe. The first heat dissipation section includes an annular oil cooler, a first heat dissipation pipe, and a second heat dissipation pipe. The oil cooler is placed inside the stator support and includes several heat dissipation tubes and several heat dissipation fins. Each heat dissipation tube is arranged in an annular reciprocating pattern, and each heat dissipation fin is evenly spaced and passed through each heat dissipation tube. The two ends of the first heat dissipation pipe are respectively connected to the oil outlet of the oil pump and the oil inlet of the oil cooler, and the two ends of the second heat dissipation pipe are respectively connected to the oil outlet of the oil cooler and the first oil inlet. The stator support and the corresponding positions of the heat dissipation fins are hollow structures. The second heat dissipation unit includes a fan and an air guide shroud; the air guide shroud is placed below the oil cooler and fixed to the stator bracket, and the lower surface of the air guide shroud is provided with several streamlined air guide grooves along the circumference; the fan passes through the air guide shroud and includes a control component, which is used to adjust the fan speed based on the armature temperature; A first magnet and a second magnet are provided, wherein the first magnet is attached to the outer periphery of the oil pump and the second magnet is attached to the end cover; wherein the first magnet and the second magnet are arranged at intervals relative to each other, and the end cover and the rotor operate synchronously.

2. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, Includes a filter cover, which is mounted on the hollow structure of the stator support.

3. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, The stator support is a ring structure, with each mounting groove spaced circumferentially on the mounting recess, and the oil passage ring is an annular through hole on the mounting recess.

4. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, The first oil inlet is located on the oil baffle plate near the controller, and the first oil outlet is located on the stator support.

5. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, The control components are integrated within the controller.

6. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, The device includes a controller housing, which covers the controller from bottom to top; the fan is fixed to the controller housing.

7. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, It includes a temperature sensor, which is deployed on the armature.

8. The compact co-cooling system for an aircraft electric motor according to claim 1, characterized in that, The first oil inlet is connected to an external coolant storage unit.

9. A cooling method for a compact co-cooling system for an aircraft electric engine as described in any one of claims 1-8, characterized in that, Includes the following steps: During motor operation, the oil pump operates synchronously with the rotor to positively regulate the flow rate of coolant in the cooling chamber and coolant in the cooling coil according to the motor speed; The fan speed is positively adjusted based on real-time data from a temperature sensor obtained by a control unit inside the fan; wherein the temperature sensor is located on the armature and is used to obtain the real-time temperature of the armature.

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