Motor-electric control integrated cooling system for electric vertical take-off and landing aircraft

Abstract

The invention relates to a motor-electric control integrated cooling system for an electric vertical take-off and landing aircraft. The motor-electric control integrated cooling system comprises a motor, an electric control and a radiator module which are highly integrated, a closed cooling liquid circulation loop is arranged in the integrated cooling framework, and the cooling liquid circulation loop comprises an electric control cooling flow channel, a motor cooling flow channel and a radiator cooling flow channel which are communicated in sequence; the radiator module is arranged on an airflow path generated by the contra-rotating lift propellers, and high-speed cooling air is used for carrying out air-cooling heat dissipation on flowing cooling liquid; the cooling liquid absorbs heat generated by the electric control module and the motor module in the circulation process, and the heat is dissipated to the external environment through the radiator module. The integrated design is adopted, the structure is compact, and high-speed cooling air between the upper propeller and the lower propeller is fully utilized to efficiently cool the motor, the electric controller and the radiator module. The cooling liquid completely circulates in the system, the overall cooling efficiency is high, the medium convection gap is shortened, and the heat dissipation efficiency is improved.

Description

Technical Field

[0001] This invention belongs to the field of electric aircraft technology, and specifically discloses an integrated cooling system for motor control of an electric vertical take-off and landing aircraft. Background Technology

[0002] Electric vertical take-off and landing (eVTOL) aircraft can take off and land vertically without a runway, making them particularly suitable for future urban short-distance transportation and urban passenger transport. eVTOLs generally use distributed electric propulsion, which has the characteristics of high energy efficiency, low noise, zero emissions and green environmental protection. They are representative products in the field of low-altitude general aviation and have become a current research hotspot.

[0003] The propulsion motor and electronic control system are core components of the drive system of an eVTOL (electric vertical takeoff and landing) aircraft, characterized by high power density, wide speed range, and strong overload capacity. With the vigorous promotion of the low-altitude economy, eVTOL aircraft are developing rapidly, and core technologies are moving towards the integration of motors and electronic control systems. During takeoff, hovering, and landing, the drive motor and motor controller generate a significant amount of heat. After integration, the reliability of heat dissipation is a crucial issue that must be addressed, as the cooling system of the motor and controller has a substantial impact on efficiency, reliability, and lifespan.

[0004] eVTOL propulsion motors can utilize the high-speed cooling air generated by the propeller rotation to cool the motor and electronic control unit. However, separate motors and electronic control units typically cannot simultaneously utilize the high-speed cooling air from the propeller rotation for heat dissipation. Furthermore, the motor is usually installed at the root of the propeller, where the airflow velocity generated by the rotor is relatively low, making air cooling alone inefficient and unsuitable for high-power or continuous high-load conditions. An integrated motor and electronic control design with internal liquid cooling can fully utilize the high-speed cooling air at the rear of the propeller for efficient cooling of the motor and electronic control unit through a combination of air and liquid cooling. In existing technologies, the flow channels of separate motors and controllers are generally connected by external water pipes. This not only increases the cost of many components and assembly but also increases the size of the motor. While integrated internal circulation cooling can avoid these problems, it presents issues of poor sealing and cooling priority. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an integrated cooling system for motor and electronic control of electric vertical take-off and landing aircraft that can guarantee the requirements of high reliability, low cost and low weight of motor and electronic control.

[0006] According to the technical solution provided by the present invention, the electric vertical take-off and landing aircraft motor and electronic control integrated cooling system includes a highly integrated motor module, an electronic control module and a heat sink module. The motor module drives and connects to a reducer. The reducer is used to drive the counter-rotating propeller cat-blade and the counter-rotating propeller counter-blade. The counter-rotating propeller cat-blade and the counter-rotating propeller counter-blade are combined to form a counter-rotating lift propeller. The counter-rotating propeller cat-blade and the counter-rotating propeller counter-blade are respectively installed at the upper end and the lower end of the reducer, and the propeller shaft of the counter-rotating propeller cat-blade and the propeller shaft of the counter-rotating propeller counter-blade are coaxially arranged. The integrated cooling architecture has a closed coolant circulation loop inside, which includes an electronic control cooling channel, a motor cooling channel, and a radiator cooling channel connected in sequence. The radiator module is set in the airflow path generated by the counter-rotating lift propeller, and uses high-speed cooling air to cool the coolant flowing through it. During the circulation process, the coolant absorbs the heat generated by the electronic control module and the motor module, and dissipates the heat to the external environment through the radiator module.

[0007] Preferably, the electronic control cooling channel is integrated inside the oil tank, including a controller cooling channel and an oil storage chamber. The controller cooling channel is set close to the controller mounting surface and is used to liquid cool the electronic control module installed thereon. The oil storage chamber is connected to the controller cooling channel and is used to store coolant. The oil tank is provided with an oil tank inlet and an oil tank outlet. The oil tank inlet is connected to the oil outlet of the radiator module, and the oil tank outlet is connected to the oil pump connector of the oil pump.

[0008] The oil pump is installed in the pumping chamber of the oil tank. The oil pump includes a pump assembly and an oil pump motor, and the oil pump motor drives the pump assembly. The pump assembly consists of an outer rotor and an inner rotor, which mesh together to form a sealed working chamber. The volume of the working chamber is changed by relative motion to realize the pumping of coolant. The oil pump motor consists of a stator and a rotor. The outlet of the oil pump is connected to the oil inlet of the rear end cover of the motor module through an oil pump connector.

[0009] Preferably, the controller cooling channels are arranged in an S-shape to extend the coolant flow path and increase the heat exchange area.

[0010] Preferably, the motor cooling channel includes a rear end cover channel, a stator cooling channel, and a front end cover channel; the rear end cover channel includes an outer annular channel and an inner annular channel, with fins provided between them. The oil inlet ends of both the outer and inner annular channels are connected to the rear end cover oil inlet, and both have an oil outlet. After being pumped out by the oil pump, the coolant enters the outer and inner annular channels through the rear end cover oil inlet. After the coolant flows through the outer and inner annular channels and performs preliminary cooling on the rotor cavity, it enters the stator cooling channel through the rear end cover oil outlet.

[0011] Preferably, the stator cooling channel includes multiple stator channels arranged circumferentially on the stator assembly, and a front winding cavity and a rear winding cavity located on both sides of the stator assembly respectively; the coolant enters the rear winding cavity from the oil outlet of the rear end cover, immerses the stator winding, and then flows through the stator channels into the front winding cavity to achieve oil immersion cooling of the stator assembly; an oil separator ring is provided between the stator assembly and the rotor cavity to achieve dry and wet separation.

[0012] Preferably, the front cover flow channel is located inside the front cover, and the front cover flow channel has a front cover oil inlet and a front cover oil return port; the coolant enters the front cover flow channel from the front winding cavity through the front cover oil inlet, and the front cover has fins on the side surface facing the rotor cavity. After the coolant flows through the front cover flow channel and cools the rotor cavity again, it flows out through the front cover oil return port.

[0013] Preferably, the system also includes a housing surface cooling channel. A housing surface cooling pipe is installed on the outer surface of the motor housing, the rear end cover, and the controller housing. The housing surface cooling pipe has an oil inlet for the motor housing and an oil return port for the controller housing. The oil inlet for the motor housing is connected to the oil return port for the front end cover. The coolant flowing out of the oil return port for the front end cover is divided into multiple paths and enters the housing surface cooling channel. It then flows through the oil return port for the controller housing to the radiator module.

[0014] Preferably, the radiator cooling channels are located inside the radiator core and include multiple S-shaped channels to extend the coolant flow path and increase the heat exchange area. The radiator cooling channels have a radiator oil inlet and a radiator oil outlet. The controller housing oil return port is connected to the radiator oil inlet. The radiator oil outlet is connected to the oil tank inlet. The surface of the radiator core is provided with multiple layers of heat dissipation fins for heat exchange with the high-speed cooling air generated by the propeller. The coolant flows in from the radiator oil inlet, is cooled, flows out from the radiator oil outlet, and returns to the oil tank through the oil tank inlet.

[0015] Preferably, the oil tank is also provided with an exhaust valve mounting point for installing an exhaust valve to balance the air pressure inside and outside the system.

[0016] The present invention has the following advantages: 1. The motor, electronic control, and heat sink are highly integrated into a single design, resulting in a compact structure, reduced size, and lighter weight; 2. Make full use of the high-speed cooling air between the upper and lower blades of the counter-rotating lift propeller to efficiently cool the motor, electronic control system, and radiator.

[0017] 3. The coolant circulates entirely within the system, resulting in high overall cooling efficiency. The internal integration and full coverage of the coolant shortens the convection gap between the media and improves heat dissipation efficiency. 4. The coolant is fully isolated, and the excellent sealing design ensures the reliability of motor bearings and electrical components, greatly reducing the risk of various failures caused by leakage. Attached Figure Description

[0018] Figure 1 This is a three-dimensional diagram illustrating the application scenario of an electric vertical takeoff and landing aircraft provided by the present invention.

[0019] Figure 2 This is a three-dimensional schematic diagram of the overall structure of the present invention.

[0020] Figure 3 This is a schematic diagram of the principle of the present invention.

[0021] Figure 4 This is a cross-sectional schematic diagram of the oil tank and oil pump in this invention.

[0022] Figure 5a This is one of the perspective views of the fuel tank in this invention.

[0023] Figure 5b This is the second perspective view of the fuel tank in this invention.

[0024] Figure 5c This is one of the perspective views of the controller cooling channel in this invention.

[0025] Figure 5d This is the second perspective view of the controller cooling channel in this invention.

[0026] Figure 6a This is a perspective view of the rear end cover in this invention.

[0027] Figure 6b This is a perspective view of the rear end cover flow channel in this invention.

[0028] Figure 7a This is a structural diagram of the stator assembly in this invention.

[0029] Figure 7b yes Figure 7a AA sectional view.

[0030] Figure 8a This is a perspective view of the front cover in this invention.

[0031] Figure 8b This is a perspective view of the front cover flow channel in this invention.

[0032] Figure 9a This is a perspective view of the motor housing in this invention.

[0033] Figure 9b This is a connection structure diagram of the oil inlet of the motor housing and the oil return port of the controller housing in this invention.

[0034] Figure 10a This is a perspective view of the heat sink core in this invention.

[0035] Figure 10b This is a perspective view of the radiator cooling channel in this invention.

[0036] Legend: 1. Counter-rotating propeller with palm blade; 2. Counter-rotating propeller with reverse blade; 3. Reducer; 4. Motor module; 5. Electronic control module; 6. Radiator module; 401. Front end cover; 4011. Front end cover oil inlet; 4012. Front end cover oil return port; 402. Motor housing; 4021. Motor housing oil inlet; 403. Rear end cover; 4031. Rear end cover oil inlet; 4032. Rear end cover oil outlet; 404. Stator assembly; 4041. Stator flow channel; 405. Oil separator ring; 406. Rear winding cavity; 407. Front winding cavity; 408. Rotor cavity; 501. Controller housing; 5011. Controller 502. Oil return port of housing; 503. Exhaust valve; 504. Oil tank; 5051. Controller cooling channel; 5052. Oil reservoir; 5053. Oil tank inlet; 5054. Oil tank outlet; 506. Controller mounting surface; 507. Exhaust valve mounting location; 508. Pump oil chamber; 509. Oil pump; 50041. Oil pump outer rotor; 50042. Oil pump inner rotor; 50043. Oil pump motor stator; 50044. Oil pump motor rotor; 50045. Oil pump connecting nozzle; 601. Radiator core; 6011. Radiator oil inlet; 6012. Radiator oil outlet; 602. Radiator protective cover. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] An integrated cooling system for the motor and electronic control system of an electric vertical takeoff and landing aircraft, such as Figure 1 As shown, the device includes a highly integrated motor module 4, an electronic control module 5, and a heat sink module 6. The motor module 4 drives and connects to a reducer 3. The reducer 3 drives the counter-rotating propeller cat-blade 1 and the counter-rotating propeller counter-blade 2. The counter-rotating propeller cat-blade 1 and the counter-rotating propeller counter-blade 2 are combined to form a counter-rotating lift propeller. The counter-rotating propeller cat-blade 1 and the counter-rotating propeller counter-blade 2 are respectively installed at the upper and lower ends of the reducer 3, and the propeller shafts of the counter-rotating propeller cat-blade 1 and the counter-rotating propeller counter-blade 2 are coaxially arranged. The integrated cooling architecture has a closed coolant circulation loop inside, which includes an electronic control cooling channel, a motor cooling channel, and a radiator cooling channel connected in sequence. The radiator module 6 is set on the airflow path generated by the counter-rotating lift propeller, and uses high-speed cooling air to perform air cooling on the coolant flowing through it. During the circulation process, the coolant absorbs the heat generated by the electronic control module 5 and the motor module 4, and dissipates the heat to the external environment through the radiator module 6.

[0039] The electronically controlled cooling channel is integrated inside the oil tank 503, including a controller cooling channel 5031 and an oil storage chamber 5032. The controller cooling channel 5031 is set close to the controller mounting surface 5035 and is used to provide liquid cooling for the electronically controlled module 5 installed thereon. The oil storage chamber 5032 is connected to the controller cooling channel 5031 and is used to store coolant. The oil tank 503 is provided with an oil tank inlet 5033 and an oil tank outlet 5034. The oil tank inlet 5033 is connected to the oil outlet of the radiator module 6, and the oil tank outlet 5034 is connected to the oil pump connector 5045 of the oil pump 504.

[0040] The oil pump 504 is installed in the pumping chamber 5037 of the oil tank 503. The oil pump 504 includes a pump assembly and an oil pump motor, and the oil pump motor drives the pump assembly. The pump assembly consists of an outer rotor 5041 and an inner rotor 5042. The outer rotor 5041 and the inner rotor 5042 mesh together to form a sealed working chamber. The volume of the working chamber is changed by relative motion to realize the pumping of coolant. The oil pump motor consists of an oil pump motor stator 5043 and an oil pump motor rotor 5044. The outlet of the oil pump 504 is connected to the oil inlet 4031 of the rear end cover 403 of the motor module 4 through an oil pump connector 5045.

[0041] The controller cooling channel 5031 is arranged in an S-shape to extend the coolant flow path and increase the heat exchange area.

[0042] The motor cooling channel includes a rear end cover channel, a stator cooling channel, and a front end cover channel. The rear end cover channel includes an outer annular channel and an inner annular channel. Fins are provided between the outer and inner annular channels. The oil inlet ends of both the outer and inner annular channels are connected to the rear end cover oil inlet 4031. Both the outer and inner annular channels have a rear end cover oil outlet 4032. After being pumped out from the oil pump 504, the coolant enters the outer and inner annular channels through the rear end cover oil inlet 4031. After flowing through the outer and inner annular channels and performing preliminary cooling on the rotor cavity 408, the coolant enters the stator cooling channel through the rear end cover oil outlet 4032.

[0043] The stator cooling channel includes multiple stator channels 4041 arranged circumferentially on the stator assembly 404, and a front winding cavity 407 and a rear winding cavity 406 located on both sides of the stator assembly 404, respectively. The coolant enters the rear winding cavity 406 from the oil outlet 4032 of the rear end cover, immerses the stator winding, and then flows through the stator channels 4041 into the front winding cavity 407, thereby achieving oil immersion cooling of the stator assembly 404. An oil separator ring 405 is provided between the stator assembly 404 and the rotor cavity 408 to achieve dry and wet separation.

[0044] The front cover flow channel is located inside the front cover 401. The front cover flow channel has a front cover oil inlet 4011 and a front cover oil return port 4012. Coolant enters the front cover flow channel from the front winding cavity 407 through the front cover oil inlet 4011. The front cover 401 has fins on the side surface facing the rotor cavity 408. After the coolant flows through the front cover flow channel and cools the rotor cavity 408 again, it flows out through the front cover oil return port 4012.

[0045] It also includes a housing surface cooling channel. Housing surface cooling pipes are installed on the outer surfaces of the motor housing 402, the rear end cover 403 and the controller housing 501. The housing surface cooling pipes have a motor housing oil inlet 4021 and a controller housing oil return port 5011. The motor housing oil inlet 4021 is connected to the front end cover oil return port 4012. The coolant flowing out of the front end cover oil return port 4012 enters the housing surface cooling channel in multiple ways and converges to the radiator module 6 through the controller housing oil return port 5011.

[0046] The radiator cooling channels are located inside the radiator core 601 and include multiple S-shaped channels to extend the coolant flow path and increase the heat exchange area. The radiator cooling channels have a radiator oil inlet 6011 and a radiator oil outlet 6012. The controller housing oil return port 5011 is connected to the radiator oil inlet 6011. The radiator oil outlet 6012 is connected to the oil tank inlet 5033. The surface of the radiator core 601 is provided with multiple layers of heat dissipation fins for heat exchange with the high-speed cooling air generated by the propeller. The coolant flows in from the radiator oil inlet 6011, is cooled, flows out from the radiator oil outlet 6012, and returns to the oil tank 503 through the oil tank inlet 5033.

[0047] The oil tank 503 is also provided with an exhaust valve mounting point 5036 for installing an exhaust valve 502 to balance the air pressure inside and outside the system.

[0048] To address the cooling issue of the eVTOL motor and electronic control integrated system, one embodiment of this invention provides an application scenario for the eVTOL motor and electronic control system. Optionally, the installation method of the eVTOL counter-rotating propeller, reducer, and integrated propulsion motor system selected in this embodiment is as follows: Figure 1 As shown, during operation, the electronic control module 5 in the integrated propulsion motor system receives aircraft control commands, controls the rotation of the motor module 4, drives the reducer 3, and then drives the counter-rotating propeller's cat-blade 1 and counter-rotating propeller's counter-blade 2 to rotate. The motor module 4, electronic control module 5, and radiator module 6 adopt an integrated design, with an internal liquid-cooled circulation system and external air cooling generated by the rotation of the counter-rotating propeller's cat-blade 1 and counter-rotating propeller's counter-blade 2 for air cooling of the radiator.

[0049] like Figure 2 As shown, a motor module 4 is installed at the front end of the electronic control module 5, and a radiator module 6 is installed at the rear end of the electronic control module 5. The motor module 4 includes a front cover 401, a motor housing 402, and a rear cover 403. An exhaust valve 502 is provided on the controller housing 501, and a radiator protective cover is provided on the outside of the radiator core 601.

[0050] This invention involves filling the cooling system with sufficient coolant through the vent valve mounting point 5036 on the oil tank 503, followed by the installation of the vent valve 502. This balances the internal and external air pressure when the motor is running and the coolant is heating up. Turning on the oil pump 504 circulates the coolant in the cooling system. After absorbing heat generated by the controller and motor, the coolant flows into the radiator where cooling air carries away the heat. To prevent coolant leakage, radial seals and end-face seals are installed at the flow channel interfaces of each component to increase reliability.

[0051] Figure 3This is a schematic diagram of the principle of the present invention. First, sufficient coolant is filled into the entire cooling system. The controller cooling channel 5031 is integrated inside the oil tank 503. The controller is mounted close to the controller mounting surface 5035. After the oil pump 504 is turned on, the coolant in the oil tank 503 flows to dissipate heat from the controller. The oil pump 504 pumps the coolant from the oil tank 503 into the flow channel of the rear end cover 403. Fins are formed on the surface of the rear end cover 403 on one side of the rotor cavity 408. After the coolant flows through the interior of the rear end cover 403, it carries away some of the heat from the rotor cavity 408 and then splits into two paths to the stator cavity. The motor uses stator oil immersion cooling. Oil distribution plates are installed at the two oil outlets on the rear end cover 403 to evenly spray the coolant into the stator cavity, thus cooling the motor stator. Cooling is performed by separating the stator cavity and rotor cavity through an oil separator ring 405 to ensure dry and wet separation. After the coolant carries away the heat from the stator, it flows into the flow channel of the front cover 401 in four directions. Fins are grown on the surface of the front cover 401 on one side of the rotor cavity 408. After the coolant flows through the interior of the front cover 401 and carries away part of the temperature of the rotor cavity 408, it flows into the radiator core 601 through the flow channels on the surface of the motor housing 402, the rear cover 403, and the controller housing 501 in four directions. The coolant flows through the cooling channels inside the radiator, and the surface of the radiator is arranged with heat dissipation fins. The high-speed cooling air from the rotating propeller is used to cool the coolant, so that the coolant temperature drops. Finally, the coolant returns to the oil tank 503, completing the cooling cycle.

[0052] like Figure 4 As shown, the oil pump 504 is installed in the pump chamber 5037 of the oil tank 503, and the oil pump connector 5045 passes through the oil outlet 5034 of the oil tank. The oil pump 504 and the oil tank 503 are sealed together by radial sealing and end face sealing to prevent leakage. The oil pump 504 mainly consists of a pump assembly and an oil pump motor. The pump assembly consists of an outer rotor 5041 and an inner rotor 5042 mounted in an eccentric housing. The oil pump motor consists of a stator 5043 and a rotor 5044. The outer rotor 5041 and the inner rotor 5042 of the oil pump mesh to form a sealed working chamber. When the oil pump motor is working, the relative motion caused by the speed difference between the outer rotor 5041 and the inner rotor 5042 causes the volume of the sealed working chamber to change. When the volume increases, a negative hydraulic zone is generated in the chamber, and coolant is drawn in. When the volume decreases, the coolant in the chamber is forced out, realizing the process of pumping hydraulic fluid, so that the pumped coolant flows out from the oil pump connector 5045.

[0053] like Figures 5a-5dAs shown, the oil tank 503 is divided into two cavities: a controller cooling channel 5031 and an oil storage chamber 5032. The controller's drive module is installed on the controller mounting surface 5035, which is close to the controller cooling channel 5031. The coolant, cooled by the radiator, enters the controller cooling channel 5031 through the oil tank inlet 5034. The cooling channel is arranged in an S-shape to achieve the longest heat exchange path and the largest heat exchange area. After the coolant cools the controller, it flows into the oil storage chamber 5032. The oil pump 504 pumps the coolant into the rear cover 403.

[0054] like Figure 6a and Figure 6b As shown, the coolant pumped in from the oil pump connector 5045 flows into the rear cover flow channel through the rear cover oil inlet 4031. The rear cover flow channel is divided into two paths, including the rear cover outer annular flow channel and the rear cover inner annular flow channel. Fins are grown on the surface of the rear cover 403 on one side of the rotor cavity 408, that is, fins are provided between the rear cover outer annular flow channel and the rear cover inner annular flow channel. After the coolant carries away part of the temperature of the rotor cavity 408 through the two annular flow channels, it is divided into two paths and enters the rear winding cavity 406 through the rear cover oil outlet 4032 to cool the stator assembly 404.

[0055] like Figure 7a and Figure 7b As shown, two streams of coolant from the rear end cover 403 of the motor directly reach the rear winding cavity 406, immersing the rear copper winding. Then, they reach the rectangular stator flow channel 4041 at position 70 around the stator yoke, and exit through a small hole to the front winding cavity 407, immersing the front copper winding. Since the stator assembly 404 is completely submerged in coolant, an oil separator ring 405 is provided between the inner side of the stator and the outer side of the rotor to prevent coolant leakage into the rotor cavity 408.

[0056] like Figure 8a and Figure 8b As shown, the coolant after cooling the stator assembly 404 flows into the internal flow channel from the front winding cavity 407 in four directions through the front cover oil inlet 4011. The front cover 401 has fins on one side of the rotor cavity 408. After the four coolants carry away some of the heat from the rotor cavity 408, they return to the housing through the front cover oil return inlet 4012.

[0057] like Figure 9a and Figure 9b As shown, the cooling channels on the housing surface consist of four channels on the surfaces of the motor housing 402, the rear end cover 403, and the controller housing 501. The coolant flowing out from the oil return port 4012 of the front end cover enters the oil inlet 4021 of the motor housing in four separate channels and flows to the radiator core 601 from the oil return port 5011 of the controller housing. The four channels on the housing surface can also carry away some of the coolant heat. At the same time, to prevent coolant leakage to the outside, sealing rings are installed at the junctions of the channels between the housings to provide end face sealing.

[0058] like Figure 10a and Figure 10b As shown, the four-way coolant returning from the casing flow channel flows into the internal flow channel of the radiator core 601 through the radiator oil inlet 6011. The radiator cooling flow channel is arranged in a multi-way S-shape to achieve the longest heat exchange path and the largest heat exchange area. The radiator is equipped with multiple layers of thin-walled heat dissipation fins, which increases the contact area with air while reducing volume and weight. The cooling air generated by the propeller flows through the gaps between the heat dissipation fins and exchanges heat with the heat dissipation fins. The heat dissipation fins are in direct contact with the cooling flow channel. When the coolant flows in the cooling flow channel, the heat is transferred from the coolant to the fins and then to the cooling air, which carries it away to cool the coolant. Afterward, the coolant flows into the oil tank 503 through the connector at the radiator outlet 6012, thus completing the cooling cycle of the integrated cooling system.

[0059] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An electric motor control integrated cooling system for an electric vertical take-off and landing aircraft, characterized in that: The integrated cooling frame includes a motor module (4), an electric control module (5) and a radiator module (6) arranged in a high integration mode, the motor module (4) is drivingly connected with a speed reducer (3), the speed reducer (3) is used for driving a forward rotating propeller blade (1) and a reverse rotating propeller blade (2), the forward rotating propeller blade (1) and the reverse rotating propeller blade (2) are combined to form a counter-rotating lift propeller, the forward rotating propeller blade (1) and the reverse rotating propeller blade (2) are respectively arranged at upper and lower ends of the speed reducer (3), and the propeller shaft of the forward rotating propeller blade (1) and the propeller shaft of the reverse rotating propeller blade (2) are coaxially arranged; The integrated cooling frame is internally provided with a closed cooling liquid circulation loop, the cooling liquid circulation loop includes an electric control cooling flow channel, a motor cooling flow channel and a radiator cooling flow channel which are sequentially communicated, the radiator module (6) is arranged on an airflow path generated by the counter-rotating lift propeller, and cooling liquid flowing through the radiator module (6) is air-cooled and radiated by high-speed cooling air, the cooling liquid absorbs heat generated by the electric control module (5) and the motor module (4) in the circulation process, and the heat is radiated to the external environment through the radiator module (6).

2. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 1, wherein: The electric control cooling flow channel is integrated in an oil tank (503) and includes a controller cooling flow channel (5031) and an oil storage cavity (5032), the controller cooling flow channel (5031) is arranged close to a controller mounting surface (5035) and is used for liquid cooling and heat dissipation of the electric control module (5) mounted thereon, the oil storage cavity (5032) is in communication with the controller cooling flow channel (5031) and is used for storing the cooling liquid, the oil tank (503) is provided with an oil tank oil inlet (5033) and an oil tank oil outlet (5034), the oil tank oil inlet (5033) is connected with an oil outlet of the radiator module (6), and the oil tank oil outlet (5034) is connected with an oil pump connection nozzle (5045) of an oil pump (504).

3. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 2, wherein: The oil pump (504) is mounted in a pump oil cavity (5037) of the oil tank (503), the oil pump (504) includes a pump assembly and an oil pump motor, the oil pump motor drives the pump assembly, the pump assembly is composed of an oil pump outer rotor (5041) and an oil pump inner rotor (5042), the oil pump outer rotor (5041) and the oil pump inner rotor (5042) are engaged together to form a sealed working cavity, and the working cavity volume is changed through relative movement to realize pumping of the cooling liquid, the oil pump motor is composed of an oil pump motor stator (5043) and an oil pump motor rotor (5044), and an outlet of the oil pump (504) is connected to a rear end cover oil inlet (4031) of a rear end cover (403) of the motor module (4) through the oil pump connection nozzle (5045).

4. The motor electrically controlled integrated cooling system for electric vertical take-off and landing aircraft according to claim 2 or 3, characterized in that: The controller cooling flow channel (5031) is arranged in an S shape to prolong the cooling liquid flow path and increase the heat exchange area.

5. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 3, wherein: The motor cooling flow channel comprises a rear end cover flow channel, a stator cooling flow channel and a front end cover flow channel; the rear end cover flow channel comprises a rear end cover outer ring flow channel and a rear end cover inner ring flow channel, fins are arranged between the rear end cover outer ring flow channel and the rear end cover inner ring flow channel, the oil inlet end of the rear end cover outer ring flow channel and the oil inlet end of the rear end cover inner ring flow channel are connected to a rear end cover oil inlet (4031), and the rear end cover outer ring flow channel and the rear end cover inner ring flow channel each have a rear end cover oil outlet (4032); after the cooling liquid is pumped out from the oil pump (504), the cooling liquid enters the rear end cover outer ring flow channel and the rear end cover inner ring flow channel through the rear end cover oil inlet (4031), and after the cooling liquid flows through the rear end cover outer ring flow channel and the rear end cover inner ring flow channel and preliminarily cools the rotor cavity (408), the cooling liquid enters the stator cooling flow channel through the rear end cover oil outlet (4032).

6. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 5, wherein: The stator cooling flow channel comprises a plurality of stator flow channels (4041) arranged in the circumferential direction of the stator assembly (404), and a front winding cavity (407) and a rear winding cavity (406) respectively arranged on the two sides of the stator assembly (404); the cooling liquid enters the rear winding cavity (406) from the rear end cover oil outlet (4032), flows through the stator flow channels (4041) after immersing the stator winding, and enters the front winding cavity (407), so as to realize oil immersion cooling of the stator assembly (404); an oil separation ring (405) is arranged between the stator assembly (404) and the rotor cavity (408), so as to realize dry and wet separation.

7. The motor electrically controlled integrated cooling system for electric vertical take-off and landing aircraft of claim 6, characterized by the fact that: The front end cover flow channel is arranged inside the front end cover (401), and the front end cover flow channel has a front end cover oil inlet (4011) and a front end cover oil return port (4012); the cooling liquid enters the front end cover flow channel from the front winding cavity (407) through the front end cover oil inlet (4011), the surface of the front end cover (401) on the side facing the rotor cavity (408) is provided with fins, and after the cooling liquid flows through the front end cover flow channel and cools the rotor cavity (408) again, the cooling liquid flows out through the front end cover oil return port (4012).

8. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 7, wherein: The surface cooling flow channel of the housing is further arranged, the housing surface cooling pipeline is arranged on the outer surface of the motor housing (402), the rear end cover (403) and the controller housing (501), the housing surface cooling pipeline has a motor housing oil inlet (4021) and a controller housing oil return port (5011); the motor housing oil inlet (4021) is connected to the front end cover oil return port (4012); the cooling liquid flowing out from the front end cover oil return port (4012) enters the surface cooling flow channel of the housing in multiple paths, and is converged to the radiator module (6) through the controller housing oil return port (5011).

9. The motor electrically controlled integrated cooling system for electric vertical take-off and landing aircraft of claim 8, characterized by the fact that: The radiator cooling flow channel is arranged inside the radiator core (601), and comprises a plurality of S-shaped flow channels to prolong the cooling liquid flow path and increase the heat exchange area. The radiator cooling flow channel has a radiator oil inlet (6011) and a radiator oil outlet (6012). The controller shell oil return port (5011) is connected with the radiator oil inlet (6011). The radiator oil outlet (6012) is connected with the oil tank oil inlet (5033). The surface of the radiator core (601) is provided with a plurality of layers of radiator fins for heat exchange with high-speed cooling air generated by the propeller. The cooling liquid flows into the radiator oil inlet (6011), is cooled, and then flows out from the radiator oil outlet (6012) and returns to the oil tank (503) through the oil tank oil inlet (5033).

10. The motor electric control integrated cooling system for electric vertical take-off and landing aircraft of claim 8, wherein: An exhaust valve mounting portion (5036) is further arranged on the oil tank (503) to mount an exhaust valve (502) to balance the air pressure inside and outside the system.

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