Electrical propulsion heat rejection system, power plant, and aircraft

Abstract

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of the aircraft. The electric propulsion heat dissipation system comprises an electric motor, a propeller and a movable nacelle, the propeller is connected to the output end of the electric motor, and the movable nacelle is rotatably connected to the body structure of the aircraft; the movable nacelle is provided with a nacelle cavity, the electric motor is installed in the nacelle cavity, the head part of the nacelle is provided with a head part air inlet communicating with the nacelle cavity, and the tail part of the nacelle is provided with a tail part air outlet communicating with the nacelle cavity. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that the existing nacelle is more difficult to effectively discharge hot air, thereby causing the electric propulsion system to overheat.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft, in particular to an electric propulsion heat dissipation system, a power device and an aircraft. BACKGROUND

[0002] In the technical field of electric vertical take-off and landing (eVTOL for short) aircraft, the electric propulsion system as the core power source inevitably generates a large amount of heat energy during operation. The cooling system relies on the heat sink to realize heat exchange, and the heat is taken away by the contact between the external airflow and the surface of the heat sink, so as to maintain the stability of the system temperature. If the heat dissipation efficiency is insufficient, the accumulation of heat will cause the electric propulsion assembly to overheat, resulting in performance decline or even system failure, which may seriously endanger the structural integrity of the aircraft and the safety of personnel. Therefore, the introduction path, flow distribution and exhaust mechanism of the external airflow have a decisive influence on the cooling efficiency.

[0003] In the prior art, the heat sink of the electric motor is usually integrated in the movable nacelle structure. After the external airflow enters through the air inlet, part of the hot air is retained due to the limitation of the internal space of the nacelle and unreasonable airflow organization. This hot air accumulation phenomenon causes the internal environment temperature of the nacelle to continuously rise, which causes repeated thermal shock to sensitive devices such as electronic control modules and power management units installed therein, accelerates the aging of components and increases the risk of failure. SUMMARY

[0004] Therefore, it is necessary to provide an electric propulsion heat dissipation system, a power device and an aircraft to solve the problem that the existing hot air in the nacelle is more difficult to be effectively exhausted, resulting in overheating of the electric propulsion system.

[0005] The electric propulsion heat dissipation system provided by the present application comprises an electric motor, a propeller and a movable nacelle. The propeller is connected to the output end of the electric motor, and the movable nacelle is rotatably connected to the body structure of the aircraft. The movable nacelle is provided with a nacelle cavity, and the electric motor is installed in the nacelle cavity. The end of the movable nacelle close to the propeller is defined as the nacelle head, and the end of the movable nacelle away from the propeller is defined as the nacelle tail. The nacelle head is provided with a head air inlet communicating with the nacelle cavity, and the nacelle tail is provided with a tail air outlet communicating with the nacelle cavity.

[0006] In one of the embodiments, the opening area of the head air inlet is greater than the opening area of the tail air outlet. Along the direction from the end of the nacelle cavity close to the propeller to the end away from the propeller, the flow area of the nacelle cavity shows a decreasing trend.

[0007] In one of the embodiments, the end of the movable nacelle rotatably connected to the body structure of the aircraft is defined as the nacelle rotating part, and the nacelle rotating part is provided with a third side air outlet communicating with the nacelle cavity.

[0008] In one of the embodiments, the aircraft body structure is capable of closing the third side outlet when the movable nacelle is in the level flight state, and is capable of opening the third side outlet when the movable nacelle is in the non-level flight state.

[0009] In one of the embodiments, the two ends of the outer circumferential side of the movable nacelle are respectively defined as a first flow guide part and a second flow guide part, the first flow guide part and the second flow guide part are located on the two sides of the nacelle rotating part, the first flow guide part is provided with a first side outlet communicating with the nacelle cavity, and the second flow guide part is provided with a second side outlet communicating with the nacelle cavity.

[0010] In one of the embodiments, the first flow guide part is provided with a first flow guide slope, along the direction from the nacelle head to the nacelle tail, the first flow guide slope is contracted and extended in the direction close to the center axis of the movable nacelle, and the outlet end of the first side outlet is located on the first flow guide slope; the first flow guide slope is in the form of an arc protruding to the outside of the nacelle cavity. And / or, the second flow guide part is provided with a second flow guide slope, along the direction from the nacelle head to the nacelle tail, the second flow guide slope is contracted and extended in the direction close to the center axis of the movable nacelle, and the outlet end of the second side outlet is located on the second flow guide slope; the second flow guide slope is in the form of an arc protruding to the outside of the nacelle cavity.

[0011] In one of the embodiments, the first flow guide slope is provided with a first protruding part and a second protruding part, the first protruding part is arranged at one end of the first flow guide slope close to the aircraft body structure, the second protruding part is arranged at one end of the first flow guide slope away from the aircraft body structure, the first protruding part and the second protruding part are respectively arranged on the first flow guide slope and protrude to the outside of the movable nacelle, and the first side outlet is arranged between the first protruding part and the second protruding part.

[0012] In one of the embodiments, the first protruding part, the second protruding part and the first flow guide part are integrally arranged.

[0013] In one of the embodiments, along the direction from the nacelle head to the nacelle tail, the height of the first protruding part protruding from the first flow guide slope presents a trend of first increasing and then decreasing; and / or, along the direction from the nacelle head to the nacelle tail, the height of the second protruding part protruding from the first flow guide slope presents a trend of first increasing and then decreasing.

[0014] In one of the embodiments, one or both of the first side outlet and the second side outlet is provided with a flow guide body, the first side outlet and / or the second side outlet provided with the flow guide body is defined as a flow guide side outlet, the flow guide body is provided with a flow guide channel, the inlet end of the flow guide channel is located in the nacelle cavity, and the flow guide side outlet constitutes the outlet end of the flow guide channel.

[0015] In one of the embodiments, the flow passage area of the air inlet end of the flow guide channel is smaller than the flow passage area of the air outlet of the flow guide side portion.

[0016] In one of the embodiments, the electric propulsion heat dissipation system further comprises a gondola internal device, the gondola internal device is installed in the gondola cavity, and the first side portion air outlet and the second side portion air outlet are respectively arranged at two side regions of the gondola internal device.

[0017] In one of the embodiments, when the aircraft is in a level flight state, the first side portion air outlet is located at an upper region of the gondola internal device, and the second side portion air outlet is located at a lower region of the gondola internal device.

[0018] In one of the embodiments, the electric motor includes a power motor, a radiator, a radiator fan, a fan motor and a flow guide structure, the radiator is capable of dissipating heat of the power motor through circulation of a cooling liquid; the radiator fan is arranged between the radiator and the power motor to cool the radiator, and the radiator fan and the power motor are arranged in a spaced manner to form an air inlet region for an external airflow to enter; the fan motor is used to drive the radiator fan to rotate; one end of the flow guide structure is arranged around an outer circumferential side of the radiator fan or a side of the radiator fan close to the power motor, and the other end of the flow guide structure is arranged in an open manner towards the side close to the power motor and covers an outer circumferential side of the air inlet region to form an air inlet passage, and the external airflow is capable of flowing from one end of the air inlet passage close to the power motor to the other end of the air inlet passage close to the radiator fan.

[0019] In one of the embodiments, the electric motor further includes a fan frame, one end of the fan frame is sleeved on an outer circumferential side of the fan motor body, and the other end of the fan frame extends towards the side close to the radiator and covers an outer circumferential side of the radiator fan; a first part of the external airflow is capable of sequentially passing through a cooling passage of the fan motor, a through hole of the radiator fan and the radiator, a second part of the external airflow is capable of sequentially passing through the fan frame, a fan blade of the radiator fan and the radiator along an axial direction of the power motor, and a third part of the external airflow first passes through the outer circumferential side of the fan frame along a radial direction of the fan frame and then sequentially passes through the fan blade of the radiator fan and the radiator along the axial direction of the fan frame; the airflow is capable of passing through the radiator and entering the gondola cavity, and hot air in the gondola cavity is capable of entering an external space through the tail air outlet, the first side portion air outlet and the second side portion air outlet respectively.

[0020] The application provides a power device, which includes a power battery and the electric propulsion heat dissipation system in any one of the embodiments, the power battery is installed on a body structure of an aircraft, and the power battery is electrically connected to the electric propulsion heat dissipation system to supply power to the electric propulsion heat dissipation system.

[0021] The application provides a kind of aircraft, which includes fuselage, wing, tail and the electric propulsion heat dissipation system described in any one of the above embodiments, the wing is connected to the side of fuselage, the tail is connected to the tail of fuselage, and the electric propulsion heat dissipation system is installed in one, two or three of the tail, fuselage and wing.

[0022] In one embodiment, the aircraft is configured as an electric vertical take-off and landing aircraft.

[0023] Compared with the prior art, the electric propulsion heat dissipation system, power device and aircraft provided by the application can effectively prevent the secondary thermal damage to the internal electronic devices of the nacelle when the aircraft is running, i.e., the low-pressure area is generated at the head region of the propeller, the external air is sucked into the nacelle cavity through the head air inlet, the airflow absorbs heat when flowing through the electric motor to form hot air, and then the hot air is discharged to the external environment along the axial path of the nacelle cavity through the tail air outlet. Due to the axial layout of the head air inlet and the tail air outlet of the movable nacelle, the airflow path remains in a low-resistance straight state, effectively reducing the formation of turbulence and dead angles. That is, the design ensures efficient introduction of cooling air and directional discharge of hot air, avoids the retention and accumulation of hot air in the nacelle cavity, thereby effectively preventing the secondary thermal damage to the internal electronic devices of the movable nacelle, and improving the operation reliability and safety of the electric propulsion system. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0025] Figure 1 The structural schematic diagram of the aircraft provided by one embodiment of the application;

[0026] Figure 2 The partial structural schematic diagram of the electric propulsion heat dissipation system provided by one embodiment of the application Figure 1 ;

[0027] Figure 3 The partial structural schematic diagram of the electric propulsion heat dissipation system provided by one embodiment of the application Figure 2 ;

[0028] Figure 4 The cross-sectional view of the electric propulsion heat dissipation system provided by one embodiment of the application;

[0029] Figure 5 The cross-sectional view of the electric propulsion heat dissipation system provided by one embodiment of the application;

[0030] Figure 6 Structure diagram of a movable nacelle according to an embodiment of the present application Figure 1 ;

[0031] Figure 7 Structure diagram of a movable nacelle according to an embodiment of the present application Figure 2 ;

[0032] Figure 8 Pressure cloud diagram of a surface of a movable nacelle according to an embodiment of the present application

[0033] Figure 9 Structure diagram of a first flow guide according to an embodiment of the present application

[0034] Figure 10 Structure diagram of a second flow guide according to an embodiment of the present application

[0035] Figure 11 Cross-sectional gas flow diagram of an electric propulsion cooling system according to an embodiment of the present application

[0036] Figure 12 Partial cross-sectional diagram of an electric propulsion cooling system according to an embodiment of the present application

[0037] Figure 13 Structure diagram of a fan motor according to an embodiment of the present application Figure 1 ;

[0038] Figure 14 Structure diagram of a fan motor according to an embodiment of the present application Figure 2 ;

[0039] Figure 15 Structure diagram of a fan motor according to another embodiment of the present application

[0040] Figure 16 Structure diagram of a cooling fan according to an embodiment of the present application

[0041] Figure 17 Structure diagram of a cooling fan according to another embodiment of the present application

[0042] Figure 18 Structure diagram of a fan frame according to an embodiment of the present application

[0043] Figure 19 Structure diagram of a flow guide according to an embodiment of the present application

[0044] Figure 20 Side view of a flow guide according to an embodiment of the present application

[0045] Figure 21A structural schematic diagram of a flow guide structure of an embodiment provided in the present application.

[0046] Reference signs: 100, power device; 110, electric propulsion heat dissipation system; 111, electric motor; 1111, power motor; 1101, rotor; 1102, back cover; 1112, fan motor; 1201, cooling channel; 1202, axial inlet; 1203, radial inlet; 1204, axial outlet; 1113, radiator; 1114, heat dissipation fan; 1401, center support; 1402, through hole; 1403, fan blade; 1404, wind guard ring; 1115, fan frame; 1501, flow guide fin; 1502, inner ring support; 1503, outer ring support; 1504, connecting support; 1505, reinforcing cross bar; 1506, air flow groove; 1116, flow guide structure; 1601, air inlet channel; 1602, flow guide cover; 1603, flow guide plate; 112, propeller; 113, fairing; 114, movable nacelle; 1141, nacelle head; 1411, head air inlet; 1142, nacelle tail; 1421, tail air outlet; 1143, nacelle rotating part; 1144, first flow guide part; 1441, first side air outlet; 1442, first flow guide slope; 1443, first protruding part; 1444, second protruding part; 1145, second flow guide part; 1451, second side air outlet; 1452, second flow guide slope; 1146, nacelle cavity; 1461, third side air outlet; 115, flow guide body; 1151, flow guide channel; 1152, first side wall; 1153, second side wall; 1154, flow guide bottom wall; 1155, first flow guide member; 1156, second flow guide member; 1157, first chamfer section; 1158, second chamfer section; 210, wing; 220, tail; 230, fuselage; 240, tilting rotor; 250, fixed rotor; 260, arm; 300, nacelle internal equipment. DETAILED DESCRIPTION

[0047] Please refer to Figures 1-21The application provides a flying vehicle, which is configured as an electric vertical take-off and landing flying vehicle, and specifically comprises a fuselage 230, wings 210, a tail 220, tilting rotors 240 and fixed rotors 250, and the tilting rotors 240 and the fixed rotors 250 are each provided with a power device 100, which is installed on one, two or more of the fuselage 230, the wings 210, the tail 220 and a wing arm 260. The wings 210 are symmetrically arranged on both sides of the fuselage 230, the tail 220 is arranged at the tail of the fuselage 230, and the tail 220 is integrally formed with or mechanically connected to the fuselage 230 and symmetrically arranged relative to the fuselage 230. The tilting rotors 240 are installed on both sides of the fuselage 230, a part of the tilting rotors 240 are installed on the tail 220, and the other part of the tilting rotors 240 are installed on one or both of the fuselage 230 and the wings 210, and the specific position and installation mode of the tilting rotors 240 on the wings 210 or the fuselage 230 can not be limited. For example, the tilting rotors 240 can be directly installed on the wings 210 or the tail 220, or the tilting rotors 240 can be installed on the wings 210 or the fuselage 230 through the wing arm 260. The fixed rotors 250 are installed on both sides of the fuselage 230 and connected to one or both of the fuselage 230 and the wings 210, and the fixed rotors 250 are located outside the tilting rotors 240. The structure of the fixed rotors 250 can refer to any suitable form of the fixed rotors 250, and the specific position of the fixed rotors 250 installed on the fuselage 230 or the wings 210 can not be limited, for example, the fixed rotors 250 can be directly installed on the wings 210, or the fixed rotors 250 can be installed on the wings 210 or the fuselage 230 through the wing arm 260.

[0048] The power device 100 provided by the application refers to a device for providing power for the flying vehicle, which is composed of an electric propulsion heat dissipation system 110, a power battery (not shown in the figure) and a power distribution system (not shown in the figure) and the like. The power battery is installed on one, two or three of the fuselage 230, the wings 210 and the wing arm 260, and the power battery is electrically connected to the electric propulsion heat dissipation system for supplying power to the electric propulsion heat dissipation system.

[0049] As Figure 2 , Figure 3 and Figure 11As shown, the electric propulsion heat dissipation system 110 provided in the present application comprises an electric engine 111, a fairing 113, a propeller 112, a movable nacelle 114 and a tilting mechanism (not shown in the figure), the propeller 112 is arranged at the output end of the electric engine 111, the electric engine 111 is installed on the movable nacelle 114 and can drive the fairing 113 and the propeller 112 to rotate relative to the movable nacelle 114. Moreover, the electric engine 111, the fairing 113, the propeller 112 and the movable nacelle 114 can be switched between the level flight state and the non-level flight state (including the vertical take-off and landing state, the hovering state and the tilting transition state) by the tilting mechanism, when the aircraft is in the level flight state, the movable nacelle 114 and the tail fin 220 are in the Figure 2 as shown, when the aircraft is in the non-level flight state, the movable nacelle 114 and the tail fin 220 are in the partially separated state as shown. Figure 3 The movable nacelle 114 in the present application can also be referred to as a full-tilting nacelle of the tilting rotor 240.

[0050] As shown in Figure 4 , Figure 5 and Figure 11 , the electric engine 111 provided in the present application comprises a power motor 1111, a fan motor 1112, a guide structure 1116, a heat dissipation fan 1114, a fan frame 1115 and a radiator 1113, the radiator 1113 is arranged in communication with the cooling flow channel in the power motor 1111, so as to dissipate heat of the power motor 1111 through circulation of the cooling liquid, the propeller 112 is arranged at the output end of the power motor 1111, so that the power motor 1111 can drive the propeller 112 to rotate, the power motor 1111 comprises a stator (not shown in the figure), a rotor 1101 and a rear cover 1102, the rear cover 1102 is installed on the stator, the rear cover 1102 is arranged at the end of the rotor 1101 away from the propeller 112, in Figure 3 , the fan motor 1112 is arranged at the side of the rear cover 1102 away from the propeller 112, in Figure 5 , the fan motor 1112 is located below the power motor 1111. The radiator 1113 is arranged at the air outlet side of the heat dissipation fan 1114, specifically, the radiator 1113 is arranged at the side of the heat dissipation fan 1114 away from the power motor 1111, so that the wind blown by the heat dissipation fan 1114 can directly pass through the radiator 1113.

[0051] In the electric propulsion system of tilt-rotor (full-tilt structure), the cooling system transfers heat to the external air through the radiator to achieve thermal management. However, the radiator of the electric motor is installed in the movable nacelle, and part of the airflow absorbs heat and stays in the nacelle cavity, forming a hot air accumulation phenomenon. This phenomenon causes the electronic devices inside the movable nacelle to be continuously exposed to a high temperature environment, thereby causing secondary thermal damage, directly affecting the operation stability and flight safety performance of the electric propulsion system.

[0052] For example, in the continuous flight task in a high temperature environment, the tilt-rotor electric propulsion system generates a large amount of heat during operation, and the radiator dissipates heat through external airflow. Due to the structural design defects of the movable nacelle, hot air accumulates in the tail region of the nacelle and is difficult to effectively discharge, resulting in uneven temperature gradient distribution in the nacelle cavity. In this scenario, the electronic control unit installed in the movable nacelle abnormally increases in temperature due to the hot air accumulation, thereby triggering a protective shutdown mechanism, causing a response delay or function interruption of the flight control system.

[0053] If the hot air accumulation problem is not solved, the electronic devices inside the movable nacelle will be under the action of thermal stress for a long time, accelerating material aging and increasing the probability of failure. This may cause a chain failure of the electric propulsion system, resulting in a decrease in the attitude control ability of the aircraft, and ultimately posing a potential threat to the structural integrity of the aircraft and the safety of the passengers.

[0054] To this end, as shown in Figure 6 and Figure 7 , the present application defines one end of the movable nacelle 114 close to the propeller 112 as the nacelle head 1141, defines the other end of the movable nacelle 114 away from the propeller 112 as the nacelle tail 1142, defines one end of the movable nacelle 114 movably connected to the tail fin 220 as the nacelle rotating part 1143, and defines the two ends of the outer periphery of the movable nacelle 114 adjacent to the nacelle rotating part 1143 as the first flow guide part 1144 and the second flow guide part 1145, that is, the nacelle rotating part 1143, the first flow guide part 1144 and the second flow guide part 1145 are all arranged on the outer periphery of the movable nacelle 114, wherein the first flow guide part 1144 and the second flow guide part 1145 are oppositely arranged on the two ends of the movable nacelle 114, and the nacelle rotating part 1143 is located on the outer periphery region between the first flow guide part 1144 and the second flow guide part 1145. The nacelle head 1141 is provided with a head air inlet 1411, the head air inlet 1411 is communicated with the radiator 1113 and the nacelle cavity 1146, and the nacelle tail 1142 is provided with a tail air outlet 1421, the tail air outlet 1421 is axially communicated with the nacelle cavity 1146 and the external space (mainly refers to the atmospheric environment), that is, the tail air outlet 1421 and the head air inlet 1411 are distributed along the axial direction of the movable nacelle 114.

[0055] It should be noted that the movable nacelle 114 is a polyhedron, and the "end" in the present application refers to the part where the connection area of the movable nacelle 114 corresponds to different objects, rather than specifically referring to the two end parts of the movable nacelle 114 in the length direction in the physical structure.

[0056] In practical applications, the nacelle head 1141 is provided with a head air inlet 1411 communicating with the nacelle cavity 1146, which can be realized by a fixed opening or an adjustable damper structure, for example, by opening a circular hole or a rectangular gap in the nacelle head 1141 to allow external air to enter the area of the electric motor 111, which is mainly to guide the external air to the electric motor 111 for heat exchange. Further, the nacelle tail 1142 is provided with a tail air outlet 1421 communicating with the nacelle cavity 1146 and the external space, which can be realized by a fixed grid or a mesh structure, for example, a plurality of uniformly distributed small holes are arranged in the nacelle tail 1142 to discharge hot air, which is mainly to direct the air after absorbing heat to be discharged out of the nacelle cavity 1146. Thus, the tail air outlet 1421 and the head air inlet 1411 are distributed along the axial direction of the movable nacelle 114, which can be realized by a linear layout or a slightly curved internal channel design, for example, by optimizing the internal shape of the nacelle cavity 1146 to make the airflow flow along the axial direction, which is mainly to reduce air resistance and ensure that the hot air is completely discharged. Specifically, this design utilizes the low pressure area formed by the rotation of the propeller 112 at the nacelle head 1141 to promote air intake, while the arrangement of the tail air outlet 1421 guides the hot air to flow to the external space, thereby forming a continuous airflow path from the head to the tail, avoiding the accumulation of hot air in the movable nacelle 114.

[0057] In the electric propulsion heat dissipation system 110, when the system is running, the rotation of the propeller 112 generates a low pressure area in the nacelle head 1141 area, external air is sucked in and enters the nacelle cavity 1146 through the head air inlet 1411, the airflow absorbs heat to form hot air when flowing through the electric motor 111, and then the hot air is discharged to the external environment along the axial path through the tail air outlet 1421. Due to the axial layout of the head air inlet 1411 and the tail air outlet 1421, the airflow path remains in a low-resistance linear state, effectively reducing the formation of turbulence and dead angles.

[0058] Specifically, the head air inlet 1411 can be specifically implemented as an opening structure with a rectangular cross section, the size of which is determined by aerodynamic simulation optimization according to the heat dissipation requirement. The tail air outlet 1421 can be specifically designed as a hole with a circular cross section to reduce the risk of airflow separation and improve the exhaust efficiency. Thus, the design ensures efficient introduction of cooling air and directional discharge of hot air, avoids the retention and accumulation of hot air in the nacelle cavity 1146, thereby effectively preventing secondary thermal damage to the internal electronic devices of the movable nacelle 114, and improving the operation reliability and safety of the electric propulsion system. Further, the rotating connection characteristics of the movable nacelle 114 provide adaptability for the direction adjustment of the airflow inlet and outlet, but the realization of the heat dissipation function mainly depends on the optimization design of the above airflow path. More specifically, as shown in the pressure cloud diagram of the surface of the movable nacelle 114, Figure 8 The pressure of the tail of the movable nacelle 114 is relatively minimal, and therefore, the tail air outlet 1421 is arranged to reduce the aerodynamic resistance of the movable nacelle 114 to the lowest level.

[0059] In actual application, in some of the above schemes of the present application, the structure design of the movable nacelle 114 provided with the head air inlet 1411 and the tail air outlet 1421 is proposed, however, in this process, due to the unoptimized proportion of the flow area of the head air inlet 1411 and the tail air outlet 1421, the airflow velocity in the nacelle cavity 1146 is insufficient, and the hot air is difficult to be discharged in time and accumulates, causing secondary thermal damage to the electronic devices in the movable nacelle 114.

[0060] To this end, the present application further proposes that the opening area of the head air inlet 1411 is greater than the opening area of the tail air outlet 1421. The opening area of the head air inlet 1411 refers to the effective cross-sectional area of the air inlet, which can be realized by a circular opening, a rectangular opening or an elliptical opening, etc., and the purpose is to ensure that the external air enters the nacelle cavity 1146 smoothly at a low flow rate to provide sufficient cooling medium for the electric motor 111. The opening area of the tail air outlet 1421 refers to the effective cross-sectional area of the air outlet, which can be realized by a slit-like opening, a circular opening or a tapered channel, etc., and the purpose is to accelerate the airflow discharge based on the principle of fluid continuity to form a suction effect to guide the hot air to flow quickly.

[0061] Specifically, the larger opening area of the head air inlet 1411 of the scheme of the present application enables the external air to fully contact the surface of the electric motor 111 and efficiently absorb heat, while the smaller opening area of the tail air outlet 1421 forces the airflow to increase in flow rate during the discharge process, thereby avoiding the formation of a retention zone in the rear section of the nacelle cavity 1146, effectively shortening the residence time of the hot air in the cavity, and preventing heat accumulation.

[0062] As a preferred embodiment, the scheme of the present application is implemented as follows: the head air inlet 1411 is designed as a circular opening, and the tail air outlet 1421 is designed as an elliptical opening, wherein the short axis direction of the ellipse is perpendicular to the airflow direction, so as to reduce the effective opening area and ensure the accelerated flow of the airflow when it is discharged.

[0063] Through the above scheme, the present application effectively prevents the accumulation of hot air in the gondola cavity 1146, avoids the secondary thermal damage to the electronic devices in the movable gondola 114, and maintains the overall stability of the heat dissipation system.

[0064] In actual application, the design of adjusting the thrust direction by rotating the movable gondola 114 causes the position of the original tail air outlet 1421 to change when the movable gondola 114 rotates relative to the tail wing 220, resulting in blocked airflow discharge path. The hot air accumulates in the gondola cavity 1146, especially in the rotating connection area, forming a dead angle of airflow, which is difficult to discharge in time, thereby causing secondary thermal damage to the electronic devices inside the movable gondola 114.

[0065] To this end, the present application further provides that the gondola rotating part 1143 is provided with a third side air outlet 1461 which communicates the gondola cavity 1146 and the external space. The gondola rotating part 1143 refers to the dynamic connection area between the movable gondola 114 and the tail wing 220, and the purpose is to provide the rotating freedom of the movable gondola 114 relative to the tail wing 220, so as to ensure the flexible adjustment of the thrust direction. The third side air outlet 1461 refers to the exhaust passage provided in the gondola rotating part 1143, which can be realized in the form of fixed opening, adjustable louver or grating structure, etc., and the purpose is to provide an additional discharge path for the hot air in the gondola cavity 1146, so as to avoid the problem of airflow blockage caused by the rotation of the movable gondola 114.

[0066] Specifically, the scheme of the present application precisely positions the third side air outlet 1461 in the nacelle rotating part 1143, so that when the movable nacelle 114 rotates relative to the tail wing 220, the dynamic gap formed between the nacelle rotating part 1143 and the tail wing 220 can cooperate with the third side air outlet 1461 to guide the hot air in the nacelle cavity 1146 to directly guide from the inside of the nacelle cavity 1146 to the outside space using the local air pressure difference and gap change generated during rotation. This design effectively supplements the air flow circulation path of the head air inlet 1411 and the tail air outlet 1421, dynamically adjusts the air flow distribution when the angle of the movable nacelle 114 changes, ensures that the heat generated by the electric motor 111 is continuously and efficiently discharged, thereby eliminating the risk of hot air accumulation in the rotating connection area. When the movable nacelle 114 is in a level flight state, the tail wing 220 structure part covers the dynamic gap to limit the air flow, and when the movable nacelle 114 is in a non-level flight state, the dynamic gap between the tail wing 220 and the nacelle rotating part 1143 naturally expands, so that the third side air outlet 1461 is completely open, and the hot air can be smoothly discharged. Through the above scheme, the present application effectively solves the problem of blocked hot air discharge of the movable nacelle 114 in the rotating state, prevents the accumulation of hot air in the nacelle cavity 1146, avoids secondary thermal damage to internal electronic devices, and ensures the stable operation of the electric propulsion heat dissipation system 110 in dynamic working conditions.

[0067] In actual application, in some embodiments, the third side air outlet 1461 is proposed to discharge the hot air in the nacelle cavity 1146, however, during the rotation of the movable nacelle 114, it is difficult for the air outlet to automatically adjust the opening and closing state according to the nacelle axis angle, which may cause air flow short circuit or interference with the main heat dissipation path when the air outlet is kept open during horizontal flight, and the air outlet is blocked by the tail wing 220 during inclined flight, making it difficult to effectively discharge the hot air, thereby aggravating the hot air accumulation phenomenon and causing secondary thermal damage to the electronic devices in the movable nacelle 114.

[0068] Further, in an embodiment, when the aircraft is in a horizontal flight state, i.e., the movable nacelle 114 is in a horizontal flight state, the tail fin 220 can close the third side air outlet 1461, and when the aircraft is in a vertical take-off and landing, tilt transition and hovering state, the axis of the movable nacelle 114 is arranged at an angle (0° to 110° region) relative to the horizontal direction, and the tail fin 220 can open the third side air outlet 1461. Specifically, the scheme of the present application realizes automatic opening and closing control of the third side air outlet 1461 through the dynamic association of the axis angle of the movable nacelle 114 and the position of the tail fin 220. When the axis of the movable nacelle 114 is horizontal, the tail fin 220 covers the third side air outlet 1461, preventing external airflow from interfering with the airflow stability of the main heat dissipation path from the head air inlet 1411 to the tail air outlet 1421. When the axis of the movable nacelle 114 is at an angle relative to the horizontal direction, the tail fin 220 moves away to expose the third side air outlet 1461, allowing the hot air in the nacelle cavity 1146 to be discharged through the air outlet, especially when the heat dissipation efficiency of the tail air outlet 1421 is reduced, to supplement the heat dissipation capacity, thereby forming a heat dissipation path switching mechanism matched with the flight state.

[0069] Specifically, in some embodiments of the present application, the nacelle rotating part 1143 is provided with a third side air outlet 1461 to adjust heat dissipation when the movable nacelle 114 rotates. However, in this process, when the movable nacelle 114 is at certain angles, the third side air outlet 1461 can be closed, making it difficult for hot air to be effectively discharged, causing hot air to accumulate in the nacelle cavity 1146, and further causing secondary heat damage to the electronic devices in the movable nacelle 114.

[0070] To this end, the first guide portion 1144 is provided with a first side outlet 1441 that communicates the gondola cavity 1146 with the external space, and correspondingly, the second guide portion 1145 is provided with a second side outlet 1451 that communicates the gondola cavity 1146 with the external space. The first guide portion 1144 refers to the region on the outer periphery of the movable gondola 114 adjacent to one end of the gondola rotating portion 1143, which can be realized by an arc surface or an inclined surface, and the purpose is to provide a position reference for the first side outlet 1441 to ensure that the gondola cavity 1146 covers the air flow exhaust requirement during the rotation of the movable gondola 114. The second guide portion 1145 refers to the region on the outer periphery of the movable gondola 114 adjacent to the other end of the gondola rotating portion 1143, which can be realized by a geometric shape that is symmetrical or complementary to the first guide portion 1144, and the purpose is to form a complementary exhaust coverage area. Specifically, the first side outlet 1441 refers to an opening structure that communicates the gondola cavity 1146 with the external space, which can be realized by a circular, elliptical or slit cross section, and the purpose is to guide the hot air to be directed out of the gondola cavity 1146. Similarly, the second side outlet 1451 refers to another opening structure that communicates the gondola cavity 1146 with the external space, which can be realized by the same or different shape as the first side outlet 1441, and the purpose is to provide an independent backup exhaust path when the first side outlet 1441 is affected by the external environment.

[0071] Specifically, the first guide portion 1144 and the second guide portion 1145 are arranged at the two ends adjacent to the gondola rotating portion 1143, respectively, to form a complementary layout structure. When the movable gondola 114 rotates relative to the tail fin 220, based on the cooperation relationship between the gondola rotating portion 1143 and the tail fin 220, the first side outlet 1441 and the second side outlet 1451 can be alternately or simultaneously exposed to the external airflow environment. For example, when the axis of the movable gondola 114 is in a horizontal state, the tail fin 220 closes the third side outlet 1461, but the relative positions of the first guide portion 1144 and the second guide portion 1145 ensure that at least one side outlet remains open. When the axis of the movable gondola 114 is inclined, the airflow dynamics causes the hot air to preferentially pass through the exposed side outlet. This double-outlet design, together with the head inlet 1411 and the tail outlet 1421, forms a complete air flow circulation path, effectively avoiding the stagnation of hot air in the gondola cavity 1146.

[0072] Specifically, in a preferred embodiment, the first side outlet 1441 is located in the upper region of the movable gondola 114, and the second side outlet 1451 is located in the lower region of the movable gondola 114, so that the hot air is guided to flow out of the gondola cavity 1146 in a direction opposite to the direction of the airflow. Figure 8The pressure cloud chart of the surface of the movable nacelle 114 shows that the outside of the movable nacelle 114 is affected by the downward airflow generated by the propeller 112, the upper arc surface of the movable nacelle 114 is mainly affected by positive pressure, and the lower arc surface of the movable nacelle 114 is affected by smaller pressure or even negative pressure. Therefore, the second side air outlet 1451 arranged on the lower arc surface of the movable nacelle 114 is beneficial to the discharge of the gas in the nacelle cavity 1146.

[0073] Through the above scheme, the problem of hot air accumulation in the nacelle cavity 1146 is effectively solved, and the secondary thermal damage to the electronic devices in the movable nacelle 114 is prevented, and the operation reliability of the electric propulsion heat dissipation system 110 is improved.

[0074] Specifically, in some embodiments of the present application, the flow area of the nacelle cavity 1146 is designed to decrease in order to optimize the airflow flow characteristics. However, in the implementation process, due to the difficulty in effectively improving the airflow speed in the nacelle cavity 1146, the hot air after absorbing the heat of the electric motor 111 is retained and accumulated in the movable nacelle 114, which causes secondary thermal damage to the electronic devices in the cavity.

[0075] To this end, the present application further proposes that the flow area of the nacelle cavity 1146 decreases along the direction from the nacelle head 1141 to the nacelle tail 1142, that is, along the direction from one end of the nacelle cavity 1146 close to the propeller 112 to the other end away from the propeller 112, and the cross section of the movable nacelle 114 also decreases.

[0076] The nacelle cavity 1146 refers to the chamber space formed inside the movable nacelle 114 for airflow circulation, which can be realized in the form of a cylinder, a cone or a variable cross section, and its purpose is to provide a clear flow path for the airflow and accommodate the heat dissipation process. The decreasing trend of the flow area means that along the direction of the airflow from the head inlet 1411 to the tail outlet 1421, the cross-sectional area of the cavity gradually decreases, which can be realized in the form of linear tapering, curved tapering or stepped tapering, and its purpose is to accelerate the airflow continuously according to the principle of mass conservation, thereby reducing the hot air retention phenomenon.

[0077] Specifically, the scheme of the present application designs the geometric shape of the nacelle cavity 1146 to have a decreasing trend of flow area along the direction of the airflow, clearly defines the one-way flow path of the airflow from the head inlet 1411 to the tail outlet 1421, and ensures that the external cooling air flows through the electric motor 111 in an orderly manner and carries the heat out. On this basis, the gradually decreasing design of the flow area causes the airflow to continuously accelerate during the flow process according to the principle of mass conservation, avoiding the stagnation of the airflow inside the cavity, while effectively suppressing the accumulation of hot air by increasing the airflow speed, ultimately protecting the electronic devices in the movable nacelle 114 from secondary thermal damage.

[0078] As a preferred embodiment, the scheme of the present application is implemented as follows: the nacelle cavity 1146 can be specifically designed as a smooth tapered structure, wherein the diameter of the end close to the propeller 112 is larger, and the diameter of the end away from the propeller 112 is smaller, and the airflow is naturally accelerated when passing through. The tapered structure can be made of aluminum alloy material to balance the light weight and structural strength, while ensuring the continuity of the airflow path.

[0079] Through the above scheme, the hot air exhaust efficiency is effectively improved, and the hot air is prevented from accumulating in the movable nacelle 114, thereby protecting the electronic devices in the cavity from secondary heat damage.

[0080] In some embodiments of the present application, it is proposed that the flow area of the nacelle cavity 1146 presents a decreasing trend to facilitate airflow, however, in this process, the setting position of the first side air outlet 1441 and the second side air outlet 1451 can cause the hot air exhaust path to be not smooth, and easily form vortex or stagnation area at the edge of the nacelle cavity 1146, aggravate the hot air accumulation in the movable nacelle 114, and cause secondary heat damage to the internal electronic devices.

[0081] In this regard, the present application further proposes that the first flow guide portion 1144 is provided with a first flow guide slope 1442, and along from the end of the nacelle cavity 1146 close to the propeller 112 to the end away from the propeller 112, the first flow guide slope 1442 is contracted and extended in a direction close to the central axis of the movable nacelle 114, and the outlet end of the first side air outlet 1441 is located on the first flow guide slope 1442, obviously, at this time, the outlet end of the first side air outlet 1441 is directed away from the propeller 112. Correspondingly, the second flow guide portion 1145 is provided with a second flow guide slope 1452, and along from the end of the nacelle cavity 1146 close to the propeller 112 to the end away from the propeller 112, the second flow guide slope 1452 is contracted and extended in a direction close to the central axis of the movable nacelle 114, and the outlet end of the second side air outlet 1451 is located on the second flow guide slope 1452, obviously, at this time, the outlet end of the second side air outlet 1451 is directed away from the propeller 112.

[0082] Specifically, the first guide slope 1442 refers to an inclined guide structure 1116 for optimizing the airflow path, which can be implemented by a planar slope or a continuous curved surface, aiming to guide the airflow to converge towards the central axis of the movable nacelle 114 through geometric morphology, reducing the diffusion of airflow at the edge of the nacelle cavity 1146. Among them, the first side air outlet 1441 refers to an air exhaust channel arranged on the outer circumferential side of the movable nacelle 114, which can be designed as a rectangular, oval or irregular polygonal opening, aiming to provide a directional outlet for the hot air. Similarly, the second guide slope 1452 and the second side air outlet 1451 can adopt a symmetrical structure design with the first guide 1144 to achieve balanced guidance of the airflow on both sides.

[0083] Specifically, when the external airflow enters the nacelle cavity 1146 through the head air inlet 1411, during the process of flowing axially to the tail air outlet 1421, the contraction and extension characteristics of the first guide slope 1442 force the airflow to be guided towards the central axis of the movable nacelle 114, effectively suppressing the lateral diffusion of the airflow at the edge of the nacelle cavity 1146, thereby avoiding vortex formation. At the same time, the outlet end of the first side air outlet 1441 is arranged on the first guide slope 1442, so that the hot air can flow out directly along the extension direction of the slope when it is discharged, eliminating the airflow separation and backflow phenomenon near the air outlet, and further forming a synergistic effect with the trend of reducing the axial flow area of the nacelle cavity 1146, ensuring efficient directional discharge of the hot air.

[0084] As a specific embodiment, the first guide slope 1442 can be a planar structure inclined at a certain angle to the axis of the movable nacelle 114, and the first side air outlet 1441 can be arranged in the middle region of the slope to achieve uniform distribution and stable discharge of the airflow.

[0085] Through the above scheme, the vortex formation at the edge of the nacelle cavity 1146 is effectively reduced, the hot air discharge efficiency is improved, and the accumulation of hot air in the movable nacelle 114 is avoided, thereby protecting the internal electronic devices from secondary heat damage.

[0086] In some embodiments of the present application, the guide slope is contracted and extended towards the central axis of the movable nacelle 114 to guide the airflow to discharge the hot air, however, in this process, the conventional guide slope is prone to cause airflow separation and vortex formation, making it difficult for the hot air after absorbing the heat of the electric motor 111 to be smoothly discharged and retained in the movable nacelle 114, causing hot air accumulation, and further causing secondary heat damage to the electronic devices in the movable nacelle 114, affecting the heat dissipation efficiency and system safety.

[0087] In this regard, the first flow guide slope 1442 is arc-shaped or planar, and the first flow guide slope 1442 is arc-shaped and protrudes outward from the nacelle cavity 1146. Correspondingly, the second flow guide slope 1452 is arc-shaped or planar, and the second flow guide slope 1452 is arc-shaped and protrudes outward from the nacelle cavity 1146.

[0088] The first flow guide slope 1442 is an arc-shaped structure protruding outward from the nacelle cavity 1146, which can be implemented by a continuous curved surface such as a circular arc, an elliptical arc, or a parabolic arc. The purpose is to reduce airflow separation and vortex formation through continuous changes in the curved surface, thereby optimizing the airflow flow path. The second flow guide slope 1452 is an arc-shaped structure protruding outward from the nacelle cavity 1146, which can be implemented by a similar continuous curved surface. The purpose is to ensure uniform distribution of airflow on the other side of the movable nacelle 114 and avoid hot air accumulation.

[0089] Specifically, the scheme of the present application designs the flow guide slope as an arc-shaped surface protruding outward from the nacelle cavity 1146, so that the airflow can smoothly transition when flowing through the flow guide slope, avoiding airflow impact and separation caused by straight-line contraction slopes. Since the arc surface provides continuous curvature changes, the airflow can naturally follow the surface profile, reducing turbulence and vortex formation, which helps to efficiently guide the hot air flow after absorbing heat out of the movable nacelle 114 and prevents hot air accumulation in the cavity.

[0090] As a preferred embodiment, the scheme of the present application is implemented as follows: The first flow guide slope 1442 can be designed as a smooth circular arc with a moderate radius of curvature. The airflow can continuously adhere to the surface when flowing through the slope, without obvious separation points, thereby achieving smooth discharge of hot air.

[0091] Through the above scheme, hot air can be efficiently discharged from the movable nacelle 114, avoiding hot air accumulation and effectively preventing secondary heat damage to electronic devices in the movable nacelle 114, improving the reliability and safety of the heat dissipation system.

[0092] In some embodiments of the present application described above, the first flow guide slope 1442 is used to guide the airflow to discharge hot air. However, in this process, hot air may accumulate in the area of the first flow guide slope 1442, resulting in reduced heat dissipation efficiency and secondary heat damage to electronic devices in the movable nacelle 114.

[0093] To this end, the first guide slope 1442 is provided with a first convex portion 1443 with a streamlined surface and a second convex portion 1444 with a streamlined surface. The first convex portion 1443 is arranged at one end of the first guide slope 1442 close to the tail wing 220, and the second convex portion 1444 is arranged at one end of the first guide slope 1442 away from the tail wing 220. The first convex portion 1443 and the second convex portion 1444 respectively protrude from the first guide slope 1442 towards the direction away from the nacelle cavity 1146 (the outer side of the movable nacelle 114), and the first side air outlet 1441 is arranged between the first convex portion 1443 and the second convex portion 1444. The first convex portion 1443 refers to the convex structure arranged at the end of the first guide slope 1442 close to the tail wing 220, which can be realized by a split connection method such as welding or bolt fixing, aiming to change the boundary layer characteristics of the airflow and avoid the formation of a stagnant zone in the airflow area of the guide slope. The second convex portion 1444 refers to the convex structure arranged at the end of the first guide slope 1442 away from the tail wing 220, which can be realized by a detachable embedded part or an independent support structure, aiming to guide the airflow to gradually accelerate from the nacelle head 1141 to the tail direction. The first side air outlet 1441 refers to the air outlet structure between the first convex portion 1443 and the second convex portion 1444, which can be designed as a rectangular or oval opening to realize, aiming to concentrate and constrain the hot air in the air outlet area by using the local pressure difference generated by the convex portion, preventing the airflow from spreading to other parts of the nacelle cavity 1146.

[0094] Specifically, the scheme of the present application forms a tapered airflow channel on the first guide slope 1442 through the first convex portion 1443 and the second convex portion 1444. When external air enters the nacelle cavity 1146 through the head air inlet 1411 and absorbs the heat of the electric motor 111, the hot air is guided by the first convex portion 1443 and the second convex portion 1444 during the flow process, and the airflow boundary layer is effectively changed, avoiding the formation of vortex or stagnant zone in the guide slope area. At the same time, the layout of the first convex portion 1443 close to the tail wing 220 end makes the airflow obtain directional exhaust force when approaching the nacelle tail 1142, and the layout of the second convex portion 1444 away from the tail wing 220 end ensures that the airflow continuously accelerates during the flow process from the nacelle head 1141 to the tail. The two work together to form a pressure gradient difference, stably constrain the hot air in the first side air outlet 1441 area, thereby realizing the efficient directional exhaust of the hot air and avoiding the accumulation of the hot air in the movable nacelle 114 to cause secondary heat effect on electronic devices.

[0095] As a preferred embodiment, the scheme of the application is implemented as follows: the first protruding part 1443 and the second protruding part 1444 are formed on the first flow guide part 1144 by casting process using aluminum alloy material, the first protruding part 1443 is gently arc-shaped protruding near the tail wing 220 end, the second protruding part 1444 is steeply inclined surface protruding away from the tail wing 220 end, and the first side part air outlet 1441 is arranged as an arc-shaped opening and located in the recessed area between the two, which is evenly distributed along the outer circumferential side of the movable pod 114 to ensure the continuity of the hot air exhaust path.

[0096] Through the above scheme, the application effectively reduces the accumulation of hot air in the first flow guide slope 1442 area, improves the exhaust efficiency of the electric propulsion heat dissipation system 110 for the heat in the movable pod 114, avoids the secondary heat damage to electronic devices caused by hot air retention, and thus guarantees the stable operation of the electric propulsion system.

[0097] In some embodiments of the application described above, the first protruding part 1443 and the second protruding part 1444 are used to position the first side part air outlet 1441 and guide the airflow, however, in the implementation process, if the first protruding part 1443 and the second protruding part 1444 are manufactured separately from the first flow guide part 1144 and assembled, the connection is easy to produce assembly gap, which causes hot air to leak or backflow into the pod cavity 1146, causing hot air accumulation, and thus forming secondary heat damage to electronic devices in the movable pod 114, affecting the reliability of the heat dissipation system and the safety of the aircraft.

[0098] To this end, the application further proposes that the first protruding part 1443, the second protruding part 1444 and the first flow guide part 1144 are integrally formed, specifically, the first flow guide part 1144 can be processed by punching forming, turning forming, integral casting forming or 3D printing forming to form the first protruding part 1443 and the second protruding part 1444, or the first protruding part 1443 and the second protruding part 1444 are respectively welded on the first flow guide slope 1442 of the first flow guide part 1144.

[0099] Specifically, the integrally formed setting means that the first protruding part 1443, the second protruding part 1444 and the first flow guide part 1144 form a single whole structure in the manufacturing process, which can be realized by casting, injection molding or additive manufacturing process, the purpose is to eliminate the inevitable assembly gap when assembling separately, avoid hot air leakage or backflow from the connection, and ensure the continuity and sealing of the airflow path.

[0100] Specifically, the scheme of the present application designs the first protruding part 1443, the second protruding part 1444 and the first flow guide part 1144 as an integrated structure, so that the flow guide slope maintains geometric continuity. When the heat dissipation system is running, the airflow after absorbing heat is stably guided to the first side outlet 1441 by the first flow guide slope 1442. Due to the absence of assembly gap interference, the airflow path can be accurately controlled, effectively preventing the accumulation or backflow of hot air into the nacelle cavity 1146, thereby realizing the directional discharge of hot air.

[0101] As a preferred embodiment, the scheme of the present application is implemented as follows: the first protruding part 1443, the second protruding part 1444 and the first flow guide part 1144 can be integrally formed by pressure casting process using aluminum alloy material, forming a smooth and continuous flow guide surface, ensuring that the flow guide slope has no structural interruption.

[0102] Through the above scheme, the present application effectively avoids the leakage of hot air from the connection, ensures the stable discharge of hot air, prevents the accumulation of hot air in the nacelle cavity 1146, thereby protecting the electronic devices in the movable nacelle 114 from secondary heat damage, and improving the environmental adaptability and long-term stability of the electric propulsion heat dissipation system 110.

[0103] In actual application, in some embodiments of the present application, the first protruding part 1443 and the second protruding part 1444 are used to guide the airflow through the first side outlet 1441. However, in this process, due to the fixed height of the protruding part, the airflow is prone to uneven distribution and local vortex in the flow path, resulting in the difficulty of efficient discharge of the hot air discharged by the electric motor 111 and the accumulation of the hot air in the movable nacelle 114, which in turn causes secondary heat damage to the electronic devices in the nacelle cavity 1146.

[0104] To this end, the first protruding portion 1443 has a height that increases first and then decreases along the direction from the head air inlet 1411 to the tail air outlet 1421, and the two ends of the first protruding portion 1443 along the direction are smoothly connected to the first flow guide slope 1442. Similarly, the second protruding portion 1444 has a height that increases first and then decreases along the direction from the head air inlet 1411 to the tail air outlet 1421, and the two ends of the second protruding portion 1444 along the direction are smoothly connected to the first flow guide slope 1442. Specifically, the height variation trend of the first protruding portion 1443 refers to the height distribution characteristics of the protruding portion in the airflow direction, which can be realized by a continuous curved surface profile in the shape of a parabola or a hyperbola, aiming to reduce flow resistance and suppress airflow separation by dynamically adjusting the cross section of the airflow passage. Similarly, the height variation trend of the second protruding portion 1444 can be understood as a height gradient design on the corresponding flow guide slope, which can be implemented as a smoothly transitioned S-shaped curve or a segmented linear profile, aiming to enhance the directional exhaust capability of the hot air and avoid energy dissipation caused by sudden height changes.

[0105] Specifically, the scheme of the present application dynamically changes the height of the protruding portion along the airflow direction, gradually increases the height to concentrate and accelerate the airflow when the airflow initially contacts the protruding portion, reduces flow resistance and suppresses airflow separation, and then gradually reduces the height to smoothly transition the airflow to the air outlet, avoiding turbulence and energy dissipation caused by sudden height changes, thereby ensuring that the hot air is continuously and uniformly discharged. The design cooperates with the arc-shaped structure of the first flow guide slope 1442 to form stable attached flow of the airflow on the flow guide slope, effectively eliminating the conditions for generating local vortex flow.

[0106] As a specific embodiment, the scheme of the present application is implemented as follows: the first protruding portion 1443 is configured to have a continuously changing curved surface profile, the height of which gradually increases from the position close to the head air inlet 1411 to the middle region and then gradually decreases, forming a ridge-like shape. The profile is integrally formed on the first flow guide slope 1442 by a metal stamping process to ensure smooth flow of the airflow along the curved surface without separation.

[0107] Through the above technical scheme, the uneven distribution and local vortex flow of the airflow in the flow path are effectively reduced, and the risk of hot air accumulation in the movable nacelle 114 is significantly reduced, thereby protecting the electronic devices in the nacelle cavity 1146 from secondary heat damage.

[0108] In actual applications, in some embodiments of the application, the first side air outlet 1441 and the second side air outlet 1451 are used to exhaust the hot air in the cavity of the movable nacelle 114. However, in the implementation process, the flow path of the hot air in the cavity is disordered, and a stagnation area or vortex is easily formed, which reduces the heat dissipation efficiency, is difficult to take away heat in time, and further causes the risk of secondary heat damage to the electronic devices inside the movable nacelle 114.

[0109] To this end, as shown in the drawings, Figures 6-11 one or both of the first side air outlet 1441 and the second side air outlet 1451 is provided with a flow guide 115. The first side air outlet 1441 provided with the flow guide 115 or the second side air outlet 1451 provided with the flow guide 115 is defined as a flow guide side air outlet, and the flow guide 115 arranged in the first side air outlet 1441 is defined as a first flow guide 1155, and the flow guide 115 arranged in the second side air outlet 1451 is defined as a second flow guide 1156. The first flow guide 1155 and the second flow guide 1156 are respectively arranged in the nacelle cavity 1146. The flow guide 115 is provided with a flow guide channel 1151. The air inlet end of the flow guide channel 1151 is located in the nacelle cavity 1146, and the flow guide side air outlet constitutes the air outlet end of the flow guide channel 1151. The flow guide 115 refers to a structural component arranged inside the air outlet for regulating the direction of airflow. It can be realized by a detachable arc-shaped flow guide plate 1603, a modular flow guide grid or a flexible flow guide film. The purpose is to reduce the disordered diffusion of airflow through physical constraints. The flow guide channel 1151 refers to a special airflow guiding path formed by the flow guide 115. It can be designed as a tapered or bifurcated structure. The purpose is to ensure that the hot air is captured and energy loss is reduced from the source. The flow guide side air outlet refers to a specific air outlet position integrated with the flow guide function. It can be any one of the first side air outlet 1441 or the second side air outlet 1451. The purpose is to serve as the terminal outlet of the flow guide channel 1151 to realize the efficient directional exhaust of hot air.

[0110] Specifically, the scheme of the application completely integrates the flow guide 115 inside the nacelle cavity 1146, so that the air inlet end of the flow guide channel 1151 directly faces the hot air dense area. After the hot air is introduced into the flow guide channel 1151, it flows along the preset path. Due to the geometric constraints of the flow guide channel 1151, the direction of airflow is regulated and accelerated, avoiding the formation of stagnation area or vortex in the cavity. Finally, it is seamlessly connected to the outside space through the flow guide side air outlet, thereby realizing the source capture and directional exhaust of hot air, and effectively relieving the problem of hot air accumulation.

[0111] As a preferred embodiment, the scheme of the application is implemented as follows: the flow guide 115 adopts an arc-shaped flow guide plate 1603 made of composite material, which is fixedly installed on the inner wall of the first side outlet 1441 through a buckle structure, and its contour matches the shape of the outlet to form a smooth transition flow guide channel 1151, so that the hot air can flow smoothly from the inside of the nacelle cavity 1146 to the outside space along the surface of the flow guide plate 1603, while maintaining the integrity of the aerodynamic shape of the outside of the movable nacelle 114.

[0112] In some embodiments of the application described above, the flow guide 115 is proposed to guide the airflow to exhaust the hot air, however, in the implementation process, the flow area of the inlet end and the outlet end of the flow guide channel 1151 is not optimized, resulting in insufficient airflow speed, which is difficult to effectively take away heat, causing the hot air to accumulate in the movable nacelle 114, forming secondary heat damage to electronic devices.

[0113] To this end, the application further proposes that the flow area of the inlet end of the flow guide channel 1151 is smaller than that of the flow guide side outlet. Among them, the inlet end of the flow guide channel 1151 is the inlet area of the flow guide 115 that communicates with the nacelle cavity 1146, which can be implemented in a circular, elliptical or polygonal cross-sectional structure, the purpose of which is to ensure that the airflow enters the flow guide channel 1151 smoothly. The flow guide side outlet is the outlet area of the flow guide 115 that communicates with the outside space, which can be implemented in a gradually expanding, straight cylinder or contracting structure, the purpose of which is to optimize the exhaust efficiency of the airflow. The flow area of the inlet end of the flow guide channel 1151 is smaller than that of the flow guide side outlet, which refers to the proportional relationship between the cross-sectional area of the inlet end and the cross-sectional area of the outlet end, which can be implemented in a fixed ratio or an adjustable ratio, the purpose of which is to use the principle of fluid continuity to improve the airflow speed.

[0114] Specifically, the scheme of the application through the design that the flow area of the inlet end of the flow guide channel 1151 is smaller than that of the flow guide side outlet, when the airflow enters the flow guide channel 1151 from the nacelle cavity 1146, the contraction of the flow cross section promotes the natural increase of the airflow speed, which benefits from the principle of fluid continuity, so that heat can be taken out from the electric motor 111 area more quickly. At the same time, the larger flow area of the flow guide side outlet reduces the outlet resistance, ensuring that the accelerated airflow can be smoothly exhausted, avoiding the retention of the airflow in the movable nacelle 114, effectively solving the problem of hot air accumulation.

[0115] Specifically, in some embodiments of the present application, the flow guide 115 is used to guide the airflow through the side air outlet. However, in this process, due to the lack of targeted design of the structure of the flow guide 115, flow separation or vortex phenomenon is easy to occur in the flow guide channel 1151, which causes the hot air to be difficult to be discharged efficiently and to be retained in the nacelle cavity 1146, thereby increasing the risk of secondary heat damage to the electronic devices.

[0116] To this end, the present application further proposes that the flow guide 115 is wedge-shaped, specifically, the flow guide 115 includes a first side wall 1152, a second side wall 1153, and a flow guide bottom wall 1154. One end of the flow guide bottom wall 1154 is connected to the end of the flow guide side air outlet away from the propeller 112, and the other end extends in the direction of approaching the propeller 112 and away from the flow guide side air outlet to form an inclined surface structure. The first side wall 1152 and the second side wall 1153 are oppositely arranged in the flow guide channel 1151 along the width direction (i.e., the relative arrangement direction of the tail wing 220 and the movable nacelle 114). One end of the first side wall 1152 is connected to one side of the flow guide bottom wall 1154, and the other end is connected to the corresponding side of the flow guide side air outlet. One end of the second side wall 1153 is connected to the other side of the flow guide bottom wall 1154, and the other end is connected to the corresponding side of the flow guide side air outlet. The flow guide 115 refers to the flow guide structure 1116 component for optimizing the airflow path, which can be made of high-strength lightweight metal or composite material to ensure the structural stability and heat conduction performance in high-temperature environment. The first side wall 1152 and the second side wall 1153 refer to the oppositely arranged components constituting the lateral boundary of the flow guide channel 1151, which can be designed as a plane or a curved surface to adapt to the flow requirements under different airflow conditions and avoid airflow mutation at the boundary. The flow guide bottom wall 1154 refers to the support component forming the bottom of the flow guide channel 1151, which can adopt an inclined or curved geometric shape to guide the smooth transition of airflow and reduce energy loss.

[0117] Specifically, the scheme of the present application forms a controlled flow guide channel 1151 through the geometric configuration of the flow guide 115. One end of the flow guide bottom wall 1154 is fixed to the end of the flow guide side air outlet away from the propeller 112, which facilitates the capture of airflow from the hot air accumulation area. The other end extends towards the propeller 112 and away from the air outlet to form a specific inclined trajectory, which guides the airflow to naturally turn according to the airflow inertia in the propeller 112 area, avoiding energy dissipation and vortex formation caused by sudden direction change. The first side wall 1152 and the second side wall 1153 are connected according to the extension direction of the flow guide bottom wall 1154 to ensure that the channel boundary is highly consistent with the airflow trajectory, which enables the airflow to stably transition according to the convergence or divergence of the side wall, eliminates local flow separation, and thus efficiently guides the hot air to the air outlet for discharge.

[0118] As a specific implementation, the scheme of the application is implemented as follows: the flow guide 115 is integrally cast from an aluminum alloy material, the first side wall 1152 and the second side wall 1153 are symmetrically arranged, the flow guide bottom wall 1154 extends obliquely from the air outlet end to the direction of the propeller 112, forming a smooth transition curved surface, and the connection between the side wall and the bottom wall is treated with a round corner to reduce airflow separation, and the surface is treated with smooth polishing to reduce frictional resistance.

[0119] Through the above scheme, the application effectively reduces the airflow separation phenomenon in the flow guide channel 1151, ensures that the hot air is efficiently guided to the side air outlet for discharge, avoids the accumulation of hot air in the nacelle cavity 1146, and thereby reduces the risk of secondary thermal damage to electronic devices.

[0120] In actual application, in some embodiments of the application, the flow guide 115 is used to guide airflow, however, in the implementation process, the included angle between the flow guide bottom wall 1154 and the axis of the movable nacelle 114 is not limited, which may cause poor airflow and hot air retention in the movable nacelle 114.

[0121] To this end, the application further proposes that the included angle B between the flow guide bottom wall 1154 and the axis of the movable nacelle 114 satisfies 5°≤B≤45°, specifically, B is equal to 5°, 10°, 20°, 30°, 40° or 45°, etc., which are not listed one by one. Among them, the flow guide bottom wall 1154 is the bottom structure of the flow guide 115, which can be realized in the form of a plane or an arc surface, the purpose of which is to provide a reference surface for airflow guidance. The axis of the movable nacelle 114 can be understood as an imaginary straight line passing through the center of the movable nacelle 114, which is used to define the direction of the geometric center of the nacelle. The included angle B between the flow guide bottom wall 1154 and the axis of the movable nacelle 114 is limited to the range of 5° to 45°, which is used to ensure smooth airflow without obstruction.

[0122] Specifically, the scheme of the application limits the included angle B to the range of 5° to 45°, so that the airflow realizes smooth transition in the flow guide channel 1151. When the included angle B is less than 5°, the airflow resistance increases significantly, causing hot air to be retained in the movable nacelle 114. When the included angle B is greater than 45°, the flow guiding effect is weakened, and the airflow guidance function fails. Therefore, the selection of this angle range considers the continuity of airflow and the flow guiding efficiency, effectively guiding the hot air to discharge from the movable nacelle 114 along the flow guide channel 1151.

[0123] Preferably, in an embodiment, B is equal to 17°. In practical applications, the included angle B is the angle between the guide flow bottom wall 1154 and the axis of the movable nacelle 114, which aims to optimize the balance between the air flow speed and the heat exchange process, so as to avoid the fluctuation of heat dissipation efficiency caused by air flow stagnation or excessive speed. The precise setting of the angle value can ensure that the air flow characteristics in the guide flow channel 1151 dynamically match the working conditions of the aircraft, thereby providing stable and reliable basic conditions for the heat dissipation system.

[0124] It should be noted that the guide flow bottom wall 1154 can be planar or curved, and the included angle B is not the included angle between the plane or curved surface of a certain interval of the guide flow bottom wall 1154 and the axis of the movable nacelle 114, but the included angle between the connecting line of one end of the guide flow bottom wall 1154 connected to the guide side outflow port and the other end away from the guide side outflow port and the axis.

[0125] Further, in an embodiment, the end of the guide flow bottom wall 1154 away from the guide side outflow port is provided with a first chamfered section 1157, which is curvedly arranged towards the direction away from the guide side outflow port. Correspondingly, the end of the guide flow bottom wall 1154 close to the guide side outflow port is provided with a second chamfered section 1158, which is curvedly arranged towards the direction away from the guide side outflow port. In this way, the air flow flows along the first chamfered section 1157, the guide flow bottom wall 1154 and the second chamfered section 1158 in sequence, and such arrangement can virtually expand the flow area of the inlet and outlet ends of the guide flow channel 1151, and through three-dimensional simulation, it can be known that the guide flow body 115 can achieve better guide flow effect.

[0126] In an embodiment, as shown in Figure 12 The electric propulsion heat dissipation system further comprises a nacelle internal device 300 installed in the nacelle cavity 1146, and the first side outflow port 1441 and the second side outflow port 1451 are respectively arranged in the upper and lower regions of the nacelle internal device 300. Specifically, when the aircraft is in a steady flight state, the first side outflow port 1441 is located in the upper region of the nacelle internal device 300, and the second side outflow port 1451 is located in the lower region of the nacelle internal device 300.

[0127] Firstly, the high-temperature gas is discharged through the first side outflow port 1441 and the second side outflow port 1451 of the nacelle cavity 1146, so as to prevent the nacelle internal device 300 in the nacelle cavity 1146 from being affected by the high-temperature air flow and working abnormally, and the upper and lower side structure design of the first side outflow port 1441 and the second side outflow port 1451 of the nacelle cavity 1146 can avoid rainwater from entering the nacelle internal device 300, and further, the rainwater entering the nacelle cavity 1146 can be smoothly discharged through the lower second side outflow port 1451.

[0128] Further, by so arranging, the first side air outlet 1441 and the second side air outlet 1451 are directly arranged on both sides of the gondola internal device 300 (such as the controller, servo mechanism, energy storage device, etc.), which means that the main heat dissipation airflow passing through the gondola cavity 1146 can only be discharged after being guided through the "air duct" formed on both sides of the gondola internal device 300. This is equivalent to arranging a "jacket" type cooling channel for the gondola internal device 300, and the airflow directly washes the surface of the gondola internal device 300 to take away heat through forced convection. This design ensures that the cooling airflow is "used on the cutting edge" and realizes precise allocation of heat dissipation resources.

[0129] In addition, the first side air outlet 1441 and the second side air outlet 1451 are symmetrically distributed on the upper and lower sides of the gondola internal device 300, providing a balanced outflow path for the airflow. This helps to form uniform pressure distribution and flow velocity on the upper and lower sides of the gondola internal device 300, ensuring that the airflow can smoothly and comprehensively cover the surface of the gondola internal device 300. Thus, it is avoided that the airflow is uneven due to single-sided air outlet, and a flow dead zone or vortex is formed on the leeward side, thereby effectively preventing the gondola internal device 300 from generating local hot spots due to uneven cooling, and improving the reliability and life of the gondola internal device 300. In the case where the electric propulsion heat dissipation system 110 has the tail air outlet 1421, the first side air outlet 1441 and the second side air outlet 1451, even if one or two of the air outlets are blocked or the air inlet efficiency is reduced due to changes in flight attitude, the other air outlet can still maintain an effective airflow channel passing through the core heat source. For example, in the climbing state, the movable gondola 114 is tilted upward, and the tail air outlet 1421 may not discharge air due to its position, but the side air outlets on both sides of the gondola internal device 300 (especially the lower side) can still effectively discharge air. This gives the electric propulsion heat dissipation system 110 the ability to adapt to complex flight states and provides safety protection for heat dissipation.

[0130] In current eVTOL electric propulsion system design, there are significant defects in the airflow path design of the cooling system, which makes it difficult to cool the heat generated by the fan motor during continuous operation. Specifically, due to the unreasonable relative position layout of the fan motor and the power motor, the external airflow is difficult to directly pass through the fan motor body for forced cooling, so that the heat inside the fan motor is continuously accumulated. This problem directly affects the thermal management reliability of the cooling system, and further causes the working temperature of the fan motor to exceed the safe threshold range, which may eventually lead to system-level failure risk.

[0131] For example, when the eVTOL performs a high-load level flight task, the fan motor in the tilting rotor electric propulsion system generates a large amount of heat due to the continuous operation of the driving cooling fan, but since it is arranged between the power motor and the radiator and lacks an effective airflow passage, the external cooling airflow can only flow through the surface of the fan motor and is difficult to penetrate the internal structure of the fan motor. The heat continues to accumulate in the winding and stator core of the fan motor, causing the temperature of the fan motor to rise rapidly, triggering the over-temperature protection mechanism and stopping the motor. This phenomenon directly interrupts the operation of the cooling fan, causing the radiator to be difficult to obtain sufficient airflow for heat exchange, and the cooling efficiency of the power motor is significantly reduced.

[0132] If the above problems are not solved, the heat accumulation of the fan motor will inevitably cause the aging of the motor insulation material to accelerate, the lubrication failure of the bearing, and other technical consequences. As a result, the failure probability of the fan motor will be greatly increased, which will cause the cooling fan to stop working, and the entire cooling system will lose the heat dissipation capability of the power motor. The power motor continues to heat up due to the difficulty in heat transfer, which may cause serious failures such as demagnetization of the permanent magnet or short circuit of the winding, and ultimately threatens the flight stability of the aircraft and the safety of the passengers.

[0133] To this end, as shown in Figures 13-15 the fan motor 1112 and the rear cover 1102 have a mounting gap, the fan motor 1112 is provided with a cooling passage 1201 for passing external airflow, so that the airflow in the mounting gap can pass through the cooling passage 1201 and flow through the fan motor 1112 and towards the radiator 1113, thereby achieving heat dissipation of the cooling liquid in the radiator 1113.

[0134] In this embodiment, to solve the problem of heat generated by the fan motor 1112 during continuous operation and difficult to be cooled in time and effectively, the fan motor 1112 is provided with a cooling passage 1201 for passing external airflow. In actual application, the cooling passage 1201 refers to an airflow guiding path designed inside and / or outside the fan motor 1112, which can be realized by a hole or groove structure formed on the shell of the fan motor 1112, for example, a plurality of holes or grooves are arranged on the axial end face and the peripheral side wall of the shell of the fan motor 1112, or a passage is formed by a ventilation cavity reserved in the stator core, which is mainly to enable the external airflow to directly pass through the body of the fan motor 1112 and forcibly cool the winding and heat generating components. Further, after the airflow passing through the body of the fan motor 1112 enters the side of the fan motor 1112 close to the radiator 1113, it can also pass through the radiator 1113 and cool the radiator 1113.

[0135] Further, the fan motor 1112 and the power motor 1111 have a mounting interval therebetween, specifically, the mounting interval refers to a physical gap between the fan motor 1112 and the power motor 1111, which can be achieved by designing a groove on the mounting bracket of the power motor 1111 or by adjusting the fixed position of the motor, for example, a fixed distance is maintained between the rear end surface of the power motor 1111 and the front end surface of the fan motor 1112, which is mainly to provide a natural inlet for external airflow and avoid airflow obstruction. Therefore, the airflow of the mounting interval can pass through the fan motor 1112 through the cooling channel 1201 and flow towards the radiator 1113, thereby effectively taking away the heat generated by the fan motor 1112 during operation and avoiding the risk of failure caused by heat accumulation. Specifically, this design optimizes the airflow path, so that the external airflow can directly cool the fan motor 1112 during the process of passing through the fan motor 1112, while ensuring that the cooled airflow continues to flow to the radiator 1113, thereby assisting to improve the overall cooling efficiency. In addition, the lower end of the power motor 1111 and the radiator fan 1114 are spaced apart to form an air inlet area for the external airflow.

[0136] Specifically, in one embodiment, the radiator 1113 is composed of aluminum heat dissipation fins. In this configuration, the airflow of the mounting interval passes through the cooling channel 1201 of the fan motor 1112 to directly cool the fan motor 1112, while ensuring that the cooled airflow continues to flow to the radiator 1113.

[0137] Therefore, this technical solution optimizes the airflow path design, so that the external airflow can be directly cooled by passing through the fan motor 1112, effectively solving the problem of heat generated by the fan motor 1112 during continuous operation and being difficult to dissipate in time. The heat generated by the fan motor 1112 is taken away in time, avoiding the risk of failure caused by heat accumulation. At the same time, the cooled airflow continues to flow to the radiator 1113, assisting the radiator 1113 to dissipate heat from the power motor 1111, thereby improving the overall cooling reliability of the system and preventing the power motor 1111 from being affected by the failure of the fan motor 1112 and the flight safety.

[0138] In some embodiments of the present application described above, the cooling channel 1201 is provided to make the airflow pass through the fan motor 1112 for heat dissipation. However, in the implementation process, the inlet of the cooling channel 1201 is designed in a single way, which leads to uneven distribution of airflow and makes it difficult to fully cover the circumferential area of the fan motor 1112, resulting in local heat accumulation and affecting the cooling efficiency of the fan motor 1112 and the operation safety of the entire electric propulsion system.

[0139] To this end, the application further proposes that the cooling channel 1201 comprises an axial inlet 1202, a radial inlet 1203, and an axial outlet 1204, the axial inlet 1202 is arranged on one side end surface of the fan motor 1112 axially close to the power motor 1111 and communicates with the installation interval, the axial outlet 1204 is arranged on the opposite side of the axial inlet 1202, that is, the axial outlet 1204 is arranged on one side end surface of the fan motor 1112 axially close to the radiator 1113, and the axial outlet 1204 is correspondingly arranged with the cooling fan 1114, and the flow area of the axial outlet 1204 and the cooling fan 1114 are matched to enable the airflow to enter the cooling channel 1201 through the axial inlet 1202 and the radial inlet 1203 respectively, and flow out of the cooling channel 1201 from the axial outlet 1204. The axial inlet 1202 refers to the air inlet structure arranged on the axial end surface of the fan motor 1112, which can be realized in the form of an annular groove or a polygonal hole array, the purpose is to efficiently guide the airflow in the installation interval into the cooling channel 1201, and avoid invalid flow of the airflow in this area. The radial inlet 1203 refers to the air inlet structure arranged on the outer peripheral side wall of the fan motor 1112, which can be realized in the form of an arc-shaped gap continuously distributed in the circumferential direction or a discrete hole group, the purpose is to introduce supplementary airflow from the external environment to ensure uniform coverage of the fan motor 1112 in the circumferential direction. The axial outlet 1204 refers to the air outlet structure arranged on one side axial end surface of the fan motor 1112 close to the radiator 1113, which can be realized in the form of a gradually expanding flow channel or a multi-hole diffuser, the purpose is to unify the airflow outflow direction and enhance the heat exchange matching with the radiator 1113.

[0140] Specifically, the scheme of the application realizes the multi-path confluence of the axial airflow from the installation interval and the radial airflow from the external environment in the cooling channel 1201 through the combined layout of the axial inlet 1202 and the radial inlet 1203, and the airflow is concentrated and guided to the radiator 1113 along the axial outlet 1204 after mixing, thereby optimizing the uniformity of the airflow distribution in the circumferential direction of the fan motor 1112, effectively avoiding local heat accumulation, and improving the overall thermal management capability of the heat dissipation system.

[0141] As a preferred embodiment, the scheme of the application is implemented as follows: the axial inlet 1202 is specifically an annular groove structure arranged on the front end surface of the fan motor 1112, the radial inlet 1203 is specifically an arc-shaped gap array uniformly distributed on the outer peripheral side wall of the fan motor 1112, and the axial outlet 1204 is specifically a multi-hole diffuser structure corresponding to the rear end surface of the fan motor 1112. After the airflow enters the cooling channel 1201 through the annular groove and the arc-shaped gap, it smoothly flows out to the radiator 1113 along the axial direction, realizing efficient cooling of the fan motor 1112.

[0142] By the above scheme, the present application solves the problem of uneven air flow distribution caused by the single design of the cooling channel 1201 inlet, effectively prevents local heat accumulation of the fan motor 1112, and improves the cooling efficiency of the fan motor 1112 and the operation safety of the entire electric propulsion system.

[0143] Specifically, in some embodiments of the present application, the cooling channel 1201 includes a radial inlet 1203 for introducing external air flow. However, during implementation, the unreasonable position of the radial inlet 1203 increases the resistance of air flow entering the cooling channel 1201 and reduces the flow efficiency, thereby affecting the heat dissipation effect of the fan motor 1112 and possibly causing overheating failure of the fan motor 1112.

[0144] To this end, the present application further proposes that the radial inlet 1203 is arranged at one end of the outer peripheral side wall of the fan motor 1112 close to the axial inlet 1202. The radial inlet 1203 refers to an opening structure arranged on the outer peripheral side wall of the fan motor 1112 for introducing external air flow, which can be implemented in the form of a single opening or multiple openings, aiming to provide diversified air flow introduction path selection. The radial inlet 1203 is arranged at one end of the outer peripheral side wall of the fan motor 1112 close to the axial inlet 1202, which means that the position is located in the end region of the outer peripheral side wall of the fan motor 1112 and adjacent to the axial inlet 1202. It can be understood that the radial inlet 1203 is arranged close to the axial inlet 1202 in the axial direction of the outer peripheral side wall of the fan motor 1112, aiming to shorten the flow distance of air flow from the mounting interval to the radial inlet 1203 and reduce energy loss.

[0145] Specifically, since the radial inlet 1203 is arranged at one end of the outer peripheral side wall of the fan motor 1112 close to the axial inlet 1202, after passing through the mounting interval, the external air flow can enter the cooling channel 1201 from the axial inlet 1202 and the radial inlet 1203 at a shorter path, which reduces the diffusion and turning of the air flow and reduces the flow resistance. At the same time, the air flow paths of the axial inlet 1202 and the radial inlet 1203 are highly coordinated, avoiding flow separation or vortex phenomenon caused by too far position, thereby enhancing the continuity and stability of the air flow and effectively improving the heat carrying efficiency of the cooling channel 1201 to the fan motor 1112.

[0146] By the above scheme, the resistance of air flow entering the cooling channel 1201 is effectively reduced, the flow efficiency is improved, and the heat dissipation effect of the fan motor 1112 is enhanced, thereby avoiding overheating failure of the fan motor 1112 caused by poor heat dissipation.

[0147] Specifically, in some embodiments of the application described above, the inlet and outlet of the cooling channel 1201 are designed to guide the airflow to dissipate heat from the fan motor 1112. However, in the implementation process, the airflow is prone to sudden flow rate drop or flow resistance when passing through the cooling channel 1201, resulting in reduced heat dissipation efficiency, difficulty in timely dissipation of heat from the fan motor 1112, and further risk of overheating failure.

[0148] In an embodiment, the sum of the total flow area of the axial inlet 1202 and the total flow area of the radial inlet 1203 is greater than or equal to the total flow area of the axial outlet 1204. In actual application, the total flow area of the axial inlet 1202 refers to the sum of the flow areas of all axial inlets 1202, which can be realized by circular holes, rectangular slots or other arbitrary-shaped inlets, with the purpose of ensuring sufficient airflow from the axial end face of the fan motor 1112 into the cooling channel 1201. The total flow area of the radial inlet 1203 refers to the sum of the flow areas of all radial inlets 1203, which can be realized by slots or holes arranged along the peripheral sidewall of the fan motor 1112, with the purpose of integrating multi-directional air intake capability to improve airflow convergence efficiency. The total flow area of the axial outlet 1204 refers to the sum of the flow areas of all axial outlets 1204, which can be realized by holes or slots corresponding to the axial inlets 1202, with the purpose of guiding the airflow to flow stably to the radiator 1113. These designs lay a foundation for optimizing the airflow dynamics by reasonably configuring the relative relationship of the flow areas.

[0149] Specifically, by setting the sum of the total flow areas of the axial inlet 1202 and the radial inlet 1203 to be greater than or equal to the total flow area of the axial outlet 1204, the application scheme ensures that the airflow maintains uniform and stable flow rate when passing through the cooling channel 1201 based on the principle of airflow continuity. This area matching relationship prevents air intake resistance caused by insufficient area at the inlet, while avoiding flow rate decay and airflow diffusion phenomenon caused by sudden increase of area at the outlet, thereby ensuring that the airflow can continuously and efficiently carry heat through the radiator 1113 to strengthen the heat exchange process.

[0150] As a preferred embodiment, the application scheme is implemented as follows: the axial inlet 1202 can be set as four uniformly distributed circular holes, the radial inlet 1203 can be set as eight rectangular slots spaced along the circumference of the fan motor 1112, and the axial outlet 1204 can be set as four circular holes corresponding to the axial inlet 1202. In this configuration, the sum of the total flow areas of the axial inlet 1202 and the radial inlet 1203 is slightly greater than the total flow area of the axial outlet 1204 to meet the airflow continuity requirement.

[0151] Through the above scheme, the airflow is not prone to sudden flow rate drop or flow blockage in the cooling channel 1201, the heat dissipation efficiency is improved, and the heat of the fan motor 1112 can be dissipated in time, thereby reducing the risk of overheating failure.

[0152] However, in this process, due to the single design of the inlet and outlet, the airflow is unevenly distributed, causing local cooling deficiency of the fan motor 1112, generating hot spot risk, and affecting the heat dissipation performance and safe operation of the fan motor 1112.

[0153] To this end, the present application further proposes that a plurality of axial inlets 1202 are arranged at intervals around the axis of the fan motor 1112 (uniformly or non-uniformly), a plurality of radial inlets 1203 are arranged at intervals along the circumference of the fan motor 1112 (uniformly or non-uniformly), and a plurality of axial outlets 1204 are arranged at intervals around the axis of the fan motor 1112 (uniformly or non-uniformly). Among them, the plurality of axial inlets 1202 refers to a plurality of openings arranged on the axial end face of the fan motor 1112, which can be realized by uniformly distributed circular holes or slit-shaped structures, aiming to make the airflow evenly dispersed in the circumferential direction when entering from the installation interval, avoiding the airflow concentration phenomenon caused by a single inlet. The plurality of radial inlets 1203 can be understood as a plurality of openings arranged on the outer peripheral side wall of the fan motor 1112, which can be realized by equidistantly distributed rectangular grooves or arc grooves in the circumferential direction, aiming to allow external airflow to flow into the cooling channel 1201 from different angles simultaneously, enhancing the airflow penetration ability in the radial direction. The plurality of axial outlets 1204 refers to a plurality of openings arranged on an axial end face of the fan motor 1112 close to the heat sink 1113, which can be realized by circular holes or annular grooves, aiming to make the cooled airflow evenly discharged from multiple points to prevent airflow congestion at the outlet.

[0154] Specifically, the interval arrangement of the plurality of axial inlets 1202 ensures the uniform entry of airflow in the axial direction, the circumferential arrangement of the plurality of radial inlets 1203 enhances the multi-angle inflow ability of airflow from the external environment, and the arrangement of the plurality of axial outlets 1204 ensures the uniform distribution of airflow when discharging. This multi-point distribution design enables the airflow in the cooling channel 1201 to flow evenly through each region of the fan motor 1112, thereby effectively eliminating cooling dead angles and improving overall heat dissipation efficiency.

[0155] Specifically, in some embodiments of the present application, a heat dissipation fan 1114 is provided to guide the airflow through the heat sink 1113. However, in this process, the heat dissipation fan 1114 hinders the airflow flowing out of the axial outlet 1204 of the fan motor 1112, causing uneven airflow distribution and flow blockage, thereby reducing the heat dissipation efficiency and affecting the cooling performance of the entire electric propulsion system.

[0156] In an embodiment, as shown inFigure 16 and Figure 17 As shown in FIG. 14, the heat dissipation fan 1114 includes a central support 1401, fan blades 1403, and a wind guard 1404. The wind guard 1404 is sleeved on the outer circumferential side of the central support 1401 and is arranged in a spaced manner with the central support 1401. One end of the fan blades 1403 is connected to the central support 1401, and the other end is connected to the wind guard 1404. The number of fan blades 1403 is multiple, specifically, any value between 3 and 20, or other values, which are not listed here. The central support 1401 is provided with a through hole 1402, which communicates the axial outlet 1204 and the area of the heat dissipation fan 1114 facing the radiator 1113.

[0157] The central support 1401 refers to the core structural component supporting the heat dissipation fan 1114, which can be made of metal alloy or high-strength composite material to provide mechanical strength and stability. The fan blades 1403 refer to rotating blades that generate airflow power, which can be designed with a lightweight material with an airfoil section to optimize airflow guiding efficiency. The wind guard 1404 refers to a ring structure surrounding the central support 1401, which can be made of rigid plastic or metal sheet to form an airflow passage with a fixed gap with the central support 1401. The through hole 1402 refers to the air hole on the central support 1401, which can be implemented with a circular, elliptical, or polygonal hole array, aiming to eliminate the blocking effect of the solid structure on the airflow to ensure continuous airflow.

[0158] Specifically, the through hole 1402 of the central support 1401 directly communicates with the axial outlet 1204 of the fan motor 1112, allowing the airflow to smoothly pass through the central support 1401 area without detouring. At the same time, the spacing between the wind guard 1404 and the central support 1401 forms an annular airflow passage, guiding the airflow to diffuse uniformly in the circumferential direction. The structure of the fan blades 1403 connecting one end to the central support 1401 and the other end to the wind guard 1404 allows the airflow to be efficiently pushed from the central area to the periphery during rotation, and in combination with the flow guiding effect of the wind guard 1404, the airflow is stably covered onto the surface of the radiator 1113. The above-mentioned structures work together to effectively avoid airflow concentration or local turbulence, ensuring the uniformity of airflow distribution and the stability of airflow speed.

[0159] As a preferred embodiment, the scheme of the present application is implemented as follows: the central support 1401 is made of aluminum alloy material, and the surface is uniformly distributed with multiple circular through holes 1402. The wind guard 1404 is made of engineering plastic by injection molding, and is sleeved on the outer circumferential side of the central support 1401 with a uniform gap. The fan blades 1403 are made of carbon fiber composite material, one end is fixed to the central support 1401 by bolts, and the other end is embedded in the clamping groove on the inner side of the wind guard 1404, ensuring that the airflow flows along the designed path during rotation.

[0160] Through the above scheme, the application realizes that the airflow directly passes through the center support 1401 from the axial outlet 1204 of the fan motor 1112 through the through hole 1402, avoids airflow blockage caused by flow resistance, makes the airflow distribution more uniform and the flow path continuous, thereby significantly improves the heat exchange efficiency of the radiator 1113, and effectively guarantees the thermal management reliability of the electric propulsion system in the continuous working state.

[0161] In actual application, in some embodiments of the application, the center support 1401 is provided with a through hole 1402 for communicating with the axial outlet 1204. However, in the implementation process, when the axial outlet 1204 is multiple, a single through hole 1402 is difficult to match the distribution of multiple outlets, resulting in congestion of airflow when passing through the center support 1401, causing uneven distribution of cooling airflow, and local area cooling efficiency is reduced, thereby affecting the overall cooling performance.

[0162] Further, in an embodiment, the number of through holes 1402 is multiple, which can be any value between 3 and 30, or other values, which are not listed here, and the through hole 1402 and the axial outlet 1204 are one-to-one correspondence.

[0163] In actual application, the number of through holes 1402 is multiple, which means that the center support 1401 is provided with multiple independent holes, which can be realized by using circular, oval or rectangular holes, etc. The purpose is to disperse the airflow path and avoid congestion of airflow at a single channel. The one-to-one correspondence between the through hole 1402 and the axial outlet 1204 can be understood as that each through hole 1402 establishes an accurate position matching relationship with an axial outlet 1204, which can be realized by using coordinate positioning or template alignment based on the arrangement of the axial outlet 1204. The purpose is to ensure that the airflow flows into the corresponding through hole 1402 independently from each axial outlet 1204, preventing airflow interference.

[0164] Specifically, the scheme of the application realizes that the airflow directly and independently flows into the corresponding through hole 1402 from each axial outlet 1204 through the one-to-one correspondence between the multiple through holes 1402 and the multiple axial outlets 1204, avoids the congestion and mixing of airflow at the center support 1401, realizes the uniform distribution and stable flow of airflow, and thereby improves the overall flow capacity. Moreover, the design of multiple through holes 1402 can reduce the weight of the center support 1401, which is conducive to the lightweight design of the entire aircraft.

[0165] As a preferred embodiment, the scheme of the application is implemented as follows: the center support 1401 is made of aluminum alloy material, and is provided with four circular through holes 1402 which are uniformly distributed around the axis of the center support 1401, and the position of each through hole 1402 is accurately corresponding to the position of the axial outlet 1204 of the fan motor 1112, so that the airflow can smoothly flow from the axial outlet 1204 into the through hole 1402.

[0166] Through the above scheme, the application effectively avoids the concentration of airflow at the center support 1401, ensures the uniform distribution of the cooling airflow, improves the heat dissipation efficiency of the local area, and thus enhances the overall cooling performance.

[0167] Specifically, in some embodiments of the application described above, the through hole 1402 is provided to communicate the airflow, however, during the implementation process, the flow area mismatch or position deviation of the through hole 1402 and the axial outlet 1204 will cause airflow obstruction, increased turbulence and airflow leakage, resulting in reduced heat dissipation efficiency, and thus affecting the timely cooling of the fan motor 1112 and the motor 1111, threatening flight safety.

[0168] Further, in an embodiment, the flow area of the through hole 1402 is greater than or equal to the flow area of the axial outlet 1204, and the orthographic projection of each through hole 1402 on the axial end face of the fan motor 1112 completely covers the corresponding axial outlet 1204. The flow area of the through hole 1402 refers to the effective cross-sectional area of the through hole 1402, which can be implemented by a circular, elliptical or polygonal hole, aiming to avoid the sudden increase in velocity and pressure loss caused by the sudden reduction of the cross section after the airflow flows out of the axial outlet 1204. The complete coverage of the orthographic projection can be understood as that the projection area of the through hole 1402 on the axial end face completely contains the outline of the axial outlet 1204, which can be implemented by a concentric arrangement or a precisely aligned hole design, aiming to ensure that all the airflow flowing out of the axial outlet 1204 enters the through hole 1402 without leakage, eliminating the airflow bypass phenomenon.

[0169] Specifically, the scheme of the application realizes the smooth transition and non-leakage transmission of the airflow between the fan motor 1112 and the cooling fan 1114 by making the flow area of the through hole 1402 not less than the flow area of the axial outlet 1204, and ensuring that the orthographic projection of the through hole 1402 completely covers the axial outlet 1204. Since the airflow directly enters the through hole 1402 after flowing out of the axial outlet 1204, the sudden change of the flow cross section is avoided, thereby maintaining the stable flow state of the airflow. At the same time, the precise coverage design of the through hole 1402 eliminates the airflow bypass path, so that heat can be continuously and uniformly carried away, preventing local heat accumulation.

[0170] As a specific embodiment, the through hole 1402 of the center support 1401 is designed as a plurality of circular holes, the diameter of which is slightly larger than the diameter of the axial outlet 1204, and the hole position is accurately aligned with the position of the axial outlet 1204, so as to ensure smooth airflow through the center support 1401 of the cooling fan 1114.

[0171] Through the above scheme, the application effectively avoids airflow obstruction, increased turbulence and airflow leakage, improves the overall performance of the cooling system, ensures timely cooling of the fan motor 1112 and the power motor 1111 under high load conditions, and guarantees flight safety.

[0172] As a key power component, the electric propulsion system of the tilt-rotor inevitably generates a large amount of heat energy during operation, and must rely on a cooling system to achieve efficient heat dissipation to maintain system stability. The core component of the cooling system, the radiator, continuously exports heat through the heat exchange process between external airflow and the heat dissipation surface, thereby guaranteeing the normal working temperature range of the electric propulsion system. If the heat dissipation mechanism cannot timely and effectively transfer heat, it will cause system overheating failure, and in severe cases, power failure, directly endangering the safety of the aircraft structure and the lives of personnel. Therefore, the reasonable design of the airflow introduction path, the optimization of the internal flow characteristics of the radiator, and the improvement of the airflow exhaust efficiency are the key determinants of the performance of the cooling system.

[0173] To this end, as shown in Figures 18-20 The fan frame 1115 is in a cover structure, one end (close to the center end) of the fan frame 1115 is sleeved on the outer circumferential side of the fan motor 1112, the other end (close to the edge end) extends away from the rear cover 1102 and is sleeved on the outer circumferential side of the cooling fan 1114, and the fan frame 1115 can isolate the cooling fan 1114 and the power motor 1111, and protect the cooling fan 1114 and the like.

[0174] The fan motor 1112 is arranged on the side of the power motor 1111 away from the propeller 112. In actual application, the fan motor 1112 is arranged at the axial rear end of the power motor 1111, which can be directly fixed on the shell of the power motor 1111 or installed through an independent support, for example, the fan motor 1112 is coaxially arranged with the power motor 1111 but spaced a certain distance, or the fan motor 1112 is installed on the rear end face of the power motor 1111 through a flange connector, which mainly realizes effective isolation of the airflow between the fan motor 1112 and the propeller 112 and reduces the running vibration. Further, the radiator 1113 is arranged on the side of the cooling fan 1114 away from the power motor 1111. Specifically, the radiator 1113 is arranged in the downstream direction of the airflow of the cooling fan 1114, which can be supported by a support at the outlet of the cooling fan 1114 or fixed through a suspension structure, for example, the radiator 1113 is installed behind the cooling fan 1114 using a metal support, or the radiator 1113 is suspended on the extended part of the fan frame 1115 through an elastic connector, which mainly ensures that the airflow directly acts on the surface of the radiator 1113 to improve the heat dissipation efficiency. One end of the fan frame 1115 is sleeved on the outer circumferential side of the fan motor 1112. In actual application, the fan frame 1115 is fixed on the shell of the fan motor 1112 through mechanical connection, which can be realized by bolt fastening or clamp clamping, for example, the fan frame 1115 is clamped on the shell of the fan motor 1112 using a metal clamp, or the fan frame 1115 is press-fitted on the outer circumference of the fan motor 1112, which mainly establishes the stable connection between the fan frame 1115 and the fan motor 1112. Thus, the other end of the fan frame 1115 extends towards the direction close to the radiator 1113 and is sleeved on the outer circumferential side of the cooling fan 1114. Specifically, the extended part of the fan frame 1115 forms an annular covering structure to constrain the periphery of the cooling fan 1114, which can be realized by an integral molding cover structure or a split assembly structure, for example, an integral plastic cover is directly wrapped around the cooling fan 1114 using an injection molding process, or an annular cover is formed by splicing multiple arc-shaped supports, which mainly limits the radial displacement of the cooling fan 1114.

[0175] In actual application, the fan motor 1112 can be specifically a permanent magnet synchronous motor, the cooling fan 1114 can be specifically a four-blade axial fan, the fan frame 1115 can be specifically made of aluminum alloy material through a precision casting process, and the radiator 1113 can be specifically an array of aluminum radiators. This example integrates the fan motor 1112 and the cooling fan 1114 into a unified support unit through the extended cover structure of the fan frame 1115, which ensures that the cooling fan 1114 maintains a stable trajectory during operation.

[0176] As a preferred embodiment, the extension part of the fan frame 1115 is designed as a continuous annular structure to enhance the overall rigidity. In this way, the fan motor 1112 and the cooling fan 1114 are integrated as a rigid support whole, effectively constraining the movement trajectory of the cooling fan 1114, preventing eccentric displacement during high-speed rotation, thereby avoiding mechanical impact on the radiator 1113 and the power motor 1111, and solving the safety hazard problem caused by eccentricity of the cooling fan 1114.

[0177] Further, the extension cover scheme of the fan frame 1115 strictly limits the movement trajectory of the cooling fan 1114, thereby effectively preventing the eccentricity that may occur during high-speed rotation. In this way, the mechanical impact of the cooling fan 1114 on the radiator 1113 and the power motor 1111 is completely avoided, the running stability of the cooling system is significantly improved, and finally the reliable solution to the safety hazard of the eccentricity of the cooling fan 1114 is realized, ensuring the safe operation of the aircraft.

[0178] Further, the extension cover scheme of the fan frame 1115 constructs an integrated airflow guiding and restraining structure. First, the fan frame 1115 forms a continuous and gradual guide channel at the outer periphery of the cooling fan 1114, which can effectively collect and guide the turbulent airflow on the inlet side and orderly deliver it to the inlet area of the cooling fan 1114. In particular, the fan frame 1115 structure can concentrate part of the airflow to the middle area of the cooling fan 1114, avoiding the problem of insufficient airflow coverage caused by the current design that the airflow only enters along the edge of the cooling fan 1114. In this way, the airflow distribution on the surface of the radiator 1113 is more uniform, and the total amount of airflow passing through the radiator 1113 and the effective contact area per unit time are simultaneously increased, thereby significantly improving the heat exchange efficiency between the radiator 1113 and the air.

[0179] Moreover, the fan frame 1115 plays a role of rectifier, restraining the airflow diffusion of the blade tip of the cooling fan 1114, reducing unnecessary turbulence and flow separation phenomena. The airflow enters the cooling fan 1114 in a smoother manner under the guidance of the fan frame 1115, reducing the aerodynamic noise and flow resistance of the cooling fan 1114 in operation. This not only improves the driving efficiency of the fan motor 1112 and reduces the energy consumption of the cooling system itself, but also provides a stable and controllable flow field environment for the radiator 1113, enabling it to continuously exert the best cooling performance under the design working condition.

[0180] In some embodiments of the application described above, the fan frame 1115 is used to connect the fan motor 1112 and the cooling fan 1114 and guide the airflow, however, in this process, the structural design of the fan frame 1115 may be too simple to effectively prevent the vibration impact caused by eccentricity when the cooling fan 1114 is running, thereby causing damage to the radiator 1113 and the motor 1111, and at the same time, the airflow guide path is not optimized, affecting the cooling efficiency and threatening flight safety.

[0181] To this end, the fan frame 1115 according to the application includes a guide vane 1501, an inner ring support 1502 and an outer ring support 1503, the outer ring support 1503 and the inner ring support 1502 are coaxially arranged, the inner diameter of the outer ring support 1503 is greater than the outer diameter of the inner ring support 1502, one end of the guide vane 1501 is connected to the outer circumferential side of the inner ring support 1502, and the other end is connected to the outer ring support 1503, and the fan frame 1115 is sleeved on the outer circumferential side of the fan motor 1112 through the inner ring support 1502.

[0182] In practical applications, the guide vane 1501 refers to a structural component for guiding airflow, which can be realized by adopting an arc-shaped plate structure or a blade with a specific curvature, and the purpose is to optimize the airflow path and reduce turbulence. The inner ring support 1502 refers to a support structure located on the inner side of the fan frame 1115, which can be made of a ring-shaped metal frame or a composite material, and the purpose is to provide a connection point with the fan motor 1112 and enhance structural stability. Specifically, the outer ring support 1503 refers to a support structure located on the outer side of the fan frame 1115, which can adopt a larger diameter ring-shaped support, and the purpose is to accommodate the guide vane 1501 and connect the cooling fan 1114 area. In practical applications, coaxial arrangement refers to the inner ring support 1502 and the outer ring support 1503 sharing the same center axis, which can be precisely machined to ensure concentricity, and the purpose is to avoid vibration accumulation. The inner diameter of the outer ring support 1503 is greater than the outer diameter of the inner ring support 1502, which refers to the size fitting relationship, which can be realized by adopting clearance fitting or transition fitting, and the purpose is to allow small displacement caused by thermal expansion or manufacturing tolerance. Specifically, one end of the guide vane 1501 is connected to the outer circumferential side of the inner ring support 1502, and the other end is directly or indirectly connected to the outer ring support 1503, which refers to the connection method, which can be realized by welding, bolt connection or integral molding, and the purpose is to build a continuous airflow channel. In practical applications, the fan frame 1115 is sleeved on the outer circumferential side of the fan motor 1112 through the inner ring support 1502, which refers to the installation method, which can be realized by adopting interference fit or elastic buckle, and the purpose is to realize structural integration and disperse centrifugal force.

[0183] Specifically, the scheme of the application ensures that the fan frame 1115 maintains strict concentricity during assembly and operation through the coaxial arrangement of the outer ring support 1503 and the inner ring support 1502, avoids vibration accumulation caused by axis deviation, and thus suppresses the occurrence of eccentricity of the cooling fan 1114. The inner diameter of the outer ring support 1503 is larger than the outer diameter of the inner ring support 1502 to form a precise size fitting gap, so that the inner ring support 1502 can be reliably sleeved on the outer peripheral side of the fan motor 1112, accommodating the slight displacement caused by thermal expansion or manufacturing tolerance, and preventing mechanical jamming during operation. The guide vane 1501 is connected to the outer peripheral side of the inner ring support 1502 at one end and connected to the outer ring support 1503 at the other end to construct a continuous airflow guide path, which naturally forms a converging channel from the outer ring to the inner ring according to the geometric layout of the support, guides the airflow to flow efficiently through the radiator 1113 in the preset direction, and avoids the blind area caused by airflow turbulence. The fan frame 1115 is sleeved on the outer peripheral side of the fan motor 1112 through the inner ring support 1502 to achieve integrated installation, and the close fit of the inner ring support 1502 and the outer peripheral side of the fan motor 1112 enhances the rigid support of the overall frame and effectively disperses the centrifugal force when the cooling fan 1114 rotates, thereby fundamentally reducing the risk of impact.

[0184] As a specific implementation, the scheme of the application is implemented as follows: the inner ring support 1502 of the fan frame 1115 adopts a ring structure, the outer ring support 1503 adopts a larger diameter metal ring, the guide vane 1501 is composed of multiple aluminum arc-shaped blades, one end is welded to the outer peripheral side of the inner ring support 1502, and the other end is fixed to the outer ring support 1503 through the connecting support 1504, wherein the connecting support 1504 is distributed along the circumference of the outer ring support 1503, and the fan frame 1115 is sleeved on the outer peripheral side of the fan motor 1112 through the inner ring support 1502 to form stable support.

[0185] Through the above scheme, the structural stability of the fan frame 1115 is significantly improved, the vibration impact caused by eccentricity during operation of the cooling fan 1114 is effectively prevented, damage to the radiator 1113 and the power motor 1111 is avoided, the service life is improved, and the airflow guide path is optimized to improve the cooling efficiency.

[0186] Specifically, in some embodiments of the application described above, the inner ring support 1502 and the outer ring support 1503 are coaxially arranged to support the guide vane 1501. However, during implementation, the non-uniform flow and vortex phenomenon occur when the airflow passes through the guide vane 1501 due to the coaxial arrangement, which not only reduces the cooling efficiency, but also makes the cooling fan 1114 prone to direct impact on the radiator 1113 and the power motor 1111 when it is eccentric, thereby causing instability of the power device and threatening flight safety.

[0187] To this end, the inner ring support 1502 and the outer ring support 1503 are arranged axially staggered, and the inner ring support 1502 is arranged on the side of the outer ring support 1503 away from the cooling fan 1114. Of course, in other embodiments, the inner ring support 1502 and the outer ring support 1503 can also be arranged axially coincident.

[0188] Specifically, the inner ring support 1502 and the outer ring support 1503 are arranged axially staggered, which means that the inner ring support 1502 and the outer ring support 1503 are not in the same plane in the axial direction of the fan frame 1115, but are arranged axially offset. This can be achieved by directly staggered forming of the support body or by indirect staggered arrangement through detachable connecting pieces. The purpose is to avoid turbulence and vortex of air flow when passing through the guide vane 1501 due to sudden change of cross section, so as to improve the uniformity of air flow. Wherein, the inner ring support 1502 is arranged on the side of the outer ring support 1503 away from the cooling fan 1114, which means that the inner ring support 1502 is located at the axial end of the outer ring support 1503, and the end is away from the cooling fan 1114. It can be understood that the inner ring support 1502 is offset relative to the outer ring support 1503 towards the direction close to the motor 1111, so as to provide sufficient guiding space for the air flow. The purpose is to strengthen the guiding effect of the guide vane 1501 on the air flow, so as to ensure that the air flow flows to the radiator 1113 in a concentrated and efficient manner.

[0189] In actual application, in some embodiments of the application described above, the inner ring support 1502 and the outer ring support 1503 are arranged axially staggered to optimize the air flow guiding path. However, in the implementation process, since the inner ring support 1502 is arranged on the side of the outer ring support 1503 away from the cooling fan 1114, the connection of the guide vane 1501 and the outer ring support 1503 is difficult to be directly realized due to the axial staggered arrangement, which causes the connection structure to be prone to vibration and eccentricity when the cooling fan 1114 rotates at high speed, thereby causing impact on the radiator 1113 and the motor 1111, affecting the cooling efficiency and threatening the flight safety.

[0190] To this end, the inner ring support 1502 and the outer ring support 1503 are arranged axially staggered, and the inner ring support 1502 is arranged on the side of the outer ring support 1503 away from the cooling fan 1114. Of course, in other embodiments, the inner ring support 1502 and the outer ring support 1503 can also be arranged axially coincident.

[0191] The connecting bracket 1504 is a transition structure for connecting the guide vane 1501 and the outer ring bracket 1503, which can be implemented by an independent metal bracket or a composite material bracket, and its purpose is to provide a stable connection point to adapt to the axial misalignment. One end of the connecting bracket 1504 is connected to the axial side end face of the outer ring bracket 1503, which can be understood as using the flat area of the end face as a connection base point to avoid the stress concentration problem that may be caused by connecting on the side face of the bracket, and its purpose is to provide a stable support foundation for the entire structure. The other end of the connecting bracket 1504 is protruding along the axial direction of the outer ring bracket 1503, which means that the protruding direction is consistent with the axial direction, and it can be implemented by a straight rod or a curved structure, and its purpose is to accurately adapt to the axial misalignment distance between the inner ring bracket 1502 and the outer ring bracket 1503. The other end of the guide vane 1501 is connected to the end of the connecting bracket 1504 away from the outer ring bracket 1503, which means that the connection point is located at the end of the connecting bracket 1504, and it can be implemented by bolt connection or welding, and its purpose is to make the stress distribution of the guide vane 1501 more uniform and reduce the vibration amplitude during high-speed rotation.

[0192] Specifically, in the scheme of the present application, one end of the connecting bracket 1504 is fixed to the axial end face of the outer ring bracket 1503, and the flatness of the end face is used to provide stable connection. The other end of the connecting bracket 1504 protrudes and extends along the axial direction, and accurately matches the axial misalignment distance between the inner ring bracket 1502 and the outer ring bracket 1503. One end of the guide vane 1501 is connected to the outer peripheral side of the inner ring bracket 1502, and the other end is connected to the end of the connecting bracket 1504, so that the guide vane 1501 can realize smooth transition without additional bending during connection, and the stress distribution is uniform, thereby significantly reducing the vibration and deviation risk of the cooling fan 1114 during high-speed rotation, and preventing the impact of the eccentric cooling fan 1114 on the cooling system. Moreover, and most importantly, by setting the connecting bracket 1504, the side part (outer peripheral side direction) of the fan frame 1115 can also intake air, thereby greatly improving the air intake range of the fan frame 1115, which is conducive to the cooling of the entire electric motor 111.

[0193] Specifically, in some embodiments of the present application, the fan frame 1115 is sleeved on the outer peripheral side of the fan motor 1112. However, during this process, the vibration or eccentricity of the fan motor 1112 may cause impact on the radiator 1113 and the motor 1111, thereby threatening the flight safety of the electric propulsion system.

[0194] To this end, the present application further provides that the fan frame 1115 is installed on the fixed arm, and the inner diameter of the inner ring bracket 1502 is greater than the outer diameter of the fan motor 1112, so that the inner ring bracket 1502 and the fan motor 1112 are gap-fitted.

[0195] The gap fit refers to a reserved gap between the fan frame 1115 and the fan motor 1112, which can be achieved by machining tolerance control or assembly gap design. Specifically, an appropriate tolerance band can be set between the inner diameter of the fan frame 1115 and the outer diameter of the fan motor 1112, which aims to allow the fan motor 1112 to have a small degree of freedom during operation to absorb vibration and eccentric displacement. The gap fit can also be achieved by an elastic bushing or a floating installation structure, which aims to avoid stress concentration caused by direct rigid contact.

[0196] Specifically, the scheme of the present application sets a gap fit between the fan frame 1115 and the fan motor 1112, so that when the fan motor 1112 rotates at high speed and slight vibration or eccentric displacement occurs, the gap can accommodate and buffer the displacement, preventing the fan frame 1115 and the fan motor 1112 from producing direct friction or mechanical impact, thereby blocking the transmission path of the impact force to the radiator 1113 and the power motor 1111, and ensuring the structural integrity of the electric propulsion system under dynamic working conditions.

[0197] In actual application, in some embodiments of the above-mentioned scheme of the present application, the guide vane 1501 is used to guide the airflow through the radiator 1113 for heat dissipation. However, in the implementation process, a single guide vane 1501 can cause uneven airflow distribution, local overheating areas on the surface of the radiator 1113, and reduced cooling efficiency. At the same time, airflow turbulence can exacerbate the vibration of the cooling fan 1114, increase the risk of eccentricity, and threaten flight safety.

[0198] To this end, the present application further provides that the number of guide vanes 1501 is multiple, and the guide vanes 1501 and the connecting brackets 1504 are one-to-one corresponding. The multiple connecting brackets 1504 are uniformly and interval distributed along the circumferential direction of the outer ring bracket 1503. However, it should be noted that in order to prevent interference with the installation of the fan frame 1115, the spacing between some guide vanes 1501 is large. At this time, in order to ensure the connection strength, the adjacent guide vane 1501 brackets are provided with a reinforcing cross bar 1505 extending along the circumferential direction.

[0199] The plurality of guide vanes 1501 are arranged in a plurality of sets, which can be implemented by several sets, and the purpose is to disperse the airflow to avoid local overheating caused by concentrated flow. The one-to-one correspondence between the guide vanes 1501 and the connecting brackets 1504 can be understood as each guide vane 1501 being provided with an independent connecting bracket 1504 for support, which can be implemented by welding, bolt connection or buckle connection, etc. The purpose is to ensure the positioning accuracy of each guide vane 1501 and prevent vibration deviation. The plurality of connecting brackets 1504 are distributed along the circumferential direction of the outer ring bracket 1503, which means that the connecting brackets 1504 are distributed on the circumference, which can be implemented by arranging different intervals, and the purpose is to balance the airflow pressure and reduce vortex formation.

[0200] Specifically, the scheme of the present application disperses the airflow to the surface of the radiator 1113 by arranging a plurality of guide vanes 1501 and optimizing the layout structure, avoiding local overheating caused by single-point concentration. The one-to-one correspondence between the guide vanes 1501 and the connecting brackets 1504 maintains the stability of the airflow channel and reduces energy loss. The interval distribution of the plurality of connecting brackets 1504 along the circumferential direction of the outer ring bracket 1503 balances the airflow inlet pressure by symmetry, prevents airflow deflection, and thus improves the overall cooling efficiency and system reliability.

[0201] As a specific implementation, the scheme of the present application is implemented as follows: the guide vanes 1501 can be arranged in a plurality of sets, the connecting brackets 1504 are distributed along the circumferential direction of the outer ring bracket 1503 and are fixed to the end face of the outer ring bracket 1503 by standard connecting pieces, and the guide vanes 1501 are designed in an arc cross-section to form an airflow groove 1506, so that the airflow can smoothly flow into the radiator 1113.

[0202] Through the above scheme, the airflow distribution on the surface of the radiator 1113 is more uniform, effectively eliminating the local overheating area and improving the cooling efficiency. At the same time, the smooth flow of the airflow reduces the vibration of the cooling fan 1114 and reduces the risk of eccentricity, thereby ensuring the safe operation of the aircraft.

[0203] In actual application, in some embodiments of the present application, the fan frame 1115 includes the structure of the guide vanes 1501, the inner ring bracket 1502, the outer ring bracket 1503 and the connecting bracket 1504 to guide the airflow and support the cooling system. However, during implementation, these components are prone to loose connection due to manufacturing tolerance or assembly gap when the cooling fan 1114 is running at high speed, causing structural vibration and geometric deformation, which in turn causes the risk of eccentricity of the cooling fan 1114. Not only does it weaken the airflow guiding effect and affect the cooling efficiency, but it also may impact the radiator 1113 and the power motor 1111, threatening flight safety.

[0204] To this end, the application further proposes that the guide vane 1501, the inner ring support 1502, the outer ring support 1503 and the connecting support 1504 are integrally formed. The integrally formed refers to integrating multiple structural components into an indivisible whole structure through a single manufacturing process, which can be realized by processes such as metal die casting, powder metallurgy sintering or polymer material injection molding, etc. The purpose is to completely eliminate the assembly interface between the split components, avoid the connection loosening problem caused by long-term vibration or manufacturing tolerance accumulation, and thus ensure the structural integrity of the fan frame 1115 under dynamic working conditions.

[0205] But not limited to this, in other embodiments, the guide vane 1501, the inner ring support 1502, the outer ring support 1503 and the connecting support 1504 can also be adhesively, clamped or welded, which are not listed one by one here.

[0206] In actual application, in some embodiments of the application described above, if the guide vane 1501 adopts a straight line or other non-optimized cross-sectional shape, it will cause turbulent vortex when the airflow passes through the guide vane 1501, increase the flow resistance, reduce the heat dissipation efficiency, and thus affect the stable operation of the electric propulsion system.

[0207] To this end, the application further proposes that the cross section of the guide vane 1501 along the axial direction of the inner ring support 1502 is arc-shaped (including but not limited to circular arc, elliptical arc or other arc line shape, etc., which are not listed one by one here).

[0208] Specifically, the cross section of the guide vane 1501 along the axial direction of the inner ring support 1502 is arc-shaped, which means that the cross section shape is a continuous curved line, which can be realized by generalized curved surface shapes such as parabolic, elliptical or circular arc, etc. The purpose is to reduce the separation and turbulence of the airflow on the surface of the guide vane 1501, and ensure smooth transition of the airflow. The airflow groove 1506 refers to the channel formed by one side of the guide vane 1501, which can be designed as a straight line, a tapered or an expanding type, etc. The purpose is to concentrate and guide the airflow to pass through the radiator 1113 efficiently, and to strengthen the heat exchange.

[0209] Specifically, the scheme of the application realizes continuous and smooth curved surface transition of the airflow when flowing in the radial direction through the arc-shaped cross section design of the guide vane 1501, avoiding sudden turning or separation of the airflow on the surface of the guide vane 1501. At the same time, the extension direction of the airflow groove 1506 is consistent with the natural flow trend of the airflow from outside to inside, concentrating and guiding the airflow to pass through the radiator 1113 efficiently, thereby strengthening the heat exchange process, and finally realizing more reliable and efficient heat dissipation management of the power motor 1111.

[0210] As a specific implementation, the scheme of the application is implemented as follows: the flow guide piece 1501 is made of aluminum alloy material, and the cross-sectional shape is circular arc. The inlet width of the airflow groove 1506 is slightly larger than the outlet width to meet the airflow acceleration requirement. In addition, the surface of the flow guide piece 1501 is coated with a low-friction coating to further reduce airflow resistance.

[0211] Through the above scheme, the application effectively reduces the turbulent vortex of airflow on the surface of the flow guide piece 1501, reduces the flow resistance, improves the heat dissipation efficiency, and thus guarantees the stable operation of the electric propulsion system.

[0212] But not limited to this, in other embodiments, the flow guide piece 1501 can also be a planar plate structure.

[0213] Specifically, in some embodiments of the application described above, the airflow groove 1506 is used to guide the airflow to flow from the outer ring support 1503 to the inner ring support 1502. However, during implementation, if the distribution directions of the plurality of airflow grooves 1506 are inconsistent, it will cause airflow interference and turbulence, and reduce the heat dissipation efficiency.

[0214] To this end, the application further proposes that the plurality of airflow grooves 1506 are distributed on one side of the corresponding flow guide piece 1501 along the same rotation direction. The airflow groove 1506 is a groove structure formed on the flow guide piece 1501 for guiding airflow, which can be implemented by adopting an arc cross-section design. The same rotation direction means that the distribution directions of all airflow grooves 1506 are consistent, which can be implemented by adopting the clockwise or counterclockwise direction distribution matching the rotation direction of the cooling fan 1114. The purpose is to ensure the uniformity of the airflow direction and avoid airflow collision caused by direction difference.

[0215] Specifically, the scheme of the application guides the airflow to maintain a consistent flow direction when passing through the flow guide piece 1501 by distributing the plurality of airflow grooves 1506 along the same rotation direction. The direction matches the rotation direction of the cooling fan 1114, thereby avoiding airflow collision and vortex formation caused by inconsistent directions, reducing flow resistance, ensuring that the airflow flows through the surface of the radiator 1113 efficiently, and enhancing the heat exchange effect.

[0216] As a specific implementation, the scheme of the application is implemented as follows: the airflow grooves 1506 of the flow guide piece 1501 are designed to be distributed in the clockwise direction. When the fan motor 1112 drives the cooling fan 1114 to rotate clockwise, the airflow is guided to flow in the same direction, reducing vortex formation.

[0217] But not limited to this, in other embodiments, part of the airflow grooves 1506 are distributed in the counterclockwise direction, and another part of the airflow grooves 1506 are distributed in the clockwise direction.

[0218] In practical applications, in some embodiments of the application, the air flow groove 1506 is used to guide the air flow from the outer ring support 1503 to the inner ring support 1502, however, in the implementation process, the flow area of the air flow groove 1506 is not reasonably designed, resulting in sudden change of air flow speed or uneven distribution in the flow path, which is easy to produce vortex, increase resistance or reduce heat dissipation efficiency, affecting the stability and cooling performance of the heat dissipation system.

[0219] In an embodiment, along the direction from the outer ring support 1503 to the inner ring support 1502, the flow area of the air flow groove 1506 is constant, or the flow area of the air flow groove 1506 is uniformly increasing, or the flow area of the air flow groove 1506 is uniformly decreasing. Among them, the constant flow area means that the cross-sectional area of the air flow groove 1506 remains constant in the flow direction, which can be realized by a straight cylinder channel structure, the purpose is to maintain the stability of the air flow speed, avoid energy dissipation and turbulence caused by sudden change of section. The flow area is uniformly increasing, which means that the cross-sectional area of the air flow groove 1506 increases linearly along the flow direction, which can be realized by a gradually expanding channel structure, the purpose is to gradually reduce the air flow speed, prolong the contact time of the air flow and the heat sink 1113. The flow area is uniformly decreasing, which means that the cross-sectional area of the air flow groove 1506 decreases linearly along the flow direction, which can be realized by a gradually tapered channel structure, the purpose is to gradually increase the air flow speed, and strengthen the scouring effect on the surface of the heat sink 1113.

[0220] Specifically, the scheme of the application effectively optimizes the dynamic characteristics of the heat dissipation air flow by accurately controlling the change mode of the flow area of the air flow groove 1506 in the flow direction. Because the geometric extension direction of the air flow groove 1506 is consistent with the air flow direction, the constant flow area can ensure that the air flow passes through the heat dissipation area smoothly and continuously. The uniformly increasing flow area can gradually reduce the air flow speed and enhance the sufficiency of heat exchange. The uniformly decreasing flow area can gradually increase the air flow speed and more efficiently take away the accumulated heat. The flexible selection of these change modes adapts to the heat dissipation requirements under different working conditions, based on the regulation of air flow dynamics, reduces the flow resistance and energy loss, thereby forming a complete technical system.

[0221] Through the above technical scheme, the speed distribution of the air flow in the flow path is more uniform, the vortex and resistance are significantly reduced, the heat dissipation efficiency is effectively improved, and the stability and cooling performance of the heat dissipation system are enhanced.

[0222] In the current cooling design of the electric propulsion system of the tilt-rotor, the path of the external airflow into the radiator is blocked and the flow is insufficient, resulting in reduced cooling efficiency. Among them, the power motor is arranged above the fan motor, forming a physical block, making it difficult for the airflow to fully flow into the radiator area, the air inlet area is limited, and the heat exchange process is difficult to effectively proceed, thereby affecting the stable operation of the electric propulsion system.

[0223] For example, when the aircraft is in the vertical take-off and hovering stage, the power motor is in a high-load operating state, and the heat generation increases. The axial airflow generated by the rotation of the propeller is difficult to smoothly enter the radiator area due to the structural blockage of the power motor. Further, there is a lack of sufficient gap between the cooling fan and the power motor, the flow of external airflow decreases when flowing radially, the airflow velocity on the surface of the radiator decreases, and the heat is difficult to be carried away in time, and the system temperature continues to rise.

[0224] If the above air inlet difficulty problem is not solved, the cooling system will be difficult to meet the cooling demand of the electric propulsion system, resulting in system temperature exceeding the safety limit, causing insulation material aging and electronic component failure. As a result, the reliability of the power system decreases, and the flight safety is threatened.

[0225] To this end, as shown in Figure 21 , the lower end of the power motor 1111 (including part of the lower end surface of the rotor 1101 and part of the lower end surface of the rear cover 1102) is spaced apart to form an air inlet area for the external airflow to enter, and in a more preferred embodiment, the fan frame 1115 and the rear cover 1102 are also spaced apart to expand the flow capacity of the air inlet area. The flow guide structure 1116 is circumferentially arranged around the air inlet area. Specifically, the flow guide structure 1116 is arranged on the outer circumferential side of the rear cover 1102, at least part of the fan motor 1112, and at least part of the fan frame 1115, and in Figure 21 , the height of the upper end surface of the flow guide structure 1116 is lower than the height of the lower end surface of the rotor 1101, one end of the flow guide structure 1116 is circumferentially arranged around the outer circumferential side of the cooling fan 1114 or close to one side of the power motor 1111, and the other end of the flow guide structure 1116 is arranged open towards the direction close to the power motor 1111 and covers the outer circumferential side of the air inlet area to form an annular air inlet channel 1601. The airflow flows from one end of the air inlet channel 1601 close to the propeller 112 to the other end of the air inlet channel 1601 close to the cooling fan 1114, and enters the air inlet side area of the cooling fan 1114 through the fan frame 1115.

[0226] The application relates to an electric engine 111, aiming to solve the problems of difficulty in entering external airflow into a radiator 1113 and small flow. Wherein, the interval arrangement between the radiator fan 1114 and the power motor 1111 refers to keeping a certain distance between the radiator fan 1114 and the power motor 1111 to form an air inlet area for entering external airflow. Specifically, the interval arrangement can be separated by a fixed support, such as a metal support connected by bolts, or an interval block made of insulating material, which is mainly used to reserve space for the external airflow to enter from the radial direction. Further, the flow guide structure 1116 refers to a component with one end surrounding the side of the radiator fan 1114 close to the power motor 1111 and the other end being arranged and covering the outer circumferential side of the air inlet area in the direction close to the power motor 1111 to form an annular air inlet channel 1601. In practical application, the flow guide structure 1116 can be a conical cover made of rigid material, such as a structure formed by punching a metal plate, which is mainly used to guide the airflow direction and increase the air inlet area. Therefore, the airflow can flow from one end of the air inlet channel 1601 close to the propeller 112 to the other end of the air inlet channel 1601 close to the radiator fan 1114, and the external airflow is guided into the air inlet channel 1601 by the airflow generated by the rotation of the propeller 112.

[0227] When the power motor 1111 works, the axial airflow generated by the rotation of the propeller 112 is guided to the air inlet area, and due to the interval design between the radiator fan 1114 and the power motor 1111, the external airflow can smoothly enter the air inlet area from the radial direction. Further, the opening arrangement of the flow guide structure 1116 enlarges the air inlet area and restricts the airflow in the annular air inlet channel 1601, so that the airflow flows from the propeller 112 end to the radiator fan 1114 end along the axial direction, thereby avoiding airflow dispersion and enhancing flow efficiency. Therefore, after flowing through the radiator fan 1114, the airflow fully contacts the radiator 1113 for heat exchange, effectively improving the heat dissipation capacity.

[0228] As a preferred embodiment, the opening angle of the flow guide structure 1116 can be adjusted according to the actual airflow demand, such as being fixed at different positions by detachable connectors to adapt to the air inlet efficiency under different working conditions. Therefore, the embodiment realizes the optimization of the airflow path in the structural layout, ensuring that the external airflow can fully enter the radiator 1113 for heat exchange. The radiator fan 1114 adopts an axial flow fan structure, and the radiator 1113 is composed of aluminum radiating fins. The high thermal conductivity of the aluminum radiating fins is used for efficient heat transfer. Specifically, when the propeller 112 rotates, the axial airflow is guided into the annular air inlet channel 1601 by the flow guide structure 1116, and after the external airflow flows into the air inlet area from the radial direction, it converges and accelerates along the axial direction to the radiator 1113 under the constraint of the flow guide structure 1116, thereby significantly improving the flow path of the airflow.

[0229] Therefore, the technical scheme can make the external airflow enter the radiator 1113 more smoothly and efficiently through the synergistic effect of structural layout optimization and airflow guiding mechanism, increase the airflow flow rate and reduce the flow resistance, thereby improving the heat dissipation efficiency. Further, the design avoids the obstruction of the power motor 1111 to the airflow, effectively solves the problem of difficult air intake of the radiator 1113, reduces the risk of overheating of the power motor 1111, and ensures flight safety.

[0230] Specifically, in some embodiments of the present application, the flow guide structure 1116 is used to form an annular air inlet channel 1601. However, in the implementation process, the flow guide structure 1116 is difficult to fully meet the heat dissipation requirements, especially when the power motor 1111 is in high load operation. The insufficient airflow speed causes the heat exchange efficiency of the radiator 1113 to decrease, and the heat accumulation may cause system failure and threaten flight safety.

[0231] To this end, the present application further proposes that the flow area of the flow guide structure 1116 presents a decreasing trend along the direction from the power motor 1111 to the cooling fan 1114, that is, the inner diameter of the flow guide structure 1116 near one end of the rear cover 1102 is larger, thereby forming a shape with a bowl opening facing upward. It should be noted that the flow area of the flow guide structure 1116 is not the flow area of the air inlet channel 1601, but the flow area of the flow guide structure 1116 itself, which is independent of other external structures. Wherein, the flow area of the flow guide structure 1116 presents a decreasing trend, which means that the cross-sectional area of the flow guide structure 1116 gradually decreases in the direction from the power motor 1111 to the cooling fan 1114. It can be realized by using a continuous tapered structure or a segmented stepped contraction structure, the purpose of which is to force the airflow to accelerate by contraction of the cross section, thereby improving the heat dissipation efficiency.

[0232] Specifically, the scheme of the present application, through the tapered design of the flow area of the flow guide structure 1116, in combination with the overall layout of the air inlet channel 1601, makes the external airflow enter from the air inlet area on the power motor 1111 side, and in the process of flowing to the cooling fan 1114 side, due to the continuous decrease of the cross-sectional area, the airflow speed naturally increases according to the principle of fluid continuity, thereby strengthening the heat exchange process between the airflow and the radiator 1113, and effectively avoiding the phenomenon that the airflow slows down due to diffusion in the current design.

[0233] As a specific embodiment, the flow guide structure 1116 can be a whole-shaped conical cover, the inner side wall of which smoothly transitions and gradually narrows from the power motor 1111 side to the cooling fan 1114 side. The material of the conical cover can be selected from lightweight aluminum alloy or engineering plastic to ensure the stability of the structural strength and airflow guidance.

[0234] Through the above scheme, the flow rate of the airflow in the air inlet channel 1601 is effectively improved, and the heat exchange efficiency of the radiator 1113 is significantly enhanced. Especially when the power motor 1111 is in high load operation, the heat can be removed in time to avoid system failure and ensure flight safety.

[0235] It should be noted that although one end of the flow guide structure 1116 is arranged to be open towards the direction close to the power motor 1111, it does not mean that the flow area of the end of the flow guide structure 1116 away from the power motor 1111 is smaller. In other embodiments, under the limitation of internal baffles and other structures, although the flow guide structure 1116 is arranged to be open, the effective flow area of the end of the flow guide structure 1116 away from the power motor 1111 can also be in a trend of increasing.

[0236] Due to the lack of specific flow guide element design inside the flow guide structure 1116, the airflow is prone to horizontal diffusion and vortex separation when flowing in the air inlet channel 1601, resulting in uneven airflow velocity distribution in some areas, increased flow resistance, and further affecting the heat dissipation efficiency of the radiator 1113. Especially under high load working conditions of the power motor 1111, the risk of insufficient heat dissipation significantly increases.

[0237] To this end, the present application further provides that the flow guide structure 1116 includes a flow guide cover 1602 and a flow guide plate 1603. The flow guide cover 1602 is annular and constitutes the outer side wall of the air inlet channel 1601. One end of the flow guide plate 1603 is connected to the inner side wall of the flow guide cover 1602 (close to the side of the rear cover 1102). The other end of the flow guide plate 1603 extends along the radial direction of the flow guide cover 1602 towards the direction close to the central axis of the flow guide cover 1602. The number of flow guide plates 1603 is multiple, specifically 2, 3, 4, 5, 6 or more, which will not be listed one by one. The multiple flow guide plates 1603 are uniformly spaced along the circumferential direction of the flow guide cover 1602, but are not limited thereto. In other embodiments, adjacent flow guide plates 1603 can also be non-uniformly spaced.

[0238] Specifically, the flow guide cover 1602 refers to the annular structure that constitutes the outer side wall of the air inlet channel 1601, which can be made of metal or engineering plastic material, with the purpose of providing a stable external boundary constraint for the airflow to avoid its outward diffusion during the flow process. Among them, the flow guide plate 1603 refers to a plate-shaped element connected to the inner side wall of the flow guide cover 1602 at one end and extending radially inward along the flow guide cover 1602 at the other end, which can be made of a thin plate structure and made of light alloy material, with the purpose of deflecting the airflow to the central axis direction, reducing the vortex formation and energy dissipation caused by the lateral movement of the airflow. In practical application, multiple flow guide plates 1603 are arranged at intervals along the circumferential direction of the flow guide cover 1602, which can be uniformly distributed between 3 to 12, with the purpose of ensuring that the airflow in the channel is uniformly affected in all directions, avoiding the phenomenon of too low or stagnant airflow in local area.

[0239] Specifically, the scheme of the present application limits the lateral diffusion of the airflow by the flow guide cover 1602 as the annular outer side wall to maintain the axial continuity of the airflow in the air inlet channel 1601. At the same time, the flow guide plate 1603 extends radially inward from the inner side wall of the flow guide cover 1602 to guide the airflow to converge naturally radially inward, reducing the energy dissipation caused by lateral movement. The uniform distribution of multiple flow guide plates 1603 in the circumferential direction makes the airflow evenly cover before entering the radiator 1113, thereby converting disordered airflow into orderly flow, optimizing the overall airflow path in the air inlet channel 1601.

[0240] As a specific embodiment, the scheme of the present application is implemented as follows: the flow guide cover 1602 can be specifically a conical structure made of aluminum alloy material, and the flow guide plate 1603 can be specifically six evenly distributed thin plates, each flow guide plate 1603 being at a certain angle with the axis of the flow guide cover 1602 to promote the orderly flow of the airflow.

[0241] Through the above scheme, the present application reduces the lateral diffusion and vortex separation of the airflow in the channel, makes the airflow velocity distribution more uniform, reduces the flow resistance, and thus improves the heat dissipation efficiency of the radiator 1113, especially under high load working conditions of the power motor 1111, effectively avoiding the risk of insufficient heat dissipation.

[0242] In some embodiments of the present application, the flow guide structure 1116 is proposed to form the annular air inlet channel 1601, however, in the implementation process, the split connection mode of the flow guide plate 1603 and the flow guide cover 1602 may cause structural looseness or gap due to vibration and thermal expansion during the operation of the electric motor 111, resulting in a decrease in the sealing performance of the air inlet channel 1601, airflow leakage or turbulence, and thus weakening the effective cooling effect of the external airflow on the radiator 1113, affecting the overall heat dissipation efficiency.

[0243] In this regard, the application further proposes that the guide plate 1603 and the guide cover 1602 are integrally formed, but not limited to this, in other embodiments, the guide plate 1603 and the guide cover 1602 can also be adhesively arranged, and can also be arranged by welding.

[0244] Specifically, integrally formed arrangement is to guide the guide plate 1603 and the guide cover 1602 to form an inseparable whole structure by a single manufacturing process, which can be realized by injection molding, metal casting or additive manufacturing process, the purpose of which is to eliminate the assembly gap that may be caused by separate connection, to ensure the sealing integrity of the air inlet channel 1601, thereby avoiding the problem of relative displacement caused by mechanical vibration or temperature change.

[0245] Specifically, the scheme of the application designs the guide plate 1603 and the guide cover 1602 as an integrally formed structure, so that the guide plate 1603 is directly integrated on the inner side wall of the guide cover 1602, forming a continuous and uninterrupted air flow guiding surface. During the operation of the electric motor 111, this structure can effectively resist the influence of vibration and thermal expansion, maintain the stability of the geometric shape of the air inlet channel 1601, guide the external airflow to strictly follow the designed trajectory of the circular air inlet channel 1601, prevent air flow short circuit or leakage, and ensure that the airflow uniformly passes through the cooling fan 1114 and the radiator 1113, thereby improving the cooling efficiency.

[0246] As a specific embodiment, the scheme of the application is implemented as follows: the guide plate 1603 and the guide cover 1602 can be manufactured by injection molding process using engineering plastics, forming an integral part, wherein the guide plate 1603 is uniformly distributed on the inner side wall of the guide cover 1602, and is directly fixed to the corresponding position of the electric motor 111 during installation, without the need for additional connecting parts.

[0247] Through the above scheme, the air leakage of the air inlet channel 1601 is effectively prevented, and the sufficient cooling of the radiator 1113 by the external airflow is ensured, thereby improving the heat dissipation reliability of the electric motor 111 under high load working conditions.

[0248] In actual application, in some embodiments of the application, the guide structure 1116 includes the guide cover 1602 and the guide plate 1603 to form the annular air inlet channel 1601 to guide the airflow, however, in the implementation process, the straight cylinder design of the inner side wall of the guide cover 1602 will cause the airflow to separate and vortex when flowing, increasing the flow resistance and reducing the efficiency of the airflow passing through the radiator 1113, thereby affecting the heat dissipation performance.

[0249] In this regard, the application further proposes that the inner side wall of the guide cover 1602 (close to the side of the rear cover 1102) is arc-shaped.

[0250] Specifically, the inner side wall of the flow guide cover 1602 is the surface facing the inside of the air inlet channel 1601, which is arc-shaped and can be a continuous curved surface, such as a circular arc, a parabolic curve, or an elliptical curve. The purpose is to make the airflow smoothly transition during the flow process, reduce airflow separation and vortex generation, and thus reduce flow resistance. This arc-shaped design can be achieved by metal stamping or composite molding process to adapt to different airflow dynamics requirements.

[0251] Specifically, the scheme of the present application designs the inner side wall of the flow guide cover 1602 as arc-shaped, so that the airflow can smoothly transition along the curved surface when flowing from the power motor 1111 side to the heat dissipation fan 1114 side, avoiding airflow separation and vortex phenomenon caused by straight cylindrical inner wall. This design reduces the frictional resistance of airflow with the inner wall, increases the flow rate and flow of the airflow, and thus enhances the heat exchange efficiency between the radiator 1113 and the external airflow. The arc-shaped structure is particularly suitable for airflow acceleration process, making the airflow more uniformly distributed in the air inlet channel 1601, avoiding the decrease of heat dissipation efficiency caused by local turbulence, and cooperating with the flow guide plate 1603 to optimize the airflow organization of the overall air inlet channel 1601.

[0252] As a specific embodiment, the scheme of the present application is implemented as follows: the inner side wall of the flow guide cover 1602 is designed as a circular arc-shaped curved surface, the material is lightweight aluminum alloy, and the surface is polished to reduce friction. The arc surface of the flow guide cover 1602 changes smoothly in the axial direction, ensuring smooth airflow, and the curved surface cooperates with the flow guide plate 1603 to form a continuous airflow guide path, enabling the external airflow to efficiently pass through the air inlet channel 1601 into the radiator 1113 area.

[0253] Through the above scheme, the present application reduces airflow separation and vortex in the air inlet channel 1601, reduces flow resistance, improves airflow efficiency through the radiator 1113, and thus enhances the heat dissipation performance, ensuring stable heat dissipation of the electric motor 111 under high load operation.

[0254] But not limited to this, in other embodiments, the inner side wall of the flow guide cover 1602 can also be a polyhedral structure composed of multiple facets.

[0255] Specifically, in some embodiments of the present application described above, the inner side wall of the flow guide cover 1602 is arc-shaped to guide the airflow to form a ring-shaped air inlet channel 1601. However, during implementation, the velocity distribution of the airflow in the air inlet channel 1601 can be uneven, resulting in insufficient or excessive flow rate near the heat dissipation fan 1114 area, affecting the heat dissipation efficiency, especially when the power motor 1111 is under high load.

[0256] To this end, the application further proposes that the curvature of the inner side wall of the fairing 1602 increases in the direction from the power motor 1111 to the cooling fan 1114, that is, the inner side wall of the fairing 1602 has a higher bending degree near the end of the cooling fan 1114. Wherein, the curvature increasing trend of the inner side wall of the fairing 1602 refers to that the bending degree of the inner side wall gradually increases along the airflow direction, which can be realized by using a continuously changing arc surface or a segmented arc surface, and the purpose is to smoothly reduce the flow area of the air inlet channel 1601, avoid flow separation and turbulence caused by cross-section mutation of airflow in the channel, and thus optimize the airflow flow characteristics.

[0257] Specifically, the scheme of the application gradually increases the curvature of the inner side wall of the fairing 1602 along the airflow direction, so that the flow area of the air inlet channel 1601 continuously decreases. According to the principle of airflow continuity, the airflow is smoothly accelerated in the channel, and the airflow velocity at the inlet of the cooling fan 1114 is improved. At the same time, the smooth curvature change reduces the flow resistance, ensures that the airflow stably passes through the air inlet channel 1601, and effectively solves the problem of uneven airflow velocity distribution.

[0258] As a preferred embodiment, the scheme of the application is implemented as follows: the inner side wall of the fairing 1602 is designed as a parabolic curved surface, so that the curvature gradually increases from the power motor 1111 side to the cooling fan 1114 side, thereby realizing the smooth contraction of the air inlet channel 1601.

[0259] Through the above scheme, the application makes the velocity distribution of the airflow in the air inlet channel 1601 more uniform, effectively improves the airflow velocity at the inlet of the cooling fan 1114, enhances the heat exchange efficiency of the radiator 1113, and especially under the high load working condition of the power motor 1111, can ensure timely and effective heat dissipation to avoid system failure.

[0260] But not limited to this, in other embodiments, the curvature of the inner side wall of the fairing 1602 can also be constant, or the curvature can also be decreasing.

[0261] In actual application, in some embodiments of the application, the guide plate 1603 is used to guide the airflow to form a ring-shaped air inlet channel 1601. However, in this process, the guide plate 1603 may have the problem of air overflow in the flow, thereby reducing the air flow and affecting the heat dissipation efficiency.

[0262] To this end, the application further proposes that the plate surface of the flow guide plate 1603 and the axis of the flow guide cover 1602 are arranged at an included angle, that is, the flow guide plate 1603 is not arranged perpendicular to the inner side wall of the flow guide cover 1602, but is arranged obliquely towards the adjacent flow guide plate 1603 on one side, and the included angle therebetween can be any value greater than 0° and less than 90°, specifically, the included angle therebetween is 1°, 5°, 10°, 30°, 45°, 60°, 89°, etc., which are not listed one by one. Specifically, each flow guide plate 1603 is arranged obliquely towards the same direction and forms a matrix arrangement array.

[0263] Among them, the flow guide plate 1603 refers to a plate-shaped structure for guiding airflow, which can be made of metal plate or composite material to provide sufficient structural strength and heat resistance, and its purpose is to optimize the airflow path. The oblique arrangement can be understood as the oblique arrangement of the flow guide plate 1603 relative to the adjacent flow guide plate 1603, which can be a continuous spiral arrangement or a stepped inclination, and its purpose is to reduce air flow overflow. The included angle arrangement is that the plate surface of the flow guide plate 1603 and the axis of the flow guide cover 1602 form a specific angle, which can adopt an adjustable angle design to adapt to different working conditions.

[0264] As a preferred embodiment, the scheme of the application is implemented as follows: the flow guide plate 1603 is made of lightweight aluminum alloy material, and a plurality of flow guide plates 1603 are uniformly distributed along the circumference of the flow guide cover 1602. Each flow guide plate 1603 is arranged obliquely relative to the adjacent flow guide plate 1603, and the included angle between the plate surface of the flow guide plate 1603 and the axis of the flow guide cover 1602 is set to an acute angle to optimize airflow guidance.

[0265] Through the above scheme, the flow guide structure 1116 of the application can significantly reduce the overflow of airflow, block more airflow, and guide it into the inside of the flow guide structure 1116.

[0266] Preferably, the included angle A between the plate surface of the flow guide plate 1603 and the axis of the flow guide cover 1602 satisfies 0°<A≤30°. Among them, the included angle A between the plate surface of the flow guide plate 1603 and the axis of the flow guide cover 1602 is the angle formed by the surface of the flow guide plate 1603 and the central axis of the flow guide cover 1602, which can be achieved by adjusting the inclination of the flow guide plate 1603 relative to the axis of the flow guide cover 1602, which can be achieved by adjusting the geometry of the flow guide plate 1603 or using an adjustable fixing structure.

[0267] Specifically, by limiting the included angle A to the range of 0°<A≤30°, the airflow resistance is minimized, maintaining a high flow rate and speed, preventing vortex caused by too large included angle or insufficient guidance effect caused by too small included angle, thereby realizing stable and efficient flow of airflow and enhancing the heat exchange capacity of the heat dissipator 1113.

[0268] But not limited to this, in other embodiments, the deflector 1603 can also be arranged perpendicular to the inner side wall of the deflector cover 1602.

[0269] In actual application, in some embodiments of the present application, the deflector 1603 is used to guide the airflow to form the annular air inlet channel 1601. However, in this process, the deflector 1603 can cause the airflow channel to be blocked, the flow area to be reduced, and the airflow to be unevenly distributed, the turbulence to be increased, and the heat dissipation efficiency to be decreased.

[0270] To this end, the present application further proposes that the deflector 1603 is arranged away from the end of the deflector cover 1602 and the inner side wall of the air inlet channel 1601 (mainly composed of the outer side wall of the rear cover 1102). The gap between the end of the deflector 1603 and the inner side wall of the air inlet channel 1601 is reserved, which can be achieved by designing the end of the deflector 1603 as an arc or inclined structure, for example, by bending the end of the deflector 1603 or using an asymmetric cross-sectional shape to form a fixed gap. The purpose is to avoid the airflow channel being completely blocked, ensure that the airflow can flow smoothly, thereby reducing the flow resistance and turbulence phenomenon, while maintaining the effective flow area of the air inlet channel 1601.

[0271] Specifically, the scheme of the present application designs a specific gap between the end of the deflector 1603 and the inner side wall of the air inlet channel 1601, so that the airflow can flow smoothly through the gap, avoiding the flow resistance increasing sharply and the airflow separation phenomenon caused by the end of the deflector 1603 directly contacting the inner side wall. The gap cooperates with the annular structure of the deflector cover 1602 to maintain the overall flow area of the air inlet channel 1601, promote the uniform distribution of airflow in the channel, reduce the generation of turbulence, thereby ensuring that the airflow driven by the cooling fan 1114 can efficiently pass through the radiator 1113 for heat exchange, avoiding the fluctuation of heat dissipation efficiency caused by local blockage.

[0272] As a preferred embodiment, the scheme of the present application is implemented as follows: the end of the deflector 1603 is designed as a circular arc transition structure, maintaining a non-contact gap with the inner side wall of the air inlet channel 1601. The gap extends along the radial direction of the deflector cover 1602 and has a uniform width. The deflector 1603 is made of aluminum alloy material, and the surface is polished to reduce airflow friction resistance while ensuring that the structural strength meets the airflow guiding requirements.

[0273] Through the above scheme, the present application effectively optimizes the airflow path, solves the problem of airflow channel blockage, improves the heat dissipation efficiency, and ensures the stable operation of the electric motor 111 in the high load working state and the flight safety.

[0274] But not limited to this, in other embodiments, the deflector 1603 can also abut the outer side wall of the rear cover 1102 away from one end of the deflector cover 1602.

[0275] In some embodiments of the application described above, the deflector 1603 is used to guide the airflow to form the air inlet channel 1601. However, in this process, if the cross-sectional area of the deflector 1603 is designed to be constant or unreasonable, it will cause a sudden change in the velocity of the airflow in the flow path, causing turbulence and additional flow resistance, thereby reducing the heat dissipation efficiency and affecting the effective removal of heat from the motor 1111 by the radiator 1113.

[0276] To this end, the application further proposes that the deflector 1603 is approximately triangular, and the cross-sectional area of the deflector 1603 perpendicular to the axis of the deflector cover 1602 increases first and then decreases along the direction from the motor 1111 to the cooling fan 1114. In practical applications, the cross-sectional area of the deflector 1603 perpendicular to the axis of the deflector cover 1602 refers to the cross-sectional area of the deflector 1603 measured in a plane perpendicular to the axis of the deflector cover 1602, which can be designed to gradually increase first and then gradually decrease, for example, by adjusting the thickness distribution or curved shape of the deflector 1603, the purpose of which is to make the velocity of the airflow change smoothly during the flow process, reduce turbulence and flow resistance, and avoid energy loss caused by sudden changes in velocity.

[0277] Specifically, the scheme of the application achieves a smooth decrease in velocity in the area where the cross-sectional area increases when the airflow flows from the motor 1111 to the cooling fan 1114, effectively avoiding airflow impact and turbulence. Subsequently, in the area where the cross-sectional area decreases, the airflow accelerates smoothly under controlled conditions, ensuring that the airflow transitions to the cooling fan 1114 area in a uniform and continuous state, thereby suppressing flow separation, reducing overall flow resistance, and promoting more efficient and stable airflow through the radiator 1113.

[0278] But not limited to this, in other embodiments, the deflector 1603 can also be in the shape of a semicircular arc, a parallelogram, and other shapes, which are not listed here.

[0279] In practical applications, in some embodiments of the application described above, the deflector structure 1116 is used to form an annular air inlet channel 1601. However, in the implementation process, the fan frame 1115 will partially or completely block the air inlet channel 1601, causing a contraction effect and turbulence at the interface, reducing the effective flow area, and thus limiting the airflow and reducing the heat dissipation efficiency, making it difficult to meet the heat dissipation requirements during high-power operation.

[0280] To this end, the present application further proposes that the inner diameter of the upper end (the end close to the propeller 112) of the flow guide structure 1116 is greater than the outer diameter of the rear cover 1102 to form the air inlet of the air inlet passage 1601. On the premise of ensuring a safe distance, the inner diameter of the lower end (the end close to the fan frame 1115) of the flow guide structure 1116 is slightly greater than the outer diameter of the fan frame 1115.

[0281] In this technical feature, the inner diameter of the end of the flow guide structure 1116 close to the cooling fan 1114 is greater than the outer diameter of the fan frame 1115. This means that the inner diameter of the end of the flow guide structure 1116 close to the cooling fan 1114 is strictly greater than the outer diameter of the fan frame 1115. This can be achieved through size tolerance control, structure optimization design or material selection. The purpose is to ensure that the fan frame 1115 is completely contained in the flow guide structure 1116, avoiding physical obstruction to the air inlet passage 1601.

[0282] Specifically, by setting the inner diameter of the end of the flow guide structure 1116 close to the cooling fan 1114 to be greater than the outer diameter of the fan frame 1115, the fan frame 1115 can be completely embedded in the flow guide structure 1116 without invading the air inlet passage 1601. In this way, the airflow avoids local narrowing and turbulence caused by size mismatch during the process of flowing from the air inlet passage 1601 to the cooling fan 1114, ensuring smooth transition and uniform distribution of the airflow. Thus, the effective flow area of the air inlet passage 1601 is maintained, the flow resistance is reduced, the airflow path is optimized, and the overall cooling capacity of the cooling system is improved.

[0283] Specifically, in some embodiments of the present application described above, the fan frame 1115 is used to organize the airflow path. However, in the implementation process, the airflow is unevenly distributed and easily lost due to the lack of structural guidance, making it difficult for the radiator 1113 to obtain sufficient airflow to cope with the high heat load of the power motor 1111, thereby affecting flight safety.

[0284] To this end, as Figure 11As shown, the application proposes that the airflow under the double action of the propeller 112 and the heat dissipation fan 1114 enters the air inlet channel 1601 formed by the flow guide structure 1116 from the outside space of the power motor 1111, and then the airflow is divided into three flow paths to enter the gondola cavity 1146 of the movable gondola 114. The first path is: part of the airflow enters the area between the rear cover 1102 and the fan frame 1115, the airflow passes through the cooling channel 1201 (from the axial inlet 1202 and the radial inlet 1203, from the axial outlet 1204) of the fan motor 1112 and the through hole 1402 of the heat dissipation fan 1114, then the airflow enters the area between the heat dissipation fan 1114 and the radiator 1113 and passes through the radiator 1113, finally, the airflow enters the gondola cavity 1146 of the movable gondola 114 away from the propeller 112, and finally is discharged into the atmosphere from the tail of the movable gondola 114. The second path is: part of the airflow enters the area between the rear cover 1102 and the fan frame 1115, the airflow passes through the flow guide piece 1501 of the fan frame 1115 and the fan blade 1403 of the heat dissipation fan 1114 in sequence along the axial direction, then enters the area between the heat dissipation fan 1114 and the radiator 1113 and passes through the radiator 1113, finally, the airflow enters the gondola cavity 1146 of the movable gondola 114 away from the propeller 112, and finally is discharged into the atmosphere from the tail of the movable gondola 114. The third path is: part of the airflow passes through the outer circumferential side of the fan frame 1115 (at the gap of the connecting bracket 1504) along the radial direction, and enters the area between the fan frame 1115 and the heat dissipation fan 1114, then the airflow passes through the fan blade 1403 of the heat dissipation fan 1114 along the axial direction, and then enters the area between the heat dissipation fan 1114 and the radiator 1113, and then the airflow passes through the radiator 1113, finally, the airflow enters the gondola cavity 1146 of the movable gondola 114 away from the propeller 112, and finally is discharged into the atmosphere from the tail of the movable gondola 114.

[0285] Specifically, the scheme of the present application tightly fits one end of the fan frame 1115 to the outer peripheral side of the fan motor 1112, so that the air flow generated when the fan motor 1112 is running is effectively constrained, avoiding the air flow from dissipating in all directions at the source due to the lack of structural guidance, thereby ensuring that the air flow is concentrated and flows to the subsequent components. The other end of the fan frame 1115 extends over the outer peripheral side of the cooling fan 1114, creating a continuous and directional channel that guides the air flow smoothly to the area of the cooling fan 1114, reducing turbulence and resistance during flow. Among them, the first part of the air flow refers to the air flow path directly transmitted through the internal cooling channel 1201 of the fan motor 1112, which can be understood as continuous heat exchange using the hot air flow generated by the heat dissipation of the fan motor 1112, and the purpose is to avoid the stagnation of heat in the intermediate link. The second part of the air flow refers to the axial air flow path constrained by the fan frame 1115 along the flow direction, which can be specifically a stable flow channel formed inside the frame, and the purpose is to ensure that the air flow efficiently passes through the radiator 1113 in the shortest path. The third part of the air flow refers to the ambient air flow path captured from the gap between the outer periphery of the fan frame 1115, which can be manifested as a flow mode of entering radially and then turning axially, and the purpose is to expand the total air flow and optimize the flow direction to adapt to the geometry of the radiator 1113.

[0286] Through the above scheme, the present application makes the air flow distribution more uniform and less likely to dissipate, and the radiator 1113 can continuously obtain sufficient air flow to cope with the high load heat of the electric motor 1111, thereby effectively improving the heat dissipation efficiency and ensuring the safe and stable operation of the electric propulsion system.

[0287] As can be seen from the above, the air flow can pass through the radiator 1113 and enter the gondola cavity 1146, and the hot air in the gondola cavity 1146 can enter the external space through the tail air outlet 1421, the first side air outlet 1441 and the second side air outlet 1451, respectively. After all the air flows complete the cooling of the components of the electric motor 111 and take away the heat of the radiator 1113, they uniformly enter the gondola cavity 1146. At this time, the temperature of the air flow has risen, but compared with the internal equipment 300 of the gondola, it can still be used as a cooling medium. This actually builds a cooling system that is used in series. The same air flow is reused: first cool the core heat source of the electric motor 111, and then cool the internal equipment 300 of the gondola, which maximizes the heat dissipation potential of the cooling air and improves the utilization efficiency of the cooling medium, helping to meet the heat dissipation needs of the entire electric propulsion heat dissipation system 110 under the limited air intake, which is particularly important for aircraft design that pursues low resistance and high efficiency.

[0288] Any technical features in the above-described embodiments can be combined in any manner, and for the sake of brevity, not all possible combinations are described, but it is understood that the scope of the present disclosure encompasses all possible combinations.

[0289] The above-described embodiments only express several implementation manners of the present disclosure, and the description is relatively specific and detailed, but it should not be understood as a limitation on the scope of the application. It should be noted that, for those skilled in the art, without departing from the concept of the present disclosure, a number of modifications and improvements can be made, which are all within the protection scope of the present disclosure. Therefore, the application protection scope of the present disclosure should be subject to the appended claims.

[0290] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0291] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0292] In the present disclosure, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific circumstances.

[0293] In this application, unless otherwise specified and limited, a first feature "on", "above", or "under" a second feature can be directly in contact with the second feature, or indirectly in contact with the second feature through an intermediate medium. Also, a first feature "over", "above", and "on" a second feature can be directly above or obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature. A first feature "under", "below", and "underneath" a second feature can be directly below or obliquely below the second feature, or simply means that the first feature is horizontally lower than the second feature.

[0294] It is noted that, as used in this application, the terms "on", "above", "under", "below", "left", "right", and similar terms, are used on a relative basis to one another to describe a spatial relationship between elements. These terms are not intended to denote absolute positional relationships between elements.

[0295] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description herein is for describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

Claims

1. An electric propulsion heat rejection system characterized by, The utility model relates to an electric motor (111), a propeller (112) connected to the output end of the electric motor (111), and a movable nacelle (114) rotatably connected to the body structure of an aircraft. The movable nacelle (114) is provided with a nacelle cavity (1146) in which the electric motor (111) is installed, the nacelle head (1141) of the movable nacelle (114) is provided with a head air inlet (1411) communicating with the nacelle cavity (1146), and the nacelle tail (1142) of the movable nacelle (114) is provided with a tail air outlet (1421) communicating with the nacelle cavity (1146). The end of the movable nacelle (114) that is movably connected to the body structure of the aircraft is defined as a nacelle rotating part (1143), the nacelle rotating part (1143) is provided with a third side air outlet (1461) communicating with the nacelle cavity (1146), the body structure of the aircraft can close the third side air outlet (1461) when the movable nacelle (114) is in a level flight state, and the body structure of the aircraft can open the third side air outlet (1461) when the movable nacelle (114) is in a non-level flight state. The opening area of the head air inlet (1411) is greater than the opening area of the tail air outlet (1421), and the flow area of the nacelle cavity (1146) decreases from the end of the nacelle cavity (1146) close to the propeller (112) to the end of the nacelle cavity (1146) away from the propeller (112). The two ends of the outer circumferential side of the movable nacelle (114) are defined as a first flow guide part (1144) and a second flow guide part (1145) arranged oppositely, the first flow guide part (1144) and the second flow guide part (1145) are located on the two sides of the nacelle rotating part (1143), the first flow guide part (1144) is provided with a first side air outlet (1441) communicating with the nacelle cavity (1146), and the second flow guide part (1145) is provided with a second side air outlet (1451) communicating with the nacelle cavity (1146). The first flow guide part (1144) is provided with a first flow guide inclined surface (1442) that contracts and extends in a direction close to the central axis of the movable nacelle (114) from the nacelle head (1141) to the nacelle tail (1142), and the outlet end of the first side air outlet (1441) is located on the first flow guide inclined surface (1442); the first flow guide inclined surface (1442) is in the form of an arc surface protruding outwardly of the movable nacelle (114).

2. The electric propulsion heat rejection system of claim 1, wherein, ​ 3. The electric propulsion heat rejection system of claim 1, wherein, ​ 4. The electric propulsion heat rejection system of claim 3, wherein, ​ And / or, the second flow guide part (1145) is provided with a second flow guide slope (1452), which extends in a direction of shrinking towards the center axis of the movable gondola (114) along a direction from the gondola head (1141) to the gondola tail (1142), and the outlet end of the second side air outlet (1451) is located on the second flow guide slope (1452); the second flow guide slope (1452) is arc-shaped and protrudes outward from the movable gondola (114).

5. The electric propulsion heat rejection system of claim 4, wherein, The first flow guide slope (1442) is provided with a first protruding part (1443) and a second protruding part (1444), the first protruding part (1443) is arranged at one end of the first flow guide slope (1442) close to the aircraft body structure, the second protruding part (1444) is arranged at one end of the first flow guide slope (1442) away from the aircraft body structure, and the first protruding part (1443) and the second protruding part (1444) are respectively arranged on the first flow guide slope (1442) and protrude outward from the movable gondola (114); the first side air outlet (1441) is arranged between the first protruding part (1443) and the second protruding part (1444).

6. The electric propulsion heat rejection system of claim 5, wherein, The first protruding part (1443), the second protruding part (1444) and the first flow guide part (1144) are integrally formed.

7. The electric propulsion heat rejection system of claim 5, wherein, Along a direction from the gondola head (1141) to the gondola tail (1142), the height of the first protruding part (1443) protruding from the first flow guide slope (1442) increases first and then decreases; And / or, along a direction from the gondola head (1141) to the gondola tail (1142), the height of the second protruding part (1444) protruding from the first flow guide slope (1442) increases first and then decreases.

8. The electric propulsion heat rejection system of claim 3, wherein, One or both of the first side air outlet (1441) and the second side air outlet (1451) is provided with a flow guide body (115), the first side air outlet (1441) and / or the second side air outlet (1451) provided with the flow guide body (115) are defined as flow guide side air outlets, the flow guide body (115) is provided with a flow guide channel (1151), the inlet end of the flow guide channel (1151) is located in the gondola cavity (1146), and the flow guide side air outlet constitutes the outlet end of the flow guide channel (1151).

9. The electric propulsion heat rejection system of claim 8, wherein, The flow area of the inlet end of the flow guide channel (1151) is smaller than the flow area of the flow guide side air outlet.

10. The electric propulsion heat rejection system of claim 3, wherein, The gondola interior equipment (300) is further included, which is installed in the gondola cavity (1146), and the first side air outlet (1441) and the second side air outlet (1451) are respectively arranged in two side regions of the gondola interior equipment (300).

11. The electric propulsion heat rejection system of claim 10, wherein, When the aircraft is in a level flight state, the first side air outlet (1441) is located in an upper region of the gondola interior device (300), and the second side air outlet (1451) is located in a lower region of the gondola interior device (300).

12. The electric propulsion heat rejection system of claim 3, wherein, The electric engine (111) comprises: a power motor (1111); a radiator (1113) capable of cooling the power motor (1111) through circulation of a cooling liquid; a cooling fan (1114) disposed between the radiator (1113) and the power motor (1111) for cooling the radiator (1113), and the cooling fan (1114) and the power motor (1111) are spaced apart to form an air inlet region for external airflow; a fan motor (1112) for driving the cooling fan (1114) to rotate; and a flow guide structure, one end of which is circumferentially disposed on the outer side of the cooling fan (1114) or the side of the cooling fan (1114) close to the power motor (1111), and the other end is disposed open towards the direction close to the power motor (1111) and covers the outer side of the air inlet region to form an air inlet channel (1601), and external airflow can flow from one end of the air inlet channel (1601) close to the power motor (1111) to the other end of the air inlet channel (1601) close to the cooling fan (1114).

13. The electric propulsion heat rejection system of claim 12, wherein, The electric engine (111) further comprises a fan frame (1115), one end of which is sleeved on the outer side of the fan motor (1112) body, and the other end extends towards the direction close to the radiator (1113) and covers the outer side of the cooling fan (1114); a first part of the external airflow can pass through the cooling channel (1201) of the fan motor (1112), the through hole (1402) of the cooling fan (1114) and the radiator (1113) in sequence, a second part of the external airflow can pass through the fan frame (1115), the fan blade (1403) of the cooling fan (1114) and the radiator (1113) in sequence along the axial direction of the power motor (1111), and a third part of the external airflow first passes through the outer side of the fan frame (1115) along the radial direction of the fan frame (1115), and then passes through the fan blade (1403) of the cooling fan (1114) and the radiator (1113) in sequence along the axial direction of the fan frame (1115); the airflow can pass through the radiator (1113) and enter the gondola cavity (1146), and the hot air in the gondola cavity (1146) can enter the external space through the tail air outlet (1421), the first side air outlet (1441) and the second side air outlet (1451), respectively.

14. A power plant characterized by The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft.

15. An aircraft characterized by, The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft.

16. The aircraft of claim 15, wherein, The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat dissipation system (110) is installed on a body structure of an aircraft. The electric propulsion heat dissipation system (110) as claimed in any one of claims 1-13, wherein the electric propulsion heat diss

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