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 a propeller, an arm, a power motor and a radiator, the electric propulsion heat dissipation system is fixedly connected to the body structure of the aircraft through the arm, the propeller is arranged at the output end of the power motor, the power motor is installed on the arm and can drive the propeller to rotate around the axis of the propeller, the radiator dissipates heat for the power motor through liquid cooling circulation, the arm is provided with a heat dissipation groove and an air outlet, the radiator is installed in the heat dissipation groove, and the projection of the propeller blade on the corresponding surface of the arm at least partially covers the radiator, so that the airflow generated by the propeller can pass through the radiator and then enter the external space through the air outlet. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that the volume and weight of the current cooling system are large and affect the lightweight design of the aircraft.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an electric propulsion cooling system, a power unit, and an aircraft. Background Technology

[0002] In the field of electric vertical takeoff and landing (eVTOL) aircraft, the electric propulsion system, as the core power component, continuously generates a large amount of heat during operation. If this heat cannot be dissipated effectively and in a timely manner, it will directly lead to system overheating failure, seriously threatening flight safety and the lives of the crew. The heat dissipation process relies on the cooling system, in which the radiator transfers heat energy through external airflow and heat exchange. Therefore, the air intake path, flow efficiency, and exhaust design have a critical impact on cooling performance.

[0003] In existing technologies, cooling systems contain numerous components, resulting in generally large weight and volume. For aircraft aiming for lightweight design, cooling systems with many components not only occupy valuable space but also reduce energy efficiency and increase system redundancy risks. These problems are particularly pronounced in compact aircraft designs, necessitating optimization of airflow utilization to reduce the number of external auxiliary components. Summary of the Invention

[0004] Therefore, it is necessary to provide an electric propulsion cooling system, a power unit, and an aircraft to solve the problem that the current cooling system is too large and heavy, which affects the lightweight design of the aircraft.

[0005] The electric propulsion cooling system provided in this application includes a propeller, an arm, a power motor, and a radiator. The arm is fixedly connected to the fuselage structure of the aircraft. The propeller is located at the output end of the power motor. The power motor is installed on the arm and can drive the propeller to rotate. The radiator dissipates heat from the power motor through coolant circulation. The arm is provided with a heat dissipation groove and an air outlet. The radiator is installed in the heat dissipation groove. The propeller blades at least partially cover the radiator on the corresponding surface of the arm so that the airflow generated by the propeller can pass through the radiator and enter the external space through the air outlet.

[0006] In one embodiment, a heat dissipation slot is disposed at one end of the arm near the propeller and extends along the outer periphery of the arm. The heat dissipation slot is provided with an air inlet, which is opened on the side of the arm surface facing the propeller.

[0007] In one embodiment, the centerline of the air intake is set at an angle to the axis of rotation of the propeller, and the air intake is deflected toward the direction close to the aircraft fuselage.

[0008] In one embodiment, the angle E between the centerline of the air inlet and the axis of rotation of the propeller satisfies 5°≤E≤50°.

[0009] In one embodiment, 10°≤E≤45°.

[0010] In one embodiment, the length L of the heat dissipation groove extending along the outer periphery of the arm and the circumference M of the arm along its own outer periphery satisfy 1 / 5M≤L. <M。

[0011] In one embodiment, L equals 1 / 2M.

[0012] In one embodiment, the depth D of the heat sink and the height H of the arm along the propeller rotation axis satisfy 1 / 10H≤D≤1 / 2H.

[0013] In one embodiment, the bottom of the heat sink is provided with an air outlet and an air outlet channel communicating with the air outlet. The air outlet and air inlet are spaced apart on the surface of the machine arm, and the side of the heat sink and the side of the air inlet are sealed together. The air outlet and air inlet are arranged at intervals along the outer periphery of the machine arm.

[0014] In one embodiment, the air outlet is located on the side of the arm away from the propeller, and there are at least two air outlets, which are respectively distributed on both sides of the air inlet along the outer periphery of the arm.

[0015] In one embodiment, an air outlet located on the side of the arm closer to the aircraft fuselage is defined as a first air outlet, and an air outlet located on the side of the arm farther from the aircraft fuselage is defined as a second air outlet. The vertical height of the first air outlet is lower than that of the second air outlet.

[0016] In one embodiment, the bottom walls of the radiator and the heat sink are spaced apart to form a sandwich flow channel that communicates with the air outlet. The distance Q between the bottom walls of the radiator and the heat sink satisfies 10mm ≤ Q ≤ 50mm.

[0017] In one embodiment, the distance Q between the heat sink and the bottom wall of the heat sink satisfies Q≥23mm.

[0018] In one embodiment, the height of the plane where the highest point of the radiator is located is lower than the height of the plane where the highest point of the motor is located.

[0019] In one embodiment, the outer surface of the radiator does not protrude from the outer surface of the arm; and / or, the radiator is in the form of an arc or folded surface extending along the surface of the arm.

[0020] In one embodiment, the outer contour surface of the heat sink is flush with the outer contour surface of the arm.

[0021] In one embodiment, the inlet and outlet of the radiator are located on the side of the radiator closest to the power motor.

[0022] This application also provides a power unit, which includes a power battery and an electric propulsion cooling system as described in any of the above embodiments. The power battery is installed in the fuselage structure of the aircraft and is electrically connected to the electric propulsion cooling system to supply power to the electric propulsion cooling system.

[0023] This application provides an aircraft comprising a fuselage, wings, and an electric propulsion cooling system as described in any of the above embodiments, wherein the wings are connected to the fuselage, and the electric propulsion cooling system is installed in one or both of the wings and the fuselage.

[0024] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft. Compared with the prior art, the electric propulsion cooling system, power unit, and aircraft provided in this application integrate heat dissipation slots into the arm structure design. The radiator, embedded in the heat dissipation slots, forms an integrated layout with the arm, utilizing the airflow naturally generated during propeller operation for heat dissipation, avoiding the use of an additional fan, thus solving the problem of excessive system size and weight. Furthermore, the axial airflow generated during propeller operation is directly guided to the radiator surface through the blade projection area. The airflow passes through the radiator fin structure to achieve forced convection heat transfer, and the heat is continuously carried away by the external airflow. Specifically, the radiator absorbs the heat from the power motor through coolant circulation and transfers it to the heat dissipation surface. The propeller airflow path is optimized to flow from the inside of the radiator to the external space, avoiding airflow backflow or dispersion. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A schematic diagram of the structure of an aircraft according to an embodiment of this application;

[0027] Figure 2 A partial structural diagram of an aircraft according to an embodiment provided in this application. Figure 1 ;

[0028] Figure 3 A partial structural diagram of an aircraft according to an embodiment provided in this application. Figure 2 ;

[0029] Figure 4 A partial structural diagram of an aircraft according to an embodiment provided in this application. Figure 3 ;

[0030] Figure 5A partial structural diagram of an aircraft according to an embodiment provided in this application. Figure 4 ;

[0031] Figure 6 A partial three-dimensional simulation heat distribution diagram of an aircraft according to an embodiment of this application;

[0032] Figure 7 A cross-sectional schematic diagram of the arm and radiator provided in this application;

[0033] Figure 8 for Figure 7 A three-dimensional simulation diagram of the heat distribution of the structure shown.

[0034] Figure 9 A system diagram of an electric motor according to an embodiment provided in this application;

[0035] Figure 10 A schematic diagram of the structure of a heat dissipation unit according to an embodiment of this application;

[0036] Figure 11 A schematic diagram of the structure of a heat sink according to an embodiment of this application;

[0037] Figure 12 A side view of a heat sink according to an embodiment provided in this application;

[0038] Figure 13 A schematic diagram of the structure of a heat dissipation unit according to an embodiment of this application;

[0039] Figure 14 A partial structural schematic diagram of a heat dissipation unit according to an embodiment of this application;

[0040] Figure 15 A partial structural schematic diagram of the first fin portion according to an embodiment provided in this application;

[0041] Figure 16 A partial structural schematic diagram of the second fin portion according to an embodiment provided in this application.

[0042] Reference numerals: 100, Power unit; 110, Electric propulsion cooling system; 111, Electric motor; 1111, Liquid pump; 1112, Power motor; 112, Propeller; 113, Arm; 1131, Cooling duct; 1132, Air inlet; 1133, Air outlet; 1133a, First air outlet; 1133b, Second air outlet; 1134, Air outlet passage; 1135, Layered flow channel; 210, Wing; 220, Tail fin; 230, Fuselage; 240, Tiltrotor; 250, Fixed rotor; 300, Radiator; 310. Heat dissipation unit; 311, liquid inlet pipe; 312, liquid inlet manifold; 313, first heat dissipation chamber; 3131, first flat tube; 3132, first finned portion; 3133, first heat dissipation body; 3134, first guide vane; 3135, first connecting piece; 314, internal connecting chamber; 315, second heat dissipation chamber; 3151, second flat tube; 3152, second finned portion; 3153, second heat dissipation body; 3154, second guide vane; 3155, second connecting piece; 316, liquid outlet manifold; 317, liquid outlet pipe; 318, external connecting chamber. Detailed Implementation

[0043] Please see Figures 1-16 This application provides an aircraft comprising: a fuselage 230, wings 210, a tail 220, a tiltrotor 240, and a fixed rotor 250. Both the tiltrotor 240 and the fixed rotor 250 have a power unit 100, which is mounted on one, two, or more of the fuselage 230, wings 210, tail 220, and arms 113. The wings 210 are symmetrically arranged on both sides of the fuselage 230, and the tail 220 is located at the tail of the fuselage 230. The tail 220 is integrally formed with or mechanically connected to the fuselage 230 and is symmetrically arranged relative to the fuselage 230. Tiltrotors 240 are mounted on both sides of the fuselage 230. Part of the tiltrotor 240 is mounted on the tail fin 220, and the other part is mounted on one or both of the fuselage 230 and the wing 210. The specific position and mounting method of the tiltrotor 240 on the wing 210 or fuselage 230 are not particularly limited. For example, it can be directly mounted on the wing 210, or it can be mounted on the wing 210 or fuselage 230 via the arm 113. Fixed rotors 250 are mounted on both sides of the fuselage 230 and connected to one or both of the fuselage 230 and the wing 210. The fixed rotors 250 are located outside the tiltrotor 240. The structure of the fixed rotor 250 can refer to any existing suitable fixed rotor 250 form. The specific position of the fixed rotor 250 on the fuselage 230 or wing 210 is not particularly limited; for example, it can be mounted on the wing 210 or fuselage 230 via the arm 113.

[0044] The power unit 100 provided in this application refers to a device that provides power to an aircraft. It consists of an electric propulsion cooling system 110, a power battery (not shown) and its power distribution system (not shown), etc. The power battery is installed in one, two or three of the aircraft fuselage 230, wing 210 and arm 113. The power battery is electrically connected to the electric propulsion cooling system to supply power to the electric propulsion cooling system.

[0045] In the current heat dissipation design of fixed-rotor electric propulsion systems, the heat generated during operation needs to be effectively dissipated through a cooling system, with the radiator relying on external airflow for heat exchange. However, this introduces unnecessary mechanical components, resulting in additional space occupation and weight burden, thereby reducing the integration and structural compactness of the electric propulsion system, and directly affecting the aerodynamic efficiency and payload capacity of the aircraft.

[0046] For example, when eVTOL performs vertical takeoff and landing (VTOL) and hovering missions in urban air traffic scenarios with high temperatures, the fixed-rotor electric propulsion system operates at high power, leading to a sharp increase in heat dissipation demands. At this time, the fan motors fixed above the radiators occupy the limited space on the arm, restricting the radiator's installation location and partially obstructing airflow. This phenomenon is particularly pronounced during the aircraft's VTOL and hovering phases, making it difficult for the radiators to fully contact effective airflow. The power motors continuously accumulate temperature, potentially triggering system protection mechanisms that limit output power, thus affecting the continuity and reliability of the flight mission.

[0047] If the aforementioned problems are not addressed, fixed-rotor electric propulsion systems will face the risk of insufficient heat dissipation during long-term operation. The inability to dissipate heat in a timely manner may accelerate the aging of the motor's insulation materials, cause abnormally high pressure in the coolant circulation system, and ultimately lead to system performance degradation or sudden failures. Such technical deficiencies not only weaken the aircraft's adaptability to complex weather conditions but may also restrict overall design optimization due to increased structural redundancy, hindering the achievement of lightweight goals and posing a potential threat to flight safety.

[0048] like Figures 2-6 As shown, this application proposes an electric propulsion cooling system 110, which includes an electric motor 111, a propeller 112, and an arm 113. The electric motor 111 is mounted on the arm 113 and is fixedly connected to the wing 210, tail fin 220, or fuselage 230 through the arm 113. The propeller 112 is disposed at the output end of the electric motor 111, and the electric motor 111 can drive the propeller 112 to rotate around its own axis.

[0049] Furthermore, such as Figure 9As shown, the electric motor 111 provided in this application includes a liquid pump 1111, a power motor 1112, and a radiator 300. A propeller 112 is disposed at the output end of the power motor 1112, enabling the power motor 1112 to drive the propeller 112 to rotate. The radiator 300 dissipates heat from the power motor 1112 through coolant circulation. The liquid pump 1111 pumps coolant to circulate between the power motor 1112 and the radiator 300. Figure 3 As shown, the arm 113 is provided with a heat dissipation groove 1131, and the radiator 300 is installed in the heat dissipation groove 1131. The orthographic projection of the blades of the propeller 112 on the corresponding surface (i.e., the upper surface) of the arm 113 (the projection along the axis of the propeller 112 is the orthographic projection) at least partially covers the radiator 300, so that the airflow generated by the propeller 112 can pass through the radiator 300 and enter the external space (usually the atmospheric environment), thereby realizing the heat dissipation of the coolant inside the radiator 300.

[0050] The arm 113 integrates a heat dissipation slot 1131 into its structural design. The radiator 300, embedded in the heat dissipation slot 1131, forms an integrated layout with the arm 113, thus eliminating the need for a separate fan assembly. Furthermore, the axial airflow generated by the propeller 112 during operation is directly guided to the surface of the radiator 300 via the blade projection area. The airflow passes through the fin structure of the radiator 300, achieving forced convection heat transfer, with heat continuously carried away by the external airflow. Specifically, the radiator 300 absorbs heat from the power motor 1112 through coolant circulation and transfers it to the heat dissipation surface. The airflow path of the propeller 112 is optimized to penetrate from the interior of the radiator 300 to the external space, avoiding airflow backflow or dispersion. As a preferred embodiment, the shape of the heat dissipation slot 1131 of the arm 113 matches the contour of the radiator 300, ensuring a stable installation of the radiator 300 while maintaining the continuity of the airflow channel. This achieves the synergistic integration of heat dissipation and propulsion functions without adding additional drive components.

[0051] In this embodiment, the electric propulsion cooling system 110 utilizes the airflow naturally generated during the operation of the propeller 112 for heat dissipation, avoiding the need for an additional fan and thus solving the problem of excessive system size and weight. The arm 113 is provided with a heat dissipation groove 1131. In practical applications, the heat dissipation groove 1131 is implemented as a recessed area on the surface of the arm 113, and its shape can be rectangular, circular, or elliptical. Specific implementation methods include forming grooves on the arm 113 through milling or integrally molding during the casting process of the arm 113. Its main purpose is to accommodate the radiator 300 and form an airflow guiding path. Furthermore, the radiator 300 is installed in the heat dissipation groove 1131. The radiator 300 can adopt a finned structure or a tubular structure. The finned structure consists of multiple parallel-arranged fins, and the tubular structure consists of multiple heat dissipation tubes. Its main purpose is to provide a heat exchange surface when airflow passes through it. The propeller blades of the propeller 112 project onto the corresponding surface of the arm 113, at least partially covering the radiator 300. Specifically, this projection coverage can be achieved by adjusting the mounting height of the motor 1112 or the size of the radiator 300. For example, by changing the fixed position of the motor 1112 on the arm 113 to make the blade projection area overlap with the radiator 300, or by designing the width of the radiator 300 to be within the range of the propeller blade rotation projection. Thus, the airflow generated by the propeller 112 is guided through the radiator 300 and into the external space. During its passage through the radiator 300, the airflow undergoes convective heat exchange with the surface of the radiator 300, thereby carrying away heat and achieving a cooling function without the need for an additional fan.

[0052] Furthermore, in one specific implementation, such as Figures 2-6 As shown, the arm 113 is made of aluminum alloy, and the heat sink 300 is an array of aluminum heat sinks fixed in the heat sink 1131 by fasteners. The heat sink 1131 is located at the end of the arm 113 near the propeller 112, which allows the heat sink 1131 to effectively capture the high-speed airflow generated by the propeller 112 and prevent the airflow from diffusing or attenuating during propagation.

[0053] Specifically, in some embodiments of this application, a heat dissipation groove 1131 is proposed for mounting the radiator 300. However, in its implementation, improper design of the position of the heat dissipation groove 1131 and the air inlet 1132 may make it difficult for airflow to be effectively introduced and flow through the radiator 300, thus affecting the heat dissipation efficiency.

[0054] In this regard, this application further proposes that a heat dissipation groove 1131 is disposed at one end of the arm 113 near the propeller 112 and extends along the outer periphery of the arm 113. The heat dissipation groove 1131 is provided with an air inlet 1132, which is located on the side of the arm 113 facing the propeller 112. That is to say, the heat dissipation groove 1131 is disposed in the shallow surface area of ​​the arm 113, and the heat dissipation groove 1131 does not penetrate through the arm 113. The heat dissipation slot 1131 extends along the outer periphery of the arm 113, meaning that the direction of the heat dissipation slot 1131 is consistent with the circumferential contour of the arm 113. It can be designed as a continuous arc-shaped slot or a segmented slot, with the aim of making the airflow evenly distributed and avoiding local airflow dead zones. The air inlet 1132 refers to the inlet part of the heat dissipation slot 1131, which can be opened as a rectangular, circular or polygonal opening, with the aim of guiding external airflow into the heat dissipation slot 1131. The air inlet 1132 is opened on the side of the arm 113 facing the propeller 112, meaning that the position of the air inlet 1132 is directly opposite the airflow direction of the propeller 112. It can adopt an inclined or straight-through opening design, with the aim of reducing airflow resistance and improving air intake efficiency.

[0055] Specifically, the heat dissipation slot 1131 extends along the outer periphery of the arm 113, conforming to the contour features of the arm 113, guiding airflow to be evenly distributed around the arm 113, and preventing airflow from escaping at the edges. The air inlet 1132 is located on the side of the arm 113 facing the propeller 112, ensuring that the airflow enters the heat dissipation slot 1131 directly, reducing deflection drag and avoiding turbulence or separation. These designs work together to allow airflow to flow efficiently through the radiator 300, improving the overall efficiency of the electric propulsion cooling system 110. Furthermore, compared to the heat dissipation slot 1131 penetrating the arm 113, the surrounding arrangement of the heat dissipation slot 1131 does not compromise the strength of the arm 113 and does not require additional reinforcing structures, minimizing the impact on the weight of the arm 113.

[0056] As a specific implementation method, the solution of this application is implemented as follows: the arm 113 has a cylindrical structure, the heat dissipation groove 1131 extends along the outer periphery of the arm 113 to form a continuous arc groove, the air inlet 1132 is opened on the front surface of the arm 113 and faces the direction of the propeller 112, and the radiator 300 is installed in the heat dissipation groove 1131 and is sealed with the air inlet 1132.

[0057] Specifically, in some embodiments of this application, an air inlet 1132 is provided to guide the airflow of the propeller 112 into the heat sink 1131. However, in this process, the direction of the air inlet 1132 is fixed towards the propeller 112 without any angle adjustment, which may make it difficult for the airflow to be fully introduced into the heat sink 1131. Especially when the aircraft is in forward flight, when the relative airflow direction changes, the airflow is likely to flow directly along the surface of the arm 113 without effectively penetrating the heat sink 300, resulting in a decrease in heat dissipation efficiency and the risk of local overheating.

[0058] In this regard, this application further proposes that when the aircraft is in level flight, the air intake 1132 is positioned relative to the vertical centerline of the arm 113 and is deflected toward the direction closer to the aircraft fuselage 230. That is, the centerline of the air intake 1132 is set at an angle to the axis of the propeller 112 (which is also the axis of rotation of the propeller 112, and the two are the same concept), and the air intake 1132 is deflected toward the direction closer to the aircraft fuselage 230. The angle between the centerline of the air inlet 1132 and the axis of the propeller 112 means that the air intake direction of the air inlet 1132 and the rotation axis of the propeller 112 form a non-zero angle. This is to match the axial and radial combined motion characteristics of the airflow when the propeller 112 rotates (the airflow generated by the propeller 112 is not vertically downward, but flows obliquely towards the aircraft fuselage 230), thereby improving the airflow capture rate, because the airflow from the propeller 112 is not vertically downward, but flows obliquely to one side. Furthermore, it should be noted that the centerline of the air inlet 1132 does not refer to the axis of the arm 113, but rather to the normal line of the central region of the surface where the air inlet 1132 is located (which can be a curved surface or a plane). The deflection of the air inlet 1132 towards the direction close to the aircraft fuselage 230 can be understood as the opening direction of the air inlet 1132 being tilted towards the side of the aircraft fuselage 230. This can be achieved by setting a deflection angle on the air inlet 1132 on the arm 113, for example, by molding or machining to make the air inlet 1132 face the fuselage 230, actively capturing stable airflow when the aircraft is flying forward, and preventing airflow from flowing directly along the surface of the arm 113. Figure 6 The three-dimensional simulation diagram clearly shows that when the air intake 1132 is deflected, the heat distribution on the surface of the radiator 300 is uniform, and the heat on the surface of the radiator 300 comes from the electric motor 111.

[0059] In practical applications, some embodiments of this application propose that the centerline of the air inlet 1132 and the axis of the propeller 112 be set at an angle to guide the airflow into the radiator 300. However, in its implementation, the specific value of the angle is not limited, which may lead to an undesirable airflow direction. For example, if the angle is too small, the airflow will directly impact the radiator 300 but the coverage area will be insufficient, or if the angle is too large, the airflow will deviate from the radiator 300 and will be difficult to cool sufficiently, thereby affecting the heat dissipation efficiency.

[0060] In this regard, such as Figure 7 As shown, this application further proposes that the angle E between the centerline of the air inlet 1132 and the axis of the propeller 112 satisfies 5°≤E≤50°. Specifically, E is equal to 5°, 10°, 15°, 20°, 25°, 30°, 45°, 50°, etc., which will not be listed here. That is to say, the air inlet 1132 and the radiator 300 disposed on the air inlet 1132 are deflected by 5° to 50° toward the side closer to the fuselage 230. Preferably, 10°≤E≤45°.

[0061] Specifically, the included angle E refers to the angle between the centerline of the air inlet 1132 and the axis of the propeller 112. It can be achieved by adjusting the setting position of the air inlet 1132 on the arm 113 during the manufacturing process of the arm 113. For example, the tilting attitude of the air inlet 1132 can be set by mold forming or CNC machining process. The purpose is to optimize the initial path of the airflow into the heat sink 1131, avoid airflow energy loss, and ensure that the surface of the heat sink 300 obtains a uniform airflow distribution.

[0062] Specifically, the solution of this application limits the angle between the centerline of the air inlet 1132 and the axis of the propeller 112 to within a range of 5° to 50°, so that the airflow generated by the rotation of the propeller 112 can be smoothly redirected and evenly cover the surface of the radiator 300. When the airflow flows from the propeller 112 to the air inlet 1132, this angle design effectively coordinates the geometric relationship between the airflow direction and the inlet of the heat sink 1131: on the one hand, it improves the airflow capture efficiency, and on the other hand, it prevents the airflow angle from being too large and deviating from the core area of ​​the radiator 300, thereby ensuring that the airflow forms a stable laminar flow state within the heat sink 1131, maximizing the utilization of airflow energy for heat exchange.

[0063] As a specific implementation method, the solution of this application is implemented as follows: the angle E between the centerline of the air inlet 1132 and the axis of the propeller 112 can be set to 25°. Under this configuration, the airflow generated by the propeller 112 can enter the heat dissipation slot 1131 to the maximum extent, avoiding the problem of excessive flow resistance when directly spraying air.

[0064] Specifically, in some of the above embodiments of the present application, if the length of the heat dissipation groove 1131 is not reasonably limited, it will cause the airflow to be difficult to fully flow through the surface of the radiator 300, resulting in insufficient heat dissipation efficiency. At the same time, if the heat dissipation groove 1131 extends excessively, it may weaken the structural strength of the arm 113 and increase the system weight, which is not conducive to the lightweight design of the aircraft.

[0065] Further, in an embodiment, the length L of the heat dissipation groove 1131 extending along the outer peripheral direction of the arm 113 and the perimeter M of the arm 113 along its own outer peripheral direction satisfy 1 / 5M ≤ L < M. Specifically, L is equal to 1 / 5M, 2 / 5M, 3 / 5M, 4 / 5M, etc. In a preferred embodiment, L is equal to 1 / 2M. Here, the length L of the heat dissipation groove 1131 extending along the outer peripheral direction of the arm 113 refers to the effective coverage range of the heat dissipation groove 1131 in the circumferential direction of the arm 113. It can be designed to be one-fifth to nearly the entire perimeter of the arm 113, such as one-fourth or one-third, etc. The purpose is to ensure that the airflow generated by the propeller 112 can be evenly distributed and fully contact the surface of the radiator 300, thereby improving the heat exchange efficiency. The perimeter M of the arm 113 along its own outer peripheral direction refers to the perimeter of the cross-section of the arm 113, which can be determined according to the specific geometric shape of the arm 113. The purpose is to provide a proportional reference parameter for the length L. The setting of the proportional relationship 1 / 5M ≤ L < M aims to balance the heat dissipation requirements and the structural strength, avoiding insufficient airflow coverage caused by too short heat dissipation grooves 1131 or weakening of the key parts of the arm 113 due to too long heat dissipation grooves 1131.

[0066] Specifically, the solution of the present application forms an optimized airflow channel in the outer peripheral direction of the arm 113 by limiting the proportional relationship between the extension length of the heat dissipation groove 1131 and the perimeter of the arm 113. When L is not less than one-fifth of M, the heat dissipation groove 1131 has sufficient coverage to ensure that the airflow generated by the rotation of the propeller 112 can evenly flow through the surface of the radiator 300 and fully exchange heat to带走 the heat generated by the power motor 1112. When L is less than M, the arm 113 retains an unslotted continuous structural area, maintaining the mechanical integrity of the support component and preventing stress concentration and additional weight accumulation caused by excessive slotting. The setting of this proportional relationship is based on the geometric characteristics of the arm 113, coordinating the aerodynamic effect and the structural mechanics requirements, ensuring the efficient operation of the radiator 300 and supporting the overall lightweight goal of the aircraft.

[0067] In a preferred embodiment, this application sets the length L of the heat dissipation groove 1131 to half the circumference M of the arm 113, ensuring that the heat dissipation groove 1131 covers an appropriate proportion of the outer circumference of the arm 113, allowing the airflow generated by the propeller 112 to pass evenly and fully through the surface of the radiator 300. This setting avoids the problem of insufficient heat dissipation area caused by an excessively small L, while preventing the structural strength reduction or efficiency reduction caused by an excessively large L, thereby extending the contact time between the airflow and the radiator 300, enhancing the heat exchange effect, and maintaining the structural stability of the arm 113. Furthermore, the integrated design of the heat dissipation groove 1131 and the arm 113 allows the airflow to form a stable flow path when passing through the radiator 300, effectively improving the overall performance of the electric propulsion heat dissipation system 110. Through the above solution, the problems of insufficient heat dissipation area and uneven airflow distribution are effectively solved, improving heat dissipation efficiency while ensuring the structural strength of the arm 113.

[0068] In some of the embodiments described above in this application, an unreasonable depth design of the heat dissipation slot 1131 may lead to insufficient airflow heat exchange time and reduced heat dissipation efficiency, or an excessive depth may increase structural weight and affect the lightweight design of the aircraft.

[0069] In this regard, this application further proposes that the depth D of the heat dissipation groove 1131 is less than or equal to half of the height H of the arm 113 along the axial direction of the propeller 112. Specifically, D and H satisfy 1 / 10H≤D≤1 / 2H, specifically, D is equal to 1 / 10H, 1 / 5H, or 1 / 2H. Figure 7 In the figure, the length direction of the heat dissipation groove 1131 is the length direction of the arm 113, the width direction of the heat dissipation groove 1131 is the outer periphery direction of the arm 113, and the depth direction of the heat dissipation groove 1131 is the radial direction of the cross section of the arm 113.

[0070] Specifically, the depth D of the heat dissipation groove 1131 refers to the depth dimension of the heat dissipation groove 1131 extending inward from the surface of the arm 113. It can be achieved by forming a groove on the arm 113 through mechanical processing. The purpose is to provide the path length for airflow through the radiator 300, ensuring that the airflow and the radiator 300 are in full contact to complete heat exchange. The height H of the arm 113 along the axial direction of the propeller 112 can be understood as the height dimension of the arm 113 in the direction of the rotation axis of the propeller 112. It can be determined based on the overall structural design of the arm 113, serving as a reference dimension for proportional relationships to quantify the optimization range of the depth of the heat dissipation groove 1131.

[0071] Specifically, the solution in this application ensures that the depth D of the heat dissipation slot 1131 is not less than one-tenth of the height H of the arm 113, thus guaranteeing sufficient path length for heat exchange when the airflow passes through the radiator 300, thereby avoiding insufficient heat exchange time due to insufficient depth. Simultaneously, limiting the depth D to no more than half the height H of the arm 113 prevents excessive depth of the heat dissipation slot 1131 from increasing the material usage and overall weight of the arm 113, helping to reduce the burden on the aircraft. The ratio range of 1 / 10H≤D≤1 / 2H comprehensively considers airflow characteristics and structural compactness, enabling the electric propulsion heat dissipation system 110 to achieve efficient heat dissipation within a limited space while avoiding unnecessary weight accumulation.

[0072] As a specific implementation method, the solution of this application is implemented as follows: The arm 113 can be made of lightweight aluminum alloy material, and its height H is determined according to the overall structural requirements of the aircraft. The depth D of the heat dissipation groove 1131 is set to about one-quarter of the height H. In the heat dissipation groove 1131 extending in the outer circumference of the arm 113, the depth D is moderate, which ensures effective contact between the airflow and the radiator 300, while maintaining the structural strength and lightweight characteristics of the arm 113. The radiator 300 can adopt an arc-shaped structure to fit the inner wall of the heat dissipation groove 1131 to enhance the heat exchange efficiency.

[0073] In practical applications, in some embodiments of this application, improper positional relationship between the air outlet 1133 and the air inlet 1132 may lead to airflow short circuit, thereby affecting heat dissipation performance.

[0074] To address this, this application further proposes that the bottom of the heat dissipation groove 1131 (at one end near the central axis of the arm 113) is provided with an air outlet channel 1134 communicating with the air outlet 1133 of the heat dissipation groove 1131, so that the air outlet 1133 and the air inlet 1132 of the heat dissipation groove 1131 are spaced apart on the surface of the arm 113, and the side of the radiator 300 and the side of the air inlet 1132 are sealed together. Note that the bottom of the heat dissipation groove 1131 is not the bottom of the arm 113; see references... Figure 7The bottom of the heat sink 1131 is limited to the area where the heat sink 1131 is distributed. The air outlet 1133 refers to the opening structure through which the airflow is discharged from the heat sink 1131. It can be implemented by using a circular hole, a rectangular slot or a mesh structure to adapt to different airflow dynamic characteristics. Its purpose is to provide a clear discharge path for the airflow after heat exchange. The air outlet channel 1134 refers to the internal flow channel connecting the air outlet 1133. It can be designed as a straight pipe, a curved pipe, or a branched structure to guide the smooth flow of air and prevent the airflow from stagnating in the heat sink 1131. The spacing between the air outlet 1133 and the air inlet 1132 refers to the physical separation distance between them on the surface of the arm 113. This can be achieved through directional misalignment, spatial barriers, or asymmetrical layout. The purpose is to force the airflow through the radiator 300 area. The sealing fit between the side of the radiator 300 and the side of the air inlet 1132 refers to the airtight connection formed between their contact surfaces. This can be achieved using elastic sealing rings, precision machining tolerances, or adhesives. The purpose is to prevent airflow leakage from the edges.

[0075] Specifically, the solution of this application establishes a directional discharge path for the airflow entering the heat dissipation tank 1131 through the air outlet 1133 and the connecting air outlet channel 1134 located at the bottom of the heat dissipation tank 1131. Simultaneously, the spacing between the air outlet 1133 and the air inlet 1132 on the surface of the arm 113 is based on airflow characteristics, ensuring that the airflow entering from the air inlet 1132 must bypass the surface of the radiator 300 rather than directly short-circuiting to the air outlet 1133, thereby extending the residence time of the airflow in the radiator 300 area. Furthermore, the sealing fit between the side of the radiator 300 and the side of the air inlet 1132 tightly constrains the airflow to pass entirely through the internal channels of the radiator 300, preventing some airflow from bypassing the radiator 300 and causing insufficient heat exchange. These features together construct a complete airflow circulation system, maintaining airflow continuity while eliminating ineffective flow paths.

[0076] As a preferred embodiment, the solution of this application is specifically implemented as follows: The surface of the arm 113 is provided with an arc-shaped heat dissipation groove 1131; the air inlet 1132 is located on the side surface facing the propeller 112; the air outlet 1133 is located on the side surface of the arm 113 away from the propeller 112; the edge of the radiator 300 is tightly fitted to the side of the air inlet 1132 via a silicone sealing gasket; the air outlet channel 1134 extends along the interior of the arm 113 to the air outlet 1133; the radiator 300 as a whole has an arc-shaped structure that fits the surface of the arm 113. Through the above solution, this application effectively avoids airflow short-circuiting and leakage problems, ensuring that the airflow fully contacts the radiator 300 for heat exchange, thereby significantly improving the reliability and cooling efficiency of the electric propulsion heat dissipation system 110.

[0077] However, this is not the only embodiment. In other embodiments, the radiator 300 may also partially cover the opening of the heat dissipation channel 1131, so that the heat dissipation channel 1131 is divided into an outlet covered by the radiator 300 and an inlet without a heat dissipation cavity.

[0078] In some embodiments of this application, the air outlet 1133 and the air inlet 1132 are arranged at intervals on the surface of the arm 113 to guide the airflow. However, in the implementation process, the specific arrangement direction of the interval arrangement is not clearly defined, which may lead to uneven distribution of airflow in the outer peripheral area of ​​the arm 113, resulting in local eddies or short circuits, thereby reducing the heat exchange efficiency of the radiator 300.

[0079] In response, this application further proposes that the air outlet 1133 and air inlet 1132 of the heat dissipation slot 1131 be arranged at intervals along the outer periphery of the arm 113. Specifically, the interval arrangement means that the air outlet 1133 and air inlet 1132 are staggered in the outer periphery of the arm 113, which can be achieved by alternating arrangement or group distribution. The purpose is to prevent airflow from directly flowing from the air inlet 1132 to the air outlet 1133 and causing a short circuit.

[0080] Specifically, the solution of this application arranges the air outlet 1133 and air inlet 1132 at intervals along the outer periphery of the arm 113, allowing the airflow to flow evenly along the circumferential contour of the arm 113, thus avoiding the accumulation or thinning of airflow in local areas. Simultaneously, the staggered arrangement of the air outlet 1133 and air inlet 1132 prevents direct short-circuiting of the airflow, forcing it to flow through the internal channels of the radiator 300. This extends the contact path between the airflow and the radiator 300, enhances the scouring effect of the airflow on the radiator 300, and optimizes the overall airflow path.

[0081] As a specific implementation method, the solution of this application is implemented as follows: the air outlet 1133 and the air inlet 1132 are alternately arranged on the outer peripheral surface of the arm 113, wherein the air inlet 1132 is located on the side of the arm 113 facing the propeller 112, and the air outlet 1133 is located on the side away from the propeller 112, and the two are staggered in the circumferential direction to ensure that the airflow is evenly distributed along the contour of the arm 113.

[0082] However, this is not the only embodiment. In other embodiments, the air outlet 1133 and air inlet 1132 of the heat dissipation slot 1131 may also be arranged at intervals along the length of the arm 113.

[0083] Furthermore, in one embodiment, as Figure 4 , Figure 5 and Figure 7As shown, the air outlet 1133 of the heat dissipation slot 1131 is located on the side of the arm 113 away from the propeller 112, and there are multiple air outlets 1133 (at least two), distributed on both sides of the air inlet 1132 along the outer periphery of the arm 113. Specifically, the solution of this application guides the airflow to be discharged directly away from the propeller 112 after passing through the radiator 300 by directionally positioning the air outlets 1133 on the side of the arm 113 away from the propeller 112, ensuring the unidirectionality and stability of the airflow path. At the same time, the dispersed arrangement of multiple air outlets 1133 divides the airflow into multiple fine streams, effectively reducing local resistance during the discharge process. In addition, the distribution design of the air outlet 1133 on both sides of the air inlet 1132 allows the airflow to be symmetrically split to both sides after entering from the air inlet 1132, balancing the air pressure distribution inside the heat sink 1131, avoiding airflow stagnation in local areas, and thus ensuring the continuity and uniformity of airflow coverage on the surface of the radiator 300.

[0084] Specifically, in some embodiments of this application, the specific locations of the multiple air outlets 1133 distributed on both sides of the outer periphery of the arm 113 are not limited. This may result in hot air being re-entrained into one of the air outlets 1133 by the propeller airflow or external airflow, thereby increasing aerodynamic drag.

[0085] Furthermore, in one embodiment, this application proposes to define the air outlet 1133 located on the side of the arm 113 near the aircraft fuselage 230 as the first air outlet 1133a, and the air outlet 1133 located on the side of the arm 113 away from the aircraft fuselage 230 as the second air outlet 1133b. When the aircraft is stationary on a horizontal ground, the vertical height of the first air outlet 1133a is lower than the vertical height of the second air outlet 1133b.

[0086] Specifically, the vertical height difference between the first air outlet 1133a and the second air outlet 1133b facilitates the discharge of hot air from the two outlets at different heights. For example, 3D simulation shows that this prevents hot air from entering through the first air outlet 1133a and exiting through the second air outlet 1133b, thus reducing the risk of hot air backflow. Simultaneously, the lower position of the first air outlet 1133a helps to expel impurities that may be carried by heavier, colder air, while the higher position of the second air outlet 1133b ensures timely diffusion of hot air, preventing the formation of hot spots around the arm 113 and extending the service life of the electric motor 111.

[0087] Furthermore, since hot air has a lower density and naturally rises, placing the first air outlet 1133a at a lower position and the second air outlet 1133b at a higher position utilizes the buoyancy effect of the hot air to create a smoother airflow path. After entering through the air inlet 1132, the cold air is heated by the radiator 300, and then exhausted from the first air outlet 1133a (lower position) and the second air outlet 1133b (higher position). The higher position of the second air outlet 1133b helps the hot air rise and escape quickly, preventing it from accumulating in the heat dissipation slot 1131, thereby improving overall heat dissipation efficiency. Especially when the aircraft is in level flight, this vertical height difference accelerates airflow and reduces thermal resistance.

[0088] Specifically, in some embodiments of this application, the radiator 300 is installed in close contact with the bottom wall of the heat sink 1131. However, in this process, it is difficult for the airflow to form an effective flow path between the radiator 300 and the bottom wall, resulting in uneven airflow distribution on the surface of the radiator 300 and increased flow resistance, which significantly reduces the heat dissipation efficiency.

[0089] In this regard, such as Figures 7-8 As shown, this application further proposes that the bottom walls (walls near the central axis of the arm 113) of the radiator 300 and the heat dissipation groove 1131 are spaced apart to form a sandwich flow channel 1135 connecting the air outlet channel 1134. The distance Q between the two satisfies 10mm ≤ Q ≤ 50mm. Specifically, Q can be equal to 10mm, 20mm, 30mm, 40mm, or 50mm, etc., which are not listed here. Preferably, Q is greater than or equal to 23mm. The spaced arrangement between the bottom walls of the radiator 300 and the heat dissipation groove 1131 refers to reserving a dedicated space between them as an airflow channel. The purpose is to avoid direct contact between the two, thereby constructing a continuous flow path to optimize airflow distribution and reduce flow resistance. Figure 8 The three-dimensional simulation clearly shows that the airflow can pass through the radiator 300 and carry away the heat of the radiator 300 through the interlayer flow channel 1135 and leave the heat dissipation tank 1131.

[0090] Specifically, the solution in this application, through the spacing between the radiator 300 and the bottom wall of the heat dissipation trough 1131, allows the airflow generated by the propeller 112 to enter through the air inlet 1132 and flow evenly across the surface of the radiator 300 and the pre-reserved interlayer flow channel 1135 below it. This interlayer flow channel 1135 is connected to the air outlet channel 1134, guiding the airflow along the surface of the radiator 300 to the air outlet 1133 for discharge into the external space. Because the airflow forms a stable flow path between the radiator 300 and the bottom wall, the effective contact area and heat exchange time between the airflow and the radiator 300 are increased, while airflow stagnation is avoided, thereby significantly improving heat dissipation performance.

[0091] Furthermore, specifically, the solution of this application strictly limits the spacing Q to the range of 10mm to 50mm, so that the airflow can maintain a uniform and stable velocity distribution when flowing through the interlayer channel 1135, avoiding the surge in flow resistance and airflow stagnation caused by the channel being too narrow, while preventing airflow diffusion and insufficient heat exchange time caused by the channel being too wide, thereby ensuring that the airflow fully contacts the surface of the radiator 300 to achieve efficient heat transfer.

[0092] In some of the embodiments described above in this application, a radiator 300 is installed in the heat dissipation slot 1131 of the arm 113 to dissipate heat through the airflow of the propeller 112. However, in this process, when the aircraft is flying at level, if the highest point of the radiator 300 is not lower than the highest point of the power motor 1112, the airflow may be obstructed, the heat dissipation efficiency may be reduced, and the power motor 1112 may be overheated.

[0093] In response, this application further proposes that the height of the plane containing the highest point of the radiator 300 is lower than the height of the plane containing the highest point of the motor 1112. The axis of the propeller 112 is actually deflected outwards towards the aircraft, which can be achieved using the typical attitude of an aircraft during hovering or vertical takeoff and landing. The purpose is to keep the airflow direction parallel to the axis, thereby optimizing the flow path of the cooling airflow. The height of the plane containing the highest point of the radiator 300 refers to the highest point of the radiator 300 in the vertical direction. It can be defined using an arc-shaped or folded surface structure to ensure that the airflow can fully cover the entire surface of the radiator 300, avoiding local airflow obstruction. The height of the plane containing the highest point of the motor 1112 refers to the highest point of the motor 1112 in the vertical direction. It can be determined based on the geometric contour of the motor 1112's housing, aiming to provide a clear reference benchmark for the height of the radiator 300 and prevent the radiator 300 structure from physically obstructing airflow.

[0094] Specifically, the solution of this application optimizes the airflow path by precisely controlling the relative height relationship between the radiator 300 and the power motor 1112 in the vertical direction, thereby maximizing the contact area between the surface of the radiator 300 and the airflow, significantly improving the heat exchange efficiency and effectively dissipating the heat generated during the operation of the power motor 1112.

[0095] In one embodiment, the outer surface of the radiator 300 does not protrude from the outer surface of the arm 113. Preferably, the outer surface of the radiator 300 is flush with the outer surface of the arm 113 to maintain the streamlined aerodynamic shape of the arm 113. In practical applications, the outer surface of the radiator 300 not protruding from the outer surface of the arm 113 means that the outer surface of the radiator 300 is flush with or recessed from the outer surface of the arm 113. This can be achieved by embedding the radiator 300 entirely into the heat dissipation groove 1131 of the arm 113, or by precisely fitting the outer contour of the radiator 300 to the surface of the arm 113. The purpose is to maintain the streamlined aerodynamic shape of the arm 113 and avoid local turbulence and airflow separation caused by protruding structures, thereby ensuring smooth airflow.

[0096] However, this is not the only embodiment. In other embodiments, the outer surface of the heat sink 300 may be slightly higher than the outer surface of the arm 113.

[0097] In practical applications, in some embodiments of this application, the radiator 300 is installed in the heat dissipation slot 1131 of the arm 113 so that the airflow of the propeller 112 passes through the radiator 300 for heat dissipation. However, in this process, the planar shape of the radiator 300 causes uneven airflow distribution, generating local vortices or dead zones, reducing heat dissipation efficiency and affecting the reliable operation of the electric propulsion heat dissipation system 110.

[0098] To address this, this application further proposes that the radiator 300 be disposed on the surface of a curved structure (including but not limited to the surface of the arm 113, etc.). Specifically, the radiator 300 is an arc-shaped or folded surface extending along the surface of the arm 113. That is, the shape of the radiator 300 and the surface of the curved structure are the same or substantially the same. Ideally, the outer contour surface of the radiator 300 is flush with the outer contour surface of the arm 113. For example, the arc-shaped radiator 300 designed in this application can perfectly fit the outer contour of the arm 113 without producing obvious abrupt changes in shape, minimizing the impact on the aerodynamic drag of the aircraft. In other words, it keeps the surface of the arm 113 flat, reducing the impact of incoming airflow on the aircraft, and thus reducing the impact on the overall lift-to-drag ratio of the aircraft. Here, the arc shape refers to the continuous curved surface shape of the radiator 300, which can be achieved by means of a cylindrical surface, a spherical surface, or a freeform surface, etc., with the aim of making the airflow smoothly fit the surface of the radiator 300, reducing airflow separation and turbulence. A folded surface refers to the surface of the radiator 300 being composed of multiple planar segments, which can be achieved using V-shapes or polygons. The purpose is to guide airflow by changing the angle, altering its trajectory and increasing the effective contact area between the airflow and the radiator 300. Extending along the surface of the arm 113 means that the contour of the radiator 300 closely matches the outer surface of the arm 113. This can be achieved using a curved or folded surface structure customized according to the curvature of the arm 113. The purpose is to avoid interference from protruding structures on airflow and maintain the continuity and stability of the airflow.

[0099] Specifically, the solution of this application significantly optimizes the airflow path by designing the radiator 300 as an arc or folded surface extending along the surface of the arm 113. The arc design, based on the curvature of the arm 113 surface, allows the airflow generated by the propeller 112 to smoothly conform to the radiator 300 surface, reducing airflow separation and turbulence. The folded design utilizes the extension direction of the arm 113 surface, guiding the airflow to change its trajectory through angle variations, increasing the effective contact area and residence time between the airflow and the radiator 300. Simultaneously, the arrangement of extending along the surface of the arm 113 ensures a close match between the radiator 300 and the contour of the arm 113, avoiding airflow interference and maintaining airflow continuity and stability, thereby achieving efficient heat dissipation within a compact space.

[0100] In practical applications, if the port is far from the heat source, it will lead to increased flow resistance of the coolant and decreased heat exchange efficiency, which in turn will cause the risk of heat accumulation and affect the stable operation of the electric propulsion heat dissipation system 110.

[0101] To address this, this application further proposes that the inlet and outlet of the radiator 300 be located on the side of the radiator 300 closest to the motor 1112. The inlet refers to the interface through which the coolant enters the radiator 300, which can be implemented using a pipe connection or an integrated fluid channel. The purpose is to allow the coolant to flow directly from the heat source area into the radiator 300, avoiding heat loss during long-distance transmission. The outlet refers to the interface through which the coolant flows out of the radiator 300, which can be implemented using an outlet pipe or a diversion channel. The purpose is to facilitate the rapid discharge of the coolant carrying heat, reducing its residence time inside the radiator 300. The side closest to the motor 1112 refers to the surface area of ​​the radiator 300 facing the motor 1112. This can be the inner surface of the radiator 300 or the end area adjacent to the heat source, aiming to shorten the coolant circulation path and enhance the direct heat exchange capacity between the heat source and the radiator 300.

[0102] In fixed-rotor electric propulsion cooling systems, the limited internal installation space restricts the radiator volume and shortens the coolant flow path. This results in reduced heat exchange time for the coolant within the radiator, decreasing cooling efficiency. Furthermore, during vertical takeoff and landing and hovering, the heat generated by the fixed-rotor electric propulsion cooling system increases significantly, making it difficult for existing radiators to meet the cooling demands. This leads to a continuous rise in system temperature, affecting the stable operation of the electric propulsion cooling system.

[0103] Specifically, during vertical takeoff and landing and hovering of an aircraft, when the electric propulsion cooling system of the fixed rotor operates at high power and generates a large amount of heat, the compact size of the radiator due to installation space limitations causes the coolant to flow rapidly through it, resulting in insufficient heat transfer to the outside air. As a result, the radiator temperature rises, and the temperature of the coolant returning to the electric propulsion cooling system becomes too high, degrading the system's thermal management performance, triggering the overheat protection mechanism, and causing the flight mission to be aborted.

[0104] In terms of technical impact, insufficient heat dissipation efficiency will cause malfunctions in the electric propulsion cooling system, such as coolant vaporization or failure of the sealing structure. Furthermore, reduced power system reliability threatens flight safety and poses risks to the safety of the crew. Therefore, there is an urgent need for a structural design that can optimize the coolant flow path within a limited space.

[0105] In one embodiment, such as Figures 10-16As shown, the radiator 300 includes one or more heat dissipation units 310. Each heat dissipation unit 310 includes an inlet pipe 311, an inlet manifold 312, a first heat dissipation chamber 313, an internal connecting chamber 314, a second heat dissipation chamber 315, an outlet manifold 316, and an outlet pipe 317 connected in sequence. The inlet end of the first heat dissipation chamber 313 is connected to the outlet end of the cooling system of the power motor 1112 through the inlet manifold 312, the inlet pipe 311, and the liquid pump 1111. The liquid outlet of the first heat dissipation chamber 313 is connected to one end of the internal connecting chamber 314, and the liquid inlet of the second heat dissipation chamber 315 is connected to the other end of the internal connecting chamber 314. The liquid outlet of the second heat dissipation chamber 315 extends towards the direction of the liquid inlet of the first heat dissipation chamber 313, so that the first heat dissipation chamber 313 and the second heat dissipation chamber 315 are arranged side-by-side along a predetermined arrangement direction and flow in opposite directions. That is, the first heat dissipation chamber 313, the internal connecting chamber 314, and the second heat dissipation chamber 315 form an approximately C-shaped flow structure. Specifically, the coolant in the first heat dissipation chamber 313 flows from the end closer to the power motor 1112 to the end farther from the power motor 1112, and the coolant in the second heat dissipation chamber 315 flows from the end farther from the power motor 1112 to the end closer to the power motor 1112. The liquid outlet of the second heat dissipation chamber 315 is connected to the liquid inlet of the power motor 1112 coolant system or to the liquid inlet of the next heat dissipation unit 310 via the liquid outlet collecting chamber 316 and the liquid outlet pipe 317.

[0106] When there are multiple heat dissipation units 310, the radiator 300 also includes an external connection chamber 318 for connecting adjacent heat dissipation units 310. One end of the external connection chamber 318 is connected to the liquid outlet end of the second heat dissipation chamber 315 of the previous heat dissipation unit 310, and the other end is connected to the liquid inlet end of the first heat dissipation chamber 313 of the next heat dissipation unit 310, so that multiple heat dissipation units 310 are arranged side by side along a preset arrangement direction and connected in series in sequence. That is, the coolant in the radiator 300 flows in a meandering manner.

[0107] In this system, after the coolant flows out of the first heat dissipation chamber 313, it enters the second heat dissipation chamber 315 through the internal connecting chamber 314. Since the outlet of the second heat dissipation chamber 315 extends towards the inlet of the first heat dissipation chamber 313, the first and second heat dissipation chambers 313 and 315 can be arranged side by side along a preset direction with opposite internal flow directions, thereby significantly extending the flow path of the coolant within a limited space. When there are multiple heat dissipation units 310, one end of the external connecting chamber 318 is connected to the outlet of the second heat dissipation chamber 315 of the previous heat dissipation unit 310, and the other end is connected to the inlet of the first heat dissipation chamber 313 of the next heat dissipation unit 310, so that multiple heat dissipation units 310 are connected in series. The coolant is guided to flow through all heat dissipation units 310 in sequence, and the total flow path is multiplied, effectively overcoming the problem of insufficient flow path caused by space limitations.

[0108] In practical applications, the internal connection chamber 314 or the external connection chamber 318 can be implemented using straight pipes, bent pipes, or flexible hoses, such as metal straight pipes or rubber hoses, to achieve series connection of multiple heat dissipation units 310. Therefore, by setting up the internal connection chamber 314 and the external connection chamber 318, this application extends the flow path of the coolant when the installation space inside the aircraft is limited, thereby solving the problem of poor heat dissipation caused by a small coolant flow path.

[0109] In practical applications, some of the solutions mentioned above in this application propose a connected structure for the heat dissipation unit 310. However, in its implementation, there is a problem of uneven coolant flow distribution, resulting in low heat dissipation efficiency. Especially under the high heat load conditions of the aircraft, some areas have insufficient heat dissipation, affecting the overall heat dissipation performance.

[0110] In this regard, such as Figure 13 As shown, this application further proposes a first heat dissipation chamber 313 including a first flat tube 3131 and a first fin portion 3132. One end of the first flat tube 3131 is connected to the liquid inlet collection chamber 312, and the other end is connected to the internal connection chamber 314. There are multiple first flat tubes 3131 arranged side by side and spaced apart. The first fin portion 3132 is disposed in the gap between adjacent first flat tubes 3131. The two ends of the first fin portion 3132 are respectively fixedly connected to the adjacent first flat tubes 3131 (including but not limited to welding, snap-fitting and fastener connection, etc.) so that the heat of the coolant can be transferred to the external space (mainly the atmospheric environment) through the first flat tubes 3131 and the first fin portion 3132.

[0111] Correspondingly, the second heat dissipation chamber 315 includes a second flat tube 3151 and a second finned portion 3152. One end of the second flat tube 3151 is connected to the liquid outlet collection chamber 316, and the other end is connected to the internal connection chamber 314. There are multiple second flat tubes 3151 arranged side by side and spaced apart. The second finned portion 3152 is disposed in the gap between adjacent second flat tubes 3151. The two ends of the second finned portion 3152 are respectively fixedly connected to the adjacent second flat tubes 3151 (including but not limited to welding, snap-fitting, and fastener connection) so that the heat of the coolant can be transferred to the external space (mainly the atmospheric environment) through the second flat tubes 3151 and the second finned portion 3152.

[0112] It should be noted that the inlet manifold 312 refers to a chamber structure used to collect and evenly distribute the coolant. It can be implemented using a rectangular, circular, or irregularly shaped cross-section chamber to ensure uniform distribution of the coolant upon entering the radiator 300. The outlet manifold 316 refers to a chamber structure used to collect and discharge the coolant. It can adopt a similar cavity form to the inlet manifold 312 to evenly collect the outflowing coolant. The first flat tube 3131 refers to the tubular component constituting the flow channel of the first heat dissipation chamber 313. It can be implemented using a metal tube, plastic tube, or composite material tube to provide a coolant flow channel and increase the heat exchange area. The first finned portion 3132 refers to the heat dissipation fin structure fixed between the first flat tubes 3131. It can be implemented using a flat, corrugated, or serrated structure to enhance airflow disturbance and heat transfer efficiency. Similarly, the second flat tube 3151 and the second fin portion 3152 have similar definitions and implementations to the first flat tube 3131 and the first fin portion 3132.

[0113] Specifically, the solution of this application distributes the coolant evenly to multiple first flat tubes 3131 through the inlet manifold 312. After flowing through the first flat tubes 3131, the coolant enters the internal connecting chamber 314, then flows into the second flat tube 3151, and finally flows out evenly through the outlet manifold 316. The parallel and spaced arrangement of multiple first flat tubes 3131 increases the coolant flow path and heat exchange area, reduces flow resistance, and at the same time, the first fin portion 3132 is fixedly connected to the adjacent first flat tubes 3131, optimizing the airflow path, reducing airflow dead zones, and enhancing the heat transfer efficiency of the heat dissipation surface. Similarly, the structure of the second heat dissipation chamber 315 ensures the uniform collection of coolant during the outflow stage, avoiding backflow or stagnation problems, and overall achieving uniform coolant flow and maximizing heat exchange.

[0114] As a preferred embodiment, the solution of this application is specifically implemented as follows: the inlet manifold 312 is made of aluminum alloy and has a large cross-sectional area to accommodate coolant; the first flat tubes 3131 are slender tubular structures made of copper, and there are multiple of them arranged in parallel; the first finned portion 3132 is composed of aluminum sheets and is fixedly connected between adjacent first flat tubes 3131 to form a heat dissipation surface. The outlet manifold 316 and the second heat dissipation chamber 315 use similar materials and structures to ensure uniform flow and heat dissipation of the coolant.

[0115] In one embodiment, the first fin portion 3132 has a flat plate structure, and there are multiple first fin portions 3132, which are spaced apart from each other. Specifically, the solution of this application designs the first fin portion 3132 as a flat plate structure, which allows airflow to flow smoothly along the fin surface, reducing turbulence and drag. The arrangement of multiple first fin portions 3132 at intervals increases the effective heat dissipation area while maintaining the continuity of the airflow channel, allowing external air to fully contact the first fin surface for heat exchange. This structural combination enables heat to be distributed more evenly and dissipated quickly during high-load operation of the aircraft, avoiding localized overheating.

[0116] Similarly, in one embodiment, the second fin portion 3152 has a flat plate structure, and there are multiple second fin portions 3152, which are spaced apart from each other. Its design principle is the same as that of the first fin portion 3132, and will not be repeated here.

[0117] Furthermore, in one embodiment, the first fin portion 3132 and the first flat tube 3131 are arranged at an angle. Specifically, the included angle A between the first fin portion 3132 and the first flat tube 3131 satisfies 30°≤A≤90°, that is, A can be 30°, 40°, 50°, 60°, 70°, 80°, 90°, etc., which are not listed here. The included angle between the first fin portion 3132 and the first flat tube 3131 means that the installation direction of the first fin portion 3132 relative to the first flat tube 3131 is neither completely perpendicular nor completely parallel. The included angle A is limited to the range of 30° to 90° because this angle can effectively balance airflow guidance and flow resistance within this range. It can be understood as an optimized range determined through wind tunnel experiments, aiming to avoid excessively small angles that cause airflow to be straight through and shorten the heat exchange path, and to prevent excessively large angles that cause a sharp increase in flow resistance and reduce heat dissipation efficiency. Similarly, the second fin portion 3152 and the second flat tube 3151 are set at an angle and the range of the included angle B is limited. Essentially, by controlling the airflow direction in the second heat dissipation chamber 315, a coordinated airflow disturbance mechanism is ensured with the first heat dissipation chamber 313.

[0118] Specifically, the solution of this application sets the first fin portion 3132 and the first flat tube 3131 within an angle range of 30° to 90°. This allows the airflow direction to be controllably deflected according to this specific angle when the cooling air flows through the first heat dissipation chamber 313, avoiding the phenomenon of airflow passing through rapidly in a straight line. At the same time, it suppresses the problem of a surge in turbulent resistance caused by an excessively large angle, thereby inducing the formation of a stable vortex structure within a limited space and prolonging the contact time between the air and the surface of the first fin. Based on this, the second fin portion 3152 and the second flat tube 3151 are set with the same angle range to ensure the continuity of the airflow path inside the heat dissipation unit 310. This allows the air to generate complementary disturbance effects when flowing through the first heat dissipation chamber 313 and the second heat dissipation chamber 315, thereby maintaining the uniformity and stability of the overall heat exchange process. That is, the second fin portion 3152 and the second flat tube 3151 are arranged at an angle. Specifically, the included angle B between the second fin portion 3152 and the second flat tube 3151 satisfies 30°≤B≤90°. That is, B can be 30°, 40°, 50°, 60°, 70°, 80°, 90°, etc., which will not be listed here.

[0119] In practical applications, some embodiments of this application propose a flat fin section for connecting a flat tube and providing basic heat dissipation function. However, in its implementation, the flat structure results in a single and gentle airflow path, limited heat dissipation area, and low heat exchange efficiency. Especially in high-heat states such as vertical take-off and landing and hovering of aircraft, it is difficult to effectively cope with the need for rapid dissipation of a large amount of heat, thereby affecting the reliability and safety of the electric propulsion heat dissipation system 110.

[0120] In this regard, such as Figures 15-16 As shown, this application further proposes a first fin portion 3132 including a first heat dissipation body 3133 and a first connecting piece 3135. Multiple first heat dissipation bodies 3133 are arranged at intervals along the length direction of the first flat tube 3131. Adjacent first heat dissipation bodies 3133 are connected end-to-end by the first connecting piece 3135 to form a wavy-extending first fin portion 3132. The two ends of the first fin portion 3132 are respectively connected to adjacent first flat tubes 3131 by corresponding first connecting pieces 3135. Similarly, a second fin portion 3152 includes a second heat dissipation body 3153 and a second connecting piece 3155. Multiple second heat dissipation bodies 3153 are arranged at intervals along the length direction of the second flat tube 3151. Adjacent second heat dissipation bodies 3153 are connected end-to-end by the second connecting piece 3155 to form a wavy-extending second fin portion 3152. The two ends of the second fin portion 3152 are respectively connected to adjacent second flat tubes 3151 by corresponding second connecting pieces 3155.

[0121] The first heat dissipation body 3133 refers to an independent heat dissipation unit 310 arranged along the length of the first flat tube 3131. It can be implemented using a corrugated plate structure, a sawtooth structure, or a honeycomb hollow structure, with the aim of expanding the effective heat dissipation area and forming a regular airflow channel. The first connecting piece 3135 refers to a transition component connecting adjacent first heat dissipation bodies 3133. It can be implemented using an elastic metal sheet, a polymer film, or a woven fiber mesh, with the aim of maintaining a wavy geometric shape while adapting to thermal expansion deformation and avoiding structural stress concentration.

[0122] Specifically, multiple first heat dissipation bodies 3133 are arranged at intervals along the length of the first flat tube 3131, forming stratified airflow gaps along the length of the flat tube, allowing cooling air to be evenly distributed among the heat dissipation bodies. Adjacent first heat dissipation bodies 3133 are connected end to end by first connecting pieces 3135 to form a wavy extended first fin portion 3132, causing the airflow to undergo periodic directional changes as it passes through, transforming the originally gentle laminar flow into a localized turbulent state. The two ends of the first fin portion 3132 are respectively connected to the adjacent first flat tube 3131 by corresponding first connecting pieces 3135, ensuring that the heat conduction path from the first flat tube 3131 to the first fin portion 3132 is short and efficient. Overall, the geometric shape of the wavy fin portion actively guides the airflow path and enhances the disturbance effect, enabling the radiator 300 to achieve full contact between the airflow and the heat dissipation surface within a limited space.

[0123] The principle of the second fin portion 3152 is similar, and will not be repeated here.

[0124] Specifically, the first fin portion 3132 is an integrally formed structure (including but not limited to integral stamping, integral casting, and 3D printing structures, which are not listed here), or the first fin portion 3132 is a welded structure, that is, adjacent first heat dissipation bodies 3133 are welded together by a first connecting piece 3135. The second fin portion 3152 is an integrally formed structure (including but not limited to integral stamping, integral casting, and 3D printing structures, which are not listed here), or the second fin portion 3152 is a welded structure, that is, adjacent second heat dissipation bodies 3153 are welded together by a second connecting piece 3155.

[0125] An integrally formed structure refers to manufacturing the first fin portion 3132 (or the second fin portion 3152) as a single, integral component. This can be achieved using metal die casting, powder metallurgy, or additive manufacturing processes. The purpose is to eliminate connection interfaces, ensure continuous heat conduction in a corrugated path, and improve overall mechanical strength. A welded structure refers to fusing multiple components into a single unit through welding processes. This can be achieved using laser welding, resistance welding, or brazing. The purpose is to form a continuous thermal path for metallurgical bonding, reduce interfacial thermal resistance, and enhance the vibration resistance of the connection points.

[0126] Furthermore, in one embodiment, as Figures 15-16 As shown, the first heat dissipation body 3133 has multiple first heat dissipation vents inside, so that the gaps on both sides of the first heat dissipation body 3133 can be interconnected through the first heat dissipation vents. Furthermore, a first guide vane 3134 is provided at each first heat dissipation vent. One end of the first guide vane 3134 is connected to the first heat dissipation vent, and the other end extends towards the adjacent first heat dissipation body 3133. The extending direction of the first guide vane 3134 forms an acute angle with the air inlet direction of the first fin portion 3132. The multiple first guide vanes 3134 are arranged along the width direction of the first flat tube 3131 to form a structure resembling a louver.

[0127] It should be noted that the air inlet direction of the first fin portion 3132 refers to the flow direction of the external airflow into the first fin portion 3132, that is, the direction in which the external airflow enters the interior of the radiator 300 along the surface of the radiator 300 (the same applies to the subsequent second fin portion 3152, which will not be described again here).

[0128] Correspondingly, the second heat dissipation body 3153 has multiple second heat dissipation vents, allowing the gaps on both sides of the second heat dissipation body 3153 to communicate with each other through the second heat dissipation vents. Furthermore, a second guide vane 3154 is provided at each second heat dissipation vent. One end of the second guide vane 3154 is connected to the second heat dissipation vent, and the other end extends towards the adjacent second heat dissipation body 3153. The extending direction of the second guide vane 3154 forms an acute angle with the air inlet direction of the second fin portion 3152. Multiple second guide vanes 3154 are arranged along the width direction of the second flat tube 3151 to form a structure resembling louvers.

[0129] Specifically, the first heat dissipation vent refers to an opening structure within the first fin portion 3132 that connects the gaps on both sides of the heat dissipation body. It can be implemented using circular, elliptical, or polygonal holes, with the aim of allowing air to flow laterally across the gaps in the first heat dissipation body 3133, avoiding flow blockage caused by wavy undulations. The first guide vane 3134 is a guiding element located at the first heat dissipation vent. It can be made of a thin metal sheet or engineering plastic sheet, with one end fixed to the edge of the heat dissipation vent and the other end extending freely. Its purpose is to guide the airflow direction through its inclined extension, reducing airflow energy loss. The second heat dissipation vent and the second guide vane 3154 correspond to similar structures in the second fin portion 3152, and their design principles are consistent with the first heat dissipation vent and the first guide vane 3134, ensuring optimized airflow during bidirectional heat dissipation.

[0130] Specifically, the solution of this application connects the gaps on both sides of the first heat dissipation body 3133 through the first heat dissipation port, allowing air to pass laterally through the interval area of ​​the wave-shaped structure, eliminating the flow barrier formed by the structural undulations. At the same time, one end of the first guide vane 3134 is fixed to the first heat dissipation port, and the other end extends toward the adjacent first heat dissipation body 3133. Its extension direction is set at an acute angle to the air intake direction. This angle design follows the airflow movement trend, allowing the airflow to smoothly transition to the adjacent area under the guidance of the guide vane, effectively suppressing airflow separation and the generation of eddies. The above structures work together to optimize the airflow path inside the wave-shaped fin section, ensuring that heat is evenly dissipated from both sides of the first heat dissipation body 3133, thereby improving the overall heat exchange efficiency.

[0131] The design concept of the second heat dissipation body 3153 is similar to that of the first heat dissipation body 3133, and will not be repeated here.

[0132] In practical applications, some embodiments of this application propose a curved arrangement with a pre-defined bending direction to adapt the radiator 300 to the internal space layout of the aircraft. However, in its implementation, the linearly arranged radiator 300 is difficult to make full use of the limited and irregular installation space, resulting in a short coolant flow path and insufficient heat dissipation efficiency. Especially in high-heat states such as vertical take-off and landing and hovering of the aircraft, it is difficult to effectively remove heat, which poses a safety hazard.

[0133] To address this, this application further proposes a curved arrangement with a pre-defined bending direction, so that the heat sink 300 extends in a curved shape. For example, the pre-defined arrangement direction can be the shape of the curved surface of the arm 113 extending circumferentially in this application. It should be noted that the pre-defined arrangement direction can be formed by the extension of a single heat sink unit 310 or by the extension of multiple heat sink units 310.

[0134] In practical applications, the preset arrangement direction refers to the arrangement trajectory of the heat dissipation unit 310 within the radiator 300, which can be linear or curved. A curved preset arrangement direction means the trajectory is a continuous, smooth curve, not a straight line or a broken line. It can be achieved using C-shaped, wavy, or S-shaped curves, etc., to allow the heat dissipation unit 310 to flexibly adapt to irregular installation space layouts within the aircraft, extending the actual flow path of the coolant within the radiator 300. A curved extension of the radiator 300 means the overall shape of the radiator 300 extends along the preset arrangement direction. This can be understood as the radiator 300 exhibiting a non-linear form in three-dimensional space, such as a unidirectional or bidirectional curved structure. Its purpose is to optimize the matching degree between the radiator 300 and the curved surface profile of the aircraft fuselage 230 or wing 210, reduce installation gaps, and enhance the contact efficiency between external airflow and the heat dissipation surface.

[0135] Specifically, the solution of this application designs the preset arrangement direction as a curved curve, so that the heat dissipation unit 310 is arranged along the curved path, thereby extending the actual flow path of the coolant within a limited space. At the same time, the curved extension of the radiator 300 matches the curved profile of the aircraft fuselage 230 or wing 210, reducing the installation gap and allowing the external airflow to flow more evenly across the heat dissipation surface, thus enhancing the heat exchange efficiency. This design significantly improves the heat dissipation capacity under high-heat conditions by optimizing space utilization and airflow distribution without increasing the volume of the radiator 300.

[0136] Example 1

[0137] In one embodiment, such as Figure 13As shown, the inlet manifold 312, the first heat dissipation chamber 313, the internal connecting chamber 314, the second heat dissipation chamber 315, and the outlet manifold 316 are respectively curved along a preset arrangement direction, so that the entire heat dissipation unit 310 is in the shape of an arc-shaped tile curved along the preset arrangement direction. The first heat dissipation chamber 313 refers to the channel portion of the heat dissipation unit 310 used for coolant flow, which can be implemented using a curved flat tube array structure to ensure a smooth transition of coolant in the curved path. The internal connecting chamber 314 refers to the transition area connecting the first heat dissipation chamber 313 and the second heat dissipation chamber 315, which can be designed as an arc-shaped curved pipe structure to provide continuous flow connection. The second heat dissipation chamber 315 refers to the coolant flow channel on the other side of the heat dissipation unit 310, which can be implemented using a curved flat tube array with the same curvature as the first heat dissipation chamber 313 to maintain the consistency of the reverse flow direction inside. The preset arrangement direction refers to the overall extension trajectory of the heat dissipation unit 310, which can be set as a continuous curve to adapt to the complex spatial layout inside the aircraft. The arc-shaped tile shape refers to the overall shape of the heat dissipation unit 310, which can be expressed as a continuous arc-shaped extension, in order to enhance the structural compactness and heat distribution uniformity.

[0138] Specifically, the solution of this application simultaneously bends the first heat dissipation chamber 313, the internal connecting chamber 314, and the second heat dissipation chamber 315 along a preset arrangement direction. This allows the coolant to flow from the first heat dissipation chamber 313 through the internal connecting chamber 314 to the second heat dissipation chamber 315, forming a continuous arc-shaped transition in the flow path, avoiding eddies and additional resistance caused by structural abrupt changes. Simultaneously, the arc-shaped tile-like design maintains the continuity of the overall structure of the heat dissipation unit 310 within the curved space, optimizing the stable flow characteristics of the coolant and improving the heat exchange efficiency of the heat dissipation surface, thereby achieving a more uniform heat distribution within a limited installation space.

[0139] Furthermore, in one embodiment, there are multiple heat dissipation units 310, and the external connecting chamber 318 is curved along a preset arrangement direction, so that the entire radiator 300 has an arc-shaped surface curved along the preset arrangement direction. Specifically, the solution of this application designs the external connecting chamber 318 to be consistent with the preset curved arrangement direction, so that multiple heat dissipation units 310 can form a continuous arc-shaped structure when connected in series. When the coolant flows out of the second heat dissipation chamber 315 of one heat dissipation unit 310, it smoothly transitions to the inlet end of the first heat dissipation chamber 313 of the next heat dissipation unit 310 via the curved external connecting chamber 318, avoiding abrupt changes in the flow direction, thereby reducing eddies and local resistance losses. At the same time, the overall arc-shaped tile-like layout allows the radiator 300 to fit closely to the curved installation space inside the aircraft, extending the flow path of the coolant within a limited volume, and optimizing the interaction efficiency between the external air and the heat dissipation surface, effectively improving the heat dissipation performance.

[0140] Example 2

[0141] In this embodiment, as Figures 11-12 As shown, the liquid inlet manifold 312, the internal connecting chamber 314, and the liquid outlet manifold 316 are all straight strips, and the first heat dissipation chamber 313 and the second heat dissipation chamber 315 are both cuboids. The second heat dissipation chamber 315 and the first heat dissipation chamber 313 are set at an angle. When there are multiple heat dissipation units 310, the multiple heat dissipation units 310 are set at an angle. The specific angle depends on the curvature of the preset arrangement direction. That is, in order to make the entire radiator 300 be a curved shape that is bent along the preset arrangement direction, all the first heat dissipation chambers 313 and the second heat dissipation chambers 315 in the radiator 300 are arranged along the preset arrangement direction to form an approximately polygonal shape.

[0142] Specifically, the cuboid shape refers to the heat dissipation chamber adopting a regular geometric shape, which can be achieved using a right-angled cuboid structure. This simplifies the production process, avoids the high-precision molds and additional processing steps required for bending and forming, and ensures a smooth inner wall for optimizing coolant flow. The angled arrangement can be understood as a fixed angle between the first heat dissipation chamber 313 and the second heat dissipation chamber 315. This can be achieved using a discontinuous curve transition structure, aiming to disperse structural stress and prevent material fatigue and seal failure at bending joints. In practical applications, the angled arrangement of multiple heat dissipation units 310 specifically refers to the modular connection of the heat dissipation units 310. This can be achieved using a combination of straight segments and angular transitions, aiming to simplify the series connection process, reduce the number and complexity of connection points, and thus improve the sealing reliability of coolant circulation.

[0143] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0144] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

[0145] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0146] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0147] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0148] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0149] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0150] 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 herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

Claims

1. An electric propulsion heat dissipation system, characterized in that, include: The arm (113) is fixedly connected to the fuselage structure of the aircraft, and the arm (113) is provided with heat dissipation grooves (1131) and air outlets (1133). A power motor (1112) is installed on the arm (113). A propeller (112) is disposed at the output end of the power motor (1112), the power motor (1112) being capable of driving the propeller (112) to rotate; and, The radiator (300) circulates coolant to dissipate heat from the power motor (1112). The radiator (300) is installed in the heat dissipation trough (1131). The blades of the propeller (112) at least partially cover the radiator (300) on the orthographic projection of the corresponding surface of the arm (113), so that the airflow generated by the propeller (112) can pass through the radiator (300) and enter the external space through the air outlet (1133). The heat dissipation groove (1131) is located at one end of the arm (113) near the propeller (112) and extends along the outer periphery of the arm (113). The heat dissipation groove (1131) is provided with an air inlet (1132), which is located on the side of the surface of the arm (113) facing the propeller (112). The centerline of the air inlet (1132) and the axis of rotation of the propeller (112) are set at an angle, and the air inlet (1132) is deflected toward the direction close to the fuselage (230) of the aircraft. The angle E between the centerline of the air inlet (1132) and the rotation axis of the propeller (112) satisfies 5°≤E≤50°.

2. The electric propulsion heat dissipation system according to claim 1, characterized in that, 10°≤E≤45°。 3. The electric propulsion heat dissipation system according to claim 1, characterized in that, The length L of the heat dissipation groove (1131) extending along the outer periphery of the arm (113) and the circumference M of the arm (113) along its own outer periphery satisfy 1 / 5M≤L <M。 4. The electric propulsion heat dissipation system according to claim 3, characterized in that, L equals 1 / 2M.

5. The electric propulsion heat dissipation system according to claim 1, characterized in that, The depth D of the heat dissipation groove (1131) and the height H of the arm (113) along the rotation axis of the propeller (112) satisfy 1 / 10H≤D≤1 / 2H.

6. The electric propulsion heat dissipation system according to claim 1, characterized in that, The bottom of the heat dissipation slot (1131) is provided with the air outlet (1133) and the air outlet channel (1134) communicating with the air outlet (1133). The air outlet (1133) and the air inlet (1132) are arranged at intervals on the surface of the arm (113). The side of the radiator (300) and the side of the air inlet (1132) are sealed together. The air outlet (1133) and the air inlet (1132) are arranged at intervals along the outer periphery of the arm (113).

7. The electric propulsion heat dissipation system according to claim 6, characterized in that, The air outlet (1133) is located on the side of the arm (113) away from the propeller (112). There are at least two air outlets (1133), and the at least two air outlets (1133) are respectively distributed on both sides of the air inlet (1132) along the outer periphery of the arm (113).

8. The electric propulsion heat dissipation system according to claim 7, characterized in that, The air outlet (1133) located on the side of the arm (113) near the aircraft fuselage (230) is defined as the first air outlet (1133a), and the air outlet (1133) located on the side of the arm (113) away from the aircraft fuselage (230) is defined as the second air outlet (1133b). The vertical height of the first air outlet (1133a) is lower than the vertical height of the second air outlet (1133b).

9. The electric propulsion heat dissipation system according to claim 6, characterized in that, The bottom walls of the radiator (300) and the heat dissipation groove (1131) are spaced apart to form a sandwich flow channel (1135) that connects to the air outlet channel (1134). The distance Q between the bottom walls of the radiator (300) and the heat dissipation groove (1131) satisfies 10mm≤Q≤50mm.

10. The electric propulsion heat dissipation system according to claim 9, characterized in that, The distance Q between the bottom wall of the radiator (300) and the heat sink (1131) satisfies Q≥23mm.

11. The electric propulsion heat dissipation system according to claim 1, characterized in that, The height of the plane where the highest point of the radiator (300) is located is lower than the height of the plane where the highest point of the power motor (1112) is located.

12. The electric propulsion heat dissipation system according to claim 1, characterized in that, The outer surface of the radiator (300) does not protrude from the outer surface of the arm (113); and / or, the radiator (300) is an arc-shaped or folded surface extending along the surface of the arm (113).

13. The electric propulsion heat dissipation system according to claim 1, characterized in that, The outer contour surface of the radiator (300) is flush with the outer contour surface of the arm (113).

14. The electric propulsion heat dissipation system according to claim 1, characterized in that, The liquid inlet and liquid outlet of the radiator (300) are located on the side of the radiator (300) close to the power motor (1112).

15. A power unit, characterized in that, The system includes a power battery and an electric propulsion cooling system (110) as described in any one of claims 1-14. The power battery is installed in the airframe structure of the aircraft and is electrically connected to the electric propulsion cooling system (110) to supply power to the electric propulsion cooling system (110).

16. An aircraft, characterized in that, It includes a fuselage (230), a wing (210), and an electric propulsion cooling system (110) as described in any one of claims 1-14, wherein the wing (210) is connected to the fuselage (230), and the electric propulsion cooling system (110) is installed on one or both of the wing (210) and the fuselage (230).

17. The aircraft according to claim 16, characterized in that, The aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

Images