Electric duct driving system integrated with heat dissipation function and aircraft

Abstract

The invention relates to an electric duct driving system integrated with a heat dissipation function and an aircraft, the aircraft comprises the electric duct driving system, the electric duct driving system comprises a casing, an electric driving assembly and a heat dissipation pipeline, a fan is arranged in the casing, and the electric driving assembly is in transmission connection with the fan and used for driving fan blades of the fan to rotate; the heat dissipation pipeline is arranged on the outer surface of the casing and provided with a cooling liquid inlet and a cooling liquid outlet, one part of the heat dissipation pipeline is connected to the outer surface of the casing, one end of the heat dissipation pipeline is connected to the cooling liquid outlet, and the other end of the heat dissipation pipeline is connected to the cooling liquid inlet, so that the electric duct driving system can utilize structural parts (namely the casing and the fan) of the electric duct driving system as components for heat dissipation; therefore, a heat management system does not need to be installed, the structure of the electric duct driving system is greatly simplified, the risks of system weight increment and part failure caused by the adoption of a centralized liquid cooling system are effectively reduced, the energy consumption of the whole machine is also effectively reduced, and the cruising ability of the aircraft is improved.

Description

Technical Field

[0001] This application relates to the field of heat dissipation technology for electric ducted drive systems, and in particular to an electric ducted drive system and aircraft with integrated heat dissipation function. Background Technology

[0002] With the accelerating pace of aviation electrification, existing aircraft, such as electric vertical takeoff and landing (eVTOL) aircraft and distributed electric propulsion aircraft, may generate tens of kilowatts of heat during takeoff and climb phases due to the electric ducted drive system's motors. If this heat is not dissipated in time, it will affect the motor's performance and lifespan, and may even lead to motor damage. To meet the heat dissipation requirements of the electric ducted drive system, existing aircraft face severe thermal management challenges.

[0003] In existing related technologies, the main heat dissipation methods are as follows: one is air cooling, which mainly relies on the forced convection of airflow generated by the fan in the casing duct for heat dissipation; another is liquid cooling, which mainly involves adding a liquid-cooled heat exchanger at the rear of the electric drive assembly, using a liquid pump to pump the heat generated by the motor through a circulating cooling medium to the heat exchanger at the rear and dissipate it into the air; and yet another method is to use a centralized liquid cooling system for heat dissipation. However, all of the above methods have their own limitations and are difficult to achieve effective thermal balance under the harsh constraints of aviation. Summary of the Invention

[0004] Based on this, the purpose of this application is to provide an electric ducted drive system, an aircraft including the electric ducted drive system, and a heat dissipation method for the electric ducted drive system, so as to solve the problem that existing heat dissipation solutions are difficult to achieve effective thermal balance under the harsh constraints of aviation.

[0005] According to one aspect of this application, an electric ducted drive system with integrated heat dissipation function is provided, comprising:

[0006] A casing, the casing being enclosed by a duct, the duct being housing a fan;

[0007] An electric drive assembly is partially located outside the duct and is connected to the fan via a drive mechanism. The electric drive assembly is used to drive the fan blades to rotate around a central axis, and the electric drive assembly has a coolant inlet and a coolant outlet.

[0008] The heat dissipation pipe includes a first liquid cooling pipe, a connecting pipe, and a second liquid cooling pipe connected in sequence. The connecting pipe is connected to the casing. The end of the first liquid cooling pipe away from the connecting pipe is connected to the coolant outlet. The end of the second liquid cooling pipe away from the connecting pipe is connected to the coolant inlet, so that the coolant used to cool the electric drive assembly can circulate through the heat dissipation pipe.

[0009] In one embodiment, the connecting tube is attached to the outer surface of the housing and spirally wrapped around the outer surface of the housing.

[0010] In one embodiment, the outer surface of the casing that is not covered by the connecting pipe includes a plurality of exposed surfaces spaced apart along the axial direction of the casing. Each exposed surface is provided with a plurality of heat dissipation fins spaced apart along the circumference of the casing, and each heat dissipation fin is connected to the side of the connecting pipe.

[0011] In one embodiment, the casing is fitted with a heat dissipation plate spaced apart from the outer peripheral surface of the casing. The heat dissipation plate and the outer peripheral surface of the casing form a heat exchange chamber. The connecting pipe and the heat dissipation fins are disposed in the heat exchange chamber, and the heat dissipation plate is attached to the connecting pipe and the heat dissipation fins.

[0012] In one embodiment, the casing has flanges at opposite ends along its own axial direction extending radially outward from the casing, the flanges closing the openings of the heat exchange chamber at opposite ends along the axial direction of the casing.

[0013] In one embodiment, the connecting pipe is a square pipe.

[0014] In one embodiment, the casing is made of metal; and / or the heat dissipation pipes are made of metal.

[0015] In one embodiment, the electric drive assembly includes a housing, a drive motor, a controller, and a liquid pump. The drive motor, the controller, and the liquid pump are disposed within the housing. The controller is communicatively connected to the drive motor and the liquid pump. The liquid pump has an inlet pipe and an outlet pipe. A coolant inlet and a coolant outlet are provided on the housing. The outlet pipe passes through the drive motor and is connected to the coolant outlet. The inlet pipe is connected to the coolant inlet.

[0016] In one embodiment, the electric drive assembly further includes a temperature sensor communicatively connected to the controller for measuring the operating temperature of the drive motor, and the controller is configured to control the liquid pump to adjust the circulation flow rate of the coolant based on the operating temperature of the drive motor.

[0017] According to another aspect of this application, an aircraft is provided, including the electric ducted drive system described in any of the above embodiments.

[0018] The aforementioned electric ducted drive system and aircraft, by configuring the heat dissipation piping in the electric ducted drive system with a structure comprising a first liquid cooling pipe, a connecting pipe, and a second liquid cooling pipe connected in sequence, with the connecting pipe connected to the casing, the end of the first liquid cooling pipe away from the connecting pipe connected to the coolant outlet, and the end of the second liquid cooling pipe away from the connecting pipe connected to the coolant inlet, allows the coolant used to cool the electric drive components to circulate, thus carrying away the heat generated by the electric drive components during operation. Furthermore, the heat carried away by the heat dissipation piping can be conducted to the outer surface of the casing, and then from the outer surface of the casing to the inner surface of the casing. Finally, the rotation of the fan blades generates forced airflow. Convection carries heat away from the casing. Thus, it can be seen that the electric ducted drive system uses its own structural components (i.e., the casing and fan) as heat dissipation components, which makes the electric ducted drive system provided in this application integrate heat dissipation function, making full use of the duct's own air cooling resources for heat dissipation, greatly increasing the heat dissipation area, significantly improving the system's heat dissipation capacity, and eliminating the need to install a thermal management system, eliminating the need for radiators, compressors and their matching fasteners and seals, etc., which greatly simplifies the structure of the electric ducted drive system, effectively reducing the risk of system weight increase and component failure caused by the use of a centralized liquid cooling system, and also effectively reducing the overall energy consumption of the aircraft and improving the aircraft's endurance. Attached Figure Description

[0019] Figure 1 A side view of an electric ducted drive system provided in an embodiment of this application.

[0020] Figure 2 A front view of an electric ducted drive system provided in an embodiment of this application.

[0021] Figure 3 Axle-side view of an electric ducted drive system provided in an embodiment of this application Figure 1 .

[0022] Figure 4 A schematic diagram of the heat dissipation principle of an electric ducted drive system provided in an embodiment of this application.

[0023] Figure 5 Axle-side view of an electric ducted drive system provided in an embodiment of this application Figure 2 .

[0024] Explanation of reference numerals in the attached figures:

[0025] 10. Electric ducted drive system; 11. Heat exchange chamber; 100. Casing; 101. Duct; 102. Heat dissipation fins; 103. Exposed surface; 104. Flanged edge; 200. Fan; 300. Electric drive assembly; 301. Coolant inlet; 302. Coolant outlet; 310. Drive motor; 320. Controller; 330. Liquid pump; 400. Heat dissipation piping; 410. First liquid cooling pipe; 420. Connecting pipe; 430. Second liquid cooling pipe; 500. Heat sink. Detailed Implementation

[0026] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0027] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0028] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0029] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0030] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0031] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0032] This application provides an electric ducted drive system, an aircraft, and a heat dissipation method for the electric ducted drive system. The aircraft includes an electric ducted drive system, which is used to drive the aircraft's movement, such as takeoff, climb, and flight. Since the electric ducted drive system generates a large amount of heat during operation, the heat dissipation method is used to dissipate heat from the electric ducted drive system.

[0033] The following description uses an aircraft as an example, and specifically an electric ducted drive system used in an aircraft, to illustrate the structure of the electric ducted drive system and the steps of its heat dissipation method. It is understood that in other embodiments, the electric ducted drive system of this application can be used not only in aircraft, but also in any aircraft, not limited to aircraft; therefore, no limitation is made here.

[0034] See Figure 1 and Figure 2 , Figure 1 A side view of an electric ducted drive system 10 according to an embodiment of this application is shown. Figure 2 A front view of the electric ducted drive system 10 of this embodiment is shown. An embodiment of the electric ducted drive system 10 provided in this application includes a casing 100, a fan 200, an electric drive assembly 300, and a pneumatic assembly (not shown). The casing 100 is a cylindrical rigid shell that encloses a duct 101. The fan 200 is disposed within the duct 101 enclosed by the casing 100. The electric drive assembly 300 is coaxially connected to the fan 200, with one end of the electric drive assembly 300 connected to the fan 200 located inside the casing 100, and the remaining portion located outside the casing 100. The pneumatic assembly is connected to the casing 100. The electric drive assembly 300 includes a drive motor, which drives the blades of the fan 200 to rotate around a central axis, enabling the fan 200 to generate a high-speed airflow for propelling the aircraft. The pneumatic assembly performs preliminary compression of the airflow and sends a portion of the compressed air into the aircraft's inner duct for further compression to meet combustion requirements, while the other portion is directly discharged at high speed to generate thrust.

[0035] However, as described in the background section, the drive motors of electric drive components may generate tens of kilowatts of heat during aircraft takeoff and climb. If heat is not dissipated in time, it will affect the performance and lifespan of the drive motors, and may even lead to damage. To meet the heat dissipation requirements of electric ducted drive systems, existing aircraft face severe thermal management challenges.

[0036] In existing related technologies, the main heat dissipation methods are as follows: one is air cooling, which mainly relies on the forced convection of airflow generated by the fan in the casing duct for heat dissipation; another is liquid cooling, which mainly involves installing a liquid-cooled heat exchanger at the rear of the electric drive components, using a liquid pump to circulate the heat generated by the drive motor to the heat exchanger at the rear and dissipate it into the air; another method is to use a centralized liquid cooling system, which centralizes the cooling pipes of all the aircraft's electric drive components, cools them down by the overall thermal management system, and circulates the liquid. However, all of the above methods have their own limitations and are difficult to achieve effective cooling.

[0037] Specifically, air cooling and liquid cooling heavily rely on heat dissipation area. However, there is a fundamental contradiction between the physical space inside the duct and its aerodynamic efficiency. While ensuring duct thrust, the heat dissipation capacity of the drive motor is severely limited. Especially under high-load conditions such as takeoff, the risk of uncontrolled temperature rise in the electric drive components increases significantly, potentially leading to demagnetization of the permanent magnets or aging and failure of the insulation materials in the drive motor. Therefore, air cooling and liquid cooling solutions are severely constrained by the conflict between heat dissipation area and aerodynamic performance. Furthermore, with limited heat dissipation area, the drive motor's heat dissipation performance is extremely sensitive to the external environment. In the thin air environment at high altitudes and high-temperature airport conditions, heat dissipation capacity will further deteriorate. For centralized liquid cooling systems, the compressor, radiator, and long-distance piping significantly increase the weight of the thermal management system, severely shortening the aircraft's range. Pump and valve seals pose a risk of coolant leakage under aircraft vibration conditions, potentially triggering electrical short circuits or fires. In a 100-kilowatt-class thermal management system, the compressor's power consumption accounts for 5%-10% of the drive motor's output power, fundamentally conflicting with the high-efficiency design goals of electric propulsion systems. Furthermore, the centralized liquid cooling system architecture carries the risk of single-point failure propagation; in other words, a failure in a single liquid cooling pump can cause overheating and shutdown of all drive motors, resulting in complete power loss.

[0038] To address the aforementioned issues, the applicant of this application devised a method that utilizes the inherent structural characteristics of the aircraft's electric ducted drive system 10. Through integrated structural and functional design, this approach avoids the weight overhead of an additional cooling system while significantly improving heat dissipation reliability under high operating conditions. Specifically, as follows... Figure 3 As shown, in the improved embodiment, the electric drive assembly 300 has a coolant inlet 301 and a coolant outlet 302, and the electric ducted drive system 10 further includes a heat dissipation pipe 400, which includes a first liquid cooling pipe 410, a connecting pipe 420 and a second liquid cooling pipe 430 connected in sequence. The end of the first liquid cooling pipe 410 away from the connecting pipe 420 is connected to the coolant outlet 302, and the end of the second liquid cooling pipe 430 away from the connecting pipe 420 is connected to the coolant inlet 301, so that the coolant used to cool the electric drive assembly 300 can circulate through the heat dissipation pipe 400.

[0039] More specifically, the electric drive assembly 300 includes, in addition to the drive motor 310, a housing (not shown in the figure), a controller 320, and a liquid pump 330. The drive motor 310, controller 320, and liquid pump 330 are housed within the housing. The controller 320 is communicatively connected to the drive motor 310 and the liquid pump 330. The liquid pump 330 has an inlet pipe and an outlet pipe. A coolant inlet 301 and a coolant outlet 302 are located on the housing. The outlet pipe passes through the drive motor 310 and connects to the coolant outlet 302, while the inlet pipe connects to the coolant inlet 301. The controller 320 can be used to control the drive motor 310 to drive the fan 200 to rotate, and can also be used to control the liquid pump 330 to provide power so that the coolant can flow at a certain flow rate, thereby enabling the coolant to be pumped out of the pump 330.

[0040] Thus, the outlet pipe is connected to the first liquid cooling pipe 410 through the coolant outlet 302, and the inlet pipe is connected to the second liquid cooling pipe 430 through the coolant inlet 301, so that the heat dissipation pipe 400 and the electric drive assembly 300 form a circulating liquid flow channel. The coolant pumped by the liquid pump 330 can circulate in the liquid flow channel. Furthermore, since the connecting pipe 420 of the heat dissipation pipe 400 is connected to the outer surface of the casing 100, such as Figure 4 As shown, the heat generated by the drive motor 310 can be carried away by the coolant in the heat dissipation pipe 400, and the heat can be conducted to the outer surface of the casing 100 when the coolant passes through the connecting pipe 420. Preferably, the heat dissipation pipe 400 and / or the casing 100 are made of metal. Because metal has good thermal conductivity, the heat conducted to the outer surface of the casing 100 can be quickly conducted to the inner surface of the casing 100. Then, the fan blades of the fan 200 can generate forced air convection to carry the heat out of the casing 100, thereby allowing the heat to exchange with the high-speed airflow and achieving a rapid cooling effect.

[0041] It is not difficult to see that in the above embodiments, the electric ducted drive system 10 uses its own structural components (i.e., the casing 100 and the fan 200) as heat dissipation components, so that the electric ducted drive system 10 provided in this application integrates heat dissipation function, and therefore there is no need to install a thermal management system, thereby simplifying the structure of the electric ducted drive system 10.

[0042] For further information, please refer to [link / reference]. Figure 3 In a preferred embodiment, the connecting pipe 420 is a square pipe, so that one side surface of the connecting pipe 420 can be tightly attached to the outer surface of the casing 100 by means of brazing or other methods; more preferably, the connecting pipe 420 is spirally wrapped around the outer surface of the casing 100, which increases the contact area between the connecting pipe 420 and the casing 100, thereby improving the heat dissipation effect.

[0043] However, it is worth noting that in the above embodiments, only one surface of the connecting pipe 420 (i.e., the bottom surface of the connecting pipe 420) is in contact with the outer surface of the casing 100. Therefore, the heat dissipation efficiency is still limited. To further improve the heat dissipation efficiency, please refer to [further details needed]. Figure 3 After the connecting pipe 420 spirally wraps around the outer surface of the casing 100, the surface of the outer surface of the casing 100 not covered by the connecting pipe 420 includes multiple exposed surfaces 103 spaced apart along the axial direction of the casing 100. Each exposed surface 103 is provided with multiple heat dissipation fins 102 spaced apart along the circumference of the casing 100, and each heat dissipation fin 102 is connected to the side of the connecting pipe 420. Through the above arrangement, both sides of the connecting pipe 420 can also be indirectly connected to the casing 100 through the heat dissipation fins 102, so that the heat from the side of the connecting pipe 420 can also be conducted to the casing 100 through the heat dissipation fins 102, thereby further increasing the heat dissipation area of ​​the connecting pipe 420.

[0044] Furthermore, in order to enable the top surface of the connecting pipe 420 to also be indirectly connected to the casing 100, based on the above embodiment, as a preferred embodiment, such as... Figure 1 and Figure 5 As shown, a heat dissipation plate 500 is provided on the outer casing 100, spaced apart from the outer peripheral surface of the casing 100. The heat dissipation plate 500 and the outer peripheral surface of the casing 100 form a heat exchange chamber 11. The connecting pipe 420 and the heat dissipation fins 102 are disposed in the heat exchange chamber 11, and the connecting pipe 420 and the heat dissipation fins 102 are flush with each other at the ends of the casing 100 that are radially away from the casing 100, so that the side of the heat dissipation plate 500 facing the casing 100 can be attached to the connecting pipe 420 and the heat dissipation fins 102. Figure 5 The image only shows a portion of the heat sink 500 (in reality, the heat sink 500 completely covers the surface of the casing 100), making the overall structure of the casing 100, connecting pipe 420, heat dissipation fins 102, and heat sink 500 a sandwich structure. In this way, the heat on the top surface of the connecting pipe 420 can be transferred to the heat sink 500, and then finally transferred to the casing 100 through the heat dissipation fins 102. Therefore, the heat dissipation area of ​​the connecting pipe 420 can be further increased, and the heat transfer efficiency can be further improved.

[0045] Please continue reading. Figure 3 and Figure 5In the embodiment shown in the figure, the casing 100 has flanges 104 extending radially outward from the casing 100 at opposite ends along its own axial direction. The flanges 104 close the heat exchange chamber 11 at opposite ends along the axial direction of the casing 100, so that the end of the heat dissipation fins 102 located at the beginning and end of the casing 100 away from the connecting pipe 420 can be connected to the flanges 104. Therefore, the contact area between these heat dissipation fins 102 and the casing 100 can be increased, thereby improving the heat transfer efficiency of the heat dissipation fins 102.

[0046] In an optional embodiment, the electric drive assembly 300 also includes a temperature sensor communicatively connected to the controller 320. The temperature sensor is used to measure the operating temperature of the drive motor 310. The controller 320 of the electric drive assembly 300 is configured to also be able to control the liquid pump 330 to flexibly adjust the coolant circulation flow rate based on the operating temperature of the drive motor 310 and according to the actual heat dissipation requirements. This ensures heat dissipation performance under high power operation and reduces heat dissipation energy consumption under low power operation.

[0047] It is understandable that a temperature sensor may not be installed in the electric drive assembly 300. The controller 320 can estimate and monitor the current operating temperature of the drive motor 310 in real time based on the electric drive junction temperature. This is not a limitation.

[0048] Furthermore, regarding the structure of the pneumatic components, which include parts such as ducted air intakes and exhaust nozzles, their specific structures are not related to the inventive point of this application and can be referred to in the prior art, so they will not be described in detail here.

[0049] Therefore, the electric ducted drive system 10 with integrated heat dissipation function provided in this application not only makes full use of its own air-cooling resources to dissipate heat from the electric drive components 300, significantly increasing the heat dissipation area and significantly improving the system's heat dissipation capacity; but also utilizes the structural components of the electric ducted drive system 10 itself as heat dissipation components, eliminating the need for radiators, compressors, and their associated fasteners and seals, making it possible to replace the entire aircraft's thermal management system. This significantly simplifies the structure of the electric ducted drive system 10, effectively reducing the risk of increased system weight and component failure caused by using a centralized liquid cooling system, and also effectively reducing overall aircraft energy consumption and improving the aircraft's range. Furthermore, for distributed ducted fan aircraft, since there are multiple electric ducted drive systems 10, using the electric ducted drive system 10 provided in this application allows multiple drive motors 310 to be cooled within their respective duct 101 nacelles without interference, effectively avoiding the risk of all drive motors 310 overheating and failing due to the failure of a single cooling device.

[0050] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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, they should be considered to be within the scope of this specification.

[0051] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An electric ducted drive system with integrated heat dissipation function, characterized in that, include: A casing, the casing being enclosed by a duct, the duct being housing a fan; An electric drive assembly is partially located outside the duct and is connected to the fan via a drive mechanism. The electric drive assembly is used to drive the fan blades to rotate around a central axis, and the electric drive assembly has a coolant inlet and a coolant outlet. The heat dissipation pipe includes a first liquid cooling pipe, a connecting pipe, and a second liquid cooling pipe connected in sequence. The connecting pipe is connected to the outer surface of the casing. The end of the first liquid cooling pipe away from the connecting pipe is connected to the coolant outlet. The end of the second liquid cooling pipe away from the connecting pipe is connected to the coolant inlet, so that the coolant used to cool the electric drive assembly can circulate through the heat dissipation pipe.

2. The electric ducted drive system according to claim 1, characterized in that, The connecting pipe is attached to the outer surface of the casing and spirally wrapped around the outer surface of the casing.

3. The electric ducted drive system according to claim 2, characterized in that, The outer surface of the casing that is not covered by the connecting pipe includes multiple exposed surfaces spaced apart along the axial direction of the casing. Each exposed surface is provided with multiple heat dissipation fins spaced apart along the circumference of the casing, and each heat dissipation fin is connected to the side of the connecting pipe.

4. The electric ducted drive system according to claim 3, characterized in that, The casing is fitted with a heat dissipation plate spaced apart from the outer peripheral surface of the casing. The heat dissipation plate and the outer peripheral surface of the casing form a heat exchange chamber. The connecting pipe and the heat dissipation fins are disposed in the heat exchange chamber. The heat dissipation plate is attached to the connecting pipe and the heat dissipation fins.

5. The electric ducted drive system according to claim 4, characterized in that, The casing has flanges at opposite ends along its own axial direction, which extend radially outward from the casing and close the openings of the heat exchange chamber at opposite ends along the axial direction of the casing.

6. The electric ducted drive system according to claim 1, characterized in that, The connecting pipe is a square pipe.

7. The electric ducted drive system according to claim 1, characterized in that, The casing is made of metal; and / or the heat dissipation pipes are made of metal.

8. The electric ducted drive system according to claim 1, characterized in that, The electric drive assembly includes a housing, a drive motor, a controller, and a liquid pump. The drive motor, the controller, and the liquid pump are housed within the housing. The controller is communicatively connected to the drive motor and the liquid pump. The liquid pump has an inlet pipe and an outlet pipe. The coolant inlet and the coolant outlet are located on the housing. The outlet pipe passes through the drive motor and is connected to the coolant outlet. The inlet pipe is connected to the coolant inlet.

9. The electric ducted drive system according to claim 8, characterized in that, The electric drive assembly also includes a temperature sensor communicatively connected to the controller, the temperature sensor being used to measure the operating temperature of the drive motor, and the controller being configured to control the liquid pump to adjust the circulation flow rate of the coolant based on the operating temperature of the drive motor.

10. An aircraft, characterized in that, Includes the electric duct drive system as described in any one of claims 1-9.

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